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GASLOC WESTMINISTER2021 Machinery Operating Manual

This document provides a machinery operating manual for the GASLOG WESTMINSTER vessel. It contains over 200 pages detailing the vessel's main engine, power plant systems, machinery arrangement drawings, and operating instructions. The manual covers the vessel's propulsion and electrical power generation systems, fuel, lubricating and seawater systems, compressed air systems, bilge systems, and automation/monitoring systems.

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PEDRO alvaroe

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100% found this document useful (2 votes)

641 views370 pages

GASLOC WESTMINISTER2021 Machinery Operating Manual

Uploaded by

PEDRO alvaroe

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

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GASLOG WESTMINSTER Machinery Operating Manual

Issue and Update Control.............................................................................3 2.4.3 Recommendations for Operation................................... 2 - 53 3.1.3a Navigation Panel Layout ........................................................ 3 - 8
Introduction...................................................................................................7 2.4.4 Fuel Changeover during Operation ............................... 2 - 54 3.1.3b Input Panel Layout ................................................................. 3 - 8
Symbols and Color Scheme (1/2) .................................................................8 2.4.5 Cleaning and Flushing Instructions ............................... 2 - 55 3.2.3a Personnel Alarm System ...................................................... 3 - 13
Symbols and Color Scheme (2/2) .................................................................9 2.4.6 Automation System ....................................................... 2 - 57 3.3a Arrangement of Engine Control Room.................................... 3 - 15
Abbreviations ..............................................................................................10 2.4.7 Functional Description of Start/Stop ............................. 2 - 61
2.4.8 Speed Control Functions & Load-Sharing .................... 2 - 63 Part 4: Machinery System
Part 1: Design Concept of the Vessel 2.4.9 WOIS, WISE, and Power Unit ...................................... 2 - 66 4.1 Seawater Systems........................................................................4 - 2
1.1 Principal Particulars of the Ship ................................................. 1 – 1 2.4.10 SCR System for G/E.................................................... 2 - 68 4.1.1 Central Cooling Seawater System ...................................4 - 2
1.3 Tanks Capacity Plan and List ..................................................... 1 – 7 2.5 Steering Gear ............................................................................ 2 - 74 4.1.2 Freshwater Generator Seawater System ..........................4 - 6
1.4 Lubrication Oil Chart ................................................................. 1 – 9 2.6 Ship Performance Monitoring System...................................... 2 - 80 4.2 Freshwater Cooling System ........................................................4 - 8
1.5 E/R Arrangement...................................................................... 1 – 16 2.7 Oil Mist Detection System........................................................ 2 - 84 4.2.1 Main Cooling Freshwater System....................................4 - 8
2.8 Bow Thruster ............................................................................ 2 - 92 4.2.2 G/E Cooling Freshwater System....................................4 - 12
Illustrations 4.2.3 H/T Freshwater Cooling System....................................4 - 16
1.1a General Arrangement – Profile/Upper Deck..............................1 - 3 Illustrations 4.3 Fuel Oil Transfer and Purifying System....................................4 - 20
1.1b General Arrangement – Midship Section ..................................1 - 4 2.1.1a Cross-Section ......................................................................... 2 - 1 4.3.1 Fuel Oil Bunkering and Transfer System.......................4 - 20
1.2a. Tank Location Plan - Profile/Upper Deck.................................1 - 5 2.2.1a Propulsion Control System Overview.................................. 2 - 17 4.3.2 Fuel Oil Purifying System .............................................4 - 28
1.2b Tank Location Plan - Midship Section ......................................1 - 6 2.3.1a No.1 M/E SCR System ........................................................ 2 - 33 4.4 Fuel Oil Service System............................................................4 - 32
1.5a. E/R Arrangement – Double Bottom........................................1 - 16 2.3.1b No.2 M/E SCR System ........................................................ 2 - 35 4.4.1 Main Engine Fuel Oil Service System...........................4 - 32
1.5b. E/R Arrangement – Floor .......................................................1 - 17 2.3.2a. N-WACS Control System- .................................................. 2 - 39 4.4.2 Generator Engine Fuel Oil Service Systems..................4 - 36

SAMSUNG/GASLOG/ABS
1.5c. E/R Arrangement – 4th Deck..................................................1 - 18 2.4.1a Diesel Generator Engine – 8L34DF..................................... 2 - 47 4.4.3 Fuel Gas System ............................................................4 - 44
1.5d. E/R Arrangement – 3rd Deck .................................................1 - 19 2.4.1b Diesel Generator Engine – 6L34DF .................................... 2 - 49 4.4.4 Emergency G/E and Incinerator Fuel Oil System..........4 - 52
1.5e. E/R Arrangement – 2nd Deck.................................................1 - 20 2.4.10a NOx Emission Reduction System for G/E......................... 2 - 67 4.4.5 Aux. Boiler Fuel Oil System..........................................4 - 56
1.5f. E/R Arrangement – Upper Deck .............................................1 - 21 2.5a Steering Gear Hydraulic Diagram........................................... 2 - 73 4.5 Lubricating Oil System .............................................................4 - 60
1.5g. E/R Arrangement – A Deck & B Deck ...................................1 - 22 2.5b Steering Gear Block Diagram................................................. 2 - 75 4.5.1 Lubricating Oil Transfer System....................................4 - 60
1.5h. E/R Arrangement – C Deck, funnel, No.1 & 2 STR Deck .....1 - 23 2.6a Ship Performance Monitoring System .................................... 2 - 79 4.5.2 Lubricating Oil Purifying System..................................4 - 64
2.7a Oil Mist Detection System...................................................... 2 - 83 4.5.3 Main Engine Lubricating Oil Service System ...............4 - 70
Part 2: Main Engine & Power Plant 2.7b Oil Mist Detector .................................................................... 2 - 85 4.5.4 Generator Engine Lubricating Oil System.....................4 - 74
2.1 Main Engine ............................................................................... 2 - 2 2.7c RMU Menu Tree ..................................................................... 2 - 89 4.5.5 Stern Tube Lubricating Oil System................................4 - 77
2.1.1 Engine Rating Points....................................................... 2 - 2 2.7d RMU Menu Tree..................................................................... 2 - 90 4.6 Engine Room Bilge System ......................................................4 - 82
2.1.2 System Overview ............................................................ 2 - 3 2.8a Thruster Unit ........................................................................... 2 - 91 4.7 Compressed Air System ............................................................4 - 88
2.1.3 Engine Operation ............................................................ 2 - 9 2.8b Thruster Hydraulic Diagram ................................................... 2 - 93 4.7.1 Control & General Service Air System..........................4 - 88
2.1.4 Engine Rating................................................................ 2 - 10 4.7.2 Starting Air System........................................................4 - 92
2.1.5 Load Range ................................................................... 2 - 12 Part 3: Integrated Automation System (IAS) 4.8 Gas Combustion Unit System ...................................................4 - 96
2.1.6 Engine Automation DENIS – UNIC ............................. 2 - 15 3.1 General Principles of the IAS ..................................................... 3 - 3 4.9 Aux. Boilers and Steam Systems.............................................4 - 104
2.2 Remote Control System............................................................ 2 - 18 3.1.1 General Description......................................................... 3 - 3 4.9.1 General Description .....................................................4 - 104
2.2.1 Functional Description .................................................. 2 - 18 3.1.2 IAS System Layout.......................................................... 3 - 3 4.9.2 Boiler Control – ALTC System....................................4 - 109
2.2.2 Remote Control System Functions................................ 2 - 25 3.1.3 Alarm Control and Monitoring System ........................... 3 - 6 4.9.3 Boiler Operation ..........................................................4 - 113
2.2.3 Safety System Functions ............................................... 2 - 31 3.2 Alarm Extension System........................................................... 3 - 11 4.9.4 Exhaust Gas Economizer .............................................4 - 117
2.3 Selective Catalytic Reduction System for M/E ........................ 2 - 34 3.2.1 Alarm Extension(Watch Call) System Overview .......... 3 - 11 4.10 Aux. Boiler Feedwater and Steam System ............................4 - 120
2.3.1 System Overview .......................................................... 2 - 34 3.2.2 Functional Description .................................................. 3 - 11 4.10.1 Aux. Boiler Feedwater System ..................................4 - 120
2.3.2 Control and Monitoring System.................................... 2 - 40 3.2.3 Panel Operation ............................................................. 3 - 12 4.10.2 Water Sampling and Treatment System .....................4 - 126
2.3.3 Operation....................................................................... 2 - 43 3.3 Engine Control Room & Process Station Room....................... 3 - 16 4.10.3 Steam Service and Condensate Systems....................4 - 128
2.4 Diesel Generator Engine........................................................... 2 - 48 4.11 Accommodations Service ......................................................4 - 132
2.4.1 Main Particulars: 8L34DF x 2 and 6L34DF x 2 ........... 2 - 48 Illustrations 4.11.1 Provision Refrigeration System .................................4 - 132
2.4.2 System Overview .......................................................... 2 - 51 3.1a IAS Overview ........................................................................... 3 - 2 4.11.2 Accommodations Air-Conditioning Plant ..................4 - 136

IMO No. 9855812 / Issue 1 (2021.10.08) 1 Index

CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
4.11.3 Package-Type Air Conditioner .................................. 4 - 144 4.9.4b Exhaust Gas System........................................................... 4 - 116 Part 7: Firefighting System
4.12 Sanitary & Freshwater System ............................................. 4 - 148 4.10.1 Boiler Feedwater System ................................................... 4 - 119 7.1 Dry-Powder System ....................................................................7 - 2
4.12.1 Freshwater Service System ....................................... 4 - 148 4.10.1a Boiler Feedwater System ................................................. 4 - 119 7.2 High-Expansion Foam Firefighting System................................7 - 8
4.12.2 Sanitary Discharge System........................................ 4 - 152 4.10.1b Boiler Feed Water Systen Emergency Operation............. 4 - 123 7.3 E/R Local Firefighting System..................................................7 - 18
4.10.2a Water Sampling and Treatment System ........................... 4 - 125 7.4 Emergency Shutoff Valve System.............................................7 - 23
Illustrations 4.10.3a Steam Service System...................................................... 4 - 127 7.5 Emergency Escape from E/R ....................................................7 - 24
4.1.1a Central Cooling Seawater System ......................................... 4 - 1 4.10.3b Condensate Water System................................................ 4 - 129
4.1.2a Freshwater Generator P&I Diagram ...................................... 4 - 5 4.11.1a Provision Refrigeration System ....................................... 4 - 131 Illustrations
4.2.1a Main Cooling Freshwater System – PORT............................ 4 - 7 4.11.2a Accommodations Air-Conditioning Plant ........................ 4 - 135 7.1a Dry-Powder System ..................................................................7 - 1
4.2.1b Main Cooling Freshwater System – STBD ........................... 4 - 9 4.11.3a Package-Type Air Conditioner – Cargo Switchboard Room & 7.1b No.1 & 2 Dry-Powder Tank Unit ..............................................7 - 3
4.2.2a No.1 & 2 G/E Cooling Freshwater System.......................... 4 - 11 Cargo Control Room..................................................................... 4 - 141 7.1c No.3 & 4 Dry-Powder Tank Unit ..............................................7 - 5
4.2.2b No.3 & 4 G/E Cooling Freshwater System ......................... 4 - 13 4.11.3b Package-Type Air Conditioner – Emergency Switchboard 7.2a High-Expansion Foam Firefighting System..............................7 - 7
4.2.3a H/T Freshwater Cooling System.......................................... 4 - 15 Room & Wheelhouse.................................................................... 4 - 142 7.2b Flowchart ..................................................................................7 - 9
4.2.3b H/T Freshwater Cooling System ......................................... 4 - 17 4.11.3c Package-Type Air Conditioner – Galley & Electric Equipment 7.2c Foam Nozzle Piping Arrangement – Casing & Funnel Plan ... 7 - 11
4.3.1a HFO and MGO Transfer Systems........................................ 4 - 19 Room ............................................................................................ 4 - 143 7.2d Foam Nozzle Piping Arrangement – A & B Deck Plan ..........7 - 12
4.3.1b HFO and MGO Transfer Systems ....................................... 4 - 23 4.12.1a Sanitary & Freshwater System......................................... 4 - 147 7.2e Foam Nozzle Piping Arrangement – Upper-Deck Plan...........7 - 13
4.3.2a Fuel Oil Purifying System ................................................... 4 - 27 4.12.1b Sanitary & Freshwater System – Purifier Operating Water ........ 7.2f Foam Nozzle Piping Arrangement – 2nd-Deck Plan ...............7 - 14
4.4.1a No.1 Main Engine Fuel Oil Service System........................ 4 - 31 ...................................................................................................... 4 - 149 7.2g Foam Nozzle Piping Arrangement – 3rd-Deck Plan ...............7 - 15
4.4.1b No.2 Main Engine Fuel Oil Service System........................ 4 - 33 4.12.2a Sanitary Discharge System .............................................. 4 - 151 7.2h Foam Nozzle Piping Arrangement – 4th-Deck Plan ...............7 - 16

SAMSUNG/GASLOG/ABS
4.4.2a No.1 & 2 Generator Engine Fuel Oil System ...................... 4 - 35 7.3a E/R Local Firefighting System................................................7 - 17
4.4.2b No.3 & 4 Generator Engine Fuel Oil System ...................... 4 - 37 Part 5: Electrical Equipment 7.3b E/R Water Mist Fire Extinguishing System Operating Logic .7 - 20
4.4.3a Main Engine Fuel Gas System............................................. 4 - 43 5.1 Electrical Power Distribution...................................................... 5 - 2 7.4a Emergency Shutoff Valve System ...........................................7 - 22
4.4.3b GCU Tank Pressure Control ................................................ 4 - 44 5.1.1 Distribution and Loading................................................. 5 - 2 7.5a Emergency Escape Route from the Engine Room ..................7 - 24
4.4.3c Generator Engine Fuel Gas System ..................................... 4 - 45 5.1.2 Power Management System (PMS)................................. 5 - 7 7.5b Emergency Escape Route from the Engine Room – Floor Deck .....
4.4.3d Gas Combustion Unit Fuel Gas System .............................. 4 - 47 5.1.3 Main Diesel Generator .................................................. 5 - 16 .........................................................................................................7 - 25
4.4.4a Emergency G/E Fuel Oil System......................................... 4 - 51 5.1.4 Emergency Diesel Generator......................................... 5 - 18 7.5c Emergency Escape Route from the Engine Room – 4th Deck .........
4.4.4b Incinerator Fuel Oil System................................................. 4 - 53 5.1.5 Shore Power .................................................................. 5 - 20 .........................................................................................................7 - 26
4.4.5a Aux. Boiler Fuel Oil System................................................ 4 - 55 5.1.6 Battery Charger and Distribution................................... 5 - 22 7.5d Emergency Escape Route from the Engine Room – 3rd Deck.........
4.5.1a Lubricating Oil Transfer & Purifying System ..................... 4 - 59 .........................................................................................................7 - 27
4.5.2a Lubricating Oil Transfer & Purifying System ..................... 4 - 63 Illustrations 7.5e Emergency Escape Route from the Engine Room – 2nd Deck ........
4.5.3a. No. 1 Main Engine Lubricating Oil System ....................... 4 - 69 5.1.1a Distribution and Loading ....................................................... 5 - 1 .........................................................................................................7 - 28
4.5.3b No. 2 Main Engine Lubricating Oil System ........................ 4 - 71 5.1.4a Emergency Generator Engine Control Panel ....................... 5 - 17
4.5.4a Generator Engine Lubricating Oil System........................... 4 - 73 5.1.6a. Battery Charger Instrument Circuit..................................... 5 - 21
4.5.5a Stern Tube Lubricating Oil System ..................................... 4 - 75
4.5.5b Stern Tube Lubricating Oil System ..................................... 4 - 76 Part 6: Emergency Procedures
4.5.5c Stern Tube Air Control Unit................................................. 4 - 79 6.1 Flooding in Engine Room........................................................... 6 - 4
4.6.1a Engine Room Bilge System................................................. 4 - 81 6.2 Main Engine Emergency Procedures.......................................... 6 - 5
4.7.1a Compressed Air System....................................................... 4 - 85 6.3 Generator Engine Emergency Procedures .................................. 6 - 7
4.7.1b Control Air Service.............................................................. 4 - 86 6.4 Emergency Steering Procedures ................................................. 6 - 8
4.7.1c Control Air Service for the Fire Damper ............................. 4 - 87 6.5 Fire in the Engine Room............................................................. 6 - 9
4.7.2a Starting Air System.............................................................. 4 - 91
4.8a Gas Combustion Unit System................................................. 4 - 95 Illustrations
4.9.1a Aux. Boiler Construction ................................................... 4 - 103 6.1a Engine Room Bilge System ...................................................... 6 - 1
4.9.1b Water Level Control System.............................................. 4 - 105 6.1b Fire, Deck Wash, & Water Spray System ................................. 6 - 2
4.9.4a Exhaust Gas System .......................................................... 4 - 115 6.1c Floodable Time, Control Position, and Method of Valve Operation.
.......................................................................................................... 6 - 3

IMO No. 9855812 / Issue 1 (2021.10.08) 2 Index

SAMSUNG/GASLOG/ABS
2.4.4 Fuel Changeover during Operation Oct. 2021
Part 1: Design Concept of the Vessel 2.4.5 Cleaning and Flushing Instructions Oct. 2021
1.1 Principal Particulars of the Ship Oct. 2021 2.4.6 Automation System Oct. 2021
1.3 Tanks Capacity Plan and List Oct. 2021 2.4.7 Functional Description of Start/Stop Oct. 2021
1.4 Lubrication Oil Chart Oct. 2021 2.4.8 Speed Control Functions & Load-Sharing Oct. 2021
1.5 E/R Arrangement Oct. 2021 2.4.9 WOIS, WISE, and Power Unit Oct. 2021
Illustrations 2.4.10 SCR System for G/E Oct. 2021
1.1a General Arrangement – Profile/Upper Deck Oct. 2021 2.5 Steering Gear Oct. 2021
1.1b General Arrangement – Midship Section Oct. 2021 2.6 Ship Performance Monitoring System Oct. 2021
1.2a. Tank Location Plan - Profile/Upper Deck Oct. 2021 2.7 Oil Mist Detection System Oct. 2021
1.2b Tank Location Plan - Midship Section Oct. 2021 2.8 Bow Thruster Oct. 2021
1.5a. E/R Arrangement – Double Bottom Oct. 2021 Illustrations
1.5b. E/R Arrangement – Floor Oct. 2021 2.1.1a Cross-Section Oct. 2021
1.5c. E/R Arrangement – 4th Deck Oct. 2021 2.2.1a Propulsion Control System Overview Oct. 2021
1.5d. E/R Arrangement – 3rd Deck Oct. 2021 2.3.1a No.1 M/E SCR System Oct. 2021
1.5e. E/R Arrangement – 2nd Deck Oct. 2021 2.3.1b No.2 M/E SCR System Oct. 2021
1.5f. E/R Arrangement – Upper Deck Oct. 2021 2.3.2a. N-WACS Control System- Oct. 2021
1.5g. E/R Arrangement – A Deck & B Deck Oct. 2021 2.4.1a Diesel Generator Engine – 8L34DF Oct. 2021
1.5h. E/R Arrangement – C Deck, funnel, No.1 & 2 STR Deck Oct. 2021 2.4.1b Diesel Generator Engine – 6L34DF Oct. 2021
2.4.10a NOx Emission Reduction System for G/E Oct. 2021
Part 2: Main Engine & Power Plant 2.5a Steering Gear Hydraulic Diagram Oct. 2021
2.1 Main Engine Oct. 2021 2.5b Steering Gear Block Diagram Oct. 2021
2.1.1 Engine Rating Points Oct. 2021 2.6a Ship Performance Monitoring System Oct. 2021
2.1.2 System Overview Oct. 2021 2.7a Oil Mist Detection System Oct. 2021

IMO No. 9855812 / Issue 1 (2021.10.08) 3 Issue and Update Control

SAMSUNG/GASLOG/ABS
Illustrations 4.10 Aux. Boiler Feedwater and Steam System Oct. 2021
3.1a IAS Overview Oct. 2021 4.10.1 Aux. Boiler Feedwater System Oct. 2021
3.1.3a Navigation Panel Layout Oct. 2021 4.10.2 Water Sampling and Treatment System Oct. 2021
3.1.3b Input Panel Layout Oct. 2021 4.10.3 Steam Service and Condensate Systems Oct. 2021
3.2.3a Personnel Alarm System Oct. 2021 4.11 Accommodations Service Oct. 2021
3.3a Arrangement of Engine Control Room Oct. 2021 4.11.1 Provision Refrigeration System Oct. 2021
4.11.2 Accommodations Air-Conditioning Plant Oct. 2021
Part 4: Machinery System 4.11.3 Package-Type Air Conditioner Oct. 2021
4.1 Seawater Systems Oct. 2021 4.12 Sanitary & Freshwater System Oct. 2021
4.1.1 Central Cooling Seawater System Oct. 2021 4.12.1 Freshwater Service System Oct. 2021
4.1.2 Freshwater Generator Seawater System Oct. 2021 4.12.2 Sanitary Discharge System Oct. 2021
4.2 Freshwater Cooling System Oct. 2021 Illustrations
4.2.1 Main Cooling Freshwater System Oct. 2021 4.1.1a Central Cooling Seawater System Oct. 2021
4.2.2 G/E Cooling Freshwater System Oct. 2021 4.1.2a Freshwater Generator P&I Diagram Oct. 2021
4.2.3 H/T Freshwater Cooling System Oct. 2021 4.2.1a Main Cooling Freshwater System – PORT Oct. 2021
4.3 Fuel Oil Transfer and Purifying System Oct. 2021 4.2.1b Main Cooling Freshwater System – STBD Oct. 2021
4.3.1 Fuel Oil Bunkering and Transfer System Oct. 2021 4.2.2a No.1 & 2 G/E Cooling Freshwater System Oct. 2021
4.3.2 Fuel Oil Purifying System Oct. 2021 4.2.2b No.3 & 4 G/E Cooling Freshwater System Oct. 2021
4.4 Fuel Oil Service System Oct. 2021 4.2.3a H/T Freshwater Cooling System Oct. 2021
4.4.1 Main Engine Fuel Oil Service System Oct. 2021 4.2.3b H/T Freshwater Cooling System Oct. 2021
4.4.2 Generator Engine Fuel Oil Service Systems Oct. 2021 4.3.1a HFO and MGO Transfer Systems Oct. 2021
4.4.3 Fuel Gas System Oct. 2021 4.3.1b HFO and MGO Transfer Systems Oct. 2021
4.4.4 Emergency G/E and Incinerator Fuel Oil System Oct. 2021 4.3.2a Fuel Oil Purifying System Oct. 2021
4.4.5 Aux. Boiler Fuel Oil System Oct. 2021 4.4.1a No.1 Main Engine Fuel Oil Service System Oct. 2021

IMO No. 9855812 / Issue 1 (2021.10.08) 4 Issue and Update Control

SAMSUNG/GASLOG/ABS
4.5.5b Stern Tube Lubricating Oil System Oct. 2021
5.1.4a Emergency Generator Engine Control Panel Oct. 2021
4.5.5c Stern Tube Air Control Unit Oct. 2021
4.6.1a Engine Room Bilge System 5.1.6a. Battery Charger Instrument Circuit Oct. 2021
Oct. 2021
4.7.1a Compressed Air System Oct. 2021
4.7.1b Control Air Service Oct. 2021 Part 6: Emergency Procedures
6.1 Flooding in Engine Room Oct. 2021
4.7.1c Control Air Service for the Fire Damper Oct. 2021
4.7.2a Starting Air System 6.2 Main Engine Emergency Procedures Oct. 2021
Oct. 2021
6.3 Generator Engine Emergency Procedures Oct. 2021
4.8a Gas Combustion Unit System Oct. 2021
4.9.1a Aux. Boiler Construction 6.4 Emergency Steering Procedures Oct. 2021
Oct. 2021
6.5 Fire in the Engine Room Oct. 2021
4.9.1b Water Level Control System Oct. 2021
4.9.4a Exhaust Gas System Oct. 2021 Illustrations
6.1a Engine Room Bilge System Oct. 2021
4.9.4b Exhaust Gas System Oct. 2021
4.10.1 Boiler Feedwater System 6.1b Fire, Deck Wash, & Water Spray System Oct. 2021
Oct. 2021
6.1c Floodable Time, Control Position, and Method of Valve
4.10.1a Boiler Feedwater System Oct. 2021 Oct. 2021
Operation
4.10.1b Boiler Feed Water Systen Emergency Operation Oct. 2021
Oct. 2021
4.10.2a Water Sampling and Treatment System Oct. 2021
Part 7: Firefighting System Oct. 2021
4.10.3a Steam Service System Oct. 2021
7.1 Dry-Powder System Oct. 2021
4.10.3b Condensate Water System Oct. 2021
7.2 High-Expansion Foam Firefighting System Oct. 2021
4.11.1a Provision Refrigeration System Oct. 2021
7.3 E/R Local Firefighting System Oct. 2021
4.11.2a Accommodations Air-Conditioning Plant Oct. 2021
7.4 Emergency Shutoff Valve System Oct. 2021
4.11.3a Package-Type Air Conditioner – Cargo Switchboard
Oct. 2021 7.5 Emergency Escape from E/R Oct. 2021
Room & Cargo Control Room
4.11.3b Package-Type Air Conditioner – Emergency Illustrations
Oct. 2021 7.1a Dry-Powder System Oct. 2021
Switchboard Room & Wheelhouse

IMO No. 9855812 / Issue 1 (2021.10.08) 5 Issue and Update Control

SAMSUNG/GASLOG/ABS
Oct. 2021
Floor Deck
7.5c Emergency Escape Route from the Engine Room – 4th
Oct. 2021
Deck
7.5d Emergency Escape Route from the Engine Room – 3rd
Oct. 2021
Deck
7.5e Emergency Escape Route from the Engine Room – 2nd
Oct. 2021
Deck

IMO No. 9855812 / Issue 1 (2021.10.08) 6 Issue and Update Control

SAMSUNG/GASLOG/ABS
In many cases, the best operating practice can be learned only from illustration are accessible when the manual is laid face up. When text
experience. concerning an illustration covers several pages, the illustration is
duplicated above each page of the text.
Where the information in this manual is found to be inadequate or
incorrect, the details should be sent to SHI so that revisions may be made Where the flows are detailed in an illustration, these are shown in color.
to the manuals of other ships of the same class. A key of all colors and line styles used in an illustration is provided on
the illustration. The details of the color coding used in the illustrations
2. Safe Operation are given in the color scheme.

The safety of the ship depends on the care and attention of all onboard. The symbols given in the manual adhere to the international standards,
Most safety precautions are a matter of common sense and good and keys to the symbols used throughout the manual are given on the
housekeeping and are detailed in the various manuals available onboard. following pages.
Records show, however, that even experienced operators sometimes
neglect safety precautions through overfamiliarity, and the following There are at times duplicated illustrations within the manuals. This is to
basic rules must be remembered at all times. give the reader a clear view of the illustration and the accompanying
details and description without the need to turn the page.
1) Never continue to operate any machine or equipment that
appears to be potentially unsafe or dangerous, and always The manual’s basic structure and layouts are meant to have an illustration
report such a condition immediately. on the above page and an accompanying description on the facing page.
At times, the text sections are longer than one page, and in such cases, it
2) Make a point of testing all the safety equipment and devices is necessary to insert a duplicate illustration so that there will be no blank
regularly. page facing the text. Without this, there would be a number of blank
pages in the manuals.
3) Never ignore any unusual or suspicious circumstance, no
matter how trivial. Small symptoms often appear before a
major failure occurs.

IMO No. 9855812 / Issue 1 (2021.10.08) 7 Introduction

Symbol Designation Symbol Designation Symbol Designation Symbol Designation

General Convention Symbol Spectacle Flange Valve, Three Way Foot Valve
Open Close

Needle Valve and V-PORT

Pipe Spool Piece Pressue Reducing Valve
Open Close Valve, Straight Through

Pipe with Indication of Penetrating Watertight Needle Valve and V-PORT

Safety Valve, Globe
Direction of Flow Bulkhead & Deck Crossing Valve, Angle

Penetrating Watertight Relief Valve

Appliances Safety Valve, Angle
Bulkhead & Not watertight Straight Through

Indicating and To Bilge Self-Closing Valve, Relief Valve Angle

Measuring Instruments (To be released locally) Globe (Straight Through)

Self-Closing Valve,
Pipe Going Upwards Breather Valve
Angle

Cock, Globe
Pipe and Pipe Joints Pipe Going Downwards Regulating Valve
(Straight Through)

Crossing Pipes Orifice Quick-Opening Valve Cock, Angle

Not Connected

Crossing Pipes Cock, Three-Way,

Off Page Connector Quick-Closing Valve
Connected L-PORT in Plug

SAMSUNG/GASLOG/ABS
Grating Cock, Three-Way,
Tee Pipes Kingston Valve
T-PORT in Plug

Flexible Joint Connected to Same Maked Butterfly Valve Cock, Four-Way,

Flexible Pipes Joint Number (Same System Drawing) (Wafer, Lever Type) Straight Through in Plug

Butterfly Valve Manifold Valve,

Flanged Joint Rubber Compensator
(Wafer, Gear Box Type) Check Valve

Butterfly Valve Storm Valve,

Sleeve Joint
(Flange, Lever Type) Straight Through

Butterfly Valve
Reducer Valve, Cocks and Flaps Storm Valve, Angle
(Flange, Gear Box Type)

Globe Valve Butterfly Valve

Screwed Joint Air Filter Regulator
(Straight Through) (Lug, Lever Type)

Butterfly Valve Temperature Control Valve

Welded Joint Angle Valve
(Lug, Gear Box Type) (Wax Type)

Butterfly Check Valve High Velocity Press./Vacuum Valve

Joint Quick-Releasing Gate Valve (Wafer Type) (Duo Check) With (without) Gas Free Cover

Sleeve Type Screw Down Non-Return (SDNR) Butterfly Check Valve

Expansion Pipe Joint Valve (Globe) (Flange Type) (Duo Check)

Bellows Type Screw Down Non-Return (SDNR) Butterfly Check Valve

Automatic De-Aerating Valve
Expansion Pipe Joint Valve (Angle) (Lug Type) (Duo Check)

Dresser Type Non-Return Valve Temperature Control Valve

Ball Valve (Direct Type)
Expansion Pipe Joint (Globe)

Flange Adapter Type Non-Return Valve

Expansion Pipe Joint (Angle) Hose Ball Valve (JIS Coupling)

Expansion Pipe Swing Check Valve Hose Ball Valve (DIN Coupling) Control and Regulation Parts

STORZ DIN
Cap Nut Hose Globe Valve Ball Check without Spring Valve Hand-Operated
JIS ANFT
STORZ DIN
Blank Flange Hose Angle Valve Ball Check with Spring Valve Remote Control
JIS ANFT

IMO No. 9855812 / Issue 1 (2021.10.08) 8 Symbols and Colour Scheme

Symbol Designation Symbol Designation Symbol Designation Symbol Designation

Spring Simplex Strainer Sounding Cap Silencer

(Deck Piece Type) (For Exhaust Gas)
COLOR DESCRIPTION
Mass Duplex Oil Strainer Flame Screen

Scupper with Water Seal

LNG Liquid
Float Separator Control & Instrument
and Rose Plate

Hydraulic Operated,
Open/Shut
Drain Trap OR
Hydraulic Oil Line Spray

Hydraulic Operated,
Y-Type Strainer Pump, Equipment
OR
Control Air Line
Continues LNG Vapour
Y-Type Steam Trap OR
Pneumatic Piston Centrifugal Pump Capillary Tube
with Strainer & Cock
Inert Gas
Y-Type Steam Trap
Diaphragm Operated Gear Pump
OR
Electric Wiring
with Strainer & Cock, By-Pass

Electric Motor Driven Drain Silencer Screw Pump Insulation Lubricating Oil

Air Motor Driven Hull Distance Piece Steam Tracing &

Piston Pump
Insulation Hydraulic Oil

Solenoid Actuator Bilge Hat Hand Pump Heating Coil

SAMSUNG/GASLOG/ABS
Diesel Oil
Deck Stand (Reach Rod) Sight Glass Mono Pump Electric Coil

Air Motor Driven Fuel Oil

Deck Stand (Hydraulic) Fusing Plug Auxiliary Switch
Diaphragm Pump

Boss Dosing Pump Change Over Switch Box Sea Water, Ballast Water

Fitting Boss and Plug Vane Pump Seal Pot

Fresh Water, Condensate
Suction Bell Mouth Thermowell Loop Seal
Glycol Water
Scupper for Coaming Rose Plate Air Horn Local Instrument

Hopper without Cover

Goose Neck Type Air Vent
Viscometer Remote Control Instrument Nitrogen
Pipe Head (Without Wire Net)

Bonnet Type Air Pipe Head Glass Level Gauge ( : Open

Hopper with Hinged Cover (Without Wire Net) Flowmeter
: Close : Self Closing Valve) Steam
Goose Neck Type Air Vent Flat Level Gauge ( : Open
Sounding Head with Cap Ejector, Eductor
Pipe Head (With Wire Net) : Close : Self Closing Valve)
Bilge Water
Sounding Head with Bonnet Type Air Pipe Head Shell/Tube Type Float Type Level Gauge
Self Closing Valve (With Wire Net) Heat Exchanger (Dial Float/Float)Type

Sounding Head with Content Meter Compressed Air

Oil Tray Coaming Cooler Plate Type
Self Closing and Test Cock (Dial Type)

Observation Glass Air Drain Trap OR Maker Supply Item Manometer Fire Fighting

Rose Box Glycerine Pot Prima-VAC Unit

Mud Box Vacuum Breaker Recirc. Tank

for Prima-VAC System

IMO No. 9855812 / Issue 1 (2021.10.08) 9 Symbols and Colour Scheme

SAMSUNG/GASLOG/ABS
ATM ATMOSPHERE ECR ENGINE CONTROL ROOM IG INERT GAS
ATOM ATOMIZING EER ELECTRIC EQUIPMENT ROOM IGC Code INTERNATIONAL CODE FOR THE CONSTRUCTION AND
AUTO AUTOMATIC EGE EXHAUST GAS ECONOMIZER EQUIPMENT OF SHIPS CARRYING LIQUEFIED GASES IN BULK
AUX AUXILIARY ELA ELECTRIC LOAD ANALYSES IGG INERT GAS GENERATOR
AVR AUTOMATIC VOLTAGE REGULATION ELEC ELECTRIC IGV INLET GUIDE VANE
BATT BATTERY EMCY EMERGENCY INCI. INCINERATOR
BHD BULKHEAD ENG ENGINE IND INDICATION
BLR BOILER EOP EMERGENCY OPERATOR PANEL I/O INPUT/OUTPUT
BLWR BLOWER EOT ENGINE ORDER TELEGRAPH IR INFRARED
BNR BURNER ER ENGINE ROOM ISO ISOLATING
BO BOIL-OFF ESBD EMERGENCY SWITCHBOARD KM KONGSBERG MARITIME
BO/WU BOIL-OFF/WARM-UP ESD EMERGENCY SHUTDOWN L LOW
BOG BOIL-OFF GAS ESDS EMERGENCY SHUTDOWN SYSTEM LAN LOCAL AREA NETWORK
BRG BEARING EXH EXHAUST LC LOAD CALCULATOR
BW BILGE WELL EXP EXPANSION LCD LIQUID CRYSTAL DISPLAY
BZ BUZZER FBO FORCED BOIL-OFF GAS LCV LEVEL CONTROL VALVE
C CENTER FCV FLOW CONTROL VALVE LD LOW DUTY
CAN CONTROLLER AREA NETWORK FG FUEL GAS LED LIGHT-EMITTING DIODE
CBPC COMPRESSOR BOILER GAS HEADER PRESSURE CONTROL F&G FIRE & GAS LL LOW-LOW
CCC CARGO CONTROL ROOM CONSOLE FGSS FUEL GAS SUPPLY SYSTEM LNG LIQUEFIED NATURAL GAS
CCR CARGO CONTROL ROOM FDS FUNCTIONAL DESIGN SPECIFICATION LO LUBRICATION OIL
CCW COUNTERCLOCK WISE FO FUEL OIL LP LOW PRESSURE
CENT CENTRAL/CENTRIFUGAL FPT FORWARD PEAK TANK LR LOYDS REGIST
CFW COOLING FRESH WATER FREQ FREQUENCY LSC LOW SEA CHEST
CIRC CIRCULATING FS FIELD STATION (CABINET WITH CONTROLLER AND/OR RIO LT LOW TEMPERATURE
CLR COOLER MODULES) LV LOW VOLTAGE (440V/ 220V SYSTEMS)
CN COMMUNICATION NETWORK FUNC FUNCTION MAN MANUAL
CO2 CARBON DIOXIDE FV FORCING VAPORIZER MCC MOTOR CONTROL CENTRE

IMO No. 9855812 / Issue 1 (2021.10.08) 10 Abbreviations

SAMSUNG/GASLOG/ABS
PB PUSH BUTTON THR THRUSTER
PCU PROCESS CONTROL UNIT TK TANK
PCV PRESSURE CONTROL VALVE TPS TANK PROTECTION SYSTEM
PID PROPORTIONAL INTEGRAL DERIVATIVE TRANS TRANSMITTER/TRANSFER
PM PROPULSION MOTOR UMS UNMANNED MACHINERY SPACE
PMS POWER MANAGEMENT SYSTEM UPP UPPER
PP PUMP UPS UNINTERRUPTED POWER SUPPLY
PRESS PRESSURE UTC UNIVERSAL TIME COORDINATE
PRI PRIMARY/PRIMING UVR UNDERVOLTAGE RELEASE
PU PROCESS UNIT (RCA SYSTEM) UVT UNDERVOLTAGE TRIP
PURI. PURIFIER V VOLTAGE
PV PROCESS VARIABLE VCB VACUUM CIRCUIT BREAKER
PWR POWER VDU VIDEO DISPLAY UNIT
RCS REMOTE CONTROL SYSTEM VFD VARIABLE FREQUENCY DRIVER
RCU REMOTE CONTROLLER UNIT VL VERY LOW
RECIRC. RECIRCULATING VRC VALVE REMOTE CONTROL
REF REFRIGERATION VV VALVE
REV REVERSE WECS WARTSILA ENGINE CONTROL SYSTEM
RIO REMOTE INPUT/OUTPUT UNIT WH WHEELHOUSE
RM ROOM WO WASTE OIL
RPB REMOTE PUSH BUTTON WS WORKSHOP
RPM REVOLUTIONS PER MINUTE WU WARM-UP
S STARBOARD X CROSS
S/T STERN TUBE XDF 2-STROKE DF ENGINE
SAL SALINITY
SC SEA CHEST
SDF SPECIFIED DUAL FUEL
SEC SECONDARY

IMO No. 9855812 / Issue 1 (2021.10.08) 11 Abbreviations

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 12 Abbreviations

Illustrations
1.1a General Arrangement – Profile/Upper Deck..............................1 - 3
1.1b General Arrangement – Midship Section ..................................1 - 4
1.2a. Tank Location Plan - Profile/Upper Deck.................................1 - 5
1.2b Tank Location Plan - Midship Section ......................................1 - 6
1.5a. E/R Arrangement – Double Bottom........................................1 - 16
1.5b. E/R Arrangement – Floor .......................................................1 - 17
1.5c. E/R Arrangement – 4th Deck..................................................1 - 18
1.5d. E/R Arrangement – 3rd Deck .................................................1 - 19
1.5e. E/R Arrangement – 2nd Deck.................................................1 - 20
1.5f. E/R Arrangement – Upper Deck .............................................1 - 21
1.5g. E/R Arrangement – A Deck & B Deck ...................................1 - 22
1.5h. E/R Arrangement – C Deck, funnel, No.1 & 2 STR Deck .....1 - 23

SAMSUNG/GASLOG/ABS

Part 1
Design Concept of the Vessel
IMO No. 9855812 / Issue 1 (2021.10.08) Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Part 1: Design Concept of the Vessel 1.2 Principal Particulars of Machinery Aux. Boilers

1.1 Principal Particulars of the Ship Main Engine Maker: Alfa Laval
Type: Aalborg OS
Shipbuilder: Samsung Heavy Industries Co., Ltd. Maker: Doosan Engine Co., Ltd. Steam output: 5000 kg/h
Geoje Shipyard Model: Doosan-WinGD W5X72DF Working pressure: 7 bar
Republic of Korea Power (CMCR): 12,084 kW x 74.0 rpm Burner type: KBE450
Yard no.: SN2262 Speed (CSR): 10,875 kW x 71.4 rpm No. of sets: 2
Ship’s name: GASLOG WESTMINSTER Mean effective pressure: 15.6 bar
Delivery date: 2020-07-15 No. of sets: 2 Economizer
Flag: BERMUDA
Port of Registration: HAMLTON Diesel Generator Engine Maker: Alfa Laval
Call sign: ZCEY5 Type: Aalborg XS-7V/XS-TC7A
IMO No.: 9855812 Maker: Wärtsilä Industries Steam output: 1200/1000 kg/h
Inmarsat-C I.D.: - Model: 8L34DF & 6L34DF Working pressure: 7 bar
Type of cargo: LNG Output: 3840 kW & 2880 kW at 720 rpm No. of sets: 2/2
Type of ship: 1,800,000 m3 LNG Carrier (X-DF) No. of sets: 2 and 2
Cargo tanks: GTT Mark III Flex Membrane Control & G/S Air Compressor
Stem: Bulbous bow and raked stem AC Generator

SAMSUNG/GASLOG/ABS
Stern: Transom Maker: Tamrotor Marine Compressors AS
Classification: American Bureau of Shipping Rated output: 4562.5 kVA & 3437.5 KVA Model: TMC 54-10 EWNA
+A1E, Liquefied gas carrier, Ship type 2G Voltage: 6.6 kV Type: Freshwater-cooled
(membrane tank, maximum pressure Full-load speed: 720/720 rpm Capacity: 450 Nm3/h x 9 bar
25KpAG, minimum temperature -163°C), No. of sets: 2
SH, SH-DLA, SHCM, RRDA, +AMS, Emergency G/E
+APS, +ACCU, SFA(40) ENVIRO+, Control & G/S Air Compressor
CRC, DFD, GCU, TCM, NIBS, UWILD, Maker: STX Engine
PMP, CPS, BWT+, GP IHM, R2, POT, Type: KTA38DMGE Maker: Tamrotor Marine Compressors AS
RW, MLC-ACCOM, SEC, PORT Max. rating: 850 kW (1062.5 kVA) Model: TMC 54-10 EANA
ABS ID: 20276202 Alternator: 1800 rpm x 450 V x 60 Hz Type: Air-cooled
Starting method: Electric (primary) Capacity: 450 Nm3/h x 9 bar
Overall length: 297.0 m Air (secondary) No. of sets: 2
Length between perpendiculars: 290.0 m
Breadth molded: 47.0 m AC Generator Control Air Dryer
Depth molded: 26.2 m
Draft design: 11.5 m Maker: Cummins Generator Technology Maker: Kyung Nam Dryer Co., Ltd.
Summer load draft: 12.0 m Type: Horizontal, self-exciting brushless, Type: Desiccant (heatless) type
Scantling draft: 12.5 m drip-proof type Flow: 350 Nm3/h x 9 bar
Cargo tank safety valve: 250 mbar Model: PM734C1 Dew-point: -40 °C
Inter-barrier space safety valve: 20 mbar Capacity: 850 kW, 1062,5 kVA, PF 0,8 No. of sets: 2
Insulation space safety valve: 12 mbar Voltage: 450 V x 3 PH x 60 Hz
Speed: 1,800 rpm

IMO No. 9855812 / Issue 1 (2021.10.08) 1-1 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Starting Air Compressor (p) & (S) Freshwater Generator G/E LO Purifier

Maker: Sperre Maker: Alfa Laval Maker: Alfa Laval

Model: XW250 Type: AQUA-blue C100-HW/HWS Type: P615
Type: Water-cooled Capacity: 30 m3/day Capacity: 1400 liters/hour
Capacity: 275 Nm3/h x 30 bar Water flow: 64.2 m3/h (Jacket water) Separating temperature: 90 °C
Motor: 68 kW x 440V x 1776 rpm 32.07 m3/h (Sea water) Viscosity: SAE #40
No. of sets: 4 Temperature (F.W/S.W): 90.0/ 32.0 °C (inlet) Motor: 3.7 kW x 440 V x 3600 rpm
78.6/53.8 °C (Outlet) No. of sets: 4
Emergency Air Compressor Steam Flow/Pressure: 1332 kg/h/6 ~ 7 bar
No. of sets: 2 Stern Tube Seal
Maker: Sperre
Model: HLF2/77 No. 1 & 2 HFO Purifier Maker: Kemel
Type: Air-cooled Type: AX-670
Capacity: 13 Nm3/h x 30 bar Maker: Alfa Laval
Motor: 3.1 kW x 440V x 1775 rpm Type: S957 Sewage Treatment Plant
No. of sets: 1 Capacity: 7100 liters/hour
Bowl revolution: 7837 rpm Maker: Ilseung Co., Ltd.
Incinerator Normal separating temp.: 98 °C Type: ISB-07

SAMSUNG/GASLOG/ABS
Motor: 12.5 kW x 440 V x 3600 rpm Capacity: 7000 L/day
Maker: Hyundai-Atlas No. of sets: 2 BOD: Max. 25Qi/Qe
Type: MAXI T150SL WS COD: Max. 125 Qi/Qe2.988 tons
Capacity: 850000 kcal/h No. 3 HFO Purifier Suspended Solid: Max. 35Qi/Qe
Solid waste: Max. 150 kg/h Colisorm: Max. 100/100ml
Liquid waste: Max. 99 kg/h Maker: Alfa Laval PH: 6 ~ 8.5
Flue gas temperature: 350 °C Type: S936 Discharge Pump: 8.0 m3/h x 26MH x 2.2 kW
Capacity: 3600 liters/hour
Oily Water Separator Bowl revolution: 10523 rpm Steering Gear
Normal separating temp.: 98 °C
Maker: RWO Motor: 7.5 kW x 440 V x 3600 rpm Maker: Flutek. Ltd.
Type: OWS-COM No. of sets: 1 Type: FE21-177-T050-45DC
Capacity: 10 m3/h x 3 bar Type unit: 2-rams, 4-cylinders, Rapson-slide
Oil Alarm Device: max. 15 ppm Main LO Purifier No. of sets: 2
Max.working pressure at 35 deg.: 1740kN-m (177 ton-m)
GCU Maker: Alfa Laval Max. working pressure: 220 bar
Type: P626 Safety valve adjusting pressure: 275 bar
Maker: Alfa Laval Capacity: 2300 liters/hour Max. working rudder angle: 45 deg.(Design)
Performance: 4200 kg/h Separating temperature: 90 °C Turning speed by one pump unit: 65 deg. x 28 sec.
Min. pressure BOG: 0.1 bar Viscosity: SAE #30 Diameter of ram: 250 mm
Max. pressure BOG: 6.5 bar Motor: 5.5 kW x 440 V x 3600 rpm Normal radius of tiller arm: 635 mm
GVT design pressure: 10 bar No. of sets: 2 Main pump outlet flow: 184 litres/min.
Min. pure CH 4 flow: 305 kg/h Main pump electric motor: 55 kW x 440 V x 1800 rpm
Max. pure CH 4 flow: 3050 kg/h Total oil quantity: abt. 1140 L
Min. actual BOG flow: 366 kg/h
Max. actual BOG flow: 3660 kg/h

IMO No. 9855812 / Issue 1 (2021.10.08) 1-2 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.1a General Arrangement – Profile/Upper Deck

No.4
Vent Mast No.3 No.2 No.1
Vent Mast Vent Mast Vent Mast

Elec. Cargo
Motor Mach.
Room Room
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

Bosun Store
CL
No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
DWT
FWT (P&S) No.4 Cargo Tank (C) No.3 Cargo Tank (C) No.2 Cargo Tank (C) No.1 Cargo Tank (C)
S/G Room 1 7 2 8 3 9 4 10 BW
(P&S)
FWD HFO Stor.
APT Engine Room
11 12 No.4 WBT (P&S) No.3 WBT (P&S) No.2 WBT (P&S) No.1 WBT (P&S) Tank (P&S) FPT
Bow Thruster (C,Void)
(C, WBT) &
E/R EMCY Exit Trunk FWD WBT (P&S) FWD Pump
6 Room
5 Side Ta
ngent Li
CWT ne
(P&S)
Pipe Duct

SAMSUNG/GASLOG/ABS
1 No.2 MGO Serv. Tank (P) 6 GE LO Sett. Tank (S) 11 E/R WBT (S)
2 No.1 MGO Serv. Tank (P) 7 No.2 HFO Serv. Tank (S) 12 E/R WBT (P)
3 No.2 MGO Stor. Tank (P) 8 No.1 HFO Serv. Tank (S)
4 No.1 MGO Stor. Tank (P) 9 No.2 HFO Sett. Tank (S)
5 Sea Water Tank for BWTS (P) 10 No.1 HFO Stor. Tank (P)

Accommodation
Engine Casing
Space

Deck
Elec. Cargo Store
Motor Mach.
Room Room

IMO No. 9855812 / Issue 1 (2021.10.08) 1-3 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.1b General Arrangement – Midship Section

SAMSUNG/GASLOG/ABS
Trunk

Cargo Tank (C)

WBT (S) Pipe Duct WBT (P)

IMO No. 9855812 / Issue 1 (2021.10.08) 1-4 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.2a. Tank Location Plan - Profile/Upper Deck

No.4
Vent Mast No.3 No.2 No.1
Vent Mast Vent Mast Vent Mast

Elec. Cargo
Motor Mach.
Room Room
No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk

Bosun Store
CL

No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

6 11
7 8 9 10
5
2

17 No.4 WBT (P) No.3 WBT (P) No.2 WBT (P) No.1 WBT (P) FWD WBT (P)

18
19 CL
No.5 Cofferdam

No.4 Cofferdam

No.3 Cofferdam

No.2 Cofferdam

No.1 Cofferdam
FWD HFO Stor.
20 Tank (P) FPT
1 Engine Room No.4 Cargo Tank (C) No.3 Cargo Tank (C) No.2 Cargo Tank (C) No.1 Cargo Tank (C) (C,Void)
Steering Gear 21 FWD HFO Stor.
Tank (S)
Room CL
22
23
24 No.4 WBT (S) No.3 WBT (S) No.2 WBT (S) No.1 WBT (S) FWD WBT (S)
3
4
12 13 14 15
16

1 APT (C) 6 Sea Water Tank for BWTS (P) 11 E/R WBT (P) 17 No.1 Low TBN Cylinder Oil Stor. Tank 22 No.2 Main LO Stor. Tank
2 FWT (P) 7 No.2 MGO Serv. Tank (P) 12 No.2 HFO Serv. Tank (S) 18 No.1 Cylinder Oil Stor. Tank 23 No.2 Cylinder Oil Stor. Tank
3 FWT (S) 8 No.1 MGO Serv. Tank (P) 13 No.1 HFO Serv. Tank (P) 19 No.1 Main LO Stor. Tank 24 No.2 Low TBN Cylinder Oil Stor. Tank
4 DWT (S) 9 No.2 MGO Stor. Tank (P) 14 No.2 HFO Sett. Tank (S) 20 No.1 Main LO Sett. Tank
5 DWT (P) 10 No.1 MGO Stor. Tank (P) 15 No.1 HFO Sett. Tank (S) 21 No.2 Main LO Sett. Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 1-5 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.2b Tank Location Plan - Midship Section

SAMSUNG/GASLOG/ABS Trunk

Cargo Tank (C)

WBT (S) Pipe Duct WBT (P)

IMO No. 9855812 / Issue 1 (2021.10.08) 1-6 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
1.3 Tanks Capacity Plan and List

Cargo Tanks Fresh Water Tanks S.G.=1.000

Capacities Max. Full Capacities 100 % Full

Location Location Max. MT
Volume Volume full (m3) Compartment frame Volume Weight L.C.G. V.C.G. of inertia
Compartment frame L.C.G. V.C.G. Max. MT of
100 % full No.1 : 98.27% from A.P. from B.L. inertia (m4) number 100 % full 100 % full from A.P. from B.L. (m4)
number
(m3) (MT) (m) (m)
(m3) No.2/3/4 : 98.47% (m) (m)
Fresh Water Tank (P) 3-16 217.9 217.9 6.972 18.026 87
No.1 Cargo Tank 110-118 24402.2 23980.0 (98.27%) 230.188 18.608 85740 Distilled Water Tank (P) 12-16 80.4 80.4 11.249 18.085 25
No.2 Cargo Tank 97-109 51952.9 51158.0 (98.47%) 187.232 17.022 277741 Fresh Water Tank (S) 3-16 217.9 217.9 6.972 18.026 87
No.3 Cargo Tank 84-96 51939.6 51144.9 (98.47%) 135.308 17.022 277670 Distilled Water Tank (S 12-16 80.4 80.4 11.249 18.085 25
No.4 Cargo Tank 71-83 51932.8 51138.2 (98.47%) 83.382 17.022 277634
Total 596.6 596.6
Total 180227.4 177421.1

Water Ballast Tanks S.G.=1.025 Heavy Fuel Oil Tanks S.G.=0.980

Capacities 99.0 % Full Capacities 95 % Full

Locatio Max. MT

SAMSUNG/GASLOG/ABS
Location L.C.G Max. MT
Volume Volume Weight V.C.G. Compartment n frame Volume Volume Weight L.C.G. V.C.G. of inertia
Compartment frame from of inertia
100 % 99.0 % 99.0 % from B.L number 100 % 98.0 % 98.0 % from A.P. from B.L. (m4)
number A.P. (m4)
full (m3) full (m3) full (MT) (m) full (m3) full (m3) full (MT) (m) (m)
(m)
FWD HFO Stor. Tank (P) 119-140 2145.5 2102.6 2060.5 256.618 12.999 476
FWD WB Tank (P) 119-140 2401.2 2377.2 2436.6 256.204 12.636 2328 FWD HFO Stor. Tank (S) 119-140 2139.2 2096.4 2054.5 256.618 12.999 475
FWD WB Tank (S) 119-140 2401.2 2377.2 2436.6 256.204 12.636 2328 No.1 HFO Sett. T (S) 63-70 235.3 230.5 225.9 53.200 17.905 18
No.1 WB Tank (P) 109-119 7128.5 7057.2 7233.7 227.021 11.638 10383 No.2 HFO Sett. T (S) 56-63 234.7 230.0 225.4 47.600 17.905 18
No.1 WB Tank (S) 109-119 7128.5 7057.2 7233.7 227.021 11.638 10383 No.1 HFO Serv. T (S) 51-56 167.5 164.2 160.9 42.800 17.905 13
No.2 WB Tank (P) 96-109 6688.9 6622.0 6787.6 185.059 8.670 33793 No.2 HFO Serv. T (S) 46-51 167.5 164.2 160.9 38.800 17.905 13
No.2 WB Tank (S) 96-109 6688.9 6622.0 6787.6 158.059 8.670 33793
Total 5089.7 4987.9 4888.1
No.3 WB Tank (P) 83-96 6941.4 6872.0 7043.8 133.728 8.416 36616
No.3 WB Tank (S) 83-96 6941.4 6872.0 7043.8 133.728 8.416 36616
No.4 WB Tank (P) 70-83 6755.1 6687.5 6854.7 82.313 8.589 34711
No.4 WB Tank (S) 70-83 6755.1 6687.5 6854.7 82.313 8.589 34711
E/R WB Tank (P) 43-70 991.7 981.8 1006.3 46.681 16.197 102
E/R WB Tank (S) 46-70 1328.9 1315.6 1348.5 46.647 13.242 245
SWT for BWTS (P) 43-62 421.2 417.0 427.4 42.985 7.602 188
AP Tank (C) -5-16 2739.6 2712.2 2780.0 5.880 12.526 63591

Total 65311.6 64658.5 66275.0

IMO No. 9855812 / Issue 1 (2021.10.08) 1-7 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

Marine Gas Oil Tanks S.G.=0.900 Miscellaneous Tanks

Capacities 95 % Full Location Capacities 100 % Full Max. MT

Location Max. MT
Compartment frame of inertia
Compartment frame Volume Volume Weight L.C.G. V.C.G. of inertia Volume L.C.G. V.C.G.
number (m4)
number 100 % 98.0 % 98.0 % from from (m4) 100 % (m3) from A.P. (m) from B.L. (m)
full (m3) full (m3) full (MT) A.P. (m) B.L. (m) S/T Cooling Water Tank (P) 6-20 93.6 12.539 4.252 15
No.1 MGO Stor. Tank (P) 62-70 289.0 283.2 254.9 52.800 17.511 20 S/T Cooling Water Tank (S) 6-20 93.6 12.539 4.252 15
No.2 MGO Stor. Tank (P) 55-62 287.6 281.8 253.7 46.800 18.425 18 Bilge Holding Tank (P) 20-43 198.6 26.860 1.633 335
No.1 MGO Serv. Tank (P) 49-55 229.7 225.1 202.6 41.615 18.754 15 Clean Drain Tank (S) 20-43 198.6 26.860 1.633 335
No.2 MGO Serv. Tank (P) 43-49 229.7 225.1 202.6 36.785 18.754 15 HFO Clean Leak Tank (S) 63-65 7.9 51.203 2.210 10
MGO Clean Leak Tank (S) 66-70 25.5 54.482 2.258 65
Total 1036.0 1015.3 913.7 Sep. Bilge Tank (P) 65-70 31.5 54.108 2.249 82
FO Overflow Tank (S) 66-70 49.2 54.400 8.519 10
Sewage Holding Tank (S) 36-39 34.2 30.010 17.254 9
Urea Storage Tank (S) 36-42 72.2 31.000 22.951 26
Lubricating Oil Tanks S.G.=0.900 Bilge Primary Tank (P) 43-46 11.4 35.600 6.208 6
No.1 Purifier Sludge Tank (P) 22-32 13.1 21.444 10.390 4
Capacities 98 % Full Max. No.2 Purifier Sludge Tank (S) 22-32 13.1 21.444 10.390 4
Location
MT of EMCY G/E M.G.O 3ERV.Tank 16-19 6.4 14.000 33.825 0
Compartment frame Volume Volume Weight L.C.G. V.C.G.

SAMSUNG/GASLOG/ABS
inertia
number 100 % 98.0 % 98.0 % from from Total 848.9
(m4)
full (m3) full (m3) full (MT) A.P. (m) B.L. (m)
No.1 Main LO Stor. Tank (P) 66-70 33.1 32.5 29.2 54.400 16.446 20
No.2 Main LO Stor. Tank (S) 66-70 33.1 32.5 29.2 54.400 16.446 20
No.1 Main LO Sett. Tank (P) 66-70 30.5 29.9 26.9 54.400 16.446 15
No.2 Main LO Sett. Tank (S) 66-70 30.5 29.9 26.9 54.400 16.446 15
No.1 Cyl. oil Stor Tank (P) 66-70 19.9 19.5 17.5 54.400 16.446 4
No.2 Cyl. oil Stor. Tank (S) 66-70 19.9 19.5 17.5 54.400 16.446 4
No.1 Low TBN Cyl. oil Stor. Tank 66-70 26.5 26.0 23.4 54.400 16.446 10
No.2 Low TBN Cyl. oil Stor. Tank 66-70 26.5 26.0 23.4 54.400 16.446 10
No.1 G/E LO Stor. Tank (P) 36-39 11.9 11.7 10.5 30.000 16.691 1
No.2 G/E LO Stor. Tank (P) 34-36 11.9 11.7 10.5 28.000 16.985 1
No.1 G/E LO Sett Tank (S) 36-39 11.9 11.7 10.5 30.000 16.691 1
No.2 G/E LO Sett. Tank (S) 34-36 11.9 11.7 10.5 28.000 16.985 1
No.1 S/T LO Stor. Tank (P) 32-34 4.0 3.9 3.5 26.400 2.300 2
No.2 S/T LO Stor. Tank (S) 32-34 4.0 3.9 3.5 26.400 2.300 2
No.1 S/T LO Drain. Tank (P) 30-32 4.0 3.9 3.5 24.800 2.300 2
No.2 S/T LO Drain. Tank (S) 30-32 4.0 3.9 3.5 24.800 2.300 2
No.1 Main LO Sump Tank (P) 50-62 31.3 30.7 27.6 45.177 1.518 29
No.2 Main LO Sump Tank (S) 50-62 31.3 30.7 27.6 45.177 1.518 29
Total 346.3 339.4 305.5

IMO No. 9855812 / Issue 1 (2021.10.08) 1-8 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
1.4 Lubrication Oil Chart

Equipment Equipment
No. Application point Recommended oil No. Application point Recommended oil
(maker/type) (maker/type)

Main LO sump tank 3 Top Bracing Bladder Accumulator TELLUS S2 V 32

(for M/E internal, piping, filter, MELINA S30
4 5H compensator (Komeco) Actuator TELLUS S2 VX 32
cooler, pump, tank 70%)
G/E LO sump tank ARGINA S3 40
Main LO storage tank MELINA S30
Cylinder oil measuring Turning gear OMALA S2 GX460
ALEXIA S6
tank Speed governor ARGINA S3 40
Cylinder oil storage tank ALEXIA S6 Generator engine
5 G/E LO sump tank ARGINA S4 40
(Wartsila, 8L34DF)
Dead oil of cylinder oil
Speed governor ARGINA S4 40
storage tank (to bell ALEXIA S6
mouth height) G/E LO sump tank ARGINA S2 40

Cylinder oil consumption Speed governor ARGINA S2 40

ALEXIA S6
(about 10 days)
G/E LO sump tank ARGINA S3 40
Cylinder oil measuring

SAMSUNG/GASLOG/ABS
ALEXIA S3 Turning gear OMALA S2 GX460
tank (low TBN)
Main engine Speed governor ARGINA S3 40
1 Low TBN cylinder oil Generator engine
(HSD Engine/WinGD W5X72DF) ALEXIA S3 6
storage tank (Wartsila, 6L34DF) G/E LO sump tank ARGINA S4 40

Dead oil of cylinder oil Speed governor ARGINA S4 40

storage tank (low TBN, to ALEXIA S3 G/E LO sump tank ARGINA S2 40
bell mouth height)
Speed governor ARGINA S2 40
Cylinder oil consumption
ALEXIA S3 System Oil Consumption
(low TBN, about 5 days) ARGINA S3 40
(60 Days)
Auxiliary blower motor G/E LO Storage Tank ARGINA S3 40
GADUS S5 V100 2
bearing G/E LO Settling Tank ARGINA S3 40

Turning gear (tooth System Oil Consumption ARGINA S4 40

GADUS S2 A320 2 (60 Days)
surface) Generator engine
7 G/E LO Storage Tank ARGINA S4 40
(Wartsila)
Turning gear (flywheel) OMALA S2 G320
G/E LO Settling Tank ARGINA S4 40
Fuel valve tester TELLUS S2 VX 15
System Oil Consumption ARGINA S2 40
Main bearing MELINA S30 (60 Days)
Burner blower bearing OMALA S4 GXV220 G/E LO Storage Tank ARGINA S2 40
SCR for Main Engine Blower fan Bearing TURBO OIL T32 G/E LO Settling Tank ARGINA S2 40
2 (HSD Engine)
Blower fan coupling GADUS S2 V220 2 EM’CY generator engine LO system RIMULA R4 X 15W-40
8
Blower motor bearing GADUS S2 V220 2 (STX Engine) Governor RIMULA R4 X 15W-40
Primary & Secondary
3 Top Bracing (GC LTD) TELLUS S2 V 32
Chamber

IMO No. 9855812 / Issue 1 (2021.10.08) 1-9 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

Equipment Equipment
No. Application point Recommended oil No. Application point Recommended oil
(maker/type) (maker/type)

Starting air compressor Crank case CORENA S4 P100 Filter unit – reducer OMALA S4 WE 460
9 Ballast water treatment system
(Sperre) For consumption CORENA S4 P100 22 Filter unit – air unit TELLUS S2 VX 32
(SHI)
10 EM’CY air compressor (Sperre) Crank case CORENA S4 P100 Electrolysis unit – air unit TURBO OIL T 32
Oil separator CORENA S4 R46 Package-type unit cooler for ECR REFRIGERATION OIL S4 FR-F
23 Compressor crankcase
(Hi Air Korea) 32
General & G/S air compressor For consumption CORENA S4 R46
11 Package-type unit cooler for workshop REFRIGERATION OIL S4 FR-F
(TMC) Drive end MOBIL POLYREX EM 24 Compressor crankcase
(Hi Air Korea) 32
Non-drive end MOBIL POLYREX EM Package-type unit cooler for store REFRIGERATION OIL S4 FR-F
25 Compressor crankcase
Safety valve GADUS S2 V220 2 (Hi Air Korea) 32
Auxiliary boiler Running stand and Package-type unit cooler for L/V MSBR REFRIGERATION OIL S4 FR-F
12 GADUS S2 V220 2 26 Compressor crankcase
(Alfa Laval) equipment (Hi Air Korea) 32
Control valve GADUS S2 V220 2 Package-type unit cooler for H/V MSBR REFRIGERATION OIL S4 FR-F
27 Compressor crankcase
Safety valve GADUS S2 V220 2 (Hi Air Korea) 32
Exhaust gas economizer for M/E
13 Running stand and Head & tailstock, nuts TELLUS S2 VX 32

SAMSUNG/GASLOG/ABS
(Alfa Laval) GADUS S2 V220 2 Lathe (0632A)
equipment 28 Quick-change gearbox,
(Youngkwang) TELLUS S2 VX 68
Safety valve GADUS S2 V220 2 arron, bedways, slide
Exhaust gas economizer for G/E
14 Running stand and
(Alafa Laval) GADUS S2 V220 2 Head & tailstock, nuts TELLUS S2 VX 32
equipment Lathe (6250)
29 Quick-change gearbox,
HFO purifier (No.1 & No.2) Oil Casing TELLUS S2 VX100 (Youngkwang) TELLUS S2 VX 68
15 arron, bedways, slide
(Alafa Laval) For consumption TELLUS S2 VX100
Sleeve, spindle, TELLUS S2 VX 32
HFO purifier (No. 3) Oil Casing TELLUS S2 VX68 Pedestal drilling machine
16 30 Band gearbox, column
(Alafa Laval) For consumption TELLUS S2 VX68 (Youngkwang) GADUS S2 V220 2
gear
Oil Casing TELLUS S2 VX68
M/E LO purifier Sleeve, spindle, TELLUS S2 VX 32
17 Bench drilling machine
(Alfa Laval) For consumption TELLUS S2 VX68 31
(Youngkwang) Band gearbox, column
GADUS S2 V220 2
Oil Casing MORLINA S4 B220 gear
G/E LO purifier
18 Sleeve, spindle, TELLUS S2 VX 32
(Alfa Laval) For consumption MORLINA S4 B220
32 Pipe Thread Machine Band gearbox, column
Grease nipple at fan GADUS S2 V220 2
GADUS S5 V100 2 gear
bearing (DE/NDE)
Gas combustion unit Column, auto oil pump,
19 GADUS S2 V220 2
(Alfa Laval) Milling machine support
Grease nipple at motor 33
GADUS S5 V100 2 (Youngkwang)
bearing (DE/NDE) Knee, gearbox OMALA S2 GX100

20 Oily water separator (RWO) Gear OMALA S2 GX220

34 Hydraulic pipe bender (Youngkwang) Oil tank GADUS S2 VX32
WO dosing pump
WO incinerator OMALA S2 GX220
21 gearbox Frame cover, rod GADUS S2 V220 2
(HMMCO) 35 Hacksaw machine (Youngkwang)
Mill pump seal box TELLUS S2 VX 68
Gear cover TELLUS S2 VX 32

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 10 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

Equipment Equipment
No. Application point Recommended oil No. Application point Recommended oil
(maker/type) (maker/type)

NATURELLE S2 WIRE ROPE EM’CY gen. engine supply damper Grease nipple for bearing
36 Propeller cap (SHI) Propeller cap 48 GADUS S2 V220 2
LUBRICANTA (Hi Air Korea) housing

FWD seal tank MELINA S30 Hoisting winch OMALA S2 GX220

S/T LO tank unit MELINA S30 Wire rope & open gear GADUS S2 A320 2
MELINA S30 Engine room crane
Stern tube LO system S/T LO drain tank 49 Traversing gearbox GADUS S2 V220 2
37 (Oriental, 7.5T x 8.61M)
(Kemel) Inside of stern tube MELINA S30 Travelling gearbox GADUS S2 V220 2
Piping MELINA S30 Bearing GADUS S2 V220 2
S/T LO storage tank MELINA S30 Enclosed gear OMALA S2 GX220

Intermediate shaft bearing Bearing MELINA S30 Engine room crane Hoist chain OMALA S2 GX220
38 (Kemel) 50
Bearing (for dry running (Oriental, 1.5T x 6.5M) Open gear GADUS S2 A320 2
MELINA S30
protection)
Bearing GADUS S2 V220 2
Cylinder, pipe, tank, GADUS S2 A320 2
Steering gear E/R workshop & store
39 Motor coupling & bearing GADUS S2 V220 2 Electric chain hoist with a curved beam

SAMSUNG/GASLOG/ABS
(Flutek) 51 and landing space (for OMALA S2 GX 150
trolley (Daekyung)
Motor coupling & bearing GADUS S2 V220 2 No. 2 G/E Room)

NATURELLE S2 WIRE ROPE Electric chain hoist with manual trolley Landing space (for No. 1
Body 52 OMALA S2 GX 150
LUBRICANT A (Daekyung) G/E Room)
Grease pump for rudder carrier
40 Electric low-headroom hoist Landing space (for E/R
(Lubcap Ens) 53 OMALA S2 GX 150
Manual grease pump NATURELLE S2 WIRE ROPE (Daekyung) STBD area)
with filling pump LUBRICANT A Enclose gearbox OMALA S2 GX220

Rudder carrier NATURELLE S2 WIRE ROPE Wire rope GADUS S2 A320 2

41 Body (for installation) Bosun store davit
(HATLAPA) LUBRICANT A 54 Open gear GADUS S2 A320 2
(A-Tech)
Generator room supply fan Motor bearings for Bearing GADUS S2 V220 2
42 GADUS S2 V220 2
(Hi Air Korea) DE/NDE
Oiler TURBO OIL T 32
Engine room supply fan Motor bearings for Enclose gearbox OMALA S2 GX220
43 GADUS S2 V220 2
(Hi Air Korea) DE/NDE
Wire rope GADUS S2 A320 2
Generator room exhaust fan Motor bearings for EM’CY & cargo pump handling davit
44 GADUS S2 V220 2 55 Open gear GADUS S2 A320 2
(Hi Air Korea) DE/NDE (A-Tech)
Bearing GADUS S2 V220 2
Engine room surplus air exhaust Grease nipple for bearing
45 GADUS S2 V220 2
damper (Hi Air Korea) housing Oiler TURBO OIL T 32

GCU air intake damper Grease nipple for bearing Enclose gearbox OMALA S2 GX220
46 GADUS S2 V220 2
(Hi Air Korea) housing Wire rope GADUS S2 A320 2
Injured-person lifting davit
56
EM’CY gen. engine exh. damper Grease nipple for bearing (A-Tech) Bearing GADUS S2 V220 2
47 GADUS S2 V220 2
(Hi Air Korea) housing
Oiler TURBO OIL T 32

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 11 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

Equipment Equipment
No. Application point Recommended oil No. Application point Recommended oil
(maker/type) (maker/type)

Enclose gearbox OMALA S2 GX220 Storage drum – reduction

OMALA S2 GX220
Wire rope GADUS S2 A320 2 gear
AFT. EM’CY towing system
Steering gear room davit 65
57 Open gear GADUS S2 A320 2 (Tanktech) Air motor – filter & oiler TELLUS S2 VX 32
(A-Tech)
Bearing GADUS S2 V220 2 NATURELLE S2 WIRE ROPE
Towing pennant (wire)
LUBRICANT A
Oiler TURBO OIL T 32
Engine RIMULA R4 X 15W-40
Winch motor handling davit Wire rope GADUS S2 A320 2 66 Life/rescue boat (HLB)
58 Marine gear SPIRAX S4 ATF HDX
(A-Tech) Oiler TURBO OIL T 32
Lifeboat winch OMALA S2 GX220
Enclose gear (winch) OMALA S2 GX220
Capstan Life/rescue boat davit Life/rescue boat winch OMALA S2 GX220
59 Bearing GADUS S2 V220 2 67
(A-Tech) (Badahi) Wire rope GADUS S2 A320 2
Oiler TELLUS S2 VX 32
Sheave & hinge pin GADUS S2 A320 2
Enclose gear (winch) OMALA S2 GX220
Gearcase, Gear area OMALA S2 GX150

SAMSUNG/GASLOG/ABS
Fire wire reel Bearing GADUS S2 V220 2
60
(A-Tech) Gearcase hydraulic area TELLUS S2 VX 32
Oiler TELLUS S2 VX 32
Wire rope Nat. S2 wire rope Lubricant A Mooring winch Drum, Drum clutch
68 Band brake, Pedestal GADUS S2 V220 2
Reduction gearbox with (TTS Marine GMBH)
bearing
brake system for acc. OMALA S2 GX220
Pipeline TELLUS S2 VX 32
ladder hoisting winch
Pipeline (for flushing) FLUSHING OIL
Reduction gearbox for
OMALA S2 GX460 Gearcase, Gear area OMALA S2 GX 150
pilot ladder reel winch
Accommodation ladder Gearcase, Hydraulic
61 TELLUS S2 VX 32
(Samgong) area
Oiler for air motor, for
pilot ladder reel winch, TELLUS S2 VX 32 Drum, Drum clutch
acc. ladder winch, RCS Band brake, Pedestal
GADUS S2 V220 2
bearing, Gear case
Wire rope GADUS S2 A320 2 Combined windlass and Mooring winch bearing
69
(TTS Marine GMBH) Cable lifter, Cable lifter
Grease point GADUS S2 V220 2
clutch, Cable lifter brake GADUS S2 V220 2
Fairlead Windlass bearing
62 Grease point TELLUS S2 VX 32
(Korea Mibu) Open gear at cable lifter GADUS S2 OG 40
Wire Rope Disc brake HPU TELLUS S2 VX 32
63 Grease point GADUS S2 A320 2
(DSR Wire Corp.)
Storage tank for windlass TELLUS S2 VX 32
Vent Handle
64 Grease point OMALA S2 GX220 Mushroom vent. head for bow TH. &
(Korea Mibu)
70 FWD pump space supply (M01) Grease nipple on handle GADUS S2 V220 2
(Hi Air Korea)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 12 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

Equipment Equipment
No. Application point Recommended oil No. Application point Recommended oil
(maker/type) (maker/type)

Mushroom vent. head for bosun store Mushroom vent. head for cargo mach.
71 supply (M02) Grease nipple on handle GADUS S2 V220 2 85 room nat. supply vent (N09) Grease nipple on handle GADUS S2 V220 2
(Hi Air Korea) (Hi Air Korea)
Mushroom vent. head for No. 1 Pneu. closing damper for cargo mach.
Grease nipple for bearing
72 passageway exhaust (M03) Grease nipple on handle GADUS S2 V220 2 86 room nat. supply vent (N09) GADUS S2 V220 2
housing
(Hi Air Korea) (Hi Air Korea)
Mushroom vent. head for No. 2 Mushroom vent. head for cargo mach.
73 passageway exhaust (M04) Grease nipple on handle GADUS S2 V220 2 87 room nat. supply vent (N10) Grease nipple on handle GADUS S2 V220 2
(Hi Air Korea) (Hi Air Korea)
Pneu. closing damper for No.1 cargo Pneu. closing damper for cargo mach.
Grease nipple for bearing Grease nipple for bearing
74 machinery room exhaust (M06)-working GADUS S2 V220 2 88 room nat. supply vent (N10) GADUS S2 V220 2
housing housing
(Hi Air Korea) (Hi Air Korea)
Pneu. closing damper for No.2 cargo Mushroom vent. head for electric motor
Grease nipple for bearing
75 machinery room exhaust (M07)-standby GADUS S2 V220 2 89 room nat. exhaust (N11) Grease nipple on handle GADUS S2 V220 2
housing
(Hi Air Korea) (Hi Air Korea)
Mushroom vent. head for elec. motor Pneu. closing damper for electric motor.
Grease nipple for bearing
76 room up (M08)-working Grease nipple on handle GADUS S2 V220 2 90 room nat. exhaust (N11) GADUS S2 V220 2

SAMSUNG/GASLOG/ABS
housing
(Hi Air Korea) (Hi Air Korea)
Pneu. closing damper for elec. motor System oil TELLUS S2 VX 32
Grease nipple for bearing
77 room up (M08)-working GADUS S2 V220 2
housing Slewing gearbox OMALA S2 GX220
(Hi Air Korea)
Mushroom vent. head for elec. motor Hoisting gearbox OMALA S2 GX220
78 room supply (M09)-standby Grease nipple on handle GADUS S2 V220 2 Provision crane (P)
91 Slewing ring gear &
(Hi Air Korea) (Oriental) GADUS S2 A320 2
pinion gear
Pneu. closing damper for elec. motor
Grease nipple for bearing
79 room up (M09)-working GADUS S2 V220 2 Wire rope GADUS S2 A320 2
housing
(Hi Air Korea)
Bearing GADUS S2 V220 2
Mushroom vent. head for duct keel
System oil TELLUS S2 VX 32
80 exhaust (M10) Grease nipple on handle GADUS S2 V220 2
(Hi Air Korea) Slewing gearbox OMALA S2 GX220

Hoisting gearbox OMALA S2 GX220

Mushroom vent. head for CO2 room Provision crane (S)
92 Slewing ring gear &
81 exhaust (M11) Grease nipple on handle GADUS S2 V220 2 (Oriental) GADUS S2 A320 2
(Hi Air Korea) pinion gear

Mushroom vent. head for S/G room Wire rope GADUS S2 A320 2
82 exhaust (M12) Grease nipple on handle GADUS S2 V220 2 Bearing GADUS S2 V220 2
(Hi Air Korea)
Mushroom vent. head for cargo
83 machinery room Nat supply vent (N08) Grease nipple on handle GADUS S2 V220 2
(Hi Air Korea)
Pneu. closing damper for cargo mach.
Grease nipple for coupling
84 room Nat supply vent (N08) working GADUS S2 V220 2
joint
(Hi Air Korea)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 13 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

Equipment Equipment
No. Application point Recommended oil No. Application point Recommended oil
(maker/type) (maker/type)

System oil TELLUS S2 VX 32 Grease nipple for ball

M/E FO supply pump GADUS S2 V220 2
102 bearing
Slewing gearbox OMALA S2 GX220 (Taiko)
Seal pot for oil seal TURBO OIL T 68
Hoisting gearbox OMALA S2 GX220
Grease nipple for ball
Hose handling crane M/E FO circulating pump GADUS S2 V220 2
93 Slewing ring gear & 103 bearing
(Oriental) GADUS S2 A320 2 (Taiko)
pinion gear Seal pot for oil seal TURBO OIL T 68

Wire rope GADUS S2 A320 2 Grease nipple for ball

M/E pilot FO feed pump GADUS S2 V220 2
104 bearing
Bearing GADUS S2 220 2 (Taiko)
Seal pot for oil seal TURBO OIL T 68
System oil TELLUS S2 VX 32 Grease nipple for ball
HFO/MGO purifier feed pump No.1 & 2 GADUS S2 V220 2
Slewing gearbox OMALA S2 GX220 105 bearing
(Taiko)
Hoisting gearbox OMALA S2 GX220 Seal pot for oil seal TURBO OIL T 68
Cargo machinery room crane Grease nipple for ball
94 Slewing ring gear & HFO/MGO purifier feed pump No.3 GADUS S2 V220 2
(Oriental) GADUS S2 A320 2 106 bearing
pinion gear (Taiko)
Seal pot for oil seal TURBO OIL T 68

SAMSUNG/GASLOG/ABS
Wire rope GADUS S2 A320 2 Grease nipple for ball
G/E FO supply pump GADUS S2 V220 2
Bearing GADUS S2 V220 2 107 bearing
(Taiko)
Seal pot for oil seal TURBO OIL T 68
Ballast pump Gear coupling side
95 GADUS S2 V220 2
(SHINKO) bearing Grease nipple for ball
G/E FO circulating pump GADUS S2 V220 2
Coupling side bearing GADUS S2 V220 2 108 bearing
(Taiko)
Water spray pump Seal pot for oil seal TURBO OIL T 68
96 End side bearing GADUS S2 V220 2
(SHINKO) LO transfer pump Grease nipple for ball
Gear coupling GADUS S2 GX 680 109 GADUS S2 V220 2
(Taiko) bearing
Boiler water circulating pump M/E LO purifier feed pump Grease nipple for ball
97 Bearing housing TURBO OIL T 68 110 GADUS S2 V220 2
SHINKO) (Taiko) bearing
G/E LO purifier feed pump Grease nipple for ball
Grease nipple for ball 111 GADUS S2 V220 2
GADUS S2 V220 2 (Taiko) bearing
FWD HFO transfer pump bearing
98 S/T LO pump Grease nipple for ball
(Taiko) 112 GADUS S2 V220 2
Seal pot for oil seal TURBO OIL T 68 (Taiko) bearing
Grease nipple for ball M/E cyl. Oil shift pump Grease nipple for ball
E/R HFO transfer pump GADUS S2 V220 2 113 GADUS S2 V220 2
99 bearing (Taiko) bearing
(Taiko) Sludge pump
Seal pot for oil seal TURBO OIL T 68 114 Seal pot for oil seal TURBO OIL T 68
(Taiko)
Grease nipple for ball
E/R MGO transfer pump GADUS S2 V220 2 E/R bilge pump
100 bearing 115 Seal pot for oil seal TURBO OIL T 68
(Taiko) (Taiko)
Seal pot for oil seal TURBO OIL T 68 M/E SCR burner MGO pump
116 Seal pot for oil seal TURBO OIL T 68
MGO transfer pump for EDG and Grease nipple for ball (Taiko)
GADUS S2 V220 2
101 Incinerator bearing Grease nipple for ball
G/E pilot FO feed pump GADUS S2 V220 2
(Taiko) Seal pot for oil seal TURBO OIL T 68 117 bearing
(Taiko)
Seal pot for oil seal TURBO OIL T 68

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 14 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

Equipment Equipment
No. Application point Recommended oil No. Application point Recommended oil
(maker/type) (maker/type)

Hyd. power pack for

Local firefighting system Diesel engine topside TELLUS S2 VX 15
118 RIMULA R4 X 15W-40 cargo
(Wilhelmsen) filler cap
Accumulator stand for
L/D compressor LO sump tank CORENA S4 R46 TELLUS S2 VX 15
119 cargo
(Cryostar) LO storage tank (in CMR) CORENA S4 R46
No. 1C Sol. Valve Box TELLUS S2 VX 15
H/D compressor
120 LO sump tank CORENA S4 R46 No. 2C Sol. Valve Box TELLUS S2 VX 15
(Cryostar)
Dry chemical powder firefighting system Dry powder monitor No. 3C Sol. Valve Box TELLUS S2 VX 15
121 GADUS S2 V220 AD2
(NK) bearing
No. 3C Accumulator
Air-driven pump TELLUS S2 VX 15
122 FRL air unit lubricator TURBO OIL T 32 Stand
(Powerking Pump)
No. 4C Sol. Valve TELLUS S2 VX 15
E-motor make rotor for
GADUS S5 V100 2 No. 4C Accumulator
combustion air TELLUS S2 VX 15
Stand
Inert gas generator
123 E-motor make rotor for No. 5C Sol. Valve Box TELLUS S2 VX 15
(Alfa Laval) GADUS S5 V100 2

SAMSUNG/GASLOG/ABS
dryer fan
No. 6C Sol. Valve Box
TELLUS S2 VX 15
Compressor chiller unit BITZER VSE 170 with accumulator
Nitrogen generator Valve remote control system
124 Compressors SIGMA FLUID S-570 125 No. 7C Sol. Valve Box TELLUS S2 VX 15
(Air Products AS) (KSB Seil)
Hyd. power pack for
TELLUS S2 VX 15
ballast with accumulator

No. 1H Sol. Valve Rack TELLUS S2 VX 15

No. 2H Sol. Valve Rack

TELLUS S2 VX 15
with accumulator

Portable hand pump TELLUS S2 VX 15

Stationary hand pump TELLUS S2 VX 15
Clean hyd. oil storage
TELLUS S2 VX 15
tank
Tube line TELLUS S2 VX 15
Pipeline TELLUS S2 VX 15
Pipeline (for flushing) TELLUS S2 VX 15

Pipeline (for yard flushing

TELLUS S2 VX 15
equipment unit)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 15 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

Equipment Equipment
No. Application point Recommended oil No. Application point Recommended oil
(maker/type) (maker/type)

Manual Hyd. Transmitter

126 Tube line TELLUS S2 VX 32 Cargo mach. Cool. FW pump motor Motor bearings for
(BY-Controls) 142 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE
Air-cond. Plant
127 Compressor crankcase MOBIL EAL ARCTIC 220
(Hi Air Korea) EM’CY fire pump motor Motor bearings for
Provision ref. plant 143 GADUS S5 V100 2
128 Compressor crankcase REFRIGERATION OIL S4 FR-F 32 (Hyundai Heavy Industries) DE/NDE
(Hi Air Korea)
Gearcase of machine OMALA S4 GVX 220 Fire & bilge, G/S pump motor Motor bearings for
144 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE
Sheave GADUS S2 V220 2
Personnel Lift
129 Fire pump motor Motor bearings for
(Hyundai Elevator) Oiler for guide rail TELLUS S2 VX 68 145 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE
Moving and rotating parts
TELLUS S2 VX 68
of car door
M/E LO pump motor Motor bearings for
Window Wiper 146 GADUS S5 V100 2
130 Chain GADUS S2 A320 2 (Hyundai Heavy Industries) DE/NDE
(Jung-A Marine)
Food lift HD compressor motor Motor bearings for
131 Housing lubrication booth OMALA S2 GX 320 147 GADUS S5 V42P 2.5
(Delco) (Hyundai Heavy Industries) DE/NDE

SAMSUNG/GASLOG/ABS
Electric whistle
132 Electric whistle GADUS S2 V220 00
(Daeyang) LD compressor motor Motor bearings for
148 GADUS S5 V42P 2.5
(Hyundai Heavy Industries) DE/NDE
Main generator Generator bearings for
133 TELLUS S2 VX 32
(Hyundai Heavy Industries) DE/NDE Grease-flexible coupling GADUS S2 V220-2

Ballast pump motor Motor bearings for Grease-input shaft

134 GADUS S5 V100 2 GADUS S2 V220 2
(Hyundai Heavy Industries) DE/NDE Boe thruster sealing
149 NATURELLE S4 GEAR FLUID
(Kawasaki) Gearcase
Water spray pump motor Motor bearings for 100
135 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE NATURELLE S4 GEAR FLUID
Gravity tank
100
Bow thruster motor Motor bearings for
136 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE

Main cooling SW pump motor (P) Motor bearings for

137 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE

Main cooling SW pump motor (S) Motor bearings for

138 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE

Cargo mach. Cool. SW pump motor Motor bearings for

139 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE

Central cooling FW pump motor (P) Motor bearings for

140 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE

Central cooling FW pump motor (S) Motor bearings for

141 GADUS S5 V100 2
(Hyundai Heavy Industries) DE/NDE

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 16 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
1.5 E/R Arrangement

Illustration 1.5a. E/R Arrangement – Double Bottom

High
Sea Water Tank Sea Chest
for BWTS

No.1 S/T LO BW
Stor. Tank Cofferdam

Bilge
Holding Tank Sep. Bilge
BW No.1 Main LO Sump. Tank Oil Tank

S/T CFW Tank (P)

No.1 S/T LO
Drain Tank

SAMSUNG/GASLOG/ABS Single
Hull

No.2 S/T LO
Drain Tank

Clean Drain Tank HFO

S/T CFW Tank (S)
Clean
Leak
BW No.2 Main LO Sump. Tank MGO Clean
Tank
Leak Tank

No.2 S/T LO Cofferdam

Stor. Tank BW

Low
Sea Chest
E/R Water
Ballast Tank (S)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 17 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.5b. E/R Arrangement – Floor

Key
E/R Water
Sea Water Tank Ballast Tank 1. No.1 S/T LO Tank Unit, No.1 S/T Air Seal Drain Collection Unit
for BWTS (P)
2. No.1 S/T Air Seal Control Unit
3. S/T LO Pumps & Cooler
4. LO Puri. Feed Pump for No.1 M/E
5. No.1 LO Trans Pump
UP 6. No.2 S/T LO Tank Unit, No.2 S/T Air Seal Drain Collection Unit
IGG No.1
Drain No.1
25 7. No.2 S/T Air Seal Control Unit
Line No.1
24
No.2
8. S/T LO Pumps & Cooler
22
9. LO Puri. Feed Pump for No.2 M/E
No.2
E/R EMCY 26
Exit Trunk 10. No.2 LO Trans Pump
UP No.1 No.1 No.1 Lifting
3 No.2 4 No.2 Space No.1
11. Clean Drain Discharge Pump
1 2 27 28 12. Aux. Boiler Feed W Pumps
23
5 No.1
No.2
13. Electrolysis Unit for BWTS
UP UP
14. SW Heater for BWTS
Elevator 29
Buffer No.1
15. Neutralization Unit for BWTS
18 Space
19 16. E/R Bilge Pump
No.1
17 No.1
17. Sludge Pump

SAMSUNG/GASLOG/ABS
Bilge 30
Tank
16
No.1 32 18. Oily Water Separator
Primary 20 No.2
Tank 19. Filter Unit for BWTS
AP Tank (C)
30 20. Back Flushing Pump for BWTS
13 15 20
No.1 No.2
19 No.3 21. SW Booster Pumps for BWTS
No.2
33
12 No.2 22. Main Engine
31
No.3 23. M/E A/C Chemical Cleaning Pump & Tank
21
14 24. Main LO Pumps for No.1 M/E
No.2 No.1
34 25. Bilge Fire & G/S Pumps
10 UP UP 23 No.1
26. Fire Pump
No.2
35 27. PORT Main CSW Pumps
6 7 No.1 No.2
8 No.3 9 No.2 Lifting 28. Fire Line Pressurizing Jockey Pump & Hyd. Tank
No.2 No.4 Space 29
E/R EMCY UP No.2 29. FW Gen. SW Pump
Exit Trunk No.2 No.1
No.1
30. Ballast Pumps
22 36
37 31. Water Spray Pump
11 No.2

No.2
32. Water Spray Auto Filter
33. No.1 Solenoid Valve Rack for Ballast & FO Valve
UP
38 39 34. MGPS Anode Treatment Tank
35. STBD Main CSW Pumps
FO 36. Cargo Mach. CSW Pumps
FO Drain Overflow 37. Main LO Pumps for No.2 M/E
Tank Tank
E/R Water 38. E/R HFO Trans. Pump
Ballast Tank
(S) 39. E/R MGO Trans. Pump

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 18 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.5c. E/R Arrangement – 4th Deck

Key

1. FO Booster Pump for No.2 G/E 53. FO Circ. Pump for No.2 M/E
2. FO Booster Pump for No.1 G/E 54. FO Supply Pump for No.2 M/E
3. G/E Gas Valve Unit 55. Auto Filter for No.2 M/E
4. G/E Jacket Water Pre-heater for No.1, 2 G/E 56. FO Safety Filter for No.2 M/E
E/R Water 5. Generator Engine 57. MGO Cooler for No.2 M/E
Ballast Tank (P)
6. FO Booster Pump for No.4 G/E 58. FO Heater for No.2 M/E
30 59. Workbench with Tool Board
27 No.2 MGO No.1 MGO No.2 MGO No.1 MGO 7. FO Booster Pump for No.3 G/E
No.1 Purifier Room 16 No.1,2
Service Tank Service Tank Storage Tank Storage Tank 8. G/E Jacket Water Pre-heater for No.3, 4 G/E 60. Main Engine
No.1 21 No.1
24 (229.7 m3) (229.7 m3) (287.6 m3) (289.0 m3)
11 14 No.1,2 No.2 9. MGO Stor. Tank for Cleaning (50L) 61. Chemical Dosing Unit for CFW
17 No.1 No.1
25 28 67 10. Chem. Storage Tank (50L) 62. Atmos. Dump/Drain Condenser
9 10 15 18 22 No.2 No.2 31
12 No.1,2 No.1
11. Aux. Boiler MGO Cooler 63. PORT Central CFW Pump
26 29

UP
No.2 No.1
No.2

UP
No.1 No.1
19 20 23 32 12. SCR Burner MGO Pump for No.1 M/E 64. STBD Central CFW Pump
13 68
33 UP
No.2 No.1
No.1
34 37 69 13. Aux. Boiler MGO Pump 65. PORT Central FW Cooler
35
Tool Board No.1 No.2 No.1 36 No.1 Landing 60
No.2 No.1
14. IGG MGO Supply Pump 66. STBD Central FW Cooler
E/R EMCY UP
38 39 40 41 Space No.1 15. Aux. Boiler Ignition Oil Pump 67. LO Cooler for No.1 M/E
Exit No.1
Trunk (P) No.1 No.1 No.1,2 No.1
Lifting
70 16. FO Auto Filter for No.1, 2 G/E 68. LO Auto Flushing Filter &
Space
1 2 17. G/E EMCY MGO Pump Manual By-pass Filter for No.1 M/E

UP
No.2
18. FO Supply Pump for No.1, 2 G/E

UP
59 69. Crosshead LO Pump for No.1 M/E

No.1
71
5 No.1
19. FO Circ. Pump for No.1, 2 G/E 70. Jacket CFW Pump & Pre-heater for No.1 M/E

UP
61

UP
20. FO Heater for No.1, 2 G/E 71. Fresh Water Generator

No.1
3 No.1 Generator Engine Room Elevator 72

UP
UP
No.2 No.1 21. Pilot MGO Cooler for No.1, 2 G/E 72. Jacket Water Cooler for No.1 M/E

SAMSUNG/GASLOG/ABS
No.1 No.1
80 22. Pilot MGO Cooler for No.1 M/E 73. Cargo Machinery CFW Pump
5 No.2 73
No.2 No.1 No.2
4 62 23. MGO Cooler for No.1, 2 G/E 74. Cargo Machinery CFW Cooler
AP Tank (C) 3 63 No.2 No.1
24. Pilot FO Feed Pump for No.1, 2 G/E 75. Jacket Water Cooler for No.2 M/E
UP

No.2
66 25. Pilot FO Feed Pump for No.1 M/E

Obs. Tank
76. Jacket CFW Pump & Pre-Heater for No.2 M/E

No.1
65

Cascade/
No.2 No.1
No.2 No.1 74 26. MGO Transfer Pump for EDG & Inci. 77. Crosshead LO Pump for No.2 M/E
UP

No.2
64 27. FO Auto Filter for No.1 M/E 78. LO Auto Flushing Filter &
3
No.3 5 No.3
28. FO Supply Pump for No.1 M/E Manual By-pass Filter for No.2 M/E
No.2 No.1
59 29. FO Circ. Pump for No.1 M/E 79. LO Cooler for No.2 M/E

No.2
No.2 Generator Engine Room 81 71
UP

3 30. FO Heater for No.1 M/E 80. No.1 M/E Air Cooler CFW Pumps

UP
5 No.4 75 31. MGO Cooler for No.1 M/E 81. No.2 M/E Air Cooler CFW Pumps

No.2
No.4
No.1
32. FO Safety Filter for No.1 M/E
8
6 7 76
UP

Lifting 33. Workbench

Space
E/R EMCY 38 39 40 41 No.2 No.2 34. G/E LO Purifier
Tool Board

Exit UP No.2 No.2 No.3,4 No.2,3

No.2 No.1
Trunk (S) No.2 No.4 37 60 77 35. Main LO Purifiers
33 Landing
35 36 36. HFO/MGO Purifier
34 No.3 No.3
No.2 Space 78
No.2
44 37. HFO/MGO Purifier Feed Pump
UP

37
No.1, 2 48 No.3 No.1 56 79 38. G/E LO Purifier Heater
No.2 No.1
No.2 No.2
42 53
45 47 51 No.2 57 39. G/E LO Purifier Feed Pump
9 10 No.2 No.1 No.1
No.1
No.1,2 49 No.2 54 No.2 40. Main LO Purifier Heater
No.2
43 17
No.1
58
50
No.2 41. HFO/MGO Purifier Heater
52 No.2 HFO No.1 HFO No.2 HFO No.1 HFO
46 55 No.1,2 Service Tank Service Tank Settling Tank Settling Tank 42. SCR Burner MGO Pump for No.2 M/E
No.2 Purifier Room (167.5 m3) (167.5 m3) (234.7 m3) (235.3 m3) 43. Aux. Boiler for Booster Pump
E/R Water 44. FO Circ. Pump for No.3, 4 G/E
Ballast Tank (S) 45. FO Supply Pump for No.3, 4 G/E
46. Auto Filter for No.3, 4 G/E
47. FO Heater for No.3, 4 G/E
48. MGO Cooler for No.3, 4 G/E
49. Pilot MGO Cooler for No.2 M/E
50. Pilot MGO Cooler for No.3, 4 G/E
51. Pilot FO Feed Pump for No.2 M/E
52. Pilot FO Feed Pump for No.3, 4 G/E

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 19 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.5d. E/R Arrangement – 3rd Deck

LO Daily
Tank
No.1
LO
Daily
E/R Water
Ballast Tank (P)
9 12 Tank
Key
7
No.1 G/E
LO Storage 24 1. Steering Gear
6 No.2 MGO No.1 MGO No.2 MGO No.1 MGO
8 Tank
(11.9 m3 ) Service Tank Service Tank Storage Tank Storage Tank 2. Winch Motor Handling Davit
No.1 G/E
LO Settling
(229.7 m3 ) (229.7 m3 ) (287.6 m3 ) (289.0 m3 )
Distilled Tank 3. Grease Pump
Water 10 (11.9 m3 )
Tank (P) 13 4. Diesel Pump Unit
No.1
(80.6 m3 ) 5. Local Fire Fighting System Pump Unit
FW Tank (P) UP
(218.4 m3 ) Spare Piston 46 6. Sterilizer (UV)
UP (Seat Only)
7. Rehardening Filter
Spare Piston
4 5 11 UP 8. Cartridge Filter for Portable Water
14 No.1 Low 9. FW Hyd. Unit
UP TBN Cyl. Oil
Landing Crane Service Area Stor. Tank 10. Sterilizer (Silver Ion)
E/R (26.5 m3 )
EMCY IG Generator Room Space 11. Pneu. Closing Damper for No.1 Purifier Room
Exit
1 Rope Trunk (P) No.1 Cyl. Oil 12. No.1 Purifier Room Exh. Fan & Damper
Store Lifting Stor. Tank 13. IG Dryer Unit
No.1 Space (19.9 m3 )
15 No.1 Low 14. Inert Gas Generator
No.1 TBN Cyl. Oil
N2 Buffer Tank

No.1 Meas. Tank 15. Exhaust Gas Vent Fan Unit for No.1 G/E
No.1 Cyl. Oil No.1 Main
16 22 Measuring LO Stor.
16. No.1 G/E GVU Room Boil-off Gas Ext. Fan
Tank
No.2 No.1 Tank 17. Exhaust Gas Vent Fan Unit for No.2 G/E
No.1
18 Vent. Elevator (33.1 m3 )
3 16 No.1 Aux. Boiler
33 M/E T/C 39 18. Outlet Station for Welding Distribution System
Soot D rain TK 34

SAMSUNG/GASLOG/ABS
(1.5 m 3) No.2 No.1 No.1 Vent Space No.2 19. No.2 G/E GVU Room Boil-off Gas Ext. Fan
Storage Seat Lifting 25 26 28 31
& Grating for Oil Drum 22
Space No.2 No.2 No.2 No.1 40 No.1 Main 20. Exhaust Gas Vent Fan Unit for No.3 G/E
26 28 LO Sett.
No.1 21. Exhaust Gas Vent Fan Unit for No.4 G/E
2 17 35 35 No.1 Tank
27 No.1 No.1 29 22.
No.2 (30.5 m3 ) Generator Engine
No.1 Generator Engine Room
18 27 No.2 No.2
29 23. No.2 Purifier Room Exh. Fan & Damper
No.2
Steering Gear Room No.2 No.1
No.2 Main 24. No.2H Sol. Valve Rack (For Shipside Valves)
No.2 Generator Engine Room 36 36
No.2 30 30 LO Sett. 25. G/E Room Exh. Damper
Platform for ETS Tank
No.2 (WC) No.1 (WC) 26. Boiler Water Circ. Pump for No.1 G/E
(30.5 m3 )
20 Lifting 25 30 30
22 Space 32 27. Boiler Water Circ. Pump for No.4 G/E
No.1
UP UP 37
3 No.1 41 28. Boiler Water Circ. Pump for No.1 M/E
No.2 Aux. Boiler No.3 No.4 (AC) No.3 (AC) No.2 Main
19 Soot D rain TK Vent.
38 No.2 LO Stor. 29. Boiler Water Circ. Pump for No.2 M/E
(1.5 m 3) No.4 No.2 Cyl. Oil
No.2 Measuring Tank 30. Control & G/S Air Compressor
19 Tank (33.1 m3 )
21 22 No.2 Low 31. PORT Starting Air Receiver
TBN Cyl. Oil
Meas. Tank 32. STBD Starting Air Receiver
Lifting No.2 Cyl. Oil
Hull Aperture Hull Aperture Stor. Tank
33. Aux. Air Receiver
Blanks Cabinet Space
Blanks Cabinet (19.9 m3 ) 34. H/T CFW Buffer Unit for No.1 M/E
1 E/R No.2 G/E
LO Stor.
EMCY 35. PORT Starting Air Compressor
Exit Tank UP
(11.9 m3) No.2 Low
Trunk (S) Crane Service Area 36. STBD Starting Air Compressor
TBN Cyl. Oil
No.2 G/E Landing Stor. Tank
No.2 LO Sett. Space 37. H/T CFW Buffer Unit for No.2 M/E
Tank (26.5 m3 )
Vent.
(11.9 m3)
UP
38. Control Air Dryer
UP Spare Piston 39. Cyl. Oil Shift Pump for No.1 M/E
FW Tank (S) Eng. Store Spare Piston
40. Control & G/S Air Receiver
(Seat Only)
(218.4 m3 ) 46 41. Cyl. Oil Shift Pump for No.2 M/E
Distilled UP
Water 42 42. Vacuum Pump Unit
Tank (S) 43. Sewage Treatment Plant
(80.6 m3 ) 43
No.2 HFO No.1 HFO No.2 HFO No.1 HFO
Service Tank Service Tank Settling Tank Settling Tank 44. Urea Drain Pump
23
(167.5 m3 ) (167.5 m3 ) (234.7 m3 ) (235.3 m3 ) 45. Safety Shower with Eye Washer
Sewage
Holding Urea Drain 46. M/E Gas Valve Unit
No.2 Tank 44 45
Tank (1 m3)
(34.3 m3 ) E/R Water
Ballast Tank (S)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 20 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.5e. E/R Arrangement – 2nd Deck

Clean Hyd.
Oil Stor. Tank
(1.9 m 3) E/R Water
6 7 8 Ballast Tank (P)
1
1 9
3 No.2 MGO
2 No.1 MGO No.2 MGO No.1 MGO
Service Tank Service Tank Storage Tank Storage Tank
Vent. Hyd. Power Pack Room Dirty Hyd.
(229.7 m3) (229.7 m3) (287.6 m3) (269.0 m3) Key
Oil Stor. Tank (1.25 m 3)

No.2 No.1 10 1. Ref. Recovery Bottle Rack

No.1
4 Vent. No.1 2. IG Chiller Unit
No.2 32
11 No.1 12 3. Expansion Barrel (Under Upper Deck)
No.1 L/V 4. IG Blower Unit
Switchboard
DN IG Generator Room Room 5. IG Cooling Unit
No.1
6. Hyd. Power Pack for Ballast & E/R Valve Control
Lifting No.1 35 7. Acc. Stand for Cargo Valve Control
E/R EMCY 5 Space
Exit 33 34 8. Hyd. Power Pack for Cargo
Trunk (P) No.1 13 No.1
9. Hyd. Oil Trans. Pump
Vent.
15
Vent.
DN
36 10. HW Circ. Pump
No.1 BW Test Lift
Sink with UP
11. Calorifier
No.2 No.1 Escape Mach.
14 Sampling
Space Room 12. L/V STBD Room Pack Air Cond.
Cooler UP
13. H/V STBD Room Pack Air Cond.
37
No.1 H/V 14. No.1 G/E Room Exh. Fan
Explosion Elevator Switchboard
16 Relief
Vent.
Room
15. Aux. Boiler Chem. Dosing Unit

SAMSUNG/GASLOG/ABS
Rupture No.1
Disc Hinged Device 16. Aux. Boiler
No.1 Hatch
22 17. Nitrogen Generator
No.1 No.1 18. G/E SCR Air Supply Unit
No.1 M/E 21 No.1 23
E/R Soot Drain 19. No.2 G/E Room Exh. Fan
UP

EMCY TK (2.5 m3)

Exit
17 No.2 20 39 20. Feed Air Compressor
No.2 M/E No.2 No.2
Trunk 21. CFW Pump for No.1 M/E SCR Blower
UP

Soot Drain Engine Control

18
TK (2.5 m3) No.2 23 Room 22. Air Cond. Plant
No.2 H/V 23. ECR Pack. Air Cond.
No.2 Hinged 22 Switchboard
Rupture Hatch
Explosion Room 24. Pack. Air Cond. CFW Pump
Disc
Relief 25. DWF
16 Device Vent.
No.2 37 26. Ref. Plant
27. G/E SCR Intergrated Dosing Unit
24 Toilet
Unit 28. Grease Trap
19 25
No.2 29. Urea Supply Unit for No.1 M/E
Process Station
Vent.
G/E Cyl.
Head M/E V/V Room 38 30. Urea Supply Unit for No.2 M/E
Vent. Turning Grinding
Device Mach. 31. Safety Shower with Eye Washer
E/R EMCY Tool
Exit Board Sink with 32. 440V Main Switchboard
Trunk (S) Cabinets
Eng. Workshop
Pedestal Pedestal
Drilling Grinder
Cyl. Head Water Boiler No.2 13 33 33. L/V Main TR
Machine (255 mm)
Cleaning Bath
Lifting No.2 L/V
35
No.2 34. TR for MR Reliq.
Shelf

Work Bench
Space Switchboard
20 No.2
Disc
Cutter
26 No.2
Room 35. H/V Main TR
DN Hacksaw 36. Multi Driver for MR Reliq. Compressor
Precision Lathe
12 37. 6.6 kV Main Switchboard
32
Tool 27 38. Bow Thr. ATR
Intletstation for Welding
Dist. Sys. & ARC Welder Board Fuel V/V PipeDN 28 No.2
Lathe
Test Room Bender 39. Engine Control Room
Exh. Fan
Work
Welding
Bench
Space
Fuel Valve No.2 HFO No.1 HFO No.2 HFO No.1 HFO
Rack Urea Service Tank Service Tank Settling Tank Settling Tank
Cabinets

No.2 Puri.
Gas Station
Pedestal
Grinder Room Storage 29 (167.5 m3) (167.5 m3) (234.7 m3) (235.3 m3)
Desk

Exh. Vent.
Hose Hanger Cable (300 mm)
Milling Tank
Hanger
Bench Drill
Machine Chair
Work
M/E Fuel
Valve
(72.4 m3) 30
Cabinets Bench
Tester
Shelf
G/E Fuel Valve
E/R Water
Tester 31 Vent. Ballast Tank (S)

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 21 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.5f. E/R Arrangement – Upper Deck

UP
No.1 Puri.
Room Exh.
Vent Head UP
UP

DN
UP
Piping Space

Fire Control
& Safety
E/R Hatch Equipment Room
Hinged Type Officer’s
Chemical Paint Oil & Grease Deck Store & Small Hatch Worker Cabin Changing
Store Store Store Workshop Room

No.1 G/E
Room Public
Exh.
Vent
Toilet
UP No.1 Cargo
Vent. Vent. Soot Blower Air Tank Switchboard
for No.1 M/E Room
Crew’s
No.1 CFW Public Pipe/Duct
Exp. Tank Changing
Toilet Down Space
6 (1 m3) to E/R
Room
No.1
1 UP Key
8 Elevator
7 1. SCR Reactor for No.1 G/E

SAMSUNG/GASLOG/ABS
2. SCR Reactor for No.2 G/E
2 5 3. SCR Reactor for No.3 G/E
10
Supply 4. SCR Reactor for No.4 G/E
Accommodation Space Duct
DN UP 5. Aux. Boiler
Air Handling Unit Room
3 Pillar 6. Static Mixer & Aig Unit
UP 9 7. By-pass Port for Aux. Boiler
8. IR Unit for No.1 M/E
9. IR Unit for No.2 M/E
No.2 Stairway
4 10. Outlet Station for Welding Distribution System
Return 11. Incinerator
Duct
6 M/C Roo Food
for Food Lift
5 Lift

No.2 CFW Dry Provision Elec.

Exp. Tank Store Trunk
(1 m3)
Soot Blower Air Tank
Vent. Vent. for No.2 M/E No.2 Cargo
No.2 G/E E/R Hatch Switchboard
Room
Incinerator Room Fish Dairy Room
Hinged Type
Exh. Incin. WO UP
Vent
Sett. Tank Small Hatch
(5 m3)
Incin. Lobby
MGO Tank Incin. WO
Cargo
Garbage 11 (0.5 m3) Serv. Tank
Engineering (5 m3)
Store
Store UP
Meat Vegetable
DN Garbage
Oxy. Ace. Chute
Room Room
Piping Space
UP UP
DN

No.2 Puri. UP
Room Exh.
Welding
Vent Head
Space Exh.
Vent Head UP

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 22 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.5g. E/R Arrangement – A Deck & B Deck

A Deck B Deck

UP Fresh Air Intake

2 5 DN

1
DN
3
EMCY
Generator
6 UP

SWBD Room DN UP
EMCY Generator
Engine Room
4
EMCY G/E
MGO Serv. Tank
Cofferdam UP UP
No.2 No.1 No.1
10 14
Fresh Air
7 7 8 Intake Lifting
No.1 Key No.1 Air Intake Trunk Space

1. EMCY Air Receiver

SAMSUNG/GASLOG/ABS
No.1 2. EMCY Air Compressor 1
Intake for GCU

No.1
12 3. EMCY Generator Engine
Fresh Air

Fresh Air Key

4. Mech. Supply Intake UP UP

5. Package Air Cond. 1. Economizer for No.1 G/E

9 6. EMCY Switchboard 2. Economizer for No.4 G/E
DN UP DN
12 No.2 13 7. Engine Room Supply Fan 3. Gas Combustion Unit
UP 8. Generator Room Supply Fan 4. GCU Gas Valve Train Room
9
Intake for GCU

G/E Soot 2 Boil-off Gas Extr. Fan

9. Explosion Relief Device
Fresh Air

Drain Tank 5. GCU Gas Valve Train

(2.5 m3 ) 10. SCR Reactor for No.1 M/E Fresh Air 3
12 Intake
No.2 11. SCR Reactor for No.2 M/E
12. GCU Fan
11 No.3
13. Air Chamber
5
14. LO Mist Vent Collection Pipe for M/E
14 No.1 Air Intake Trunk 4
7 7 8 Fresh Air No.1
Intake
No.2 4
No.2
No.4 No.3 No.2

UP
CO2 Room Foam Store Store Swimming UP
Pool

Garbage DN
Chute

DN UP DN DN

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 23 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 1.5h. E/R Arrangement – C Deck, funnel, No.1 & 2 STR Deck

Funnel Top

EGP for
No.1 Aux. Boiler
EGP for Hatch for
No.1 M/E Funnel Top
EGP for
No.1 G/E

EGP for
No.1 G/E

EGP for
No.3 G/E
C Deck (Funnel Base)
EGP for
No.4 G/E
EGP for Incin.
DN No.2 M/E EGP
EGP for
No.2 Aux. Boiler

Bolted
STR-1 STR-2
Hatch

SAMSUNG/GASLOG/ABS
Rupture
Disce
1

No.1
DN
E/R Surplus
Air Exhaust
G/E
Silencer

G/E
Silencer
1

E/R Surplus
Air Exhaust
1

Pillar Pillar Pillar Pillar

Pillar Pillar 2
1 G/E 2
E/R Surplus Silencer E/R Surplus
Air Exhaust Air Exhaust
Rupture
Disce G/E
Silencer

No.2

2 3 4 Key Key

1. Economizer for No.1 M/E 1. Silencer for No.1 M/E

2. Economizer for No.2 M/E 2. Silencer for No.2 M/E

Key

1. Economizer
2. No.2 G/E GVU Room BOG Exh. Vent Head
3. No.1 G/E GVU Room BOG Exh. Vent Head
4. GCU Gas Valve Train Room BOG Exh. Vent Head

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 24 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 1 - 25 Part 1. Design Concept of the Vessel
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Part 2: Main Engine & Power Plant 2.7b Oil Mist Detector .................................................................... 2 - 85
2.1 Main Engine ............................................................................... 2 - 2 2.7c RMU Menu Tree ..................................................................... 2 - 89
2.1.1 Engine Rating Points....................................................... 2 - 2 2.7d RMU Menu Tree..................................................................... 2 - 90
2.1.2 System Overview ............................................................ 2 - 3 2.8a Thruster Unit ........................................................................... 2 - 91
2.1.3 Engine Operation ............................................................ 2 - 9 2.8b Thruster Hydraulic Diagram ................................................... 2 - 93
2.1.4 Engine Rating................................................................ 2 - 10
2.1.5 Load Range ................................................................... 2 - 12
2.1.6 Engine Automation DENIS – UNIC ............................. 2 - 15
2.2 Remote Control System............................................................ 2 - 18
2.2.1 Functional Description .................................................. 2 - 18
2.2.2 Remote Control System Functions................................ 2 - 25
2.2.3 Safety System Functions ............................................... 2 - 31
2.3 Selective Catalytic Reduction System for M/E ........................ 2 - 34
2.3.1 System Overview .......................................................... 2 - 34
2.3.2 Control and Monitoring System.................................... 2 - 40
2.3.3 Operation....................................................................... 2 - 43
2.4 Diesel Generator Engine........................................................... 2 - 48
2.4.1 Main Particulars: 8L34DF x 2 and 6L34DF x 2 ........... 2 - 48
2.4.2 System Overview .......................................................... 2 - 51

SAMSUNG/GASLOG/ABS
2.4.3 Recommendations for Operation .................................. 2 - 53
2.4.4 Fuel Changeover during Operation ............................... 2 - 54
2.4.5 Cleaning and Flushing Instructions............................... 2 - 55
2.4.6 Automation System ....................................................... 2 - 57
2.4.7 Functional Description of Start/Stop............................. 2 - 61
2.4.8 Speed Control Functions & Load-Sharing .................... 2 - 63
2.4.9 WOIS, WISE, and Power Unit...................................... 2 - 66
2.4.10 SCR System for G/E ................................................... 2 - 68
2.5 Steering Gear............................................................................ 2 - 74
2.6 Ship Performance Monitoring System...................................... 2 - 80
2.7 Oil Mist Detection System ....................................................... 2 - 84
2.8 Bow Thruster ............................................................................ 2 - 92

Illustrations
2.1.1a Cross-Section......................................................................... 2 - 1
2.2.1a Propulsion Control System Overview ................................. 2 - 17
2.3.1a No.1 M/E SCR System ........................................................ 2 - 33
2.3.1b No.2 M/E SCR System........................................................ 2 - 35
2.3.2a. N-WACS Control System-.................................................. 2 - 39
2.4.1a Diesel Generator Engine – 8L34DF .................................... 2 - 47
2.4.1b Diesel Generator Engine – 6L34DF .................................... 2 - 49
2.4.10a NOx Emission Reduction System for G/E......................... 2 - 67
2.5a Steering Gear Hydraulic Diagram .......................................... 2 - 73
2.5b Steering Gear Block Diagram................................................. 2 - 75
Part 2
2.6a Ship Performance Monitoring System.................................... 2 - 79
2.7a Oil Mist Detection System...................................................... 2 - 83
Main Engine & Power Plant
IMO No. 9855812 / Issue 1 (2021.10.08) Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.1.1a Cross-Section

SAMSUNG/GASLOG/ABS

1 Bedplate 2 Column 3 Crankshaft

4 Main bearing elastic studs 5 Bottom-end bearings 6 Crosshead
7 Cylinder liner 8 Cylinder cover 9 Piston
10 Turbocharging system 11 Scavenging system 12 Pulse lubricating system (PLS)
13 Supply unit 14 Rail unit (common rail) 15 Gas admission valve

IMO No. 9855812 / Issue 1 (2021.10.08) 2-1 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Part 2: Main Engine & Power Plant Brake-specific consumptions: BSFC(including pilot oil, diesel mode), BSEC(total consumption, gas mode)
BSFC: 174.3 g/kWh at 90% CMCR (Diesel mode, Tier Ⅱ)
2.1 Main Engine BSFC: 175.1 g/kWh at 90% CMCR with LP-SCR (Diesel mode, Tier Ⅲ)
BSEC: 7,086 kJ/kWh at 90% CMCR (Gas mode, Tier Ⅲ)
2.1.1 Engine Rating Points
 Based on below reference conditions;
The W5X72DF (Doosan WinGD) engine is a two-stroke, single acting, direct reversible, crosshead type marine
diesel engine with constant pressure turbocharging and electronically controlled common rail fuel injection and - ISO reference conditions: ISO 3046/1, 2002
low-pressure gas. Scavenging air coolant temperature: 25 ºC
Ambient air temperature at T/C intake: 25 ºC
All key engine functions, such as fuel injection, gas admission, exhaust valve drives, engine starting, and cylinder Ambient air pressure: 1000 mbar
lubrication, are fully under electronic control. The timing of the fuel injection is regulated and controlled by the Relative humidity: 30%
UNIC control system. - Low Heating Value: 42,707 kJ/kg(F.O), 50,000 kJ/kg(Gas)
- BSEC: Gas consumption including pilot oil consumption
Two-stroke, single acting, direct reversible, crosshead type marine diesel
engine with constant pressure turbocharging and electronically controlled
Type
common rail fuel injection and low-pressure gas. IMO NOx regulated
marine diesel engine.
Model W5X72DF (Doosan WinGD),
Number of Cylinder 5

SAMSUNG/GASLOG/ABS
Cylinder Bore mm 720
Stroke mm 3,086
Contracted Output kW 12,084
Maximum
Revolution rpm 74.0
Continuous
(CMCR) MEP bar 15.6

Continuous Output kW 10,875

Service
Rating (CSR) Revolution rpm 71.4
Engine Weight Ton 481
#1 (Installed at PORT): Clockwise
Direction of rotation (Ahead)
#2 (Installed at STBD): Anti-Clockwise
Cylinder jacket Freshwater
Cooling
Piston Lubricating Oil
medium
Scav. air cooler Freshwater
Starting System Compressed air (Max. pressure 30 bar)
The above output is valid at sea level and up to tropical conditions

• Freshwater inlet temperature: 36 °C

• Blower inlet pressure: 1000 mbar (750 mmHg)
• Blower inlet temperature: 45 °C
• Relative humidity: 80%

IMO No. 9855812 / Issue 1 (2021.10.08) 2-2 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.1.2 System Overview Pre-Heating The readable figure is then multiplied by the number of cylinders to
show the heater capacity required for the engine. All the figures are
1. Cooling Water System To prevent corrosive liner wear when not in service or during short stays related to the requirements of the engine and should be used only for the
in the port, it is important that the main engine is kept warm. Warming first rough layout of the heater capacity. During pre-heater selection,
The cooling system runs on the following standard layout: through can be provided by a dedicated heater, using boiler-raised steam however, the shipyard or ship designer must also consider other aspects,
or hot water from the diesel auxiliaries, or through direct circulation from such as the heat losses in the external piping system, the water volume
The central freshwater cooling system with single-stage scavenge air the diesel auxiliaries. inside the system, the pipe lengths, and the volume of the ancillary
cooler and separate HT circuit. equipment.
If the requirement for warming up is from the cooling water systems of
As freshwater is the standard cooling medium of the scavenge air the diesel auxiliaries, it is essential that the amount of heat available at
cooler(s), this involves the use of a central freshwater cooling system. the normal load is sufficient to warm the main engine. If the main and
auxiliary engines have a cooling water system that can be cross-
The central freshwater cooling system comprises “low-temperature” (LT) connected, it has to be ensured that when the cross-connection is made,
and “high-temperature” (HT) circuits. Freshwater cooling systems reduce any pressure drop across the main engine will not affect the cooling
the amount of seawater pipework and its attendant problems and provide water pressure required by the auxiliaries. If the cooling water systems
for improved cooling control. Optimizing central freshwater cooling are apart, then a dedicated heat exchanger is required to transfer the heat
results in lower overall running costs compared to the conventional to the main cylinder water system.
seawater cooling system.
If the main cylinder water pump is to be used to circulate water through

SAMSUNG/GASLOG/ABS
Cooling Water Treatment the engine during pre-heating, the heater is to be arranged parallel with
the cylinder water system, and on/off control is to be provided by a
The correct treatment of cooling fresh water is essential for safe engine dedicated temperature sensor at the cylinder water outlet of the engine.
operation. Only totally demineralized water or condensate must be used. The flow through the heater is set by throttling discs but not by valves, to <Figure 2.1.2.1. Pre-Heating Power Requirement per Cylinder>
In the event of an emergency, tap water may be used for a limited period, assure flow through the heater.
but afterward, the entire cylinder cooling water system is to be drained 2. Lubricating Oil Systems
off, flushed, and recharged with demineralized water. If the requirement is for a separate pre-heating pump, a small unit with
10% of the main pump capacity and an additional non-return valve Lubrication of the main bearings, thrust bearings, bottom-end bearings,
Recommended parameters for raw water between the cylinder cooling water pump and the heater are to be crosshead bearings, together with piston cooling, is carried out by the
Min. pH 6.5 installed. In addition, the pumps are to be electrically interlocked to main lubricating oil system. The main bearing oil is also used to cool the
Max. dH 10°dH (corresponds to 180 mg/l CaCO3) prevent two pumps from running at the same time. piston crown as well as to lubricate and cool the torsional damper and the
axial damper.
Max. chloride 80 mg/l
The recommended temperature for starting and operating the engine is
Max. sulphates 150 mg/l
60 °C at the cylinder cooling water outlet. If the engine has to be started Cylinder Lubricating Oil System
below the recommended temperature, the engine power should not
In addition, the water used must be treated with a suitable corrosion
exceed 80% of CMCR until the water temperature has reached 60 °C. Cylinder lubrication is carried out by a separate system working on the
inhibitor to prevent a corrosive attack, sludge formation, and scale
once-through principle normally using a high-alkaline oil of SAE 50
deposits. Monitoring the level of the corrosion inhibitor and water
The ambient engine room temperature and warm-up time are the key grade. The cylinder lubricating oil is fed to the surface of the cylinder
softness is essential to prevent downtimes due to component failures
parameters for estimating the heater power capacity required to achieve liner by a hydraulically actuated dosage pump through the quills in the
resulting from corrosion or impaired heat transfer. No internally
the target temperature of 60 °C. cylinder liner. The oil supply rate is adjustable and metered to suit the
galvanized steel pipes should be used in connection with treated
age and running conditions of all the piston ring liners. The arrangement
freshwater because most corrosion inhibitors have a nitrite base. Nitrites
Figure 2.1.2.1 shows the warm-up time needed in relation to the ambient of the service and storage tanks can be changed by locating the storage
attack the zinc lining of galvanized piping and create sludge.
engine room temperature to arrive at the heat amount required per tank in place of the service tank. If this arrangement is preferred, the
cylinder. The graph covers the warming up of the engine components per storage tank is to be located at the same height as the service tank to
cylinder, also taking the radiation heat into account. provide the necessary head.

IMO No. 9855812 / Issue 1 (2021.10.08) 2-3 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
For normal operating conditions, a high-alkaline marine cylinder oil of • Diesel mode operation: With 100% MGO/MDO/HFO Operation in Diesel Mode
SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt • Fuel sharing mode operation: With 5-50% MGO/MDO/HFO and
(mm2/s) at 100 °C is recommended. The alkalinity of the oil is indicated 50 ~ 95% gas (both by energy), for engine operation in the The diesel mode is available at any time. This mode provides operational
by its base number (BN). range of 50 ~ 100% CMCR power flexibility on one hand and back-up on the other should, for any reason,
the gas system fail or the engine output in gas operation is not sufficient
Cylinder lubricants of intermediate BN (50 < BN < 60 mg/KOH/g) may Operation in Gas Mode (i.e., for any emergency operation).
be used if the performance is regularly monitored, and the lubricating oil
feed rate is adjusted to avoid a low piston underside BN. An excessively The engine operates in a gas mode according to the Otto cycle with a The main fuel is injected by the main fuel injectors, while the pilot fuel
low residual BN can lead to excessive corrosive wear and scuffing. pre-mixed lean air-gas mixture, which is ignited by a small amount of micro-injectors stay in operation at a reduced injection rate to prevent
pilot fuel (about 1% of the total energy consumption). clogging of the nozzles (about 0.5% of the total fuel consumption). In
The BN of the cylinder lubricating oil must be selected depending on the diesel mode, the main fuel can be changed from diesel oil (MDO) to
total sulphur content of the burnt fuel. The higher the sulphur content of heavy fuel oil (HFO). Before changing back from HFO operation to gas
the fuel is, the higher the required BN for cylinder lubricating oil. mode, however, the main fuel needs to be changed back to diesel oil.

Consequently, for gas operation and low-sulphur diesel operation, low- Operation in Fuel Sharing Mode
BN cylinder lubricating oil needs to be supplied, whereas high-BN
cylinder lubricating oil is required when the engine is running on HFO. Fuel sharing with an adjustable ratio of gas to liquid fuel
(HFO)/MDO/MGO) can be used for reaching a balance between an LNG
In fuel sharing mode with HFO as the liquid fuel, the total sulphur carrier’s available boil-off and the desired ship speed. It is Tier-II-

SAMSUNG/GASLOG/ABS
content depends on the fuel share ratio. compliant and also possible for other ship types.

The following values are recommended when operating on fuel with Fuel sharing operation is available in a defined working window, as
sulphur content in the range of 0.5 ~ 3.5% m/m: shown in the figure below. The minimum amount of liquid fuel is
equivalent to 5% of the energy input.
• The safe piston underside residual BN to avoid piston ring and
liner corrosion is higher than 25 mg KOH/g but lower than 50
mg KOH/g
The above figure shows the energy amount of different fuel shares. The
• The alert limit for the piston underside residual BN to avoid
graph is symbolized and not scaled (i.e., for visibility reasons, the pilot
excessive corrosion is between 10 and 25 mg KOH/g.
fuel consumption is shown increased).
• The danger limit is less than 10 mg KOH/g piston underside
residual BN and is likely to lead to excessive corrosion and
Dynamic Combustion Control
early piston ring and liner wear if not corrected. It often leads to
scuffing, premature failure of the piston rings, and excessive
Dynamic combustion control (DCC) allows full power output for gas
corrosive liner wear.
mixtures with a methane number of 65 and higher, independent of the
ambient condition and engine rating.
3. Diesel Fuel System

While DCC is active in combustion stabilizing mode, a small amount of

Fuel Operating Modes
liquid fuel is injected by the main injectors, boosting the turbocharger to
provide sufficient combustion air, allowing the maintenance of the
The WinGD X72DF engine is designed for continuous service on natural
intended air-gas mixture (lambda).
gas with fuel oil as a backup fuel. Different operating modes are
available:
The following graph is symbolized and not scaled (i.e., for visibility
• Gas mode operation: With ≤ 1% nominal MGO/MDO pilot fuel reasons, the pilot fuel consumption is shown increased).
and ≥ 99% gas (both by energy)

IMO No. 9855812 / Issue 1 (2021.10.08) 2-4 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
separators (e.g. due to condensation or coil leakage) into the settling tank.
A pipe to the separators should be provided to re-clean the fuel in case of
dirty water contamination. This line should be connected just above the
drain valve at the service tank bottom.

The fuel is cleaned either from the settling tank to the service tank or
recirculating the service tank. Ideally, when the main engine is operating
at CMCR, the fuel oil separator should be able to maintain a flow from
the settling tank to the service tank with a continual overflow back to the
settling tank. The sludge cock is to be operated at regular intervals to
observe the presence of water, a significant indication for the condition
of the separator and heating coils.

4. Gas Fuel System

Operating Principles
The liquid-gas ratio can be selected via the RCS. Automatic control of
the fuel share ratio based on the LNGS’s tank pressure is also possible if The engines are usually installed for dual fuel operation, meaning the
applied by the PCS supplier. engine can perform either in gas or in diesel operating mode. The

SAMSUNG/GASLOG/ABS
operating mode can be changed while the engine is running, within
Depending on the liquid fuel’s sulphur content, the Base Number of the certain limits, without interruption of power generation. If the gas supply <Lean Burn with Pilot Ignition>
cylinder lubricating oil might need to be changed. For that purpose the fails, the engine will automatically transfer to diesel mode operation.
X72DF engine is equipped with an integrated automatic cylinder LO One of the key measures is to control the combustion process
changeover unit (iCAT), ensuring optimum cylinder lubrication under The Lean Burn Concept individually in each cylinder so as to stay within the operating window
any fuel sharing condition. and to have optimal performance for all the cylinders in terms of safety,
In gas mode the DF-engine runs like a lean burn engine where the efficiency, and emissions in all conditions. The DF engine facilitates
Fuel Oil Treatment ignition is initiated by injecting a small amount of pilot diesel oil, giving individual cylinder combustion control, which makes it possible to obtain
a high-energy ignition source for the main fuel charge (gas-air mixture) optimal operating performance at conditions where the gas quality,
Settling Tanks in the cylinder. ambient temperature, etc. vary.

Gravitational settling of water and sediment from modern heavy fuel oils With the lean fuel mixture, it is possible to achieve good engine
is an extremely slow process due to the small difference in densities. The characteristics regarding output, efficiency, and emissions. A lean air-fuel
settling process is a function of the fuel surface area of the tank to the mixture is also utilized to avoid knocking. However, at high loads, the
viscosity, temperature, and density difference. Heated large-surface area misfiring limit is getting closer to the knocking limit, which means that
tanks enable better separation than heated small-surface area tanks. the useful operating window is decreasing.

Service Tanks

Most of the service tank design features are similar to the settling tank,
having a self-closing sludge cock, level monitoring device and remote
closing discharge valves to the separator and engine systems. The service
tank is to be equipped with a drain valve arrangement at its lowest point,
an overflow to the overflow tank, and recirculating pipework to the
settling tank. The recirculation pipe reaches the lower part of the service
tank to guide the water which may be present in the fuel after the <Lean Burn Operation Window>

IMO No. 9855812 / Issue 1 (2021.10.08) 2-5 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Pilot Fuel Oil System The gas is ignited by injecting a small amount of pilot diesel fuel (MDO). By adjusting orifice 004 on three air vent pipes, the third ventilation line
Gas injection is hydraulically actuated and electronically controlled. shall facilitate the air exchange of the GVU enclosure, and the second is
The main components of the pilot fuel oil systems are the pump unit, only for the annular space. Such an arrangement can prevent the flanges
common rail pipe, feed pipes, and injection valves. Diesel Mode Operation from generating extremely high backpressure.

The pump unit raises the pilot diesel oil pressure to the required level. It In diesel operating mode, the engine operates only on liquid fuel oil. The fan capacity is calculated to allow an extraction rate of 30 air
consists of an electrically driven radial piston pump (with a built-in MDO or HFO is used as fuel with a diesel fuel injection system. The exchanges/hour. The volume of extracted air depends on the GVU
overpressure bypass valve), fuel filters, and a pressure control valve. The pilot fuel micro-injectors stay in operation at a reduced injection rate to capacity, the piping length, and the annular space capacity. If more than 1
pump unit is located on the engine. prevent clogging of the nozzles. GVU is installed in the engine room (e.g., for the main and auxiliary
engines), the fan’s capacity has to be sized for all the units, and a gas
Pressurized pilot fuel is delivered from the pump unit into a common rail Fuel Gas System on Engine detector will be separately installed in each branch pipe for the correct
pipe. The whole high-pressure piping, from the pump to the injectors, is detection of potential leakage.
of the double-wall type. Any leakage is collected from the annular space When the engine is operated in a gas mode, the gas is injected through
of the double-wall pipe and led to a collector with a leakage sensor. The the gas admission valves into each cylinder, where it is immediately Gas Valve Unit
common rail piping delivers pilot fuel to each injection valve and also mixed with air. For internal gas piping, double-wall pipes are used. The
acts as a pressure accumulator against pressure pulses. annular space in double-wall piping installations is ventilated by suction Before gas is supplied to the engine, it passes through the gas valve unit
pressure. The air inlet to the annular space is located at the engine. Air is (GVU), which is a module connected to the engine gas supply piping.
The DF engine uses pilot injectors with built-in solenoid valves. The taken from a location outside the engine room, through dedicated piping. This unit controls the gas pressure to the engine depending on the engine
injectors are electronically controlled by the UNIC system. This allows load. As a safety precaution, to ensure the tightness of the valves and the

SAMSUNG/GASLOG/ABS
the exact timing and duration of the injection. To have the best ignition Fuel Gas Supply System proper function of the components, the GVU performs a gas leakage test
and combustion stability, the pilot injection valves are combined with before the engine starts operating on gas.
pre-chambers. These pre-chambers are directly water-cooled by the HT The fuel gas can typically be stored as LNG at atmospheric pressure, or
cooling water from the cylinder cover. Further, the injectors are cooled pressurized. The design of the external fuel gas feed system may vary, The GVU has to be located as close to the engine as possible to ensure
by system oil. but it should provide natural gas with the correct temperature and the best engine response to transient conditions. The maximum length of
pressure to the engine. The gas piping can be either of the single or the fuel gas pipe between the GVU and the gas inlet at the engine should
The pilot fuel injection is also activated during diesel operation to double-wall types. be kept as short as possible and should not exceed 30 m.
prevent excessive deposit formation on the injector tips and in the pre-
chambers. Ventilation of Double-Wall Gas Piping

The annular space in the double-wall piping is ventilated by the suction

pressure created by a ventilation fan to be installed in a safe area outside
the engine room. Its suction side is connected to the gas valve unit
ventilation outlet pipe. One ventilation air inlet to the annular space is
located on the engine. The ventilation air is to be taken from a safe area
outside the engine room, through the dedicated piping. The second
ventilation air inlet is located at the end of the gas supply double-wall
pipe, outside the engine room, located in a safe area. Through that
arrangement, the ventilation air is taken from both inlets and led through
the annular space of the double-wall pipe to the enclosure of the gas
valve unit.
<High-Pressure Pilot Fuel> <GVU-ED>
If flanges are installed in the double-wall piping between the GVU and
Gas Mode Operation
the LNG tank, a third optional ventilation air pipe shall be directly
connected to the outer pipe before the GVU inlet with air inlet suction
In the gas operating mode, the main fuel is natural gas, which is injected
from a safe area.
into the engine at low pressure.

IMO No. 9855812 / Issue 1 (2021.10.08) 2-6 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Master Gas Fuel Valve Liquid Fuel Changeover

For dual-fuel engines, the IMO IGC Code requires a master gas fuel The fuel transfer from HFO to LFO and vice versa can be done at any
valve to be installed in the fuel gas feed system, outside the engine room. time, without interruption of the engine operation, as on any WinGD 2-
At least one master gas fuel valve is required, but to enable independent stroke engine. The fuel oil transfers (LFO ↔ HFO) are managed by
operation, it is recommended that one valve is applied for each engine external systems, as on regular diesel engines.
compartment using fuel gas.
Transfer to Fuel Sharing Mode
5. Changeover between Operating Modes
Transfer to the optional fuel sharing mode is possible when no gas
The changeover between the gas and backup fuel operating modes can be interlock is active and the engine is running above 50% CMCR power.
performed at any load, within one engine revolution. Conversely, the When the engine load is reduced to below the mode’s operating range, an
changeover from backup fuel to gas operation can be performed only in alarm message is released. If the engine power is not increased above
<GVU-OD> the range of 10-80% rated power. 50% within a defined time period, a gas trip is released, unless the
manual transfer is performed in time.
The GVU consist of the following main components: The changeover process takes 1 or 2 minutes, after the GVU pressure test
is carried out successfully. Gas Trip
• Fuel gas pressure control valve: The gas feed pressure to the
engine has to be adjusted within a narrow, load-dependent • Gas mode: No overload is available in the gas mode as the The gas trip is an automatic change from gas or fuel sharing mode to

SAMSUNG/GASLOG/ABS
pressure range to ensure a correct fuel gas pressure to the engine maximum continuous output is 100% rated power. diesel mode initiated by an unacceptable operating condition, a detected
common rail piping at all times. This adjustment is made by • Diesel mode: An overload of up to 110% is permitted in failure, or a command received from an external system. The gas trip is
means of a pressure control valve, which is controlled by the emergency conditions. performed by the engine control system.
engine control system. A smaller gas volume between the
pressure control valve and the engine will improve the response Manual and Automatic Changeovers
time of the system in transient conditions, such as engine load
fluctuations. The change in operating mode can be manually initiated by the operator.
• Valve block: The Interim Guidelines on Safety for natural-gas- In changeover to diesel mode, the changeover can be automatically
fuelled engine installations on ships states that each item of gas- initiated by the DF engine control system or by request from an external
consuming equipment has to be provided with a set of valves to system (e.g., safety system).
form a double block-and-bleed function and thus ensure reliable
and safe operation on gas. Transfer to Diesel Mode
• Gas filter: A filter is a full-flow unit, preventing impurities from
entering the engine’s fuel gas system. The fineness of the filter The changes in operating modes initiated by the operator are called
is 5 µm absolute sphere passing mesh size. The pressure drop “transfers”. Transfer to diesel mode is an instant change of operating
over the filter is monitored, and an alarm is activated when the mode at any engine load.
pressure drop is higher than the permitted value due to a dirty
filter. Transfer to Gas Mode
• Control system: The readings from the sensors on the GVU as
well as the opening and closing of the valves are electronically Transfer from diesel mode to gas or fuel sharing mode is a gradual
<Overview of Fuel Transfers and Gas Trip>
or electro-pneumatically controlled by the GVU control system. change of fuel operating modes. It is started only after a successful GVU
The local display unit (LDU), which is mounted on the control pressure test. Transfer to the gas mode is interlocked when the engine is
cabinet, indicates all the readings from the sensors as well as the running on HFO. Prior to changing from HFO to gas mode, the engine
valve statuses. has to be operated with LFO until the fuel system is flushed. This
prevents the clogging of the HFO in the main fuel oil system.

IMO No. 9855812 / Issue 1 (2021.10.08) 2-7 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
6. Starting and Control Air Systems Condensate from scavenging air is formed when the vessel is operating
in a humid climate and is to be continually drained from the scavenge air
receiver to prevent excessive piston ring and liner wear.

8. Exhaust Gas System

The following gas velocities are indicated as a guideline for an optimized

exhaust gas system:

SAMSUNG/GASLOG/ABS
<Figure 2.1.2.6. Starting and Control Air System>
<Determination of Exhaust Pipe Diameter>

Compressed air is required for engine starting, engine control, the

exhaust valve air springs, the washing plant for the scavenge air coolers,
and general services. The starting and control air system is shown in
Figure 2.1.2.6 consists of two air compressors, two air receivers, and
systems of pipework and valves connected to the engine starting air
manifold.

7. Leakage Collection System

The dirty oil collected from the piston underside is led under a pressure
of approximately 2.8 bar to the sludge oil trap, and then to the sludge oil
tank. The purpose of the sludge oil trap is to retain a large number of
solid parts contained by the dirty oil and to reduce the pressure by means
of an orifice or throttling disc fitted at its outlet so that the sludge oil tank
is under atmospheric pressure.

The dirty oil from the piston rod stuffing box, which consists of waste
system oil, cylinder oil, metallic particles, and small amounts of
combustion products, is led directly to the sludge tank.

IMO No. 9855812 / Issue 1 (2021.10.08) 2-8 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.1.3 Engine Operation The LNG pump and compressor are designed for a supply pressure of 2. Engine Operation in Diesel Mode
16.0 bar considering a maximum 1.0 bar pressure drop between the pump
1. Engine Operation in Gas Mode and the compressor outlet and GVU inlet. The diesel mode is available at any time. This mode provides operational
flexibility on the one hand and back-up on the other hand if for any
Engine Output The minimum LHV definition is based on 0°C gas temperature at 1013 reason the gas system fails or the engine output in gas operation might
kPa atmospheric pressure. The 28 MJ/m3 value refers to natural gas with not be sufficient, i.e. for an emergency operation.
The engine operates in a gas mode according to the Otto cycle with a a high content of the inert gas, typically nitrogen, while the 36 MJ/m3
pre-mixed lean air-gas mixture. The methane number (MN) has an value refers to pure methane. The main fuel is injected by the main fuel injectors, while the pilot fuel
influence on the maximum available engine power output. Depending on micro-injectors stay in operation at a reduced injection rate to avoid
the selected rating of the engine (i.e., the contracted maximum Depending on the actual engine power output and the LHV of the gas clogging of the nozzles. In diesel mode, the main fuel can be changed
continuous output rating (CMCR)), the available maximum engine supplied to the engine, the gas supply pressure may be reduced to save over from diesel oil (MDO) to heavy fuel oil (HFO). Before changing
output might be limited to lower methane numbers. Figure 2.1.3.1 shows the electrical power of the supply system. back from HFO operation to gas mode, the main fuel needs to be
the maximum available engine power as a function of the methane changed back to diesel oil.
number for engines rated on the R1-R3 and R2-R4 rated lines. The possible pressure reduction depends on the selected rating of the
engine (i.e., the contracted maximum continuous output rating (CMCR)).
Figure 2.1.3.2 indicates the required gas pressure at the GVU inlet for the
R1-R3 and R2-R4 rated engines, respectively, as a function of the gas’s
LHV and the actual engine output.

SAMSUNG/GASLOG/ABS
<Figure 2.1.3.1. Engine Output Limitations>

Gas Supply Pressure

<Figure 2.1.3.2. Minimum Gas Pressure at the GVU Inlet for the
The engine and the gas supply system are laid out such that unrestricted R1-R3 and R2-R4 Rated Engines>
engine power output is ensured for all gas qualities down to a lower
heating value (LHV) of 28 MJ/m3, which is typically the lowest value of The GVU, however, does not require a variable pressure supply. For any
LNG’s natural boil-off composition with high nitrogen content. supply pressure between the minimum requirement according to Figure
2.1.3.2 and the maximum design pressure of 16 bar, the GVU can adjust
The required amount of gas has to be supplied to the GVU inlet at a the gas pressure at the engine inlet according to the engine’s demand.
pressure level of 15.0 ~ 16.0 bar. Depending on the gas supply system The GVU gets the demand signal through its connection to the UNIC
design, liquid LNG is pumped by a cryogenic pump via the LNG engine control system.
evaporator to the GVU inlet, and/or evaporated LNG (boil-off gas) is
supplied directly via a compressor.

IMO No. 9855812 / Issue 1 (2021.10.08) 2-9 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.1.4 Engine Rating The rating field serves to determine the specific fuel and gas consumption, According to the aforementioned approximation, when a required
exhaust gas flow and temperature, fuel injection parameters, and power/speed combination is known for example point Rx1, a CMCR line
1. Rating Field turbocharger and scavenge air cooler specifications for a given engine. can be drawn, which meets the ship’s power requirement for a constant
speed. The slope of this line depends on the ship’s characteristics
The calculations for specific fuel consumption, exhaust gas flow, and (coefficient α). Any other point on this line represents a new power/speed
temperature after the turbine are explained in the next chapters. combination (e.g., Rx2) and requires a specific propeller adaptation.

2. Influence of the Propeller Revolutions on the Power Requirement 3. Engine Configuration

At constant ship speed and for a given propeller type, a lower propeller Engine Data
speed combined with a larger propeller diameter increases the total
propulsive efficiency. Less power is needed to propel the vessel at a given • CMCR power Rx: 12,084 kW
• CMCR speed Rx: 74.0 rpm
speed.
• CSR power: 10,875 kW (= 90.0% CMCR)
• CSR speed: 71.4 rpm
The relative change of the required power in the function of the propeller
revolutions can be approximated by the following relation: Auxiliary System

PX2/PX1 = (n2/n1)α Cooling system: FW cooled/single-stage SAC/Sep. HT circuit

SAMSUNG/GASLOG/ABS
PXj = propulsive power at propeller revolution nj • Cylinder cooling water inlet temp.: 78 °C
nj = propeller speed corresponding with propulsive power PXj • Cylinder cooling water outlet temp.: 90 °C

0.15 for tankers and general cargo ships up to 10,000 dwt Lubricating oil system: Integrated TC lubrication
0.20 for tankers and bulk carriers from 10,000 to 30,000 dwt
• Oil temperature before engine: 45 °C
α 0.25 for tankers and bulk carriers lager than 30,000 dwt
• Oil pressure before engine: 4.5 bar
0.17 for reefers and container ships up to 3,000 TEU
• Viscosity: 84.3 mm2/s
0.22 for container ships larger than 3,000 TEU
4. Summary
<Figure 2.1.4.1 Rating Field> This relation is used in the engine selection procedure to compare different
engine alternatives and to select an optimum propeller speed within the General Information
The rating field shown in Figure 2.1.4.1 is the area of power and engine selected engine rating field. Usually, the number of revolutions depends on
the maximum permissible propeller diameter. Bore: 720 rpm
speed. In this area, the contract maximum continuous rating of an engine
Stroke: 3,086 mm
can be positioned individually to give the desired combination of
The maximum propeller diameter is often determined by the operational MEP: 15.6 bar
propulsive power and rotational speed. Engines within this rating field will
be turned for maximum firing pressure and the best efficiency. requirements, such as:
Engine Dimensions

The engine speed is given on the horizontal axis, and the engine power is • Design draught and ballast draught limitations
Length: 8,085 mm
given on the vertical axis of the rating field. Both are expressed as a • Class recommendations concerning propeller/hull clearance
Net engine mass: 481 t
percentage (%) of the engine’s nominal R1 parameters. (pressure impulse induced on the hull by the propeller).
Weight water/oil: 4.9 t
Lift vertical (standard): 13,655 mm
Percentage values are being used so that the same diagram can be applied The selection of the main engine in combination with the optimum Minimum crane capacity: 7.5 t
to various engine models. The scales are logarithmic so that the exponential propeller (efficiency) is an iterative procedure where commercial
curves, such as the propeller characteristics (cubic power) and mean considerations (engine and propeller prices) also play a big role.
effective pressure (MEP) curves (first power), are straight lines.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 10 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Oil Consumption 5. General Technical Data

System oil consumption per cylinder and per day: 8.0 kg CMCR and Engine Operating Curves
Cylinder oil consumption, guide feed rate (pulse lubricating system):
PLS 0.6 g/kWh

Other Components

Aux. blower: Min. installed electric motor power (shaft: 2 x 58 kW

(400/400V / 50/60 Hz)
Turning gear capacity: 7.5 kW (400/440V / 50/60 Hz)

Cooling System

Central cooler, heat dissipation: 8,758 kW

SAC, heat dissipation: 6,814 kW
Cylinder cooler, heat dissipation: 1,842 kW
Lub. oil cooler, heat dissipation: 1,102 kW

Starting Air System

SAMSUNG/GASLOG/ABS
No. of starts: 12
Propeller pitch control: FPP
Rel. shaft inertia specified (J-tot/J-Eng): 2.00
Engine inertia (J-Eng): 199,800 kgm2
Air compressor (30 bar): 2 x 270 m3/h
Air receiver (30 bar): 2 x 9.0 m3

Exhaust Gas and Air Flow

Exhaust gas, mass flow: 101.3 t/h

Exhaust gas temperature: 264°C
Exhaust gas density: 0.668 kg/m3
Scavenge air mass flow: 99.1 t/h

Main engine W5X72DF

MCR (R1) 16,125 kW/89.0 rpm
CMCR 12,084 kW/74.0 rpm
CSR (90.0% CMCR) 10,875 kW/71.4 rpm
MEP at 100% CMCR 15.6 bar

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 11 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.1.5 Load Range With the help of effective antifouling paints, the dry-docking intervals
have been prolonged to 4 ~ 5 years. Therefore, it is still realistic to
1. Propeller Curves provide an average sea margin of about 15% of the seal trial power (refer
to 2.1.5.1), unless, as mentioned above, the actual ship type and service
To establish the proper locations of the propeller curves, it is necessary to route dictate otherwise.
know the ship’s speed to power response. The propeller curve without
sea margin is, for a ship with a new and clean hull in calm water and 4. Engine Margin (EM) or Operational Margin (OM)
weather, often referred to as “trial condition”.
Most shipowners specify the contractual ship’s loaded service speed at
The curves can be determined using full-scale trial results from similar 85 ~ 90% of the contract maximum continuous rating. The remaining 10
ships, algorithms developed by maritime research institutes, or model ~ 15% power can then be used to catch up with the delays in schedule or
tank results. Furthermore, it is necessary to define the maximum for the timing of dry-docking intervals. This margin is deducted from the
reasonable diameter of the propeller that can be fitted to the ship. With CMCR. Therefore, the 100% power line is found by dividing the power
this information and by applying propeller series such as the at point D by .0.85 ~ 0.90. The graphic approach to finding the level of
“Wageningen”, “SSPA” (Swedish Maritime Research Association), and CMCR is illustrated in Figure 2.1.5.1.
“MAU” (Modified AU), the power/speed relationships can be established,
and the characteristics can be developed. In the examples, two current methods are shown. Figure 2.1.5.1 presents
the method of fixing point B and CMCR at 100% speed, thus
The relation between absorbed power and rotational speed for a fixed- automatically obtaining a light running margin B-D of 3.5%. Figure ____

SAMSUNG/GASLOG/ABS
pitch propeller can be approximated by the following cubic relation: shows the method of plotting the light running margin from point B to
point D or D’, and then along with the nominal propeller characteristic,
P/PCMCR = (n/nCMCR)3 (in which P = propeller power; n = propeller speed). to obtain the CMCR point. In the examples, the engine power at point B
was chosen to be at 90 and 85%, respectively.
The propeller curve without sea margin is often called “light running
curve.” The nominal characteristic is a cubic curve through the CMCR Continuous Service Rating (CSR = NOR = NCR)
point.
<Figure 2.1.5.1. Load Range>
Point A represents the power and speed of a ship operating at a
The load range diagram shown in Figure 2.1.5.1 defines the power/speed contractual speed in calm seas with a new clean hull and propeller. On
limits for the operation of the engine. Percentage values are given, as 2. Sea Trial Power the other hand, the same ship at the same speed under service condition
explained in section 2.1.3 Rating Field. In practice, absolute figures may with an aged hull and average weather requires a power/speed
be used for a specific installation project. The sea trial power must be specified. Figure 2.1.5.1 shows the sea trial combination according to point D. In that case, D is the CSR point.
power to be the power required for point B on the propeller curve. Often
and alternatively, the power required for point A on the curve is referred Contract Maximum Continuous Rating (CMCR = Rx)
to as “sea trial power.”
By dividing the CSR (point D) by 0.90, the 100% power level is obtained,
3. Sea Margin (SM) and an operating margin of 10% is provided. The found point Rx, also
designated as CMCR, can be selected freely within the rating field
The increase in power to maintain a given ship’s speed achieved in calm defined by the corner points R1, R2, R3, and R4.
weather (point A in Figure 2.1.5.1) under the average service condition
(point D) is defined as “sea margin.” This margin can vary depending on 5. Load Range Limits
the owner’s and charterer’s expectations and routes, the season, and the
schedules of the ship. The location of reference point A and the Once an engine is optimized at CMCR (Rx), the working range of the
magnitude of the sea margin are determined by the shipbuilder and the engine is limited for diesel mode operation by the borderlines, as shown
owner. They are part of the new building contract. in Figure .2.1.5.2.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 12 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
• Line 2: Overload limit, diesel mode. It is a constant map line The CMCR point is selected on a curve parallel to the nominal propeller
reaching from 100% power and 93.8% speed to 110% power characteristic without PTO. This curve defines the nominal engine
and 103.2% speed. The latter one is the point of intersection characteristic.
between the nominal propeller characteristic and 100% power.
• Line 3: 104% speed limit, where an engine can run continuously.
For Rx with reduced speed (NCMCR ≤ 0.98 NMCR), this limit can
be extended to 106%, but the specified torsional vibration limits
must not be exceeded.
• Line 4: Over speed limit. The over speed range between 104
(106) and 108% speed is permissible only during sea trials if
needed to demonstrate, in the presence of authorized
representatives of the engine builder, the ship’s speed at CMCR
power with a light running propeller. The specified torsional
vibration limits, however, must not be exceeded.
• Line 5: Admissible torque limit. It reaches from 95% power and
speed to 45% power and 70% speed and is defined by P2/P1 =
(N2/N1)2.45. The area formed by lines 1, 3, and 5 is the range
within which the engine should be operated. The area limited by
<Figure 2.1.5.2. Load Range Limits in Diesel Mode>
the nominal propeller characteristic, 100% power, and line 3 is

SAMSUNG/GASLOG/ABS
recommended for continuous operation. The area between the
The same working range of the engine is limited for gas mode operation
nominal propeller characteristic and line 5 is reserved for
by the borderlines, as shown in Figure 2.1.5.3.
acceleration, shallow water, and normal operational flexibility.
• Line 6: Maximum torque limit in transient conditions, diesel
mode defined by P2/P1 = (N2/N1)2.45 through 100% power and
93.8% speed The area above line 1 is the overload range. It is
allowed only to operate engines in diesel mode in that range for
a maximum duration of 1 hour during sea trials, in the presence
of authorized representatives of the engine builder. The area <Figure 2.1.5.4. Load Range Diagram of an Engine with a Main-
between lines 5 and 6 and the constant torque line (dark area in engine-driven Generator>
Figure 2.1.5.2), called “service range with an operational time
limit,” is applicable only for transient conditions, diesel mode 7. Load Range Limit with a Controllable Pitch Propeller
(i.e., seal trial or during emergency fast acceleration).
For the controllable pitch propeller (CPP) load range limit, consult GTD.
6. Load Range with Main-engine-driven Generator
• Line 5: The upper load limit and corresponds to the admissible
The load range with the main-engine-driven generator (PTO), whether a torque limit as defined in the section “Propeller curves” and
shaft generator (S/G) mounted on the intermediate shaft or driven shown in the figure “Load Range”
through a power take-off gear (PTO-G) mounted on the intermediate • Line 6: The lower load limit between 70 and 100% speed, with
shaft or at the engine free-end side, is shown by curve “c” in Figure such a pitch position that at 100% speed a minimum power of
2.1.5.4. This curve is not parallel to the propeller characteristic without a 37% is reached (point F). It is defined by the following
<Figure 2.1.5.3. Load Range Limits in Gas Mode> main-engine-driven generator due to the addition of a constant generator equation: P2/P1 = (N2/N1)3.
power over most of the engine load. In the example in Figure 2.1.5.4, the • Along line 8, the power increase from 37% (point F) to 100%
• Line 1: Constant map or torque line through CMCR, from 100% main-engine-driven generator is assumed to absorb 5% of the nominal (CMCR) at 100% speed is the constant speed mode for shaft
speed and power down to 95% power and speed engine power. generator operation, covering an electrical seal load with a
constant frequency.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 13 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
• Line 7: Represents a propeller characteristic curve through the 8. Requirements for Control System with CPP
90% CMCR point
• Field A: Available design range for combinator operation among The following operating modes shall be included in the control system:
lines 6, 7, and 8. The barred speed range due to the torsional
vibration limits needs to be respected. • Combinator mode 1: Combinator mode for operation with or
without a shaft generator or with a shaft generator including the
Maneuvering at a nominal speed with low or zero pitch is not allowed. frequency control system. Any combinator curve including a
Thus, installations with main-engine-driven generators must be equipped suitable light running margin can be set in field A.
with a frequency converter when electric power is to be provided (e.g., to • Combinator mode 2: Optional mode used in connection with
thrusters) at a constant frequency during maneuvering. Alternatively, shaft generators. During maneuvering, the combinator curve
power from the auxiliary engines may be used for this purpose. follows line 6. At sea, the engine is operated between point F
and 100% power (line 8) at a constant speed.
For test purposes, the engine may be run at rated speed and low load
during a one-time period of 15 minutes, on the testbed (e.g., NOx For manual and emergency operations, separate setpoints for speed and
measurements), and 30 minutes during dock trials (e.g., shaft generator pitch are usually provided. At any location allowing such operation, the
adjustment), in the presence of authorized representatives of the engine following text must be placed on a warning plate:
builder.
CAUTION
The engine must not be operated continuously with a pitch lower than

SAMSUNG/GASLOG/ABS
xx% at any engine speed above xx rpm.
The value (xx) is to be defined according to the installation data.

• In addition, an alarm has to be provided in either the main engine

safety system or the vessel’s alarm and monitoring system in
case the engine is operated for more than 3 minutes in the
prohibited operation area. If the engine is operated for more
than 5 minutes in the prohibited operation area, the engine speed
must be reduced to idle speed (less than 70% speed).

<Figure 2.1.5.5. Load Range Diagram for CPP>

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GASLOG WESTMINSTER Machinery Operating Manual
2.1.6 Engine Automation DENIS – UNIC Options

The standard electrical interface, designated as DENIS-UNIC (Diesel Engine CoNtrol and optImizing • Bridge wing control
Specification), assures a perfect match with the approved remote control systems, while the UNIC (UNIfied • Order recorder
control) takes care of all flex system-specific control functions.
3. Alarm Sensors and Safety Functions
1. Propulsion Control System
The classification societies require different alarm and safety functions depending on the class of the vessel and its
The propulsion control system is divided into the following subsystems: degree of automation.

• Remote control system The time delays for the slowdown and shutdown functions given in the tables below are maximum values. They
• Safety system may be reduced at any time according to the operational requirements. When decreasing the values for the
• Telegraph system slowdown delay times, the delay times for the respective shutdown functions are to be adjusted accordingly.

The safety and the telegraph systems work independently and are fully operative even when the remote control Alarm and Safety Functions
system is out of order.
Alarm and safety functions
2. Functions of the Propulsion Control System Medium Phys. value Function Level Setting Delay (s)
ALM L 4.0 bar 0

SAMSUNG/GASLOG/ABS
Safety System Main Functions
Pressure Inlet SLD L 3.8 bar 60
SHD L 3.5 bar 60
• Emergency stop functions Cylinder cooling water
Inlet ALM L 70 °C 0
• Overspeed protection
• Automatic shutdown functions Temperature Outlet ALM H 95 °C 0
• Automatic slowdown functions Outlet SLD H 97 °C 60
Pressure Inlet ALM L 2.0 bar 0
Telegraph System Scavenge air cooling water Inlet ALM L 25 °C 0
Temperature
Outlet ALM H 80 °C 0
• Order communication between different control locations ALM L 4.0 bar 0
Pressure Inlet SLD L 3.8 bar 60
ECR Manual Control Panel
SHD L 3.3 bar 10
Pressure
• A manual control panel delivered together with the propulsion control system and fitted in the ECR Inlet ALM L 2.6 bar 0
Main bearing oil Of injector
console allows the manual operation of the engine and engine operation independently of the remote
ALM H 50 °C 0
control system. Temperature Inlet
• The functions of the ECR manual control are the same as the control functions on the local control panel SLD H 55 °C 60
at the engine side. ALM H 65 °C 0
Temperature Outlet
SLD H 70 °C 60
Local Manual Control Cylinder lubricating oil Pressure Supply ALM L 0.1 bar 30

• Local manual control of the engine is performed from a control panel located on the engine. This panel
includes manual order input and indication for the safety system, telegraph system, and UNIC.
• The local control box with the local manual control panel is included in the package delivered by the
approved remote control system suppliers.

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GASLOG WESTMINSTER Machinery Operating Manual
Alarm and safety functions Alarm and safety functions
Medium Phys. value Function Level Setting Delay (s) Medium Phys. value Function Level Setting Delay (s)
ALM H 75 bar 3 ALM H -- 0
Pressure *2)
Cylinder servo oil lubricating ALM L 40 bar 3 Fuel leakage Level ALM H -- 0
Flow *1) ALM L No flow 0 ALM H -- 0
Servo oil leakage monitoring Level ALM H Max. 0 Fuel heating Failure ALM F -- 0
ALM H 80°C 0 Pilot fuel system ALM H -- --
Thrust bearing pads Temperature SLD H 85°C 60 ALM H 515°C 0
SHD H 90°C 60 After ALM D ± 50°C 0
Temperature
ALM H 65°C 0 Cylinder SLD H 530°C 60
Crank bearing oil Temperature Outlet
SLD H 70°C 60 SLD D ± 70°C 60
Exhaust gas
ALM L 11 bar 10 ALM H 515°C 0
Pressure Inlet Before T/C
SLD L 10 bar 60 SLD H 530°C 60
Crosshead bearing oil Temperature
ALM H 65°C 0 ALM H 480°C 0
Temperature Outlet After T/C
SLD H 70°C 60 SLD H 500°C 60
ALM H -- 0 ALM L 25°C 0
Concentration After Air
Oil mist concentration SLD H -- 60 ALM H 60°C 0
Cooler

SAMSUNG/GASLOG/ABS
Failure ALM F -- 30 Scavenge air Temperature SLD H 70°C 60
ALM H 80°C 0 ALM H 80°C 0
Temperature Outlet Piston under
SLD H 85°C 60 SLD H 120°C 60
Piston cooling oil
SHD H -- 15 ALM H Max. 0
Flow *1) Condensation water *3) Level
SHD L -- 15 SLD H Max. 60
ALM L 1.0 bar 5 Starting air Pressure ALM L 12.0 bar 0
Turbocharger oil Pressure Inlet
SLD L 0.8 bar 60 ALM H 7.5 bar 0
ME bearing oil supply ABB A100/200-
ALM H 110°C 0 ALM L 5.5 bar 0
L Temperature Outlet Air spring air Pressure
SLD H 120°C 60 SLD L 5.0 bar 60
ALM L 1.3 bar 5 SHD L 4.5 bar 0
Turbocharger oil Pressure Outlet
SLD L 1.1 bar 60 ALM H Max. 0
Separate TC LO supply ABB Air spring leakage oil Level
ALM H 130°C 5 ALM H Max. 0
A100/200-L Temperature Outlet
SLD H 140°C 60 Control air supply ALM L 6.0 bar 0
Additional requirement when separate ALM H 85°C 0 Pressure ALM L 5.5 bar 0
Temperature Outlet Control air Standby supply
TC lube oil supply SLD H 90°C 60 ALM L 5.0 bar 0
Turbocharger over speed Speed ALM H 0 Liner wall temperature
Geislinger damper oil Pressure Inlet ALM L 1.5 bar 0 ALM H 220 0
Axial damper (detuner) oil Pressure Inlet ALM L 1.7 bar 60 Liner wall temperature AFT & Fore Temperature
SLD H 240 60
ALM H 20 cSt 0 Fuel pump actuator Failure ALM F -- 0
Viscosity
ALM L 10 cSt 0 Engine Overspeed Speed SHD H 110% 0
Fuel oil ALM H 50-160°C 0 *1) ALM has to be suppressed below part-load.
Temperature
ALM L 20-130°C 0 *2) ALM has to be suppressed at standstill.
Pressure ALM L 7 bar 0 *3) Alternatively, low-temperature alarm or condensation high-level alarm

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 16 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.2.1a Propulsion Control System Overview

Serial Lines to Master

Clock and VDR
Bridge Wing Panel BW Indicators Bridge Wing Panel
BW Indicators
Indicators OPU
Bridge/Bridge Wings

Bridge Panel

Backup Pitch
DGU SIO

PSS

CAN A

PSS

CAN B

SAMSUNG/GASLOG/ABS
Engine Control Room Panel
Control Room

PSS

CAN A

PSS

CAN B
Engine Room

MEI ESU SCUTPI SCUTPI RDO C2 ESU

RPMU Cabinet

Local Panel E25 Maine Engine Interface

GVU/GFS
CAN A&B UNIC

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GASLOG WESTMINSTER Machinery Operating Manual
2.2 Remote Control System Principal control will be performed using the operator panel on the Guide to the 13.3” Graphical User Interface
bridge and ECR. The engines can also be controlled locally using the
2.2.1 Functional Description operator panels located in the local compartments. The AutoChief 600 control panel (ACP) system mimics are displayed on
the touch-sensitive computer screen.
1. General Description Push Buttons

The AutoChief 600 propulsion control system is designed for the remote Functions requiring direct access, such as the cancel functions and alarm
control of the main engine from the combined telegraph and acknowledge/sound off, are accessible using the dedicated pushbuttons.
maneuvering lever located next to the ACP in the wheelhouse and engine
control room. When this lever is moved, the system will automatically
start, reverse, stop, and speed-set the main engine. Dedicated levers may
be added to operate the auxiliary and bow/azimuth thruster control
systems.

The main components of the AutoChief 600 propulsion control system

are:
• Sound-off is used for silencing the buzzer when an alarm is
active.
• Control panels with levers
• HOME (Kongsberg logo) is used to access the top level of the
• Remote control system
AutoChief control panel (ACP 600) system mimics. <Touch-sensitive ACP 600>

SAMSUNG/GASLOG/ABS
• Engine telegraph system
• Alarm Ack is used to acknowledge an alarm.
• Engine safety system
Status Bar and Alarm Indications
• Maneuvering recorder
The alarm text will disappear when the alarm is acknowledged. When the
• Distributed processing units
alarm condition has returned to the normal state, the alarm indication will The top status bar is used to indicate the command positions and
disappear from the display. operational modes.
2. AutoChief 600 Control Panel (ACP 600)

Touchscreen Lock The status bar for indicating alarms is located in the lower section of the
screen. Critical alarms are also displayed in a pop-up message.

HOME Picture Elements

The lever positions and setpoints are indicated on the vertical bars to the
right.

There are three analogue instruments: an RPM indicator to the left, start
air pressure, and a third that is configured to the engine type.
<Touch-sensitive Display>
The engine status and safety conditions are indicated below the RPM
The ACP 600 hardware is a low-power touchscreen computer using the The touch-sensitive display can be configured with the “Tap to Unlock” indicator, and there is a revolution counter further below.
projected capacitive multi-touch technology. feature to prevent accidental activation. When pressing the screen, an
icon will appear at the side, and pressing this icon will unlock the screen When the shaft generator is engaged, this will be indicated above the
The control panel can be installed in any standard console, for integrated for interaction. RPM indicator.
mounting as well as desktop/wall/ceiling bracket mounting. ACP 600 is
designed to provide the operator with display pictures, instruments, and A timer will lock the screen when no action is detected.
buttons containing information for the AutoChief 600 remote control
system and the surrounding equipment.

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GASLOG WESTMINSTER Machinery Operating Manual
Menu Structure The auto-brightness mode will automatically adjust the screen
background lighting according to a light sensor measurement, which is
The lower section is the menu from which the operator can select mimics located below the screen to the left. Two vertical slider bars are used to
for handling the engine parameters, using the touch-sensitive screen to set the maximum and minimum backlight levels. In the manual
navigate the ACP views. The menu structure contains mimics dedicated brightness mode, the operator may directly adjust the backlight using a
to handling alarms, adjustments of limiters, fine-tuning, etc. vertical slider bar. (The backlight control is fully dimmable between 0
and 100%).

The auto palette mode will shift the color palette according to the
lighting levels set by the two horizontal slider bars.
<High-Contrast Palette>

The manual palette mode will allow the operator to manually select
among four different color palettes to adjust the contrasts for optimal
view in different lighting conditions.

The synchronize external mode will allow the brightness and/or palette
settings to be automatically synchronized with the other screens on the
location.

SAMSUNG/GASLOG/ABS
3. AutoChief 600 Combined Lever and Telegraph Unit (LTU)

<Dusk/Dawn Palette> The AutoChief 600 lever telegraph unit (LTU) is a combined telegraph
and maneuvering lever with a telegraph handle, a touch-sensitive screen,
Dimming and an emergency stop switch.

There are two automatic modes for adjusting the brightness and the color It is located at the following operator stations:
palette on the touch-sensitive screen.
• Bridge/wheelhouse
• Engine control room

Functions

• Combined speed and telegraph setting

• Command transfer
• Subtelegraph mode transfer
<Night Palette> • Emergency stop

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GASLOG WESTMINSTER Machinery Operating Manual
• Indications The touch-sensitive screen is equipped with a “Tap to Unlock” feature to The lever can be moved between the steps as well as for adjusting the
prevent accidental activation of the functions. When the screen is pressed, command. Additionally, it is possible to fine-tune using pushbuttons.
an icon will appear slightly to the side, and pressing this icon will unlock
the screen for interaction. A timer will lock the screen when no action is
detected.

Setpoint Adjustment

The AutoChief 600 LTU enables an operator on the bridge to be in direct

command of the ship by allowing speed and rotation control of the
engine. Communication is established among the bridge, the engine room,
and the local stand via the telegraph system.

Speed-set can be locked/released using the padlock-shaped icon. While

locked, an electric motor will attempt to return the lever to its setpoint
position, and release after 5 seconds if the lever displacement is forced.

Command Transfer

SAMSUNG/GASLOG/ABS
The command transfer section can be found on both the LTU and PBT.
Buttons are used both for indicating the current command position and
for command transfer.

• The LED on each side of the barrel indicates the lever position
and telegraphing bridge command.
• RPM CMD is indicated in the upper left corner of the
touchscreen.
• The Wrong Way alarm indicator is released if the engine does not The lever operates in 11 fixed steps, where each step represents an
rotate in the ordered direction while in the engine room control. RPM/thrust command in the ahead or astern direction.
• Command position status
• Subtelegraph status • Ahead:
• Buzzer  Navigation full
 Full
Touchscreen Lock  Half
 Slow
 Dead slow
• Stop
• Astern:
Dead slow Bridge
Slow
Half The engine is controlled by an operator on the bridge/bridge wing using
Full the automatic remote control system.
Emergency astern

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GASLOG WESTMINSTER Machinery Operating Manual
ECR • Standby: Command requiring that the ECR/engine be manned
The operator on the bridge informs the engine crew that all the
The engine is controlled by the operators in the engine control room systems shall be prepared for standby and that the engine should
using the automatic remote control system or back-up controls, according be prepared for a startup. The operator may also inform the
to the telegraph commands from the bridge/wheelhouse displayed on the engine crew that the vessel is entering a channel or harbor
LTU. where special attention has to be made to the machinery or
steering plant.
Local • FWE (finished with engine):
Used by the operator on the bridge to inform the engine crew
The engine is controlled by the operators at the local stand using the local that there will be no need for propulsive power To secure that
control system, according to the telegraph commands from the the engine cannot be started unintentionally, some safety actions
bridge/wheelhouse displayed on the PBT. have to be done by the engine crew. The engine crew will then
acknowledge by pressing FWE, which will activate a steady
Subtelegraph Modes light.

The sub-telegraph functions are used to inform the engine crew of their Emergency Stop
required state of alert, as well as of the need for propulsive and electric
power. At the lower part of the LTU, the cover marked “Emergency Stop” can
be opened with the push button located below the cover.

SAMSUNG/GASLOG/ABS
Functions • Calibrate lever
• Set node ID
The pushbuttons are used for sub-telegraph mode transfer. The icons are • Adjust lever parameters
lit to indicate the sub-telegraph mode. • System test
• Buzzer enabled/disabled
• System status
• View version
• Home – Return to the main menu

The emergency stop function activates the emergency stop system in the 4. Push Button Telegraph (PBT)
main engine safety system. Additionally, the conventional stop system is
activated, and the speed order to the RPM control system is set to zero In addition to the LTU, the push button telegraph (PBT) unit provides a
RPM. simple sub-telegraph system. Communication is established among the
bridge, engine room, and local stand via the telegraph system.
LTU Service Page
The following telegraph divisions are provided by push buttons with
indicators:

• Ahead:
Navigation full
Full
• At sea: Command permitting an unmanned ECR and engine Half
The operator on the bridge informs the engine crew that all the Slow
systems shall be prepared and set up for seagoing, with engine Dead slow
control from the bridge.

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• Stop
• Astern:
Dead slow
Slow
Half
Full
Emergency astern

Using a dedicated ACP mimic, the operator can schedule six daily
periodic status logs and request for an additional status log at any time.

6. AutoChief 600 Bridge Wing Control Unit (BWU)

Bridge wing control units (BWU) provide basic functions, such as an

LCD screen for the primary engine instruments, a row of
The printer is equipped with basic indicators and a couple of pushbuttons indicator/navigator pushbuttons, a setpoint lever, and an emergency stop.
for power and paper feed.

SAMSUNG/GASLOG/ABS
A cassette is designed for paper feed and collection. It can be ejected to
easily replace the paper roll.

The following standard functions are available:

• Engine telegraph modes

• Engine telegraph control location
• Engine telegraph status
• Emergency Stop push button (on the PBT or cabinet) The BWU09 LCD screen main page will display the main instruments
• The push-button LED indicator is lit with a steady light to and lever positions as well as essential status messages.
indicate the control position.
• The push-button LED indicator flickers, and a buzzer will sound The menu located at the bottom of the screen can be operated using the
when a control position is requested but had not yet been The last few meters are indicated with a pink band, and a notification row of pushbuttons located directly below it.
received. will appear in the ACP mimic, which can be found in the Misc. menu.

5. AutoChief 600 Order Printer

The AutoChief 600 order printer unit is located on the bridge/wheelhouse

to provide a paper trail of events and status logs.

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The push-button under the “In CMD” indication on the BWU 09 panel is 7. Manual Control Panel
used to initiate command transfer to the bridge wing.

Alarms are announced in the lower section of the LCD screen and
through a buzzer sound. The Dimmer icon to the far right will change to
“Ackn,” and the push-button below it can be used to acknowledge the
alarm.
Use the lever to adjust the setpoint and direction of thrust. The steps are
similar to those for the bridge lever, which will follow the bridge wing
lever in terms of command. The bar graphs on the LCD display indicate
the setpoint and lever positions.
The local display unit (LDU) is a microprocessor-based display and
communication gateway unit made for Wärtsilä control systems, to act as
the operator interface if the remote control is not available, and as a
communication interface to external systems.
To cancel/disable the safety functions, use the dedicated pushbuttons

SAMSUNG/GASLOG/ABS
located to the far left. A status message will appear at the upper right 8. Local Cabinet
corner of the LCD screen.

Emergency Stop

If there is a lever mismatch during command transfer, the status field on

the top of the BWU LED screen will indicate “Transfer.” To complete the
command transfer, the Bridge Wing lever must be adjusted to match the
bridge set point. Once the levers are adjusted, the status bar will indicate
“In Command,” and the bridge LTU will automatically follow the Bridge
Wing lever.

• To activate Emergency Stop, lift the protective cover and press

the push button. The local control box is located on the engine local control stand. It is
• To reset Emergency Stop, press to release the activated push designed to complement the engine maker’s controls and contains
button, and set the Maneuver lever in “Command” to stop. The distributed processing units (DPUs) for the remote control system. The
engine can then be restarted. controls usually include the manual control panel, a buzzer, a dial for
To adjust the LCD backlight, press the Dimmer button located to the far setpoint control, a push-button telegraph unit, and an emergency stop
right, then adjust using the arrow up/down buttons. pushbutton.

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Functions and Indicators Distributed Processing Unit (DPU)

The local manual control box includes indicators for the engine rpm and
engine pitch, depending on the configuration. The indicators are
operational whether the control station is in command or not.
The main functions of the DPUs are to monitor analogue or digital
sensors and to provide analogue and digital output to different devices. A
number of different DPUs are mounted as building blocks in dedicated
cabinets. All the units have similar mechanical construction and are built
using the same electronic design principles.

SAMSUNG/GASLOG/ABS
The push-button telegraph (PBT) is described in “4. Push Button
Telegraph (PBT).”
The emergency stop button is located at the lower part of the panel. The
cover marked with “Emergency Stop” can be opened, and the Emergency
Stop button is located below.

Control Transfer

Local manual control transfer may vary by engine type and installation
Each DPU contains its own microprocessor and is programmed for a
request. Enable local control from the LDU located in the local control
number of different tasks, such as for detecting when a monitored signal
cabinet.
moves outside the set limits. Unwanted alarms are inhibited during the
startup and shutdown of the machinery. The status information is
continuously monitored by AutoChief 600 AMS’s remote operator
stations through the system network.

When an unacceptable condition is detected, the DPU AutoChief 600

AMS generates an alarm signal, identifies the responsible sensor, and
The LDU is the same as that located in the control room.
provides information about the condition.

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2.2.2 Remote Control System Functions 2. Engine State, Start Interlock/Fail/Block Start Air Pressure Low

1. Command Position The Engine State mimic page will display the status of the conditions To secure a safe start of the main engine, a minimum starting air pressure
prohibiting engine operation. is required. If the pressure is below this pre-set level, “Start Block” is
The status bar will indicate the control position. For more details, activated.
ACP600 has a command position overview used to display which
position is in command and to assist in command transfer. The value for the minimum starting air pressure allowed is pre-set in the
parameters in the AutoChief 600 remote control system. Some
configurations have, instead of an indicator lamp, a dedicated instrument
to display the actual starting air pressure, with a red/green-colored graph
to indicate the minimum level.

RPM Detector Failure

RPM monitoring is critical for starting and running the engine. If the
RPM measuring system is experiencing a double detector failure, the
<Engine State>
engine is inhibited for starting.
<Example of ACP Command Position Overview> Start Interlock

Brake Time Limit

The Interlock input may contain various amounts of start interlocks.

SAMSUNG/GASLOG/ABS
The HOME menu – Control POS page is used to display the available
control positions and for monitoring the active control position. The Which signals to be implemented are for the owner or shipyard to decide.
When the engine is running and the direction of rotation shall be changed
mimics can also, to some extent, be navigated using the soft keys, as a If this input, however, is active, the actual items in the interlock circuit
(reversed), the control system will stop the engine’s rotation by activating
back-up. have to be cancelled before an engine start can take place.
“Starting Air for Start” in the opposite direction. If, for any reason, the
RPM does not reach the pre-set level within the pre-set time defined in
A basic setup is a bridge with two bridge wings, engine control room, 3. Start Failures
the “Brake Air Limit,” the brake air will be shut off, and the message
and local control. To secure bumpless control transfer, the Control POS “Brake Air Limit” will be issued.
page will display the lever positions on the bridge and ECR to help the If the engine fails to run on the first engine start attempt, a total of two
operator correct a set point mismatch. repeated engine starts will be performed by the control system. If after
Safety Stop
three engine start attempts the engine does not start, the message “3 Start
Failures” will be issued. To reset this function, the Maneuver lever has to
The engine has tripped because of a detected shutdown and is activated
be set to “Stop.”
by the safety system.

Slow Turning Over-speed

All Aux. Blower Failure

Slow turning may be activated manually or will be automatically

Prior to engine start, at least one of the auxiliary blowers has to be in
activated if the engine has been stopped for a preset time. Slow turning is
operation. If none is operational due to failure, the message “All Aux.
performed by means of the main start valve and a start cut-off valve. If a
Blower Failure” will be issued, and the engine start will be interlocked.
failure occurs with this arrangement and the engine rotates at a higher
speed than normal, the message “Slow-turning over-speed” will be issued.
Engine Tripped

Start Time Limit

The engine has tripped due to a detected shutdown. This feature is
created by the safety system.
During engine start, it is estimated that a certain RPM level will be
reached right after fuel is supplied. If this RPM level is not reached
within a pre-defined time, the message “Start time limit” will be issued.
<Command Transfer>

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Start Air Valve Blocked Normal Start Crash Astern

When the main engine is not in use, the main start air valve is A starting of the main engine is performed when the Bridge lever is
mechanically blocked for safety reasons. To be able to start the engine, moved from Stop to any position in the ahead (or astern) direction. If the
the main start air valve has to be unblocked. engine is ready for engine start, the system will provide a start signal to
UNIC.
Turning Gear Engaged
Repeated Start
The turning gear is mechanically engaged to the flywheel. For safety
reasons, the main engine is inhibited from starting. If the engine fails to start (run on fuel) after the starting air is switched
“Crash maneuver” means quickly reversing the engine thrust from ahead
off, the system will automatically try to restart the engine. An indication
to full astern, and is used in emergency situations that are most likely
Safety System Off for repeated starts will be shown on the bridge and ECR. If the second
observed from the bridge or bridge wing.
start also fails, the system will try once more. After three engine start
The engine safety system is not operational, and as a consequence, the attempts, an alarm will be activated.
• Initiated when the Bridge lever is moved from the Ahead to the
engine is inhibited from starting.
Emergency Astern position, according to a set of parameters
Starting Failure
• “Crash Astern” indication on the bridge and engine control room
Comm. Error DGU-UNIC
ACP
Starting failure is detected when one of the following conditions occurs,
• A Stop signal will be given to the main engine.
There is redundant CAN communication between 700 and UNIC. If a and is indicated on the ECR and bridge ACP:
• The engine speed will be reduced to the brake air level.

SAMSUNG/GASLOG/ABS
failure occurs, the message “UNIC Comm. Failure” will be issued.
• The engine will be reversed, and starting air will be supplied.
• Three start failures
• When the speed reaches the fuel/start air change level in the
3. Starting the Main Engine • Start time limit
astern direction, the starting air will be switched off, and fuel
will be supplied.
Slow Turning “Start time limit” means that the engine is unable to reach the start
• The engine RPM will be increased to “Emergency Astern.”
air/fuel change level within a specific time period.
If the engine has not been running for a certain time (normally 30
minutes), the first engine start will include one revolution with a slow Start failures are reset by setting the Maneuvering lever to stop.
turning of the main engine. When an engine starts order is given from the
bridge (by setting the Bridge lever from Stop to any position in the ahead Running
(or astern) direction, the slow-turning valve will be activated, and a
limited amount of starting air will be supplied to the main engine. The The signal “Running” is indicated when the engine is running on fuel.
engine will rotate slowly on the starting air.
4. Reversing Thrust
When one revolution is completed, the engine will be started in a normal
The parameters can be inspected and adjusted in “Parameters Change –
way. A slow-turning indication will be shown in the control room and Reversing
Start-Stop Reversing – Crash Astern.”
bridge ACP. If one revolution with slow turning is not accomplished
within the correct time, the “Max. slow turning time” alarm is released in The engine thrust is automatically reversed to the ahead (or astern)
5. Stopping the Main Engine
the control room and bridge. direction from the bridge by the setting of the Bridge handle from Stop to
any position in the ahead (or astern) direction.
The engine is stopped by setting the lever in Control to the STOP
It is also possible to perform slow turning on demand. This is done by
position. A stop signal will be sent to UNIC.
activating the function in the ACP mimic engine mode. For fixed pitch propeller (FPP) installations, a reversing sequence will be
carried out prior to the starting sequence in the opposite direction. If the
The emergency stop switches are located at each control station
engine is running above the brake air level, then brake air will be
throughout the ship.
supplied when the engine has reached the brake air RPM level, so that
the reversing sequence can be performed as fast as possible.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 26 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Diesel mode is the initial mode for starting the engine. Exhaust Venting

Diesel mode can be requested while in Gas Mode if diesel mode is Exhaust venting can be selected if there is no exhaust venting interlock
available. If selected when diesel mode not available a lamp will lid, active.
Diesel Mode Request Blocked, and Diesel mode indication will flash.
Twin Engine Installation
Prepare GFS
It will be possible to select Individual Mode (both LTU will have their
own setpoints) or Port ME/Stbd ME Master.
The emergency stop function activates the emergency stop system in the
main engine safety system. Additionally, the conventional stop system is
activated, and the speed order to the RPM control system is set to zero
RPM.

6. Engine Operation Modes

Prepare GFS can be selected or can be sent from the engine. When
selected Prepare GFS can be cancelled by a second push on the button.
Indications on the screen will give status.

Transfer Mode

SAMSUNG/GASLOG/ABS
<Master Lever Select>

• If Port ME or Stbd ME is selected as Master, this lever set-point

will automatically be followed up on the other ME lever (slave).
• If one of the engines is taken down to ECR while in master/slave
mode this will go to Individual Mode.
• Master/slave is only possible with both engines in bridge control.
<Engine Operation Modes>
• In master/slave mode, if an SLD/SHD function happens on one
of the engines, the engine with failure will slow/shut down, and
AutoChief 600 can be configured to operate in several engine modes
go to Individual mode, levers will stay in the previous setpoint.
specified by the ship operation requirements and the engine manufacturer.
Transfer mode is indicated during transfer between Diesel Mode – Gas
Mode and Gas Mode – Diesel Mode. A diode will flash from Diesel to 7. RPM Control Function
The input status from GVU and GFS is shown on the right side.
Gas mode before transfer mode is active. Active transfer mode will be
seen as a steady light and two colored indications in the top bar.
Dual-Fuel System

Gas Mode
Diesel Mode

<RPM Detector Unit>

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 27 Part 2. Main Engine & Power Plant
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PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
8. Limiter View A slowdown is caused by an input signal detected by the slowdown
module. If such a signal is detected, the safety system will send a speed
reduction request to the remote control system. After a pre-warning time,
the speed setpoint will be reduced to the pre-defined slowdown level.

During the pre-warning time, a “Slowdown cancellable” or “Slowdown

non-cancellable” alarm will be displayed on the ACP.

Manual RPM Limiter

Most engine limiters are configured during commissioning.

<Basic Components of the RPM Control System>

AutoChief 600 is equipped with two independent RPM measurement

systems. These systems will at all times ensure a correct reading of the

SAMSUNG/GASLOG/ABS
RPM pick-ups mounted on the flywheel and sound an alarm in case of
irregularities. <Adjustable Limiters>

Adjustable limiters are displayed in the white fields in “Limiters – Set

Limiter.” This function is also called “chief limiter.” It is a parameter in the remote
control system initiated by the ACP for pre-setting the maximum allowed
9. RPM Limiters RPM for ahead or astern running. If the RPM command is set higher, the
command will be limited to the value inserted in this parameter.
RPM limiters are included in the system for protecting the engine and its
accessories against thermal stress, which can cause destruction and Minimum RPM
unnecessary wear and tear.

Slowdown Limiter

<RPM Detector View>

There is an RPM Detector page on the ACP for observing the status of
the individual pickups, providing details for inspection and diagnostics
purposes. An hour and revolution counters are displayed and can be reset
using the soft keys.

The minimum RPM limiter defines the lowest RPM possible for running
the main engine. If the Maneuver lever or fine-tuning RPM control is set
below this limiter level, the main engine will be running according to the
setting made in this defined parameter.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 28 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Critical Speed/RPM Limiter 10. Fuel Limiters

Shutdown Function, Input from the Safety System

Signals for shutdown, over-speeding, and emergency stop from the safety
system are sent by the CAN communication line to the digital governor
system, which will shut down the fuel supply to the main engine.

Slowdown Function, Input from the Safety System

The slowdown function is included as standard in the digital governor

system. This function is activated when the input signal for the slowdown
In order to avoid the operation of the main engine in critical (barred) from the safety system is active and limits the RPM to below the
speed areas, there is provided a critical speed avoidance program. slowdown level, which is an adjustable parameter.

The system will during acceleration keep the engine running at the lower
critical speed until the command has reached the upper limit, during de-
acceleration it will keep the engine running at the upper limit until the
command has reached the lower limit.

SAMSUNG/GASLOG/ABS
There are two critical RPM zones available, a ‘high’ and ‘low’, each
having an upper and lower limit adjustable in engine parameters. These
zones can be displayed in red on the RPM indicator on the ACP, and
mostly on Fixed Pitch Propeller configurations.

If bridge command is within this area, the Critical RPM limit on the
bridge and in control room ACP will turn up. Indication for Critical
Speed will be shown on the ACP if the engine RPM is run too long
within the critical (or barred) speed ranges.

Acceleration Limiter

The acceleration limiter defines maximum acceleration and retardation in

RPM/seconds

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 29 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 30 Part 2. Main Engine & Power Plant
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PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.2.3 Safety System Functions 2. Emergency Stop Push-button with light and cover integrated
Bridge
into the bridge LTU
1. Alarms Emergency Stop may be activated from all the control stands at any time, Push-button with light and cover integrated
Bridge wing
regardless of the control position. When activated, the operator is notified into the BWU
The pushbuttons next to the screen are used to acknowledge alarms and by a pop-up message and a buzzer alarm until the alarm is acknowledged. Push-button with light and cover integrated
Engine control room
silence the buzzer. into the ECR LTU
Push-button with light and cover integrated
Local control
into the local control cabinet

3. Safety Function Shutdown (SHD)

Shutdown Function

• “Sound Off” is used for silencing the buzzer when an alarm is

The engine will automatically shut down (stop) if any of the shutdown
active.
sensors are activated. The emergency stop solenoid valve will be
• “HOME” (Kongsberg logo) is used to access the top level of the
activated, and the engine will then stop.
Auto Chief control panel (ACP 600) system mimics.
• “Alarm Ack” is used to acknowledge an alarm.
The current status of all the emergency stop switches is displayed in a The following inputs for the shutdown sensors are provided:
dedicated mimic picture, with a red indicator highlighting which switch

SAMSUNG/GASLOG/ABS
The alarm text will disappear when the alarm is acknowledged. When the
is activated or if loop failure occurs. Shutdown 1 Digital input, fixed as over-speed
alarm condition has returned to the normal state, the alarm indication will
Digital input, to be specified for the actual
disappear from the display. Shutdown 2-6
project
Analogue/digital input, to be specified for
Custom shutdown 7-x
the actual project

The input sensors may be the digital (on/off) or analogue type. The
shutdowns may be configured as the cancellable or non-cancellable type.
The non-cancellable type will stop the engine immediately.

The details can be found in the Alarms submenu. The sections with The shutdown is reset (after the sensor is deactivated) by wetting the
active alarms are highlighted with a red icon. Maneuver lever at the control stand to the Stop position. The engine may
then be restarted.

The emergency stop solenoid valve is directly activated through the Cancellable Shutdown
engine safety unit (ESU) when one of the pushbuttons is activated. A
Stop signal is sent to the remote control system (RCS), and a zero fuel It is possible to cancel “Shutdown” during the pre-warning time by
order is given to the governor. The engine will stop, and the Emergency pressing the Cancel SHD push button in the control position.
Stop alarm will be activated.
There will be a time delay on the cancellable shutdowns. The delay time
Alarms can be inspected individually. Press once to display the active Emergency Stop switches are provided on the telegraph panels in the may be adjusted individually for each sensor.
alarms, and again to toggle between the active and extensive list. A bridge (and bridge wings), engine control room, and engine side control
scrollbar will appear next to the long lists. When an alarm is selected, a box. The indications will be specified in the Safety System submenu. Press
Tag Details push button will appear to the right. once to show the active shutdowns, and again to toggle between the
active and extensive lists. A scrollbar will appear next to the long lists.
A log can be found in the Alarm History section.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 31 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
The inputs for the slowdown sensors are: “Cancellable slowdowns” may be disabled individually from the engine
control room (ECR), regardless of the control position. Select the
Shutdown 1-16 To be specified for the actual project description and press the push button to the right. “Disabled slowdown”
will be indicated with a light-blue icon in the list, and as a text message
The input sensors may be the digital (on/off) or analogue type. The on the Home picture.
slowdowns may be configured as the cancellable or non-cancellable type.
The non-cancellable type will immediately reduce the engine speed, 5. Safety System Functions GAS
while there will be a delay in the cancellable type. The delay time may be
adjusted individually for each sensor. The gas trip is indicated by a flashing indicator next to the Gas trip active
button. Press to acknowledge.
“Slowdown” may be automatically reset after the sensor is deactivated,
or alternatively, it may be reset when the sensor is deactivated and the What caused the Gas trip is indicated by an alarm in the alarm bar.
Bridge handle is set to below the slowdown level.

A non-cancellable slowdown will activate the speed reduction

“Cancellable shutdowns” may be disabled individually from the engine immediately after the time delay has run out.
control room (ECR), regardless of the control position. Select the <Indication on Screen for Gas Trip Active, and Inerting Active>
description and press the push button to the right. “Disabled shutdown” Slowdown action is performed as follows:
will be indicated with a light blue icon in the list and as a text message Gas trip with inerting inputs:

SAMSUNG/GASLOG/ABS
on the Home picture. Bridge Automatically by the remote control system
Automatically by the governor or manually • Gas trip switches Bridge, ECR and Local
Engine control room
Overspeed Shutdown by the operator • Gas trip from GDS
Local control Manually by the local fuel control device • Gas trip from GFS
Overspeeding is detected by the RPM detection system from the tacho
pick-ups mounted towards the engine flywheel when the engine Cancellable Slowdown A gas trip without inerting inputs:
revolution exceeds the over-speed level (typically 107% of MCR,
adjustable). It will be possible to cancel the slowdown during the time delay by • Gas trip from UNIC
pressing the Cancel SLD push button in the control position. • Gas trip from GVU
A hardwired signal from the RPM detection system is connected to a
shutdown input on the ESU for the direct activation of the emergency If not cancelled, the slowdown will be activated and will be indicated as
stop solenoid valve. “Slowdown activated,” and the speed setpoint will be reduced to the
slowdown level.
The engine will stop, and “Overspeed Alarm” will be shown on the ACP.
It will be possible to adjust the main engine speed in the area between the
“Overspeed” is reset by setting the Maneuver lever at the control stand to minimum run and slowdown levels.
the Stop position. The engine may then be restarted.
The indications will be specified in the Safety System submenu. Press
4. Safety Function Slowdown (SLD) once to display the active slowdowns, and again to toggle between the
active and extensive lists. A scrollbar will appear next to the long lists.
Slowdown Function (1-16)

The engine will automatically reduce the speed corresponding to slow if

any of the slowdown sensors are activated. A Slowdown signal will be
sent to the remote control system and/or the governor, which then takes
action. “Slowdown” is indicated on the ACP.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 32 Part 2. Main Engine & Power Plant
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PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.3.1a No.1 M/E SCR System

Key
Exhaust Gas Line Funnel Top
Fresh Water Line

(1500)
No Insulation
Bilge Water Line
Insulation
(Up to 2.5 m From
Funnel Base)
No.1 M/E Silencer
(without Spark
Arrester)
PF1/2” Boss for Portable
Pollution Emission Monitor
TT Consiliun
Panel
EM

(1500)
TI K9

TIAH
6K306
MM189
No.1 Chemical
Cleaning Device
C162 PIAHL No.1 M/E
Manometer
MM268 Economizer
To be opened at safe area & (1.2 Ton) (32)
weather Deck From Control Air

AC035F
For Nox
No.1 M/E Explosion Relief Sampling Point
Device
From G/S Air
Min. 3 m

Soot Blower Air Tank (25) (25) NOx NOx

(1 m3 ) Service System TI K8
(1500)
Sett. 10 bar CPV3273
Upper Deck (25) PIAL

(1500)
TI
PI PS MM403 (300)
To Ventri Unit TT

SAMSUNG/GASLOG/ABS
RO

AR095F
PS PI Reactor
SCR DPT
(32) (50)
From Control Air
(25) Regulating SCR
Valve
Sett. 7 bar

TI TT
A-deck (P)

(1500)
RI

(1500)
5)
(1 2

CPV3272
AC034F Static Mixer
From (32) & Aig Unit
Control Air TI TT
Upper Deck From (300)
Decomposition Unit
Upper Deck (P)
(32)

CPV3271
AC036F For
From Nox Sampling
GE402F
(32)
Point
Control Air
(50)

To Bilge (1500)
Primary Tank Boss for PI
GE406F

(125)

WG149F TI
Sack
From FW Service TE
(0.8 m3) Soot Drain Tank TE 3201
(1.7 m 3)
for No.1 M/E 3755
TIAH No.1 Main Engine
2nd Deck (C) (200)
(5X72DF)
GE436F
(50)

GE431F

GE447F

(25)
No.1 Aux. No.2 Aux.
No.1 Turbo
Blower Fail Blower Fail Charger TIAHL Exh.-Gas Mean
(50)

(50)
(40)

XA XA TIAH Temp. (Software)

TI
(50) Exh.-Gas Deviation
TIAHL x5
From No.2 M/E Soot Drain Tank Temp. (Software)
To Bilge (50) Exh. Gas Manifold Exhaust Gas
Primary Tank From G/E Soot Drain Tank
PI PI 2nd Deck TIAH x5
GE480F GE451F
(65) (65) (50)
4th Deck
Tank Top GE452F (50) (50) From Aux. Boiler
GE443F

Soot Drain PI
Soot Drain Tank 4th Deck TIAH x5
Ejector Scavenge Air
(50)
FD160F

(10 m 3/h) TIAH PI

Scav. Air Manifold
(65)
From Bilge, Fire & G/S Pump Disch. To Bilge Primary Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 33 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.3 Selective Catalytic Reduction System for M/E In case a NOX ECA is designated at a later date, the requirements only The concentration of polluting nitrogen oxide (NOx), carbon mono-
apply to ships constructed on or after this date. The ECA in North oxides (CO) and hydrocarbons (HC) in exhaust gases are to be reduced
2.3.1 System Overview America is applicable for NOx from January 2016 and the ECA in safely below particular emission limits. The concentration of the above
Northern Europe is applicable for NOx from January 2021. pollutants can be reduced drastically by means of state-of-the-art
catalytic converters. In this connection, when getting into contact with
The selective catalytic reduction (SCR) is an after-treatment method the catalytic surface which has been activated accordingly, the waste gas
using a catalyst and an additive to reduce the NOx generated in the components to be removed will turn into problem-free "residuals".
combustion process. The SCR system is available in a low-pressure
system, SCR-LP. In the first phase of the reaction, the nitrogen oxides of the waste gas
transform into ecologically harmless agents H2O and N2 by means of
2. SCR Principle DelNOx-catalysts and ammonia releasing liquid - the so-called reducing
agent - according to the method of selective, catalytic reduction.
Selective Catalytic Reduction (SCR) is an exhaust gas treatment method Possible reducing agents:
by which the NOx generated in a marine diesel engine can be reduced to
a level in compliance with the NOx Tier III requirements.
 Urea solution: ≤ 40 % wt
 Ammonia water: ≤ 25 % wt.
The NOx reduction is obtained by a catalytic process in an SCR reactor
installed in the exhaust gas line after the combustion process. In the SCR
reactor, the NOx is reduced catalytically to nitrogen and water by adding 3. Specification
ammonia as a reducing agent. The catalyst in the reactor consists of

SAMSUNG/GASLOG/ABS
blocks with a large number of channels, providing a large surface area, in Maker: Doosan Engine
which the catalytic process takes place. Type: DLL-M10, LP-SCR
NOx removal efficiency: IMO Regulation Tier Ⅲ
Ammonia slip: 10 ppmvd
Total pressure drop: 250 mmWC
No. of sets: Two sets per ship

The SCR consists of three major components: reactor, Ammonia

Injection Grid (hereinafter “AIG") and hybrid dosing unit. The hybrid
dosing unit is placed in a gas string between the reactor outlet and AIG
inlet and consists of a blower, burner unit and decomposition unit
(hereinafter “D/C").

NOX is reduced according to the following overall reaction scheme: The reactor integrates the catalyst into the waste gas flow. A continuously
working soot blower unit avoids the deposition of particles.
 4NO + 4NH3 + O2 → 4N2 + 6 H2O
1. General Description
 2NO + 2NO2 + 4NH3 → 4N2 + 6H2O IR (integrated Reductant) unit is designed as one skid which is multi-
functional as catalyst preheating without an external heating system,
The international requirements on emissions of NOx (nitrogen oxides),  2NO2 + 4NH3 + O2 → 3N2 + 6H2O
decomposition of urea solution to optimum ammonia gas which is
SOx (sulphur oxides) and PM (particulate matter) are determined by the
injected into the gas duct through AIG and regeneration of the catalyst.
MARPOL convention Annex VI – Regulations for the Prevention of Air The SCR operates on the principle of using a reducing agent (ammonia
Pollution from Ships. from urea solution) to convert NOx into pure water and nitrogen through Urea supply unit increases the pressure of urea solution up to 10bar from
a chemical reaction. The after turbocharger by means of DelNOx low- the storage tank as gravity and transports it to urea injection nozzle at
According to the rules, the NOX emission of any marine diesel engine temperature active catalysts, high-uniformity, and distribution D/C. In order to achieve an optimum reaction at minimum reducing
installed in a ship constructed on or after 1st January 2016 shall meet the technologies achieve a more advanced system. agent consumption, dosing unit controls dosage precisely and automatic
so-called Tier III level when operating inside a NOx emission control
purgation of pipelines using water and air.
area (NOx ECA).

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 34 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.3.1b No.2 M/E SCR System

Key
Exhaust Gas Line Funnel Top
Fresh Water Line

(1500)
No Insulation
Bilge Water Line
Insulation
(Up to 2.5 m From
Funnel Base)
No.2 M/E Silencer
(without Spark
Arrester)
PF1/2” Boss for Portable
Pollution Emission Monitor
TT Consiliun
Panel
EM

(1500)
TI K9

TIAH
6K306
MM190
No.2 Chemical
Cleaning Device
C162 PIAHL No.2 M/E
Manometer
MM269 Economizer
To be opened at safe area & (1.2 Ton) (32)
weather Deck From Control Air

AC038F
For Nox
No.2 M/E Explosion Relief Sampling Point
From G/S Air Device
Min. 3 m

Soot Blower Air Tank (25) (25) NOx NOx

(1 m3 ) Service System TI K8
(1500)
Sett. 10 bar CPV3273
Upper Deck (25) PIAL

(1500)
TI
PI PS (300)
To Ventri Unit TT

SAMSUNG/GASLOG/ABS
RO

AR096F
PS PI Reactor
SCR DPT
(32) (50)
From Control Air
(25) Regulating SCR
Valve
Sett. 7 bar

TI TT
A-deck (S)

(1500)
RI

(1500)
5 )
(12

CPV3272
AC037F Static Mixer
From (32) & Aig Unit
Control Air TI TT
Upper Deck From (300)
Decomposition Unit
Upper Deck (S)
(32)

CPV3271
AC039F For
From Nox Sampling
GE403F
(32)
Point
Control Air
(50)

To Bilge (1500) (1400)

Primary Tank Boss for PI
GE407F

(125)

WG150F TI
Sack
From FW Service TE
(0.8 m3) Soot Drain Tank TE 3201
(1.7 m 3)
for No.2 M/E 3755
TIAH No.2 Main Engine
2nd Deck (C) (200)
(5X72DF)
GE446F
(50)

GE445F

GE444F

(25)
No.2 Aux. No.2 Aux.
No.2 Turbo
Blower Fail Blower Fail Charger TIAHL Exh.-Gas Mean
(50)

(50) XA XA Temp. (Software)

(40)

TIAH
TI
Exh.-Gas Deviation
TIAHL x5
Temp. (Software)
To Bilge Exh. Gas Manifold Exhaust Gas

Primary Tank TIAH x5

(50)

TIAH x5
To Soot Drain Tank Scavenge Air
for No.1 M/E TIAH PI
Drain Line Scav. Air Manifold

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 35 Part 2. Main Engine & Power Plant
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PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
N-WACS (NOx Warning And Control System) which consists of the main • AIG (Ammonia Injection Grid) unit and static mixer 2) Catalyst
control panel, power control panel, and panel PC as a touch screen, is a • IR (Integrated Reductant) unit
smart control & monitoring system of DelNOx SCR. CD Decomposition unit
Burner unit
3. Utility Consumption (per SCR) Blower unit
Venturi pipe unit
Below utility consumption values are valid under 100% engine load at ISO Urea dosing unit
ambient condition with 0.1%S MGO operation. • Urea supply unit
• Control valves (reactor inlet VAR, reactor outlet VBR, reactor by-
• Urea solution: 20.4 g/kWh pass)
• Electric power • N-WACS system The TIO2-based catalyst installed on DelNOx reacts ammonia with the
AC 440V x 3ph: 22 kW Main control panel (at local) nitrogen oxides in the exhaust gas to convert the latter into water and
AC 220V x 3ph: 9.2 kW Power control panel (at local) nitrogen – substances that are harmless to the human body – as shown in
DC24V: 0.14 kW Monitoring PC (at ECR) figure catalyst.
• Compressed air: 18.6 m3/h • Standard instruments, tools, and sensors
• Purge water for urea nozzle: 0.228 m3/h
• Cooling water for blower: 0.7 m3/h Reactor Unit
• Fuel oil for burner: 2.5 g/kWh
1) Reactor

SAMSUNG/GASLOG/ABS
4. Urea Solution
The reactor unit consists of the following: reactor, a structure used for
Most commercially available urea solution with the following installing and supporting the catalyst; catalyst performing the reducing
characteristics can be used as a reducing agent. Please refer to IS018611 reaction of nitrogen oxides, and; soot blower unit used for removing soot
for the detail. (only for reference) accumulated on the catalyst.

No. Product Specification ISO Standard Unit

1 Urea concentration 39 ~ 41 %
2 Density at 20 ℃ 1105 ~ 1177 Kg/m3 Catalyst Replacement
3 Refractive index at 20 ℃ 1.3947 ~1.3982 -
4 Alkalinity as NH3 Max. 0.5 % Depending on the load of the SCR reactor, the catalyst elements will
5 Biuret Max. 0.8 % slowly lose the ability to facilitate the NOX reduction process. To keep the
6 Aldehydes Max. 100 mg/kg required efficiency of the reactor, the elements should be replaced
7 Insoluble Max. 50 mg/kg periodically according to the catalyst supplier. Therefore, the catalyst
8 Phosphate(PO4) Max. 1 mg/kg elements are regarded as consumables and should be included in the
9 Calcium Max. 1 mg/kg running costs of the SCR system, depending on the sailing pattern and time
10 Iron Max. 1 mg/kg in the Tier III mode.
11 Magnesium Max. 1 mg/kg
12 Sodium Max. 1 mg/kg The catalyst lifetime depends on the need for NOX reduction. The engine
13 Potassium Max. 1 mg/kg load, the NOX reduction rate and the time, during which the reactor is
engaged, will directly influence the lifetime of the catalyst. The type and
5. Main components: relative volume of the catalyst compared to the engine size will also
influence the lifetime. The lifetime of the catalyst should be specified by
• Reactor with catalyst the supplier.
• Soot blower unit (attached to the surface of the reactor)
• Soot blower air tank

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 36 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
AIG and Static Mixer D/C provides space for the decomposition of the urea solution sprayed Urea Dosing Unit
from the urea nozzle installed inside D/C.
The ammonia injection grid (AIG) is a grid-shaped structure that supplies
ammonia generated from the decomposition unit into the main duct. The Burner Unit
static mixer mixes the ammonia supplied from AIG with exhaust gas.

Urea Supply Unit

SAMSUNG/GASLOG/ABS
No. Description No. Description
1 Combuster 4 Burner Interface Panel
2 Ring Blower 7 Pressure Gauge Panel
Decomposition Unit
Venturi Pipe Unit

• Cooling down the two-phase nozzle before dosing the urea

solution. While cooling down the nozzle the solenoid valves are
open. The cooling process depends on the length and diameter
of the pipe between the dosing unit and the injection nozzle.
Normally the time of cooling is adjusted to 180 seconds.
• Measuring and adjusting the required urea flow
No. Description No. Description
• Cleaning and removal of the remaining urea solution from the
1 Venturi Tube 6 Syphon Tube
system after shutdown the flow to stop or standby process.
2 Bracket 7 Needle Valve
While cleaning the nozzle the solenoid valves are open. The
3 RTD 8 Male Connector
purging process depends on the length and diameter of the pipe
4 3-Way Valve 9 Straight Union
between the dosing unit and the injection nozzle. Normally the
The decomposition unit decomposes the urea solution into ammonia by 5 Flow Transmitter 11 Alloy Holder
time of cooling is adjusted to 180 seconds.
making use of high-temperature exhaust gas supplied from the heating
unit. The unit consists of the decomposition chamber (D/C) and the urea
nozzle as shown in figure decomposition unit.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 37 Part 2. Main Engine & Power Plant
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PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Soot Blower Air Tank Blower NOx Sensing Unit

Type: Vertical cylindrical type Maker: Tae-Il Blower MFG. Co. Ltd.
Capacity: 1 m3 Type: TTB-300A-S2
Max. working pressure: 7.0 bar Capacity: 3000 N m3/h
Static Pressure: 1000 mmAq
SCR Blower Unit Gas Temperature: 230 ºC (Max. 420 ºC)
Air Density: 0.702 kg/ m3
Speed: 3540 rpm

Motor

Maker: HHI-EEC
Type: HM
Output: 32 kW x 440V x 60 Hz x 3540 rpm

Air Blower Unit

SAMSUNG/GASLOG/ABS This device measures the NOx concentration on the outlet side of the
catalyzer. Each engine with an operational SCR system will be monitored
for 15 minutes (this time is adjustable by SCR control cabinet). The
No Description No Description choice which engine will be measured is an automatic process also
1 Flange 15 Bearing controlled by the SCR control cabinet
2 Casing 16 Lift Lug
3 Boss 17 Bearing Housing End
4 Impeller Vane 18 Lift Lug
No Description No Description
5 Impeller Side Plate 19 Vibration Support
1 Plate 5 Ball Valve
6 Impeller Main Plate 20 Bed Channels
2 Flange 6 Orifice
7 Shaft Seal 21 Vibration End
3 Precision Regulator 7 Pressure Switch
8 Shaft 22 Motor Bed
4 Filter Regulator 8 3-Way Valve
9 Shaft Cover 23 Seat Bolting
10 Seal Panel 24 Earth Bolt
 Air flow rate: 5L/min
11 Bearing Housing 25 Earth Cable
 Pressure setting
12 Coupling 26 Drain
Precision regulator: P = 0.15 bar
13 Coupling Cover 27 Drain Tray
Filter regulator: P = 1.0 bar
14 Motor 28
Pressure switch: P = 6.0 bar

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 38 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.3.2a. N-WACS Control System-

Hull Side Engine Side

ECR NOx Sensing Unit
1 PH, N-WACS WinGD
60 Hz, UPS AMS System NOxS3242-01
Monitoring PC E70 Box
220VAC
NOxS3242-02

3 PH, 60 Hz, 220VAC

3 PH, 60 Hz,
440VAC

N-WACS Control Panel

N-WACS
Power
Control Panel

SAMSUNG/GASLOG/ABS
TC3201 TC1101 TC1111 TC2401 PS1321 PS1322 CPV3271 CPV3272 CPV3273
FS2541
Blower Cooling
Outlet Temp.
Inlet Temp.
nlet Temp.

Temp.

Outlet Valve
Reactor

Reactor

Reactor
Exh. Gas

Inlet Valve
AIG

Bypass Valve
Supply Press.

Tank Press.
Soot Blower Air

Soot Blower

TC2301 TC2301 Water Supply Press.

FT2241 FT2201
-01 -02
PS2525
Blower Sealing Air

Outlet Tmp.
Venturi

Venturi

Decom. Inlet

Decom. Inlet
Temp. 01

Temp. 02
Air Flow
Supply Press.
BLM2571
Soot Bloower Air Tank Blower Motor (30kW)

Blower Unit
Venturi Pipe Unit Decomposition Unit

Urea Dosing Unit JB

Soot Blower JB 3 PH, 60 Hz, 440VAC
PM2175 PM2176 Burner ZV2151-01 ZV2151-02 ZV2152 ZV2153 ZV2154
ZVI351-01 - ZVI351-10 Pump 1 Pump 2 Interface Panel
(1.1 kW) (1.1 kW) 3 PH, 60 Hz, 440VAC FXV2171 PS2121 PS2123 PS2142 PT2125 FT2141
PDT1121
Burner Unit
Urea Dosing Unit
Reactor Urea Supply Unit IR Unit

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 39 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.3.2 Control and Monitoring System 1. Control System DelNOx Control

N-WACS Main Control Panel NOx-warning and control system (N-WACS) is the DelNOx control The authority of control may be changed via the “select” switch on the
system; it consists of N-WACS monitoring PC and N-WACS main front of the N-WACS main control panel.
Maker: Kum Oh Mach. & Electric Co. control panel as shown in figure N-WACS.
Ambient Temperature: 45 ℃ Remote Control
Electric Source: Power: AC 440Vx 3ph x 60Hz
Control AC 220V x 60 Hz
Protection Degree: IP54

• Turn the “select” switch on the N-WACS main control panel to a

remote position.
• Control DelNOx remotely via the N-WACS monitoring PC or
main operator panel (MOP) of the main engine installed in the

SAMSUNG/GASLOG/ABS
engine control room (ECR).

Local Control

N-WACS monitoring software is installed on the N-WACS monitoring

PC for “Remote control”. The software is capable of entering the
operation command and monitoring the operation status of DelNOx. The
expert system is operable on the N-WACS monitoring PC, providing
specific solutions for alarm if DelNOx has a problem.

The touchscreen and the human-machine interface (HMI) switch are

installed on the front of the NWACS main control panel, with the
• Turn the “select” switch on the N-WACS main control panel to a
programmable logic controller (PLC) and electric components mounted
local position.
inside the control panel. The touchscreen and the HMI switch play the
• Control DelNOx locally via the N-WACS touch screen and HMI
roles of monitoring the operating conditions of DelNOx and entering
switch on the N-WACS main control panel installed in the
operation commands, respectively. PLC performs operation logic and
No Description No. Description engine room (ER).
alarm control through the DelNOx logic program.
Ⅱ TS, N-WACS 31 SW6-Push Button
Touchscreen DelNOx Mode
The safe operation of the DelNOx system requires basic technologies and
25 LSI-2 Load Switch 32 EM6 EM’CY Button knowledge of the system. The safety and performance of the system are
26 SWI-2 Select Switch 33 PC Protection Cover There are two operation modes of DelNOx: “auto mode” and “manual
recovered when the system is continuously maintained by engineers with
27 PLI-2 Pilot Lamp 36 AMI-2 Ampere Meter
mode”.
extensive experience in the operation of main engines, machinery, and
28 PL3 Pilot Lamp 37 Fan Unit electric/electronic equipment for the vessel as well as in operation of the
Auto Mode
29 SW3-4 IL-Push Button 38 FLT Filter Unit DelNOx.
30 SL5 IL-Push Button 44 Instruction Plate
In this mode, DelNOx automatically operates.
31 SW6-Push Button Etc Name Plate

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 40 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Users issue an auto command via ECS-MOP or N-WACS main control “Remote Control” and “Auto Mode” operation by ECS-MOP “Remote Control” and “Manual Mode” operation by monitoring PC
panel. There are three commands for auto operation: “Prepare Tier III”,
“Tier III”, and “Tier II”. “Remote Control” and “Auto Mode” are the default settings. Execute The setting is done in “Remote Control” and “Manual Mode”. Auto
auto command through ECS commands such as “Prepare Tier III”, “Tier III”, and “Tier II” cannot be
1) Prepare Tier III: executed in “Manual Mode”. ECS-MOP has no control function, whereas
N-WACS monitoring PC has control functions including the DelNOx
Preliminary preparation shall be made in the sequence of initial manual command as shown in figure remote/control manual mode.
condition check”, “heating of catalyst”, and “engine running
check” of the DelNOx system before operating under the “Tier
III” command.

2) Tier III:

Once operation under the command of “Prepare Tier III” of the

DelNOx system is completed, press “Tier III” to start urea
dosing to reduce the nitrogen oxides discharged from the main
engine. The urea dosing rate is automatically controlled
depending on various parameters such as main engine power, And safety functions such as alarm code checks are not supported on the
ambient temperature, humidity and so on. ECS-MOP only.

SAMSUNG/GASLOG/ABS
“Local Control” and “Auto Mode” operation by the N-WACS main “Local Control” and “Manual Mode” operation by main control panel
3) Tier II:
control panel
The setting is done in “Local Control” and “Manual Mode”. Auto
“Urea dosing stop” and then the operation of DelNOx is
“Auto Mode” is supported at “Local Control” as turning the selector commands such as “Prepare Tier III”, “Tier III”, and “Tier II” cannot be
completed after urea purging and exhaust gas purging. The urea
switch on the N-WACS main control panel to a local position. The auto executed in “Manual Mode”. ECS-MOP has no control function, whereas
solution remaining in the urea dosing unit pipes and the urea
command shall be executed through push buttons on the N-WACS main N-WACS touch screen has all the control functions including DelNOx
nozzle is purged at the “urea purge” step, and the exhaust gas in
control panel as shown in figure local control/auto mode. manual command. Safety functions such as alarm code check are
the main duct and the reactor, at the “exhaust gas purge” step.
supported on the N-WACS main control PC as shown in figure local
control/manual mode.
Manual Mode

In this mode, DelNOx is manually operated.

“manual mode” is used as the needs of users and typically used in the
situations listed below:

• If there is a need to check specific units before and after

maintenance or repair.
• If DelNOx doesn’t operate normally in “auto mode” because of
an alarm.
DelNOx Manual Mode Operation
DelNOx Auto Mode Operation
There are two methods of setting control and mode to operate DelNOx in
Depending on the setting of “control”, there are two methods to execute
“Manual Mode”.
auto commands such as “Prepare Tier III”, “Tier III”, and “Tier II” for
the automatic operation of DelNOx in “auto mode” as described below:

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 41 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
3. Alarm List

Setting Point (Delay Time-sec)

Working
No. Application Tag No. Description Unit Range Alarm Shut Down
Range
Low High L-Low H-High
1 TC1101 Reactor Inlet Temperature ℃ 0 - 600 220 - 400 L H - HH
2 Reactor TC1111 Reactor Outlet Temperature ℃ 0 - 600 220 - 400 L H - HH
3 PDT1121 SCR System Differential Pressure mmWC 0 - 700 0 - 250 - H - -
4 Soot Blower PS1321 Soot Blower Air Supply Pressure bar 0 - 10 7–8 5.5 (30) - 5.5 (60) -
5 Air Tank PS1322 Soot Blower Tank Pressure bar 0 - 10 6-7 5 (30) - - -
6 PS2121 Dosing Unit Air Supply Pressure bar - >5.5 5.5 (30) - 5.5 (60) -
7 PS2123 Dosing Unit Water Supply Pressure bar - >3.0 3.0 (30) - - -
Urea Dosing Unit
8 FS2142 Air Flow Switch NL/min - >50 50 (15) - - -
9 PT2125 Urea Pump Outlet Pressure bar 0 - 16 7 - 10 7 (8) 11 (5) 4 (8) -
10 FT2141 Urea Flow Transmitter L/h 60 - 1200 60 - 400 - - - -
11 TC2301-01 Decomposition Inlet Temperature-01 ℃ 0 - 600 420 – 560 - 600 (30) - -
Decomposition Unit
12 TC2301-02 Decomposition Inlet Temperature-02 ℃ 0 - 600 420 – 560 - 600 (30) - -
13 AIG and Static Mixer TC2401 AIG Temperature ℃ 0 - 600 L – 560 L 600 (30) - -
14 PS2525 Blower Sealing Air Supply Pressure Bar - >6 6 (3) - - -

SAMSUNG/GASLOG/ABS
Blowing Unit
15 FS2541 Blower Cooling Water Flow L/h - >1200 1200 (30) - - -
16 TE2201 Venturi Outlet Temperature ℃ 0 - 600 0 – 400 - - - -
Venturi Pipe Unit
17 FT2241 Venturi Air Flow N㎥/h 0 - 4000 0 – 3500 - - - -
18 PS2721 Burner Fuel Pump Outlet Pressure bar - ≥6 6 (5) - - -
19 PS2725 Burner Air Pressure bar - ≥6 6 (3) - - -
Burner Unit
20 PS2730 Sealing Air Outlet Pressure bar - 0.05 – 0.15 - - - -
21 FT2744 Burner Fuel Flow L/h 0 - 200 L–H - - - -
22 TC3201 Exhaust Gas Inlet Temperature ℃ 0 - 600 220 – 400 220 (0) - - -
23 Instruments NOxS3242-01 Exhaust Gas Outlet NOx Sensor 1 ppm 0 - 1500 - - - - -
24 NOxS3242-02 Exhaust Gas Outlet NOx Sensor 2 ppm 0 - 1500 - - - - -
** Note: L(Low), LL(Low-Low), H(High), HH(High-High)

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 42 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.3.3 Operation 9) Prepare the urea dosing system for operation. 3) Ensure that compressed air is supplied if any engine is running or a
reactor is still hot.
1. Procedure for Starting the SCR System - Open the manual inlet and outlet valves in the urea and
airlines. - The SCR system requires compressed air for soot blowing and
The actions to take at startup depending on the state of the system. If the
cooling of soot blowing valves.
system is in standby mode, it is automatically put in operation when the
10) Set the SCR system for automatic operation from the control - The compressed air supply is only interrupted for service
engine starts.
switches of each dosing unit. purposes and preferably by isolating only the parts of the
1) Check that all components are in working order. system under service. For example, the service of reactor 1
- The urea injection is activated when the engine has started and should not stop air supply to the other reactors that may have
- Evaluate the condition of the catalyst by checking the recorded the required operating conditions regarding exhaust gas an operating engine.
data from the differential pressure measurement. temperature, engine load, etc. have been reached.
3. Procedure for Stopping the SCR System

2) Turn on the power supply from the power distribution unit. 11) Check the operation of the system once the engine has started.
The reducing agent injection is automatically stopped and the system put in
standby mode when the engine stops. The SCR system is normally shut
- Select the power supply to be used with the supply changeover - Check that there is no abnormal noise, vibration or leakage.
down only if maintenance work or prolonged stoppage is planned.
switch. - Check the inlet and outlet pressure of the pump unit.
- Turn on the main switch. - Check that the urea pressure and the air pressure at the injector
NOTE
are at the correct level.
When the engine is running, the soot blowing system must always be
3) Turn on the main switches on the pump unit.

SAMSUNG/GASLOG/ABS
- Check that the urea dosing and injection operate correctly,
in operation even if the reducing agent injection is stopped.
according to the load of the engine.
4) Start the compressor unit, if not already in operation. The urea dosing and injection are activated once the
The actions to take when stopping the system for maintenance are partly
predetermined working temperature of the reactor has been
dependent on the nature of the maintenance work that is to be performed.
5) Check the condition of the air filter in the soot blowing air service reached.
Some units may be kept on standby if they are not affected by the
block. If necessary, replace the filter element. - Check that the soot blowing is performed at the set interval.
maintenance.

6) Prepare the soot blowing system for operation. 2. Running a Commissioned System with Urea Injection Disabled
1) 1 Switch off the units that are to be serviced from the main switch
on each unit.
- Drain any condensate from the air vessel(s). Close the drain When running in an area where SCR operation is not required, e.g. outside
- The entire SCR system can be disconnected from the main
valve after the draining. the ECA area in Tier-II mode, the urea injection may be disabled.
switch on the power distribution unit. This stops the power
- Open the manual shut-off valves in the compressed airlines.
feed to all installed SCR systems besides 24 VDC backup
1) Disable the pump unit and the dosing units from the off/auto
power feed for dosing units. It is not recommended to switch
7) Check the level in the urea tank. Top up the tank if necessary. switch at each unit or remote operator station (if applicable).
off the main power supply.

8) Prepare the pump unit for operation. 2) Ensure that power is supplied, and an electrical switch on the
CAUTION
power distribution unit is turned on to enable automatic safety
Never switch off the main power supply if an engine may be run
- Check the condition of the urea filter(s). If necessary, replace and equipment protection functions.
during the stoppage.
the filter element(s).
- Fill the pump barrier cup with water. - Power supply to the system is required whenever an engine is
2) Disable the reducing agent and compressed air supplies as
- Open the inlet, outlet and internal valves of the pump unit, and running, regardless of reagent injection is enabled or disabled.
necessary.
the outlet valve of the tank.
CAUTION
- Close the shut-off valves in the reducing agent lines and open
CAUTION You may never turn off a commissioned SCR system using a switch
the drain valves.
The pump must not be run dry. All valves in the suction lines and the for any other purpose than short-term service. Turning off the system
- Close the manual shut-off valves in the compressed airline.
pressure lines (except for the manual vent valve) must always be open. from switch results in interruption of critical alarms, soot blowing and
Make sure that the compressed air lines are depressurized.
cooling functions for all installed systems.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 43 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
CAUTION 3) Inspect the pipes and the instrumentation equipment. The required size of the urea tank depends on the engine type, the load
Never switch off the compressed air supply if an engine may be run profile, and the filling interval. When filling the urea tank, it is important to
during the stoppage. Stopping the air supply will disable the soot - Inspect the piping for leaks, insulation damage, broken or lose ensure that the amount of urea received corresponds to the consumption
blowing, causing a risk of catalyst clogging and damage to the soot flanges, etc. and that the quality of the urea solution meets the specifications.
blowing valves. - Operate valves and grease exposed moving parts as necessary.
- Check all electrical connections for insulation damage or loose Compressed Air Supply
3) Let the components cool down after stopping the system. contacts.
- Verify that all automatic equipment and instrumentation is The SCR system uses compressed air primarily for the injection of the
- Make sure that the temperature and the pressure are on a safe level
operating correctly. reducing agent and for the soot blowing. The operation of the SCR system
before opening any part of the system.
requires a continuous and reliable supply of compressed air.
4) Check the urea supply.
4) Lock and tag out the equipment properly before starting any
The air compressors must always be in operation when the SCR system is
maintenance or adjustment work. - Check the level in the urea tank. running, as a lack of compressed air inhibits the urea injection and the soot
There must always be urea in the tank when the pump is running. blowing. To prevent equipment damage and catalyst clogging, the air
- Make sure that the equipment cannot be accidentally started during
- Check the urea temperature. supply to the soot blowers must never be stopped when the engine is
maintenance.
running, even if the urea injection is temporarily disabled.
5) Inspect the pump unit.
4. Normal Operation and Supervision The air supply lines include pressure regulators and filters. As the soot
- Check the pump for abnormal vibration or noise. blowing requires a higher air pressure than the urea injection, the urea

SAMSUNG/GASLOG/ABS
The systems are designed to operate automatically once they are properly - Check the pump inlet and outlet pressure. dosing system has an additional pressure reducer. The air pressure must
started, provided that the units are set for automatic operation. Normal - Fill the barrier fluid cup with water if needed. always be kept at the correct level, and the manual shut-off valves in the
operation includes mainly supervision and log keeping. airlines must be fully open. If the condition of a filter deteriorates, the filter
6) Inspect the urea dosing system. element must be replaced.
On the daily inspection tours, the operator should take readings, make
measurements and perform other inspection routines. It is of great - Check the urea consumption. The air vessel(s) in the soot blowing system is equipped with drain valves
importance that all actions are carefully recorded. Note deviating values - Check the urea pressure. for condensate removal. The vessel(s) should be drained of condensate on a
along with the possible cause. To utilize trend information, a continuous - Check the air pressure. regular basis.
record is essential.
7) Inspect the soot blowing system. Soot Blowing
Although some values can be read from WOIS, the readings should be
checked from the local gauges and indicators, if installed. At the same time, - Check the operation of the soot blowers. During the operation of the engine, unburned and inert particles in the
take the opportunity to check the unit visually and ensure that the sensors - Check the air pressure. exhaust gas may collect on the catalyst elements. Soot, dust and other
and transmitters are functioning properly. - Drain any condensate from the air vessel. Condensate in the air deposits have a negative impact on the efficiency of the catalyst, and
vessel will impair the soot blowing efficiency. additionally, cause an increased pressure drop due to catalyst clogging.
Performing the daily inspections
Urea Supply To prevent the reduced efficiency of the SCR system due to deterioration in
Inspect the system on a daily basis, to verify that it operates correctly. At the catalytic activity, the reactor is equipped with a soot blowing system for
the same time, note the load of the engine, as some gauge readings are The SCR system requires a continuous supply of reducing agent to reduce keeping the catalyst clean. The soot blowing system removes deposits from
dependent on the engine load. the nitrogen oxide emissions. If no NOx reduction is required, the urea the catalytic surface by regular and automatic blowing with compressed air.
supply can be turned off with the control switch(es) on the pump unit. The soot escapes with the exhaust gas through the funnel, causing no
1) Check the pressure drop over the catalyst elements. change in the plume visibility.
To ensure that the reducing agent is always available, it is essential to
- An abnormally high-pressure drop indicates catalyst clogging. maintain effective control over the urea consumption. The urea storage NOTE
must be properly dimensioned. The soot blowing must always be enabled when the engine is running, to
2) Check the reactor inlet and outlet temperatures. prevent reduced efficiency.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 44 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
NOTE To secure that the emission reduction requirements are met, the catalyst The reducing agent injection is automatically shut off if the operating
The solenoid valves need compressed air for cooling and may be elements must be replaced when the catalytic activity has decreased close conditions do not meet the requirements for reliable and efficient operation.
damaged if the air supply is turned off. to the design limit. The catalyst lifetime depends on the fuel type and other The reducing agent injection is disabled in case of:
operating conditions, a typical lifetime being 3–5 years.
The need for soot blowing is influenced by a number of factors, such as the - too high-pressure drop over the reactor
fuel quality, the lubricating oil quality, and the exhaust gas temperature, Alarm and Fault Situations - too low exhaust gas temperature
and must partly be determined based on experience. - too high exhaust gas temperature
The control system includes alarm functions for notifying the operator of - too low engine load
If the pressure drop over the catalyst increases rapidly, or abnormally high deviating process conditions that require swift actions. If an alarm is - any alarms as listed.
deposit levels are observed when inspecting the catalyst elements, more activated, the reason for the alarm situation must be investigated
frequent soot blowing is required. immediately and corrective actions are taken. To reduce the risk of operating problems and unnecessary stops, the system
must be inspected and serviced at the scheduled intervals.
It is important to keep the record on the pressure drop over the catalyst Alarm conditions can be caused by equipment failure or abnormal
elements as part of the daily inspection routines. In case pressure drop measurement values. An alarm is generated if an analogue value exceeds Leakage
increases over time without any indication of differential pressure the alarm limits or if a binary alarm signal is received. The alarms are
monitoring system malfunction, the system needs to be serviced and soot shown at the display unit on the power distribution unit. The alarm limits The whole system, including the pipes and pipe connections, should be
blowing interval changed by the maker. for some measurements are adjustable within certain limits. inspected for leaks on a regular basis. If leaks are found, immediately take
proper actions to stop the leakage and investigate the cause of the situation.
Catalyst Aging The system should be closely monitored during operation, as this enables If necessary, stop the system until the leak has been repaired.

SAMSUNG/GASLOG/ABS
the operator to detect and correct possible deviations before they develop
The efficiency of the catalyst elements decreases with time, due to catalyst into alarm situations. An alarm is generated if abnormal process conditions Any abnormal leaks, even small ones, should be repaired as soon as
clogging, thermal aging, and poisoning. The system is dimensioned so that are detected. In some cases, the system is automatically shut down if the possible, to ensure efficient operation. For instance, leaks in the
some reduction in the catalyst efficiency can be tolerated without exceeding situation is not corrected and a process value reaches the shutdown limit. compressed air lines may increase air consumption drastically. To prevent
the emission limits. leaks, replace worn seals and other components as necessary in connection
If the SCR control system is not connected to the ship’s alarm and with the scheduled maintenance work.
The engine should be run close to the design parameters, and the exhaust monitoring system via the recommended serial or Ethernet Modbus link, a
gas temperature at the catalyst must be between 5 °C and 450 °C also when hardwired digital group alarm is the mandatory minimum connection Check the drip trays frequently and empty them whenever necessary, to
no urea is injected. When the urea injection is in operation, the temperature between each SCR unit and the ship’s alarm and monitoring systems. prevent overflow. All areas must be properly cleaned after collecting any
has to be within a more narrow range, which is set case-specifically during leaked liquid and always be kept clean.
the commissioning. In the hardwired digital group alarm, an open-loop indicates an active
alarm. The output closes and opens again for any new alarm. 5. Procedure for Urea Bunkering (for reference only)
A too high temperature may damage the catalyst elements, while a too low
temperature reduces the catalyst efficiency mainly due to the formation of Failure Situations during Operation 1) It is possible to transfer the urea solution:
deposits and consequential clogging. The catalyst clogging is reduced by
regular soot blowing, and the lifetime of the catalyst may also be extended During operation, pay attention to any indications of problems in the - by gravity, if the storage tank is located at a lower level than the
by manual cleaning. system, such as: truck
- by pump
Catalyst poisons in the exhaust gas impair the catalytic activity by - leakage - using air pressure provided by the customer facility or the truck
chemically reacting with the catalytic material. Typical catalyst poisons are - emerging smoke compressor.
phosphorus, organic silicon compounds and heavy metals, such as mercury - excessive vibration
or cadmium. The concentration of catalyst poisons in the exhaust gas must - strange sounds or smells. 2) The truck and its accessories are handled by the driver.
not exceed the limits set by the catalyst supplier.
If any failure situations during operation are detected, stop the system and 3) The loading site is handled by the shipping company representative
investigate the cause. (operator).

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 45 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
4) The loading operations are monitored by the shipping company 4) Spills should be removed by using an absorbent like sand, diatomite
representative. or other general absorbents. Used absorbent should be collected to a
lidded container and delivered for neutralization.
5) The shipping company and the urea solution delivery company
provide personal protective equipment for the operator and the driver 5) Contact the port authority
respectively.

6) The following personal protective equipment must be worn:

- normal protective working clothes

- protective PVC/rubber gloves
- protective boots (leather boots are not allowed)
- protective eyewear
- hard hat.

7) An absorbent for the urea solution must be available near the

bunkering station. The absorbent is provided by the harbor.

8) Rainwater sewers should be covered with seal mats which are

SAMSUNG/GASLOG/ABS
provided by the shipping company. Seal mats are stored on the ship.

9) The unloading site should be well-lit and easily accessible.

10) The operator should be familiar with the material safety data sheet for
the urea solution. The material safety data sheet should also be kept
within reach near the bunkering station.

11) When the compressed air is provided by the shipping company, the
pressure should not exceed the maximum defined working pressure
of the truck.

12) Connection and disconnection should be made with care to avoid

splashing and leakage.

13) The level in the urea solution storage tank is monitored automatically
and the alarm is given when the high level is reached.

In Case of the leak

1) Stop the bunkering immediately.

2) Stop the leak.

3) Spills should be cleaned up immediately.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 46 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.4.1a Diesel Generator Engine – 8L34DF

SAMSUNG/GASLOG/ABS
1 2 3 4 5 6 7

Key

1. LT-Water from Generator

2. LT-Water to Generator
3. Gas Inlet
11 4. LT-Water Inlet
26 5. Condensate Water from Air Receiver
6. Lube. Oil Drain
7. LT-Water Outlet
8. Condensate Water from Air Cooler
9. Instrument Air Inlet
10. Air Inlet to Double Wall Gas System
11. Gas System Ventilation
12. Water from Preheater to HT-Circuit
13. Pilot Fuel Inlet
12 14. Pilot Fuel Outlet
13 15. HT-Water Inlet
14 16. HT-Water Outlet
17. Leak Fuel Drain, Clean Fuel
15 18. Leak Fuel Drain, Dirty Fuel
16 19. Fuel Inlet
20. Fuel Outlet
17 21. Inert Gas Inlet
18 22. Leak Fuel Drain, Dirty Fuel
23. Leak Fuel Drain, Clean Fuel
24. Starting Air Inlet
25. Turning Device Motor
19 20 21 22 23 24 25 26. MC

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 47 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.4 Diesel Generator Engine

2.4.1 Main Particulars: 8L34DF x 2 and 6L34DF x 2

Fuel Consumption
Unit 8L34DF 6L34DF 8L34DF 6L34DF
Output kW 3840 2880 Unit
Gas Diesel Gas Diesel
Speed rpm 720 720 Total energy consumption at 100% load kJ/kWh 7464 - 7464 -
Cylinder Bore mm 340 340 Total energy consumption at 75% load kJ/kWh 7849 - 7849 -
Stroke mm 400 400 Total energy consumption at 50% load kJ/kWh 8593 - 8593 -
Mean effective pressure bar 22 22 Fuel gas consumption at 100% load kJ/kWh 7387 - 7387 -
Mean piston speed m/s 9.6 9.6 Fuel gas consumption at 75% load kJ/kWh 7743 - 7743 -
No. of cylinders - 8 6 Fuel gas consumption at 50% load kJ/kWh 8435 - 8435 -
Direction of rotation - Clockwise Clockwise Fuel oil consumption at 100% load g/kWh 1.8 190.5 1.8 190.5
Fuel oil consumption at 75% load g/kWh 2.5 187.4 2.5 187.4
Combustion Air System Fuel oil consumption at 50% load g/kWh 3.7 193.6 3.7 193.6
8L34DF 6L34DF
Unit
Gas Diesel Gas Diesel Fuel Gas System
Flow at 100% load kg/s 5.9 7.1 4.5 5.4 8L34DF 6L34DF
Temperature at turbocharger intake, max. °C 45 45 Unit
Gas Diesel Gas Diesel

SAMSUNG/GASLOG/ABS
Temperature after air cooler, load >70% °C 45 - 45 - Gas pressure at engine inlet, min. bar 5.35 - 5.35 -
Temperature after air cooler, load 30-70% °C 55 ~ 45 - 55 ~ 45 - Gas pressure to gas valve unit, min. bar 6.55 - 6.55 -
Temperature after air cooler °C - 50 - 50 Gas temperature before gas valve unit °C 0-60 - 0-60 -

Exhaust Gas System Fuel Oil System

8L34DF 6L34DF 8L34DF 6L34DF
Unit Unit
Gas Diesel Gas Diesel Gas Diesel Gas Diesel
Flow at 100% load kg/s 6.08 7.36 4.56 5.52 Pressure before injection pumps bar 7±0.5 7±0.5
Flow at 75% load kg/s 5.12 5.92 3.84 4.44 HFO viscosity before the engine cSt - 16-24 - 16-24
Flow at 50% load kg/s 4.08 4.08 3.06 3.06 Max. HFO temperature before engine °C - 140 - 140
Temperature after turbocharger at 100% load °C 362 355 362 355 Leak fuel quantity (HFO), clean fuel at 100%
Temperature after turbocharger at 75% load °C 383 327 383 327 kg/h - 1.6 - 1.2
load
Temperature after turbocharger at 50% load °C 386 350 386 350 MDF viscosity, min. cSt 2.0 2.0
Backpressure, max. bar 0.04 0.04 Max. MDF temperature before engine °C 45 45
Calculated pipe diameter for 35 m/s mm 629 683 545 591 Leak fuel quantity (MDF), clean fuel at 100%
kg/h 7.4 8.0 5.6 6.0
load
Heat Balance at 100% Load Pilot fuel (MDF) viscosity before the engine cSt 2-11 2-11
8L34DF 6L34DF Pilot fuel pressure at engine inlet bar 5.5-7.5 5.5-7.5
Unit
Gas Diesel Gas Diesel Pilot fuel outlet pressure, max bar 1.5 1.5
Jacket water kW 476 547 357 410 Pilot fuel return flow at 100% load kg/h 385 340
Charge air (HT circuit) kW 801 1244 601 933
Charge air (LT circuit) kW 228 238 171 179
Lubricating oil kW 333 336 250 252
Radiation, etc. kW 154 156 115 117

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 48 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.4.1b Diesel Generator Engine – 6L34DF

1
2
17

25
3 24
4
5

6 23
7 22
8 18
21
9 20

SAMSUNG/GASLOG/ABS
19
10 11 12 13 14 15 16

Key

1. Gas System Ventilation 18. Lube. Oil Filling

2. Air Inlet to Double Wall Gas System 19. Lube. Oil Drain
3. Water from Preheater to HT-Circuit 20. Lube. Oil Overflow
4. Pilot Fuel Inlet 21. Lube. Oil from Separator and Filling
5. Pilot Fuel Outlet 22. Lube. Oil to Separator and Drain
6. HT-Water Inlet 23. Prelub. Pump Motor
7. HT-Water Outlet 24. Cleaning Water to Turbine
8. Leak Fuel Drain, Clean Fuel 25. Cleaning Water to Compressor
9. Leak Fuel Drain, Dirty Fuel 26. LT-Water from Generator
10. Fuel Inlet 27. LT-Water to Generator
11. Fuel Outlet 28. Gas Inlet
34
12. Inert Gas Inlet 29. LT-Water Inlet
13. Leak Fuel Drain, Dirty Fuel 30. Condensate Water from Air Receiver
14. Leak Fuel Drain, Clean Fuel 31. Lube. Oil Drain
33 15. Starting Air Inlet 32. LT-Water Outlet
16. Turning Device Motor 33. Condensate Water from Air Cooler
17. MC 34. Instrument Air Inlet

26 27 28 29 30 31 32

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GASLOG WESTMINSTER Machinery Operating Manual
Lubricating Oil System Starting Air System
8L34DF 6L34DF 8L34DF 6L34DF
Unit Unit
Gas Diesel Gas Diesel Gas Diesel Gas Diesel
Pressure before bearings, nom. bar 5.0 5.0 Pressure, nom. bar 30 30
Pressure after pump, max. bar 8.0 8.0 Pressure at engine during engine start, min.
bar 15 15
Suction ability, including pipe loss, max. bar 0.3 0.3 (20°C)
Priming pressure, nom. bar 0.5 0.5 Pressure, max. bar 30 30
Temperature before bearings, nom. °C 63 63 The low-pressure limit in starting air receiver bar 16 16
Temperature after engine, approx. °C 78 78 Consumption per engine start at 20°C
Nm3 5.7 4.7
Pump capacity (main), engine-driven 3
m /h 101 78 (successful start)
Pump capacity (main), electrically driven m3/h 91 67 Consumption per engine start at 20°C (with
Nm3 7.4 6.1
Priming pump capacity 3
m /h 25.9 18.0 slow turning)
Oil volume in separate system oil tank m3 4 3
Oil consumption at 100% load, approx. g/kWh 0.4 0.4
Crankcase ventilation flow rate at 100% load l/min 1120 840
Crankcase ventilation backpressure, max. kPa 0.1 0.1
Oil volume in turning device l 8.5-9.5 -
Oil volume in speed governor l 1.4-2.2 1.4-2.2

SAMSUNG/GASLOG/ABS
HT Cooling Water System
8L34DF 6L34DF
Unit
Gas Diesel Gas Diesel
Pressure at engine, after pump, nom. bar 2.5 + static 2.5 + static
Pressure at engine, after pump, max. bar 5.3 5.3
HT water out from engine, nom. °C 96 96
3
Capacity of engine-driven pump, nom. m /h 75 60
Pressure drop over engine, total bar 1.0 1.0
Pressure drop in external system, max. bar 1.0 1.0
Pressure from expansion tank bar 0.7-1.5 0.7-1.5
3
Water volume in engine m 0.51 0.41

LT Cooling Water System

8L34DF 6L34DF
Unit
Gas Diesel Gas Diesel
Pressure at engine, after pump, nom. bar 2.5 + static 2.5 + static
Pressure at engine, after pump, max. bar 5.3 5.3
Temperature before engine, max. °C 0 0
Temperature before engine, min. °C 25 25
3
Capacity of engine-driven pump, nom. m /h 75 60
Pressure drop over charge air cooler bar 0.4 0.4
Pressure drop in external system, max. bar 1.0 1.0
Pressure from expansion tank bar 0.7-1.5 0.7-1.5

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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.4.2 System Overview The clean leak fuel from the injection valves and injection pumps are 4. Compressed Air System
drained to atmospheric pressure (clean leak fuel system). The clean leak
1. Fuel Gas System fuel can be re-conducted to the system without treatment. Compressed air is used to start engines and to provide actuating energy
for safety and control devices. Compressed air is used onboard also for
Natural gas as a fuel is supplied to the engine at low pressure. The gas for 3. Lubricating Oil and Crankcase Ventilation Systems other purposes, with different pressures. The use of starting air supply for
the engine is supplied via a gas valve unit (GVU) to the engine, these other purposes is limited in the classification regulations.
according to the load and final filtering of the gas. The GVU meets the Each engine should have a lubricating oil system of its own. The
safety requirements set by the classification societies. lubricating oil of different systems must not be mixed. Engines operating To ensure the functionality of the components in the compressed air
on heavy fuel should have continuous separation of the lubricating oil. system, the compressed air has to be free from solid particles and oil.
Engine Internal System
The oil vapors formed in the engine’s crankcase have to be ventilated out The design of the starting air system is partly determined by the rules of
The internal gas system includes double-wall gas piping feeding gas to of the engine room via the crankcase ventilation system. The outlet is to the classification societies. Most classification societies require the total
each cylinder through gas admission valves. Each valve is controlled by be equipped with a condensate trap. capacity to be divided over two roughly equally sized starting air
the engine control system. A venting valve will quickly release gas receivers and starting air compressors. The rule requirements of some
pressure if needed. Also, the flushing of the system is possible through Engine Internal System classification societies are not precise for multiple engine installations.
this valve.
The following equipment is provided in the engine (Wärtsilä 8L34DF): Engine Internal System
2. Fuel Oil System
• Engine-driven lubricating oil pump All engines, independent of the cylinder number, are started by means of

SAMSUNG/GASLOG/ABS
The engine is designed for continuous gas mode operation. It is also • Electric-motor-driven pre-lubricating pump compressed air with a maximum pressure of 3 MPa (30 bar). The engine
possible to operate the engine on HFO/MDF mode, without making any • Lubricating oil cooler start is performed through the direct injection of air into the cylinders
alteration. • Thermostat valve through the starting air valves in the cylinder heads. The master starting
• Automatic filter valve provided in the engine can be operated both manually and
The engine can be started and stopped on HFO provided that the HT • Centrifugal filter electrically. All engines have built-in non-return valves and flame
cooling water system and the fuel system are pre-heated to the operating • Pressure control valve arresters. As a precaution, the engine cannot be started when the turning
temperature. The changeover from HFO to MDF mode for engine start • Wet sump gear is engaged.
and stop is not recommended.
The following equipment is provided in the engine (Wärtsilä 6L34DF): 5. Cooling Water System
Engine Internal System
• Engine-driven lubricating oil pump Only treated freshwater containing approved corrosion inhibitors may be
The following equipment is provided in the engine (Wärtsilä 8L34DF): • Electric-motor-driven pre-lubricating pump circulated through the engine. It is important that water of acceptable
• Lubricating oil cooler quality and approved corrosion inhibitors are used directly when the
• Fuel injection pumps • Thermostat valve system is filled after the completed installation.
• Injection valves • Automatic filter
• Pressure relief valve in the outlet pipe • Centrifugal filter To allow the engine to start on heavy fuel, the cooling water system has
• Pilot pump • Pressure control valve to be pre-heated to a temperature as near to the operating temperature as
• Pilot filter • Wet sump possible.

The following equipment is provided in the engine (Wärtsilä 6L34DF): The pre-lubricating oil pump is used for: Engine Internal System

• Fuel injection pumps • Filling of the lubricating oil system before starting The cooling water system consists of a high-temperature (HT) and a low-
• Injection valves • Continuous pre-lubrication of a stopped engine in a multi-engine temperature (LT) circuit, both cooled by treated freshwater. The HT
• Pressure relief valve in the outlet pipe installation always when one engine is running circuit cools the jackets, cylinder heads, and charge air. The LT circuit,
• Pilot pump on the other hand, cools the charge air and lubricating oil.
• Pilot filter

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 51 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
The following equipment is provided in the engine (Wärtsilä 8L34DF): For very cold conditions, the installation of a pre-heater in the system
should be considered. Thermal oil or water/glycol could be suitable
• Engine-driven HT circulating pump with a non-return valve media for preventing the risk of freezing. If steam is specified as a
• Self-actuating-type HT thermostatic valve for controlling the heating system for the ship, the pre-heater should be in a secondary
outlet temperature from the engine circuit.
• Charge air cooler
Combustion Air for Engines
The following equipment is provided in the engine (Wärtsilä 6L34DF):
The combustion air shall be supplied by separate combustion air fans
• Engine-driven HT circulating pump with a non-return valve with a capacity slightly higher than the maximum air consumption. The
• Self-actuating-type HT thermostatic valve for controlling the combustion air mass flow is defined for an ambient air temperature of
outlet temperature from the engine 25°C. Calculate with an air density corresponding to 30°C or higher
• Charge air cooler when translating the mass flow into volume flow. The expression below
can be used to calculate the volume flow.
6. Combustion Air System
It is preferable that the fans have a two-speed electric motor (or variable
The engine draws combustion air from the engine room through the inlet <Engine Room Ventilation, Turbocharger with Air Filter> speed) for enhanced flexibility. In multi-engine installations, it is
filter fitted on the turbocharger. The combustion air should be delivered preferable that each main engine has its own combustion air fan. Thus,
through a dedicated duct close to the turbocharger, directed towards the The amount of air required for ventilation is calculated from the total the airflow can be adapted to the number of engines in operation.

SAMSUNG/GASLOG/ABS
air intake. heat emission Φ needed to evacuate. To determine Φ, all heat sources
shall be considered, such as the following: The air required for combustion is taken from the engine room through a
System Design Data filter fitted on the turbocharger. This reduces the risk of too low
• Main and auxiliary diesel engines temperatures and contamination of the combustion air. It is imperative
Combustion Air Quality • Exhaust gas piping that the combustion air be free from seawater, dust, fumes, etc.
• Generators
During normal operating conditions, the air temperature at the • Electric appliances and lighting 7. Exhaust Gas System
turbocharger inlet should be kept between 15 and 35°C. Max. 45°C is • Boilers
allowed. • Steam and condensate piping Each engine should have its own exhaust pipe into the open air.
• Tanks
Recommended Functions • Other auxiliary equipment An exhaust gas ventilation system is required to purge the exhaust piping
after the engine has been stopped in gas mode. The fan shall purge the
Engine Room Ventilation It is recommended that an outside air temperature of not less than 35°C exhaust gas system with air for at least 200 seconds. The exhaust gas
and a temperature rise of 11°C be considered for the ventilation air. ventilation system is a class requirement. The ventilation unit is to
To maintain acceptable operating conditions for the engines, and to consists of a centrifugal fan, a flow switch and a butterfly valve with
ensure a trouble-free operation of all equipment, attention should be paid The engine room ventilation has to be provided by separate ventilation position feedback.
to the engine room ventilation and the supply of combustion air. The air fans. It is preferable that these fans have two-speed electric motors (or
intakes to the engine room must be located at places where water spray, variable speed). Thus, the flexible operation is possible (e.g., in the port, The butterfly valve has to be of a gas-tight design and able to withstand
rainwater, dust, and exhaust gases will not be able to enter the ventilation the capacity can be reduced during the overhaul of the main engine, the maximum temperature of the exhaust system at the location of
ducts and engine room. The dimensioning of the blowers and extractors when it is not pre-heated and therefore not heating the room). The installation.
should ensure that an overpressure of about 5 mmWC will be maintained ventilation air is to be equally distributed in the engine room considering
in the engine room in all running conditions. the airflow from the points of delivery towards the exits. This is usually The fan can be located inside or outside the engine room as close to the
done so that the funnel will serve as an exit for the majority of the air. To turbocharger as possible. The exhaust gas ventilation sequence is
prevent stagnant air, extractors can be used. It is good practice to provide automatically controlled.
areas with significant heat sources, such as separator rooms with their
own air supply and extractors.

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GASLOG WESTMINSTER Machinery Operating Manual
2.4.3 Recommendations for Operation Operation above 20% load on HFO mode, or above 10% load on MDF or
gas mode:
1. Starting and Stopping
• No restrictions
The engine can be started and stopped on HFO mode provided that:
3. Loading Rate
• The engine and the fuel system are pre-heated to the operating
temperature. The HT water temperature must be min. 60°C and The loading rate of a highly turbocharged diesel engine must be
the lubricating oil temperature must be min. 40°C. controlled because the turbocharger needs time to accelerate before it can
• The fuel feed system is in operation, and heated fuel is circulated deliver the required amount of air. The class rules regarding load
through the engine. acceptance capability stipulate what the generating set must be capable of
• The pre-lubricating oil pump is running. in an unexpected situation, but in normal operation, the loading rate
should be slower, about 60 seconds from zero to full load. It is
The changeover to MDF mode for engine start and stop is not recommended that the load be increased in small increments.
recommended.
The generating set can be loaded immediately after the engine start
2. Recommendations for Idling and Low-Load Operation provided that the engine is pre-heated to an HT water temperature of 60 ~
70 °C and that the lubricating oil temperature is min. 40 °C.
Gas Mode

SAMSUNG/GASLOG/ABS
Before operating at below 10% in gas mode, the engine must run at
above 10% load for at least 10 minutes. It is acceptable, however, to
directly change to the gas mode when the engine has started, provided
that the charge air temperature is above 55 °C.

Diesel Mode

Absolute idling (declutched main engine, disconnected generator):

• Maximum 10 minutes if the engine is to be stopped after idling.

3- to 5-minute idling before the stop is recommended.
• Maximum 6 hours if the engine is to be loaded after idling.

Operation below 20% load on HFO mode, or below 10% load on MDF
or gas mode:

• Maximum 100 hours of continuous operation. After a long-time

operation on diesel fuel, the engine must be loaded to min. 70%
of the rated output for 1 hour. Before operating at below 10% in
gas mode, the engine must run at above 10% load for at least 10
minutes. It is acceptable, however, to directly change to the gas
mode when the engine has reached nominal speed after the
engine is started, provided that the charge air temperature is
above 55 °C.

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GASLOG WESTMINSTER Machinery Operating Manual
2.4.4 Fuel Changeover during Operation 2. Changeover Procedures

1. Fuel Oil Feed System The fuel changeover is always done through MDF, as follows:

Fuel oil is stored in separate MDF and HFO day tanks. The day tank GAS – MDF – GAS, and GAS – MDF – HFO – MDF – GAS
works as the final storage for purified fuel before it is fed to the engines.
It is crucial for the changeover between fuels to be done in such a way as
HFO Feed System to prevent rapid changes in the temperature of the fuel oil going to the
engine. A rate of 4°C per minute is allowed. This has to be considered
As regards the changeover valve control fuel supply to the HFO feed when designing and operating HFO and MDF systems.
system, the fuel can be supplied from the HFO day tank or the MDF day
tank. The feeder/booster unit, including the necessary equipment and GAS – MDF
instrumentation, ensure HFO supply to the engines during HFO
operation. HFO return from the engines is routed to a de-aeration tank The transfer is instant and can be made at any time and load, without
mounted on the feeder/booster unit. The feeder/booster unit is designed restrictions.
to make the fuel changeover to the engines smooth and to prevent
mechanical damage to the system caused by thermal shock. GAS – MDF – HFO

MDF Feed System When the engine is operating on MDF fed through the feeder/booster

SAMSUNG/GASLOG/ABS
unit, and the system is ready for HFO operation, the changeover valve
Pilot fuel is supplied through the MDF suction strainers to the pilot fuel can be actuated to allow fuel feed from the HFO day tank. The actual
feed pumps. The MDF fine filter is required in the system before fuel is capacity of the circulation pump on the feeder/booster unit is higher than
fed to the engines. The MDF pressure control valve will maintain the fuel oil consumption, and a portion of the fuel will be returned to the
sufficient pressure in the pilot fuel oil feed piping. The return fuel oil de-aeration tank. Fresh fuel will then be mixed with the return fuel from
from the engine pilot fuel system goes back to the MDF day tank. The the engine. The fuel to the engine will slowly change to HFO as mixed in
pressure drop in the pilot return fuel must not exceed 1.5 bar to ensure the de-aeration tank.
the optimal functioning and reliability of the pilot fuel oil system in the
engine. HFO – MDF – GAS

The pilot fuel injection will be active at all times to ensure safe operation. When the engine is to operate on gas, the changeover valve is actuated to
The pilot fuel is always MDF, and the fuel oil supply must be constant. start admitting MDF to the system. The fuel to the engine will slowly
No HFO is allowed to enter the pilot fuel system. change to MDF. The engine needs to operate on pure MDF for a period
of 30 minutes before it is allowed to run on gas.
MDF as the main fuel is to be circulated through the engine during gas
operation to ensure fuel availability at the injection pumps in the event of
engine trip during MDF operation. The MDF return fuel from the engine
will pass a fuel cooler. The fuel oil needs to be cooled to maintain its
viscosity level and temperature in the engine within the limitations.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 54 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
2.4.5 Cleaning and Flushing Instructions 4) Pressure and leak tests 3. Lubricating Oil Pipes

1. Fuel Gas Pipes 5) Filling the lines with N2 if the flammable mixture is possible Piping and Equipment Provided in the Engine

Gas pipes can be made of carbon steel or stainless steel. Stainless steel 6) Filling the lines with gas Flushing of the piping and equipment provided in the engine is not
pipes require less work (e.g., pickling including rinsing is not required, required, and flushing oil shall not be pumped through the engine oil
which saves time). If the pipes are made of carbon steel, the following After the engine start, the lines are checked for leaking (natural gas leaks system (which is flushed and clean from the factory). It is acceptable,
are required: easier than air). The blowing of the lines is done as follows: however, to circulate flushing oil via the engine sump if this is
advantageous. The cleanliness of the oil sump shall be verified after
Welding with TIG 1) First with the open valve completed flushing.

1) Removal of slag, rust, and scaling with tools (steel brush, 2) Then with sequentially opening and closing the valve several External Lubricating Oil System
hammer, etc.), and grinding of the flanges times so that there will be pressure shocks

2) Visual inspection 2. Fuel Oil Pipes

3) Washing with an alkaline solution in hot water at 80°C for Before the engine start, the external piping between the day tanks and the
degreasing engines must be flushed to remove any foreign particle, such as welding
slag.

SAMSUNG/GASLOG/ABS
4) Pickling (including neutralizing/rinsing of the piping and
blowing with air; 1.5 times the nominal pressure) The possibility of installing a temporary flushing oil filter shall be
considered in the piping design.
5) MDF or water flushing for long pipelines
Disconnect the fuel pipes at the engine inlet and outlet. Install a
6) Blowing with air after the erection of the pipe system temporary pipe or hose to connect the supply line to the return line,
bypassing the engine.
7) Pressure and leak tests
The piping should be flushed through a flushing filter with a mesh size of
8) Filling the lines with nitrogen with 0.5 bar pressure to prevent 34 microns or finer.
corrosion
The inserts of the filters should be removed. The heaters, automatic
9) Filling the lines with gas filters, and viscosimeter should be bypassed to prevent damage caused by <Flushing of Lubricating Oil Pipes>
the debris in the piping. The automatic fuel filter must not be used as a
After the engine start, the lines are checked for leaking (natural gas leaks flushing filter. The cleanliness of the external oil tanks, new oil tank, renovating oil tank,
easier than air). In the case of stainless steel pipes, the following are and a renovated oil tank shall be verified before the use of bunkering oil.
required: The pump to be used should be protected by a suction strainer. The
recommended flushing time is min. 6 hours. During this time, the welds Especially, the pipes leading from the separator unit directly to the engine
Welding with TIG in the fuel piping should be gently knocked it with a hammer to release shall be ensured to be clean, such as by disconnecting them from the
the slag, and the filter should be inspected and carefully cleaned at engine and blowing compressed air into them.
1) Visual inspection regular intervals.
The external piping shall be cleaned by running the separator unit for not
2) Passivation may be needed less than 24 hours. All the branches of the separator piping should be
used.
3) Blowing with compressed air

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 55 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
If an electric-motor-driven standby pump is installed off the engine, this
pipe branch shall be flushed by running pump circulating engine oil
through a temporary external oil filter (recommended mesh: 34 microns)
and then returning the oil to the oil sump through a crankcase door. The
pump shall be protected by a suction strainer.

Whenever possible, the separator unit shall be in operation during the

flushing, to remove dirt. The separator unit should also be left running
after the flushing procedure to ensure that any remaining contaminant
will be removed.

4. Type of Flushing Oil

Viscosity

For flushing oil to be able to remove dirt and transport it with the flow,
its ideal viscosity is 10 ~ 50 cSt. The correct viscosity can be achieved by
heating engine oil to about 65 °C, or by using a separate flushing oil with
an ideal viscosity in ambient temperature.

SAMSUNG/GASLOG/ABS
Flushing with Engine Oil

The idea is to use engine oil for flushing. This, however, requires that the
separator unit is in operation to heat the oil. Engine oil used for the
flushing can be reused as engine oil provided that no debris or other
contamination is present in the oil at the end of flushing.

Flushing with Low-Viscosity Flushing Oil

If no separator heating is available during the flushing procedure, it is

possible to use low-viscosity flushing oil instead of engine oil. In such a
case, the low-viscosity flushing oil must be disposed of after the
completion of flushing. Great care must be taken to drain all flushing oil
from the pockets and bottoms of the tanks so that the flushing oil
remaining in the system will not compromise the viscosity of the actual
engine oil.

Lubricating Oil Sample

To check the cleanliness, a LO sample shall be taken by the shipyard

after the flushing is completed. The properties to be analyzed are the
viscosity, BN, AN, insoluble, Fe, and particle count.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 56 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
2.4.6 Automation System Engine safety module. Handles fundamental engine safety, • Local start
ESM and is the interface to the engine’s shutdown devices and • Local stop
The engine automation system consists of control of the running backup instruments • Local emergency stop
parameters, monitoring of the sensors, and automatic safety operations. Local control panel. Equipped with push buttons and switches • Local shutdown reset
LCP for local engine control, as well as an indication of running • Local mode selector switch with the following positions:
1. Internal El. and Automation System hours and safety-critical operating parameters Local: Engine start and stop can be done only at the local
Local display unit. It offers a set of menus for retrieval and control panel.
graphical display of operating data, calculated data, and event Remote: The engine can be started and stopped only
LDU
history. The module also handles communication with external remotely.
systems over Modbus TCP. Slow: In this position, it is possible to perform a manual
Power distribution module. Handles fusing, power distribution, slow turning by activating the Start button.
earth fault monitoring, and EMC filtration in the system. Two Blocked: Normal engine start is not possible.
PDM fully redundant supplies are arranged both for the valve drive
supply (110 VDC) and the module and auxiliary supply (24 The following backup indications are available in the LCP:
VDC) on the engine.
Cylinder control module. Handles fuel injection control and • Engine speed
CCM • Turbocharger speed
local measurements at the cylinders where it is used
• Running hour counter
The system consists of the following major control/monitoring • Lubricating oil pressure

SAMSUNG/GASLOG/ABS
categories: • HT cooling water temperature
<Fig. 11-1. System Overall Architecture>

The engine is equipped with a distributed, built-in engine management • Engine start/stop management
system for electronically controlled injection systems. It is an embedded Starting of the engine
system that handles all the strategic functionalities related to the fuel blocking
injection system, such as electronically controlled gas and pilot fuel Automatic shutdown of the engine
injection and gas and pilot pressure control, but also other engine Load reduction request
management control categories, such as engine start/stop, speed control, Local control through the local command buttons
and engine safety. Speed and load control Stopping of the engine
• Start
The system is totally distributed in terms of physical modules. The • Control of the fuel injection timing & quantity
modules communicate with one another over an inter-module • Measuring the engine and turbocharger speed
communication bus based on the CAN protocol. CAN is a • Measuring and signal to a process of the monitoring and safety
communication bus specifically developed for compact local networks, sensors
where high-speed data transfer and safety are of very high importance. • Readout of engine measurements on a local graphical display
The CAN bus is physically doubled on the engine, resulting in redundant • Hardwired interface signals with an external system (e.g., with a
communication in the case of failure of the primary bus communication. power management system, main switchboard, and propulsion
The power supply distribution to the engine is doubled. control system)
• Modbus communication with the ship’s alarm & monitoring
Below is a short explanation of the modules used in the system. system
• System diagnostics
Main control module. Handles all strategic control functions
MCM 2. Local Controls and Indications
(e.g., start/stop sequencing, speed/load control) of the engine
Input/output module. Handles measurements and limited
IOM The following operational functions are available in the LCP:
control functions in a specific area on the engine

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 57 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
3. Output Signals • Ready for gas mode: Until the stop timer has expired and the engine has come to a
The signal is activated (closed contact) when the engine is ready complete standstill, and in case of shutdown until the engine has
• Engine ready for a start: for gas operating mode and no internal or external gas trip is come to a complete standstill, the shutdown cause is cleared and
The signals are closed when the engine is ready for the start and active. is manually reset.
no internal or external start blocking is active.
• Start failure indication: The signal is typically used for opening the generator main
• Remote control indication: The signal is activated (closed contact) if the engine has not breaker in the MSB.
This is potentially free contact from the local/remote operation reached the firing speed in about 60 seconds after the start
mode selection switch; closed contact = remote mode. In local signal was activated. The output is automatically reset when the • Generator breaker open command:
mode, all engine start and stop can be done only locally, at the engine has come to a standstill. This will set the engine to The signal is closed when the engine, after having received an
engine. In remote mode, all engine start and stop can be done “ready for a start” again and will allow the power management “unload command”, has been uploaded to a pre-defined level
only from the remote control system. system to initiate a new engine start attempt. (about 5% load).

• Speed switch 1 (engine running): In the case of engine start failure, however, if there is another • Engine control system minor alarm:
The signal is closed when the engine is above 40% of the rated generating set on standby ready for engine start, it is The signal is activated when there is an internal fault in the
speed. recommended that engine start is initiated on such generating engine control system. In a healthy condition, the contact is
set rather than make a second engine start attempt on the closed.
• Speed switch 4: generating set with a failed engine start.
The signal is closed when the engine is above 95% of the rated The signal is activated by:

SAMSUNG/GASLOG/ABS
speed plus a delay of 2 seconds. The signal can be used to turn • Load reduction request: Failure in any of the electronic modules
on the generator excitation via the automatic voltage regulator, The signal is activated (closed contact) when a process value Failure in the engine safety module
to initiate the synchronization of the generator breaker, etc. (e.g., temperature or pressure) is outside the acceptable limits Failure in the local control panel
for normal operation. The power management system should Loss of one redundant power supply
• Gas mode: reduce the load on this generating set and allow the other Loss of one redundant CAN communication bus
The signal is closed when the engine is in gas operating mode. generating sets to take on more load or alternatively reduce the
total load on the network. It is also recommended that a standby • Engine control system major failure:
• Diesel mode: generating set be started when this signal is activated. Once the The signal is activated (open contact) when there is a serious
The signal is closed when the engine is in diesel operating mode. new generating set is online and the load has been ramped up, fault in the control system. When the major failure signal is
the failing generating set can be unloaded, disconnected, and activated, the engine will be shut down.
• Backup mode: stopped.
The signal is closed when the engine is in a back-up operating • Engine shutdown status:
mode. • Shutdown pre-warning: The graphical local display unit shows all the measurements and
The signal is activated (closed contact) when a shutdown limit calculations on a set of menus and provides various engine
• Gas trip: has been exceeded, but 3 seconds prior to the execution of the status indications as well as an event history.
The signal is activated (closed contact) when a gas trip is engine shutdown.
activated. The engine will automatically trip to diesel operating The signal is activated (closed contact) when a shutdown
mode. The signal is typically used for tripping non-essential consumers function is activated. The signal can be used as a common
in case the load step will exceed the acceptable limit of the shutdown indication. (Individual shutdown reasons are
• Pilot trip: remaining generating sets. identified via the Modbus link, and locally on the LDU).
The signal is activated (closed contact) when a pilot trip is
activated. The engine will automatically trip to the back-up • Stop/shutdown status 1: • Common engine alarm:
operating mode. The signal is closed when the engine is being stopped (locally or The signal is activated (open contact) when there is an abnormal
remote) or shut down by the safety system, and remains on as process value (e.g., temperature or pressure). The individual
long as the stop signal is active in case of normal engine stop. alarm reason is transmitted over the Modbus link.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 58 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
This hardwired signal can be used as a back-up in case the • Diesel mode request: • External shutdown 3:
Modbus communication fails. To avoid duplicate alarm Closed contact will transfer the engine to diesel operating mode This shutdown input is activated by a closed contact. The
indication, it is recommended that this signal be disabled while if the engine is in gas operating mode. external contact should be equipped with a 22 kΩ resistor for
the Modbus communication is healthy. wire break monitoring. The signal is typically used in case of a
• Backup mode request: shutdown from the ship’s automation system is needed.
• Tripped to speed droop control: Closed contact will trip the engine to the back-up operating
The signal is activated (open contact) when an engine mode. • External shutdown 4 (emergency stop):
automatically switches to speed droop mode due to a failure in This shutdown input is activated by a closed contact. The
the isochronous load sharing. • External start blocking 1: external contact should be equipped with a 22 kΩ resistor for
Opening the contact with this input will block the starting of the wire break monitoring. This signal is typically used for the
• Pre-lubrication pump control/pre-heater control: engine. This input is typically used to start blocking signals emergency stop buttons or for the ship’s emergency shutdown
This signal is closed when the engine speed is below 40%, from the ship’s control system or switchboard. (ESD) system.
below which the pre-lubricating pump and cooling water pre-
heater pump shall continuously run. This output can be used • External start blocking 2: • Remote shutdown reset:
ONLY for DC control voltage; it is typically connected to the Opening the contact with this input will block the starting of the Activating this input (closed contact) will reset a shutdown and
ship’s automation system as a reference signal if the motor engine. This input is typically used to start blocking signals enable the restart of the engine. A shutdown can be reset only if
starters are controlled from the ship’s automation system. from the ship’s control system or switchboard. the engine has come to a full stop and the shutdown is no longer
active. Before the engine restart, the reason for the shutdown
• Engine speed: • Speed/load increase: must be carefully checked and corrected.

SAMSUNG/GASLOG/ABS
This is a galvanically isolated analogue output signal. The Activating this input (closed contact) will increase the speed
signal type is 4 ~ 20 mA and the max. external load is 500 Ω. reference of the generating set. The speed increase rate is 0.05 • Generator breaker status:
Hz/sec when the input is active. This input is typically This input shall be activated (closed contact) when the generator
• TC A speed: connected to the power management systems, load sharing breaker is closed. The signal is used to optimize the engine
This is a galvanically isolated analogue output signal. The systems, switchboards, or synchronizers. dynamic response and is part of the isochronous load sharing
signal type is 4 ~ 20 mA and the max. external load is 500 Ω. logic.
• Speed/load decrease:
4. Input Signals Activating this input (closed contact) will decrease the speed • Isochronous load sharing enable:
reference of the generating set. The speed decrease rate is 0.05 Activating this input will enable isochronous load sharing. The
• Remote start: Hz/sec when the input is active. This input is typically input is typically connected to the power management system or
Activating this input (closed contact) will activate the engine connected to the power management systems, load sharing to the ship’s automation system, where the operating mode
starting sequence if no start blocking is active and if the systems, switchboards, or synchronizers. selection is done.
local/remote switch is in remote mode. The input should be
activated for about 1 second. • External shutdown 1: • Emergency loading rate:
This shutdown input is activated by a closed contact. The When a generator is connected to the switchboard, if
• Remote stop: external contact should be equipped with a 22 kΩ resistor for isochronous load sharing is enabled, the load will be ramped up
Activating this input (closed contact) will activate the engine wire break monitoring. according to a pre-defined normal loading ramp to share the
stop sequence if the local/remote selector switch is in remote load equally with the other engines.
mode. The input should be activated for about 1 second. • External shutdown 2:
This shutdown input is activated by a closed contact. The • Engine unload:
• Gas mode request: external contact should be equipped with a 22 kΩ resistor for Activating this input will cause the engine to unload to a pre-
Close contact will transfer the engine to gas operating mode if wire break monitoring. Any signal that requires a fast shutdown defined load level. This shall be done prior to opening the
the engine is in diesel operating mode. of the generating set should be connected to this input. Such a generator breaker.
signal can be for generator protection.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 59 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
• Asymmetric load sharing bias: • Blackout start mode:
The asymmetric load sharing bias input provides means for the Activating this input (closed contact) will override the start
power management system or operator to offset the load of an block functions, which are activated “by default” in case of a
engine that is part of an isochronous load sharing system. blackout. The pre-lubricating oil pressure is naturally lost when
the pre-lubricating pump stops at a blackout. A closed contact
The signal range of the asymmetric load sharing bias input is 4- will allow starting within 30 minutes after the loss of pre-
20 mA. If the input is used, a 4 mA value results in equal load lubricating oil pressure. This shall be seen as restarting after the
sharing with the other engines. A 20 mA value means that there blackout, and the start sequence shall be initiated by the normal
is no load on this engine (= the relative load on this engine is start command.
100% less than the relative system load).
If a blackout start is required, provisions for securing fuel
• Analogue synchronizer enables: supply and starting air in blackout situations must be made.
When this input (closed contact) is activated, the engine speed Starting after an extended blackout period normally requires
reference will be ramped up according to the input analogue manual intervention for the startup of emergency generating sets
synchronizer. for restoring power.

• Analogue synchronizer: • Generator load:

This is an analogue input with a signal range of -5 to +5 VDC, This is an analogue 4-20 mA input signal. The signal shall be
which can be used for generator breaker synchronizing as an isolated external to the engine. The signal shall be from a kW

SAMSUNG/GASLOG/ABS
alternative to the traditional increase/ decrease speed control. transducer typically part of the main switchboard.
When input analogue synchronizer enables is closed, the engine
speed reference will be ramped up according to the input 5. Bus Communication
analogue synchronizer.
The main interface with the ship’s alarm & monitoring system is a bus
• Fixed speed select: communication through which all the measured values, alarms, and
Activating this input will cause the engine speed to ramp up to a status indications are transmitted.
pre-defined speed (which, for a generating set, is normally the
same as the rated speed). Thereafter, the speed can be adjusted
by the speed/load increase and speed/load decrease inputs. In
the isochronous load sharing mode, selecting a fixed speed on
one engine will switch on the other engines running in parallel
on the same busbar so that they will follow the speed reference
of this engine. This is typically used for synchronizing bus tie
breakers.

• Busbar breaker status, before:

This input shall be activated (closed contact) when a certain
busbar breaker (tiebreaker) is closed.

• Busbar breaker status, after:

This input shall be activated (closed contact) when a certain
busbar breaker (tiebreaker) is closed.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 60 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
2.4.7 Functional Description of Start/Stop 2. Start Function The reason for the trip must be investigated, and action must be taken to
correct the failure. To return to diesel operating mode, pilot trips must be
1. Engine Operating Modes Engine start is performed through the direct injection of compressed air successfully reset, and the engine must be stopped and restarted.
into the cylinders through the starting air valves in the cylinder heads.
Wärtsilä dual-fuel engines can be requested by the operator to run in two 4. Stop and Shutdown Function
different operating modes: The engine can be started locally through the Start button, or remotely if
applicable for the installation (e.g., from the power management system). A normal engine stop can be initiated locally by a button or remotely (if
• Gas operating mode (gas fuel + pilot fuel injection) A generating set reaches the nominal speed typically in about 60 seconds applicable for the installation). At normal engine stop, the stop sequence
• Diesel operating mode (conventional diesel fuel injection + pilot after issuing the Start command. is activated by a timer function until the engine has come to a standstill.
fuel injection) Thereafter, the system automatically returns to the “ready to start” mode
3. Transfers and Trips if no start block function is active (i.e., there is no need for manually
In addition, the engine control and safety system or the blackout resetting a normal stop).
detection system can force the engine to run in the backup operating The DF engine can instantly and at any engine load change from gas
mode (conventional diesel fuel injection only). operating mode to diesel operating mode through a manual transfer or the The safety of the engine is mainly handled by the engine safety module
control/safety system’s initiation of a gas trip. (ESM). The ESM performs sensor failure detection on the shutdown
It is possible to transfer a running engine from gas to diesel operating sensors and solenoids. A safety shutdown must be manually reset (either
mode. Below a certain load limit, the engine can be transferred from In the case of a gas trip, the reason for the trip must be investigated, and locally through the shutdown reset button or remotely, if applicable).
diesel to the gas operating mode. The engine will automatically trip from action must be taken to correct the failure. Gas trips must be successfully Reset is possible only when the engine has come to a full stop and the
gas to diesel operating mode (gas trip) in several alarm situations. A reset, and the gas operation mode must be toggled, before transfer back shutdown is no longer active. Before the engine restart, the reason for the

SAMSUNG/GASLOG/ABS
request for the diesel operating mode will always override a request for to gas operating mode can take place. shutdown must be carefully checked and corrected.
the gas operating mode.
The gas transfer can be done within 0 ~ 80% of the rated engine load. At an engine stop or shutdown, the actuator/governor drives the fuel rack
The engine control system automatically forces the engine to the backup The engine must have a minimum load of 10% for continuous operation control shaft to the zero position. Additionally, the pneumatic cylinders
operating mode in two cases: on gas; otherwise, the engine will trip back to diesel after 5 minutes. on each fuel injection pump force the fuel racks to the zero position by
means of compressed air, thereby disabling the conventional fuel
• When a pilot-fuel-injection-system-related fault is detected (pilot When selecting the fuel mode for the engine, or before transferring injection.
trip) between fuels, the operator or PMS should consider the following:
• When the engine is started while the blackout signal (from an The electronically controlled fuel injection is disabled, and the pressure
external source) is active • To prevent an overload of the gas supply system, transfer to gas in the gas and pilot fuel lines is drained through the valves.
should be performed for one engine at a time.
• When running in gas operating mode, the engine load should be If the engine has been running on gas, the exhaust gas system is
kept well above the automatic transfer lower limit to prevent an ventilated by the exhaust gas ventilation fan before the engine restart can
unwanted transfer back to diesel operating mode. be done.
• Before a fuel transfer command to an engine is accepted, the
PMS or operator must ensure that the other engines have
enough “spinning reserve” during the transfers. This is because
the engine may need to be unloaded below the upper transfer
limit before transferring.
• If the engine load is within the transfer window, the engine will
be able to switch fuels without unloading.
• While the engine is transferring, the starting and stopping of
heavy electric consumers should be avoided.
<Principle of Engine Operating Modes>
In the case of a pilot trip, the engine will continue to run with only the
conventional diesel injectors (no gas is used).

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 61 Part 2. Main Engine & Power Plant
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SAMSUNG/GASLOG/ABS This page is intentionally blank.

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GASLOG WESTMINSTER Machinery Operating Manual
2.4.8 Speed Control Functions & Load-Sharing • CB open control mode: Active during engine start and in run 3. Speed Droop Control and Load Sharing Mode
mode until the generator breaker has been closed. Start the fuel
1. General limiter set to be used in this mode. Binary/analogue inputs are When the engine is operated in this mode, load sharing with other
enabled for synchronization purposes. engines is provided with the use of speed droop. Droop control is a basic
This chapter describes the functionality of the UNIC speed controller. • Speed droop control and load sharing mode: Active after the load sharing method, by which parallel-running engines share their load
The control is a software module in the main control module. closure of the generator breaker. The load sharing is based on a by decreasing their internal speed reference proportionally to an
built-in droop curve, which means that the engine speed will increased engine load. The speed control is adjusted to 4% speed droop.
In the speed control algorithm, the speed reference is compared with the decrease proportionally to the load. Control of the speed
measured engine speed. The difference between these signals constitutes reference from the power management system is necessary. In systems with speed droop as the primary load sharing method, it is
the input to a PID controller. The regulation output of the MCM • Isochronous control and load sharing mode: Active after the necessary to actively transfer the load to a recently connected generator
controller will accordingly change to sustain the reference level. This closure of the generator breaker when isochronous load sharing from parallel generators, to achieve an even load on all the generators.
output will set the position request of the fuel actuator (i.e., to control the has been selected. The load sharing is provided over LS-CAN, Before disconnecting a generator, it must be correspondingly unloaded.
diesel fuel rack position). In the case of common rail engines or dual-fuel and the engine speed remains unaffected by a droop slope at all Loading and unloading are normally performed automatically by a power
engines, the fuel injection duration is controlled. Two-speed sensors are load levels, without speed reference adjustments from the power management system.
simultaneously used by the controller, and if one of them fails, an alarm management system.
is raised and the engine continues its operation without interruption. • True kW control mode: Active after the closure of the generator The power management system commonly also corrects the frequency to
breaker when kW control has been selected. eliminate the speed droop offset, which is proportional to the system load.
Dynamics The power management system performs load balancing and frequency
2. CB Open Control Mode correction by adjusting the speed references of the individual engines.

SAMSUNG/GASLOG/ABS
The PID controller uses different sets of dynamic parameters for
operation under acceleration, under no-load conditions and under loading Engine Start The controlling system (power management system) should not perform
conditions, to obtain optimal stability at all times. The PID settings are adjustments with shorter intervals than those of the controlled system
speed-dependent for start acceleration and for open-breaker conditions, When an engine is started, the speed is ramped up to the rated speed, and (generating set) responses. To achieve smooth load sharing, it is
and load/speed-dependent when the engine is loaded. the controller operates in CB open control mode. important to implement suitable dead bands in the control.

Limiters Synchronizing of a Genset Circuit Breaker If the power management system performs continuous load balancing
and frequency correction, it should include the following features:
Three fuel limiters are available: • Synchronizing using the increase/decrease commands: For the
entire time that the speed/load increase and speed/load decrease • The pulse length and time between pulses shall be adjustable. If
• A start fuel limiter is active during the engine start. The start fuel inputs remain true, the speed reference is biased up or down the same control system also handles automatic synchronization,
limiter is speed-dependent, and the limiter works in combination according to the pre-set ramp rate. then the pulse length, the time between pulses, and the dead
with a speed reference ramp used at the engine start. The • Synchronizing using the analogue synchronizer signal: The band shall be separately adjustable for synchronization.
acceleration ramp is set for an optimal acceleration rate. analogue synchronization functionality provides means to • The time between pulses shall be sufficiently long. After
• A charge air pressure limiter is used to reduce the over-fueling synchronize a genset circuit breaker as an alternative to correction, it can take up to 30 seconds before the actual
and black smoke at the load steps at the low engine load levels. increasing/decreasing pulses, which are normally used for adjustment reaches 95% of the setpoint change. The control
• A load-dependent fuel limiter is used to set an envelope of the synchronization. system should, therefore, wait for at least 10 seconds before
max. fuelling at various engine loads. This feature will improve • When the input analogue synchronizer enable input is closed, the giving a new pulse.
the engine’s load acceptance but is also used as a limiter for the engine speed reference is biased according to the analogue • The control system should preferably determine the length of the
engine max. load output. synchronizer input. The range of this input is -5 to 5 VDC, pulse based on the size of the desired correction and then wait
where a value of 0 VDC corresponds to the target speed for 30 seconds or more before performing a new correction.
Control Modes reference. The resulting analogue synch value, positive or • A control dead-band should be implemented allowing for an
negative, is added to the target speed reference. uneven load of min. ±2% of nominal power and frequency drift
The speed controller has different subcontrol modes, which are described • Thereafter, the speed reference is ramped up to the result of min. ±1%.
below in brief. according to the analogue synch speed ramp rate.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 63 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
• The corrections should not be based on instantly sampled values. Unloading in Isochronous Load Sharing Mode
The corrections should be based on the average value over
several seconds. 10 seconds is a suitable time span. Unloading of an engine running in isochronous control and load sharing
mode is achieved by setting the input engine to unload to true. When the
Automatic Unloading input is activated, the unloading is performed by ramping the load
sharing ramp similarly to the uploading case. If the emergency loading
Input engine unloads provides an alternative instead of using the rate input is true, the ramp rate is the emergency unloading ramp rate.
speed/load decrease command for unloading an engine before opening
the generator breaker. If during the unloading of the engine unload, it is again set as false, the
unloading of the engine will be interrupted, and the load will again be
When input engine unloads becomes true, the speed reference will ramp ramped back to load sharing.
down according to a pre-defined rate. The activation of the speed/load
increase and speed/load decrease binary inputs cannot affect the speed When the relative engine load reaches the unload trip level, the binary
reference during this ramping down, except if engine unloads is output generator breaker open command will be set as true. The engine
deactivated before the unloading ramp is finished. Upon reaching the then transfers to CB open control mode when the generator breaker CB
unload trip level, the generator breaker open command output will be status becomes false.
activated. The engine then transfers to CB open control mode when the <Bus-bar Configuration Example with Breaker Status Signals>
generator breaker CB status becomes false. Asymmetric Load Sharing Bias
Tiebreaker Synchronization

SAMSUNG/GASLOG/ABS
4. Isochronous Control and Load Sharing Mode The asymmetric load sharing bias input provides means for the power
management system or operator to offset the load of an engine that is part If a tiebreaker between two bus-bars is open, selecting fixed speed select
An engine operating in isochronous mode will regulate the speed of an isochronous load sharing system. on one engine in any bus-bar will switch all the other engines on that
according to the speed reference regardless of the load level of the bus-bar to follow the speed reference of that engine. Synchronization of
system. The signal range of the asymmetric load sharing bias input is 4-20 mA. A the bus-bars can now be performed by speed/load increase and
4 mA value results in equal load sharing with the other engines. A 20 mA speed/load decreases binary inputs.
Load sharing in isochronous mode is provided with communication over value means that there is no load on this engine (= the relative load on
a load sharing CAN bus, LS-CAN, which is interconnected among all the this engine is 100% less than the relative system load). The speed reference as determined by the fixed speed engine will always
engines. Each engine monitors the relative load of the other engines remain valid until the fixed speed selected has been set as false.
connected to the system and calculates a relative system load. The unit Bus-bar Logic
compares its own relative load with the relative system to unload and If fixed speed select is true on more than one engine, the highest speed
biases its internal speed reference until the two loads are equal. The plant can consist of a number of separated bus-bars connected to one reference wins in this case.
another through bus-bar breakers (tiebreakers; see the example in the
Isochronous Control Activation above figure). Each engine has two inputs for status feedback from the At the closing of a bus-bar breaker between two adjoining bus-bars
tiebreakers. The physical locations of these bus-bar breakers are arranged (islands), the bus-bar defined as after the other one ramps itself to
The system transfers to this mode from CB open control mode, speed such that the same breaker is defined as “bus-bar breaker status, after” equalize its load with the other bus bar.
droop control, and load sharing mode or true kW control mode, provided for one engine and “bus-bar breaker status, before” for the next engine.
that isochronous control enable is true, the generator breaker status is 5. True kW Control Mode
true, and the LS-CAN communication is healthy. The status for all bus-bar breakers is sent over the LS-CAN. If two
adjoining engines have bus-bar status from the same breaker, with which In this mode, the control loop is a true load control loop, where the
Uploading in Isochronous Load Sharing Mode is in conflict, or in case of failure of the LS-CAN, the engines will trip to engine speed is used only for safety purposes.
speed droop control and load sharing mode.
When a new engine is added to the load sharing network, it is always This mode is enabled by input kW control enable. The load is ramped
softly uploaded. To provide this, a load sharing ramp is used. up/down according to the externally given kW reference as soon as the
engine is connected to the power distribution network (i.e., when this
mode becomes active).

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 64 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
When entering this mode from CB open control mode, the load reference
is initially set to kW baseload to prevent the risk of the reverse power of
the genset. The load reference is always limited to the kW baseload level
when ramped down.

When entering this mode from speed droop control mode or isochronous
control and load sharing mode, the initial load reference will be the
generator load. From this load level, the load will thereafter be ramped
towards kW reference according to a pre-defined rate.

If input engine unloads is activated, the load reference is ramped down to

the unload trip level, and upon reaching this level, the generator breaker
open command output will be activated, and CB open control mode will
be entered. If engine unloads is deactivated and the unload ramping is
still unfinished, the load reference is again ramped to the kW reference.

If the bus frequency (speed) is not within the pre-defined speed window
or if the generator load signal fails, the control mode will automatically
trip to droop mode.

SAMSUNG/GASLOG/ABS
When the engine operates in true kW mode, the internal speed reference
is continuously calculated and updated to match the equal load level in
the speed droop control and load sharing mode.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 65 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.4.9 WOIS, WISE, and Power Unit

1. WOIS

WOIS is a tool developed by Wärtsilä to give the operator/service

personnel the information needed for the troubleshooting, analysis, and
maintenance of a dual-fuel engine.

WOIS gathers and logs data from all the engines and the Wärtsilä-
supplied auxiliary systems. The data are then presented in several display
pages. The process displays are graphic pictures with the measurement
values and status information of the equipment in the dual-fuel system.
The process displays include common as well as individual engine-
related views. A trend display is available for each analogue value. The
parameters measured and monitored are also presented in the alarm and
event list format.

The WOIS hardware consists of a PC, a monitor, a keyboard, and a

mouse. The PC and monitor are equipped with a marine mounting kit.

SAMSUNG/GASLOG/ABS
2. WISE

WISE is an information platform for the long-term supervision of

installation with reporting modules, including engine and production
reporting, long-term trending, electronic logbook, and availability
follow-up. The data is based on automatic WOIS data input. The logbook
and availability of follow-up data are based on the operator input. WISE
is prepared for sending and providing data to the Wärtsilä CBM
(condition-based maintenance) center, from where feedback reports can
be sent back to the client. The WISE software is installed in the WOIS
workstation.

3. Power Unit

For each engine, a power supply cabinet is delivered for providing the
DC power supply required by the engine, and for providing isolation and
independence to the other DC systems onboard. The power supply
cabinet is prepared for two 200-260 VAC, 45-65 Hz incoming power
supplies (to be supplied from the UPS). The power supply cabinet
consists of two redundant 24 VDC power converters for the engine
control voltage and two redundant 110 VDC power converters for the
engine fuel injection system.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 66 Part 2. Main Engine & Power Plant
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.4.10a NOx Emission Reduction System for G/E

Service Air (9 barG)

(40/50)

(40/50)
SCR-201 SCR-202 SCR-203 SCR-204
1V207B SCR Reactor SCR Reactor 2V207B 3V207B SCR Reactor SCR Reactor 4V207B
S S S S

S S S S

1V202

2V202

3V202

4V202
1V207A 2nd Layer 2nd Layer 2V207A 3V207A 2nd Layer 2nd Layer 4V207A
Catalyst Catalyst Catalyst Catalyst
1PDT 2PDT 3PDT 4PDT
201 201 201 201
1V206A 2V206A 3V206A 4V206A
S 1st Layer 1st Layer S S 1st Layer 1st Layer S

1V201

2V201

3V201

4V201
Catalyst Catalyst Catalyst Catalyst
S S S S
1TT 2TT 3TT 4TT
201 201 201 201
1V206B 2V206B 3V206B 4V206B
NJ-501 NJ-502 NJ-503 NJ-504
Injection Injection Injection Injection
Nozzle Nozzle Nozzle Nozzle

Atomizing Injection Air Atomizing Injection Air Atomizing Injection Air Atomizing Injection Air

511

512

513

514
Urea Urea Urea Urea
1XV

3XV
501

501
FC

FC
S

S
2XV

4XV
501

501
1V502

1V501

2V501

2V502

3V502

3V501

4V501

4V502
SAMSUNG/GASLOG/ABS
SCP-101
SCR Control Panel

From Distributor From Distributor From Distributor From Distributor

No.1 Engine No.2 Engine No.3 Engine No.4 Engine

Service Air
3,650 kW 2,750 kW 2,750 kW 3,650 kW
(7 barG)
Air
Distributor

1V103 IDU Skid-101 Upper Deck

Urea Integrated Dosing Unit Skid

3V103 2V103
To No.1 Engine
Urea
IDU #1 4V103 Supply
Station

To No.2 Engine

IDU #2 1V101

Urea
2V101 1V102 Storage
To No.3 Engine Tank (S)
(40 wt. %)
IDU #3 3V101 2V102 5V102 TE

LT
5V105 5V106
4V101 3V102
To No.4 Engine
5V101 Drain Fit
IDU #4
4V102 5V103 5V104

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 67 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.4.10 SCR System for G/E In this project, Aqueous Urea solution (40wt %) is used as a reduction 3. Main component
agent, which used to reduce the NOx content of the flue gas. Aqueous
1. General Description urea solution shall be vaporized and decomposed thermally and SCR Reactor with Catalyst
hydrolyzed to ammonia and iso-cyanic acid in the duct of the engine.
Selective Catalytic Reduction (SCR) selectively removes the oxides of Urea is completely decomposed to ammonia and iso-cyanic acid vapor as
nitrogen (NOx) in the exhaust gases of stationary sources in the presence following reactions
of a catalyst using ammonia (NH3) as a reduction agent. By chemical
reaction, this system produces harmless nitrogen (N2) and water vapor • H2N-CO-NH2(Urea) + Heat → NH3 + HNCO (Iso-cyanic acid)
(H2O), which are discharged into the ambient air. The ammonia is • HNCO + H2O → NH3 + CO2
injected and mixed with the flue gas prior to entering the catalyst. The
reaction formula and sketch of the SCR system concept are shown
below: The iso-cyanic acid which is not completely converted to ammonia would be
changed to ammonia on the catalyst surface.

2. Specification

Maker: PANASIA
Model: PaNOx Marine

SAMSUNG/GASLOG/ABS
Utility Consumption

• Dry Air

- Soot Blower: 2.5 m3/cycle

- Injection Nozzle: 8.5 m3/h
- Total Consumption: Abt. 11 m3/h (per system)

The NOx concentration in the flue gas is generally low and the quantity
• Reducing Agent (Urea Solution)
of the flue gas is relatively high, therefore the catalyst used in the SCR
system must provide very high efficiency, reliable performance.
- Composition: 40% wt.
- pH: 8~9
The NOx removal reactions within the catalyst depend on flue gas Type: Vertical
- Density at 20 ℃: 1,101 kg/m3
temperature. To meet this requirement and to achieve a high activity of Material: A516-70
the catalyst, the SCR is located in the exhaust gas duct of the boiler - N2 Content: 46%
Design Volume: 8.48 m3
which is a suitable temperature zone for the catalyst reaction. - Total Consumption: 45.5 kg/h (per unit-3650 kW)
Design Temperature: 420 ºC
34.2 kg/h (per unit-2750 kW)
Design Pressure: 50 mbar
The relationship between NOx removal efficiency and ammonia slip is No. of Set: 4
shown below. The more ammonia is injected (increase NH3/NOx molar • Electric Power
ratio), the higher NOx removal efficiency is achieved. On the other hand, The SCR catalyst is the key material of the SCR system. The catalyst is
the more ammonia the, the more slip ammonia there will be. Too much - IDU: 0.1 kW/DC24V(per 1 unit)
composed of the active materials for the De-NOx reaction. NOx in
ammonia injection is wasteful and makes the ammonia slip go over the - SCR Control Panel: 4 kW x 220 V x 1Ph x 60 Hz
combustion flue gas reacts on the catalyst surface with injected ammonia.
guarantee limit. - Total Consumption: 4.4 kW
The several SCR catalyst elements are bundled with the stainless steel
frame; it is called a catalyst module so that the SCR catalyst can be easily
The PaNOx system for this project is designed so that the catalyst handled for transportation and installation in the reactor.
performs the required De-NOx efficiency within the limited-slip NH3.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 68 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
Catalyst Max. Capacity: 60 kg/h Urea Mixer with Injection Unit
Power: DC 24 ~27 V
Ambient Temperature: 50 ºC
Urea: Aqueous Urea Solution(40% wt)
Dosing Pressure: 3.5 bar
Dosing Range: Max. 60 kg/h
No. of Set: 1

The aqueous urea is flow-controlled by the demand signal at the PLC of

the control panel. The PLC’s demand signal is determined by the table of
Engine’s load signal vs. a required reagent flow rate. It is injected into
the SCR inlet duct through the ammonia injection nozzle.

This Urea Dosing Unit is the system for feeding the ammonia at the
Type: Honeycomb/NH-SCR-30 upstream of the SCR catalyst. Aqueous urea is converted to ammonia
Chemical Composition: V2O5-W03-TiO2 vapor and HNCO (iso-cyanic acid) in exhaust gas duct after the engine
Catalyst Volume: 2 x 2.25 m3 (3650 kW) before the catalyst. Mechanism of urea decomposition can be described Operating Temperature: Internal: up to 450 ℃
2 x 1.71 m3 (2750 kW) below:
External: 0 – 75 ℃
Module Dimension: 313(W) x 313(L) x 485 mm(H) Power Consumption: 4.5 kW, DC 24V

SAMSUNG/GASLOG/ABS
Catalyst Weight: 24.5 kg per 1 module Step Chemical Equation Reaction Place
NH2-CO-NH2 (Aqueous) Heat Up Injection
Catalyst Layer: 2 layer 1 4. Urea Solution (for information)
NH2-CO-NH2(molten) + xH2O(gas) Decomposition chamber
Catalyst per Module: 5 x 5 = 25 catalysts
Operating Temperature: 268 ~ 415 ºC NH2-CO-NH2(molten) Injection
2 Decomposition Item Unit Description
Allowable Temperature: 240 ~ 420 ºC NH3(gas) + HNCO(gas) chamber
Composition Wt% 40
HNCO(gas) + H2O(gas) Catalyst
3 Hydrolysis Tolerance % ± 0.5
Integrated Dosing Unit (IDU) NH3(gas) + CO2(gas) surface
Chemical formula - (NH2)2CO
Definition - Deionized water solution
Air Distributor
Molecular weight g/mol 60.06
PH in 10% solution at 20 ºC - 8~9
3
Density at 20 ºC Kg/m 1101
Crystallization temperature ºC -0.7
Recommend max. temperature ºC < 35
Alkalinity as NH3 % N/A
Carbonate as CO2 % < 0.1
Biuret mg/kg < 0.5
Fe mg/kg < 0.1
Ca mg/kg < 0.1
Mg mg/kg < 0.1
PO4 mg/kg < 0.5
Salting out temperature ºC 8
Viscosity mPas 1.38
Max. Pressure: 10 bar N2 Content % 46
Adjusting Pressure: 0.5 ~ 8.5 bar
Ambient Temperature: 60 ºC

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GASLOG WESTMINSTER Machinery Operating Manual
5. Installation for Catalyst

De-NOx catalyst has been produced in many shapes and manufacture

methods. There are two common types of catalysts. The first one is coat
catalyst raw material to metal or ceramic. The second one has produced a
Honeycomb shape catalyst by extruder using catalyst raw material.

SCR catalyst in Honeycomb shape is:

• Excellent performance in De-NOx <Fig. 1 Catalyst Module> <Fig. 2 Lifting Device>

• Low-pressure loss after installed
• High capacity in exhaust gas process Installation & Handling of Catalyst module
• Prevent erosion by exhaust gas dust
• Reduce the operating cost of the catalyst by considering catalyst • Purpose: For the marine application, use as references for • Installation of the module inside the reactor
regeneration. installation & handling of the box type

Honeycomb SCR catalyst block has length and width and then cross- SCR catalyst inside of the reactor.
section (D×D) is 150 mm × 150mm. Honeycomb is possible to produce
SCR catalysts in various lengths (L 300 ~ 1,100mm) and cell types (25 ~ If module weight is under 25kg, it is possible to handle by one person

SAMSUNG/GASLOG/ABS
35cell). using a lifting tool.

• Preparation: Fresh catalyst modules, Lifting Device, Sealing

Gasket, Plywood, Dolly inside the reactor and other safety
supplies Matters that require attention
• The unloading process is the reverse of installation.
1) Don't give impact at catalyst module: Catalyst can be defected by
any kind of impact.

2) Stored indoors and avoid moisture contact.

3) The module should be a move in the correct direction and do not

Catalyst Module
change upside-down direction. It is possible to lay down module
but it can defect if turn up the module.
In order to prevent damage and increase ease of movement, the SCR
• There are two holes on each side. (Lifting Device Installation Hole)
catalyst is delivered in the module as Fig. 1. The catalyst module
4) Please use lifting devices for handling of the module with the
contains 2~4 catalyst blocks (normally 2 in width, 2 in length), and the
proper installation with 1 pair of lifting devices on both sides of
buffer is used between catalyst blocks.
the module.
The module is designed with insufficient strength and temperature. And
5) For the installation, please check the module arrangement with
it is manufactured to lift easily in installation using a lifting device like
the location of the reactor door
Fig 2.

• - Assembly method of the module: Bending

• - Module & lifting device material: Carbon Steel
• - Buffer: Ceramic wool

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GASLOG WESTMINSTER Machinery Operating Manual
Storage before Installation No remaining flue gas is allowed in the SCR reactor. Except for SCR Control Panel
this, no special precautions are required.
• The best way to store the catalyst modules is in a storage building. Power supply: 4kw x 220V x 1Ph x 60 Hz
You can store the catalyst modules on the pallet at most 2 layers 4) Prevention from moisture due to a long time stopped PLC & HMI: Siemens
high. No. of Set: 1
• We do not recommend storing the catalyst modules out-door. In order to prevent catalyst inactivity and strength loss, the
In case you have no other possibility it is acceptable for a short catalyst should not be contacted with moister. (Wetting due to rain
period. and condensation during shut down)
• The modules still have to be packed as delivered (with wooden
packed on a pallet). You can place the modules on the ground NOTE
(concrete foundation) and cover something for avoiding moisture. • Stop the ammonia injection when the gas temperature below
• Please take care that the module will not get wet. minimum operating temperature.
• Stop of ammonia injection should be before SCR operation
The catalyst in the Reactor after installation shut down.
• Adjust ammonia injection when NOx concentration is lower in
• In this case, the catalyst modules are already installed in the SCR the flue gas.
reactor but the first startup (flue gas through the reactor) did not take • Before SCR shutdown, inject air to remove ammonia and to
place. prevent plugging in the nozzle.
• There are no special conditions of humidity or temperature which you

SAMSUNG/GASLOG/ABS
have to meet. CAUTION
• Only the catalyst must not get wet.
During shut down period, don’t wash with water and blow steam
soot (But it is possible to use confirmed washing solution based
6. Operation
on plan). There should be no leaking from the soot blower. During
management do not wet the catalyst by an opening door. Prevent
1) Minimization of Catalyst Damage
wetting the catalyst by covering the vinyl sheet on tube washing.

The operation temperature should never be higher than the 5) Check & Injection flow control & Soot Blowing if necessary
maximum continuous operating temperature. In the case of normal
operation do not inject ammonia at temperatures lower than - Catalyst shall be checked once in 6 months.
minimum continuous operating temperature. - The differential pressure is sensed to be protected SCR system
by system logic. In case of differential pressure is rapidly
2) Precaution by startup changing, soot blower shall be operated.
- The warranty period of the catalyst is 16,000 hours of operating
When the catalyst reaches a temperature at the inlet and outlet of time or 2 years after the catalyst installation.
minimum operation temperature the safety valve for the ammonia - After a warranty period, please request to take a performance
should be opened. After that, the control valves open and starts to test every three months. (Please check the design performance
control the amount of injected ammonia respectively start to of the technical specification for performance data)
control the NOx emission. - Please make sure that the catalyst should be replaced according
to the performance test results.
3) Precaution by Shutdown

The first step of the SCR shutdown is to close the ammonia safety
valve right away or latest at the minimum operating temperature.
Normally during the shutdown, the SCR reactor will be flushed
with fresh air.

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GASLOG WESTMINSTER Machinery Operating Manual
Alarm & Trip List

No Tag No Description Status Action Normal Range Set Point

1 #TT-201 SCR Inlet Temperature L Alarm 268 ~ 365 ºC 260 ºC
2 #TT-201 SCR Inlet Temperature LL Alarm/Shutdown 268 ~ 365 ºC 255 ºC
3 #TT-201 SCR Inlet Temperature H Alarm 268 ~ 365 ºC 400 ºC
4 #TT-201 SCR Inlet Temperature HH Alarm/Shutdown 268 ~ 365 ºC 420 ºC
5 #TT-202 SCR Inlet Temperature H Alarm 268 ~ 365 ºC 400 ºC
6 #TT-202 SCR Inlet Temperature HH Alarm/Shutdown 268 ~ 365 ºC 420 ºC
7 #PDT-201 Catalyst Differential Pressure Transmitter H Alarm 0 ~ 110 mmH2O 150 mmH2O
8 #PDT-201 Catalyst Differential Pressure Transmitter HH Alarm/Shutdown 0 ~ 110 mmH2O 160 mmH2O
9 5PT-301 Atomizing Injection Air Pressure Transmitter L Alarm 3 bar 2.5 bar
10 5PT-301 Atomizing Injection Air Pressure Transmitter LL Alarm/Shutdown 3 bar 1.0 bar
11 IDU# Urea Supply Pressure L Alarm 85% Urea Flowrate for each Engine Load
12 IDU# Urea Supply Pressure LL Alarm/Shutdown 80% Urea Flowrate for each Engine Load
13 IDU# Urea Supply Pressure H Alarm 115% Urea Flowrate for each Engine Load
14 #V206A/B, #V207A/B Soot Blower Valve for No.1 & 4 Reactor - On/Off - 60 mmH2O

SAMSUNG/GASLOG/ABS
15 #V206A/B, #V207A/B Soot Blower Valve for No.2 & 3 Reactor - On/Off - 50 mmH2O
16 - Urea Tank Level Low L Alarm - -

** Note: L (Low), LL (Low-Low), H (High), HH (High-High)

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GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.5a Steering Gear Hydraulic Diagram

Key
No.1 Cylinder No.2 Cylinder Hydraulic Oil Line

No.3 Cylinder No.4 Cylinder

Button Button
Isolating Valve Isolating Valve
IV-1 (AC 220V) IV-2 (AC 220V)

SAMSUNG/GASLOG/ABS Sett. Pressure

280 bar

Button Button
Unloading Unloading
Device Device
(AC 110V) (AC 110V)

Sett. Pressure
From 18 ~ 20 bar From
Storage Tank Storage Tank

T˚ T˚
Torque Torque
No.1 Oil Tank Motor No.2 Oil Tank Motor
LVDT LVDT

Filter Filter
No.1 No.1 No.2 No.2
Main Pump M Servo Pump M Main Pump M Servo Pump M

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GASLOG WESTMINSTER Machinery Operating Manual
2.5 Steering Gear 2. General Description 3. Main Parts

1. Specifications The electrical pump control (continuous control) steering gear is of the Tiller
“Rapson slide type” construction and consists mainly of a tiller, ram and
Maker: Flutek Ltd. ram pin, a hydraulic cylinder, valves and piping, an axial piston pump, and
Type: FE21-177-T050-45DC a pump control unit.
No. of sets: 2
Construction: 2-ram, 4-cylinder, Rapson-slide The hydraulic pump is tilted and discharges the oil through the control box
type and the pump control unit according to the order signal of the rudder angle
Power unit: 2 identical types
from the steering stand.
(1 unit standby)
Control system: Electrical pump control system
The ram thrust produced by the pressure oil is transmitted to the tiller arm
Steering method: Remote control from the bridge
through the ram pin and the roller bearings and is converted to the torque of
through the autopilot system
the tiller keyed to the rudder stock. Then the rubber is moved.
Local control through the pump
control knob
The signal of the actual rudder angle is directly feedbacked to the steering
S/G torque at max. working pressure: 1740 kN∙m x 177 ton∙m
stand by means of the repeat back unit, and when it coincides with the
Max. working pressure: 22.0 MPa
signal of the order rudder angle, the rudder stops.
Safety valve design pressure: 27.5 MPa
Rudder turning angle normal speed

SAMSUNG/GASLOG/ABS
Thus, in the control system of the electrical pump control (continuous
(above 13 knots): STBD 35 deg./PORT 35 deg.
control) steering gear, the actual rudder angle is directly compared with the The tiller made of cast steel and designed and manufactured according to
Rudder turning angle under max.
order rudder angle and the deviation signal between the order and the the requirements of the classification society is fixed to the rudder stock
12 knots ship speed: STBD 45 deg./PORT 45 deg.
actual rudder angles controls directly the tilting angle of the hydraulic with the key. On the fork-type openings of the tiller, the hardened steel
Mechanical limit rudder angle: STBD 47 deg./PORT 47 deg.
pump. plates are bolted, and they directly come in contact with the roller bearing
Rudder turning speed by one power unit: 65 deg. x 28 sec.
Diameter of ram: 250 mm of the ram. According to the rotation of the roller bearing on this surface,
Normal radius of tiller arm: 635 mm Therefore, the steering gear can obtain a very fast response and an accurate the linear movement of the ram is converted to the circular motion of the
rudder angle, and the ship can keep her heading correctly with less steering tiller.
Main Hydraulic Pump order.
Ram and Hydraulic Cylinder
Type: LV-120-410R10 This improves the propulsion efficiency remarkably and consequently can
Max. tilting angle (stoke): 24.2 deg. (36.9 mm) achieve great savings on the fuel consumption of the main engine.
Max. outlet flow: 184 L/min
Motor: 55 kW x 440 V x 1800 rpm One or two sets of the hydraulic pump and electric motor are provided.
They have enough capacity to operate the rudder within the time required
Servo Pump by the classification society.

Type: JP20-6.5F21-S6-R
Type unit: Gear pump
Motor: 0.75 kW x 440 V x 1800 rpm

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 74 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.5b Steering Gear Block Diagram

No.2 Pump No.1 Pump

Running Running

No.2 Level Switch No.1 Level Switch

“Low” Level “Low” Level

Engine Control Room Navigation Bridge

Alarm Alarm

No.1 & No.2 Cylinder Isolation No.3 & No.4 Cylinder Isolation
(IV-2 : ON) (IV-1 : ON)

SAMSUNG/GASLOG/ABS No.2 Level Switch

“Low-Low” Level
No.1 Level Switch
“Low-Low” Level

Yes No No Yes

No.2 Pump No.2 Pump No.1 Pump No.1 Pump

Start Running Running Start

No.3 & No.4 Cylinder Isolation No.1 & No.2 Cylinder Isolation
(IV-2 : OFF) & (IV-1 : ON) (IV-1: OFF) & (IV-2 : ON)

No.1 Pump No.2 Pump

Start Start

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 75 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
1) The ram is made of carbon steel for machine structural use, and a  Left oil block valve: As the solenoid control valve is de-energized,
hydraulic cylinder made of nodular cast iron. no pressure oil is supplied to the right end of the main spool, and
the valve is in the position where ports AV and BV are bypassed
2) The ram pin is incorporated into the center of the ram whose and AC and BC are closed. Thus, the pressure oil from the running
surface has been finished with high accuracy, and the rotatory pump and the hydraulic cylinders is stopped at the valve, and no
roller bearings are fitted into the upper and lower parts of the ram pressure oil is applied on the idling pump. The idling pump,
pin and directly come in contact with the fork-type openings of therefore, will not be driven in the reverse direction. The solenoid
the tiller arm. control valve is energized a few seconds after the starting of the
electric motor (after the electric motor reaches the rated revolution)
The ram thrust is transmitted to the tiller through the ram pin. by means of a timer. Therefore, the electric motor can be started
Therefore, the ram pin is subjected to a strong force, but this can under low-load conditions due to the non-application of the
be dealt with by employing a material with high tensile strength. pressure oil from the cylinder on the pump. Also, the solenoid
The oil-less metal is fitted in the bore of the roller bearing and control valve has the following functions in the electrical pump
minimizes the rotational friction between the ram pin and the control (continuous control) steering gear:
roller bearing. Also, lubrication of the bearing with oil is  During the operation of the rudder limiter, the steering gear can be
unnecessary. instantaneously stopped by being put in the “OFF” condition.
Oil Tank
 Upon the failure of the control source, the steering gear can be
3) Four (or two) hydraulic cylinders that move the two sets (or one automatically stopped by being put in the “OFF” condition.
The oil tank is made of cast iron and is mounted on the hydraulic cylinder.
set) of ram are securely installed on the bedplate of the hull. A pair  As with the main spool and spring, the safety valve and the spring-
Inside the tank, the hydraulic pump and the linkage necessary for tilting the

SAMSUNG/GASLOG/ABS
of opposed hydraulic cylinders are connected with the ram guide loaded check valve for replenishing the hydraulic cylinder are
pump cylinder and the pipes are installed, and outside the tank, a pump
bar, and a pair of parallel hydraulic cylinders (in the case of four integrally mounted on the valve casing, and the OB valve is
control unit, a servo pump unit, and a valve unit are mounted. An oil filler
cylinders) is connected with the connecting bracket. installed outside the oil tank, as a part of the valve unit.
with an air breather, oil filter, oil level gauge, oil level switch, thermometer,
drain plug, etc. is also provided on the tank.
4) The hydraulic pump unit and the electric motor are installed on the 4. Continuous Control System
hydraulic cylinders. Inside each hydraulic cylinder, neck bushing
Oil Block Valve
is provided, which supports the ram and withstands the The signal of the order rudder angle is compared with the feedback signal
perpendicular component force of the ram. Five of the actual rudder angle at the steering stand, and its deviation signal is
Only one pump can be started provided that two or more pumps are
transformed into the pump control signal in the control box.
installed and also that a piping connection is ready for the parallel running
V-packings are also provided inside each hydraulic cylinder, for
of the pumps, and that the pressure oil delivered from the running pump
preventing oil leakage. The packings are tightened by the adapters Through this signal, the torque motor is driven and the hydraulic pump is
will not actuate the ram but will merely drive the idle pumps in the reverse
and the packing gland and have a superior sealing effect. tilted through the hydraulic regulator. The oil is consequently discharged
direction. The oil block valve is a provision for preventing the reverse
from the hydraulic pump and applied to the hydraulic cylinder, and the
driving of the idle pump. The oil block valve consists mainly of the main
The rudder movement is indicated by the rudder angle indicator tiller will be rotated through the ram and the ram pin.
spool, spring, and valve casing with ports.
plate fitted between the opposed hydraulic cylinders. The max.
turning angle is limited by the rudder angle limit switches at about The torque motor is stopped when the pump tilting angle reaches the angle
Operation
36.2 degrees, although the max. the working angle is 35 degrees. corresponding to the pump control signal because the electric signal of the
Also, the rudder movement is mechanically restricted by the pump tilting angle is feedbacked to the control box by the differential
• Right oil block valve: As the solenoid control valve is energized,
stopper plug at the bottom of the hydraulic cylinder (about 37 transformer in the pump control unit.
the pressure oil delivered from the running pump reaches the right
degrees).
end of the main spool through a hole on the valve casing; moves
In proportion to the nearing of the actual rudder angle to the order angle,
the main spool to the left, against the spring; and passes the
the hydraulic pump returns to the neutral position due to the reverse
AV/AC and BV/BC, which are opened. Then the pressure oil from
rotation of the torque motor, and the tiller stops when the actual rudder
the pump is distributed to the hydraulic cylinders and actuates on
angle coincides with the order angle and oil is not discharged from the
the ram.
hydraulic pump because the electric signal of the actual rudder angle is
feedbacked to the steering stand by the repeat back unit.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 76 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Construction Repeat Back Unit Local Steering

Control Box This unit is mechanically connected to the tiller to feedback the electric In the failure of the control system in the wheelhouse (bridge) or during the
signal of the actual rudder angle to the steering stand. This unit is supplied adjustment operation of the steering gear, the steering gear can be operated
This box is supplied by the autopilot manufacturer to transform the by the autopilot manufacturer. by the pump control knob of the pump control unit mounted on the oil tank
deviation signal from the steering stand into the pump control signal and to in the steering gear room.
drive the torque motor. It also controls the solenoid control valve when the Rudder Angle Limiter The steering gear is controlled through the following procedure:
rudder angle limiter is operated.
The rudder angle limiter is provided to instantaneously stop the movement 1) Disconnect the control box from electric power.
Pump Control Unit of the steering gear by cancelling the electric signal to the torque motor and
de-energizing the solenoid valve. Consequently, the OB valve is unloaded 2) Push the manual button of the solenoid control valve for the
This unit consists of a hydraulic regulator, a torque motor, a pump tilting when the steering gear is moved for any reason beyond the max. working unloading device, and lock it by means of the lock nut.
angle indicator plate, and a differential transformer. angle (35 degrees on each side). The limit switches are mounted between
the opposed hydraulic cylinders and are operated by the movement of the 3) Operate the steering gear by turning the pump control knob while
The pump control signal from the control box drives the torque motor, and ram. watching the pump tilting angle indicator plate and rudder angle
the hydraulic pump is continuously controlled through the hydraulic indicator plate.
regulator. The differential transformer is also provided to feedback the 5. Steering Method
electric signal of the pump tilting angle to the control box. The pump 4) When the steering gear reaches the desired angle, release the pump
control knob for local steering is usually mounted on the pump control unit The steering gear can be operated through the following methods, assuring control knob. The knob and the hydraulic pump will return to the

SAMSUNG/GASLOG/ABS
and used when the autopilot system fails or when the steering gear is correct and easy handling and changing: neutral position, and the steering gear will stop automatically.
adjusted.
1) Automatic steering by the remote control system in the wheelhouse 6. Automatic Isolation System
Servo Pump Unit
2) Hand steering by the remote control system in the wheelhouse This steering gear is so arranged that in the event of loss of hydraulic fluid
The servo pump unit is provided to supply pressure oil to the hydraulic (follow-up control/non-follow-up control) from one system, the loss can be detected and the defective system is
regulator and the OB valve and is mounted on the oil tank. The servo pump automatically isolated within 45 seconds so that the other actuating system
is coupled to the electric motor through the flexible coupling and is started 3) Local steering in the steering gear room (by the pump control will remain fully operational (50% torque remaining).
before the main pump/motor. knob)
Construction
Relief Valve for the Servo Pump Normal Steering
This system consists of a standard 2-ram, 4-cylinder steering gear
A relief valve is mounted on the manifold of the valve unit to adjust the Normal steering is done through the above-mentioned methods (method (1) controlled by one or two power units. In addition to the steering gear, it will
servo pressure. The adjusting pressure is 18-20 bar and is set before or (2)). be necessary to provide the following equipment:
delivery.
The steering gear can be operated with all the hydraulic cylinders and 1) 2 x Isolating valves
Line Filter combinations of hydraulic pumps, to meet the requirements of the
classification society. Also, the changing over of the hydraulic pump can be 2) 2 x Level switches with “LOW” & “LOW-LOW” level positions
The working oil flowed from the inlet of the filter by the servo pump is done through the remote control of the electric motor. with a test bar
filtered while passing through the filter element from inside to outside.
Upon reaching the outlet, it actuates the hydraulic regulator and OB valve. The rudder angle can be freely controlled by the order signal of the remote 3) Electric control panel for the automatic isolation system
The filter consists of the filter head with a visual indicator and bypass valve control system from 35 degrees on either side to 35 degrees on the other
(relief valve), filter case, filter element, etc. side. 4) Alarm panel for the automatic isolation system in W/H & ECR

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 77 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Operation

Two identical power actuating systems with either one or two power units
act simultaneously in normal operation.

1) Failure mode operational sequence in one power unit running: With

No.1 Power Unit running and No.2 Power Unit stopped if the loss
of oil occurs, the following sequence will take place:

a) The oil level in No.1 Oil Tank goes down to the “ALARM &
LOW” position, audible and visual alarms are given on the
navigating bridge and in the machinery space.

b) No.1 Isolating Valve (IV-1) is automatically energized, and the

hydraulic system associated with the No.2 Power Unit is
isolated.

c) If the oil loss is in the hydraulic system is associated with the

No.2 Power Unit, steering will be carried out by the No.1 Power

SAMSUNG/GASLOG/ABS
Unit and its two related cylinders (No.3 & 4), giving 50%
torque.

d) On the other hand, if the oil loss is in the hydraulic system

associated with the No.1 Power Unit, the oil level in No.1 Oil
Tank goes down to the “LOW-LOW” position. Then No.2
Power Unit is automatically started. Also, No.1 Isolating Valve
(IV-1) is automatically de-energized, and No.2 Isolating Valve
(IV-2) is automatically energized. Then No.1 Power Unit is
automatically stopped. Steering will now be carried out by the
No.2 Power Unit and its two related cylinders (No.1 & 2),
giving 50% torque.

If No.2 Power Unit is running and No.1 Power Unit stopped, No.1 and
2 Power Unit and No.1 and 2 Isolating Valve are replaced in the above
sequence.

2) Failure mode operational sequence in both power units running:

If the oil level in No.1 or 2 Oil Tank goes down to the “LOW-
LOW” position, the isolating valve will be suitably operated.

3) In case only one power unit is running, if the low alarm in the oil
tank of the standby power unit is activated, the standby power unit
is automatically started. Then both power units will be running.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 78 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.6a Ship Performance Monitoring System

Engine Room Engnie Control Room

Ship’s UPS
220 VAC

STBD
Shaft Power Sensor 1
PC-LAN
SPS-100.1
Shaft Ring
Stationary Unit
PC-JB1
(PC-T1)

Printer

To/From IAS
Junction Box

SAMSUNG/GASLOG/ABS
220 VAC

PORT KYMA PERPORMANCE MONITORING

Shaft Power Sensor 2 Display Unit

SPS-100.2 KDU-210.1
Shaft Ring KDU-200

Stationary Unit

Terminal Strip
KDU-TI200.1

Junction Box Analogue Outputs

No.1 M/E Shaft Power (4 - 20 mA)
Analogue Outputs
220 VAC No.2 M/E Shaft Power (4 - 20 mA)

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 79 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
2.6 Ship Performance Monitoring System 2. General Description The screen module has touchscreen control for adjusting the brightness and
for access to various system parameters and functions.
1. Specifications Kyma Ship Performance is a system for the continuous monitoring of
engine and propulsion performance data. The system can be adapted to 4. Input Data
Power supply voltage: 220 VAC various types of vessels and machinery configurations and is also very
System units: SI flexible with regard to the type and number of signal inputs. The following data are online inputs for the ship performance system:

Shaft Power Sensor, SPS-100.1 The ship performance system is integrated with Kyma shaft power meters • Shaft power #1, Port
(KPM) for the continuous measurement of the shaft power, torque, thrust, • Shaft torque #1, Port
Max. power (MCR): 12084 kW and revolutions for both propeller shafts. KPM has one display and a KDU- • Shaft revolutions #1, Port
RPM at max. power: 74.0 rpm 200-type controller unit installed in the ECR console. • Shaft thrust #1, Port
Shaft shear modulus: 82400 N/mm2 • Shaft power #2, Stbd
Outer intermediate shaft diameter: 500 mm The data from the shaft power meter are transferred to a system computer • Shaft torque #2, Stbd
via the serial data line. Other inputs to the system computer are inputted via • Shaft revolutions #2, Stbd
Port Propeller a data line connected with the vessel IAS. • Shaft thrust #2, Stbd
• FO flow to each M/E
Type of propeller: Fixed pitch Generation of fuel consumption reports, graphical presentation of • FO temp. to each M/E
Propeller pitch: 8.2950 mm/rev performance data, trending, and system overall control will be done by a • Gas mass flow to each M/E
system computer located in the ECR. This computer is connected to an • FO flow to each G/E

SAMSUNG/GASLOG/ABS
Starboard Shaft Power Sensor, SPS-100.2 inkjet printer. The computer hardware power supply is signaled by a • FO temp. to each G/E
separate UPS. The supplied computer can be connected to the vessel LAN. • Gas mass flow to each G/E
Max. power (MCR): 12084 kW • FO flow to the aux. boilers
RPM at max. power: 74.0 rpm 3. Kyma Shaft Power Meter • FO temp. to each aux. boilers
Shaft shear modulus: 82400 N/mm2
• Gas mass flow to GCU
Outer intermediate shaft diameter: 500 mm
Kyma shaft power meter (KPM) is an instrument for the continuous • Gas properties
measurement of the torque, thrust, revolutions, and power on a rotating • Generator output power for each G/E
Starboard Propeller
shaft. The instrument is primarily designed for marine applications. • Generator speed, rpm, each G/E
• El. prop. motor input power (1 & 2)
Type of propeller: Fixed pitch
The shaft power sensor measures the shaft torque and thrust using the strain • Ship speed by log
Propeller pitch: 8.2950 mm/rev
gauge technique. The instrument consists of an aluminum ring clamped • Ship position, GPS
onto the shaft, a stationary unit located next to the shaft, and a terminal • Heading
Display Unit KDU-210.1
junction box for signal and power connection. The shaft ring contains • Wind relative speed
electronic components for signal processing and transmission, and will also • Wind relative direction
Location: ECR
serve as a protection for the strain gauge, which is glued to the shaft surface. • Depth of water
Type: Flush console
• Wave height, direction, and period
Serial output: RS-232 to PC-T1
The signals are transferred as frequency-modulated signals to the stationary • Swell height, direction, and period
Power supply: 220 VAC
unit through the contact-free transmission. The shaft revolutions are • Ship motions (roll, pitch, amplitude, and period)
Program version: KPM-P/Twin Shaft
measured via sensing of magnets on the shaft ring. The signal processor in • Rudder angle, Port, & Stbd
the stationary unit then calculates the shaft power and total energy. • Ship draft fwd.
Terminal PC-T1 (Inside PC-JB1)
• Ship draft mid-Port
The Kyma display unit (KDU-210) handles data communication with the • Ship draft mid-Starboard
Location: Wall-mounted
shaft power sensor and presents the calculated data. KDU-200 consists of a • Ship draft aft
Serial output: Yes
flat LCD screen module and a processing unit that can be flush-mounted in • Atmospheric temperature
Power supply: 220 VAC from UPS
the ECR console or installed in brackets on the top of the console. • Atmospheric pressure
• Total cargo (M3)

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 80 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Some input data will be set manually through the computer keyboard in the • Pilot fuel MGO to the G/Es • Shaft power vs. revolutions, each propeller
ECR. These are data that are constant for a long period of time, such as: • Equivalent MDO mass flow to the G/Es • Shaft power vs. ship speed
• HFO mass flow to the aux. boilers • Specific fuel rate vs. engine power for each G/E
• HFO specific gravity at 15 °C • MGO mass flow to the aux. boilers
• HFO low calorific value • Gas mass flow to GCU Presentation of trends:
• HFO sulphur contents • MGO mass flow to GCU
• MGO specific gravity at 15 °C • Real electrical power for the auxiliaries • Long-term trend capability of up to the vessel lifetime of the
• MGO low calorific value, kJ/kg • Ship speed by log selected vessel performance data subject to changes over time,
• MGO sulphur contents • Ship speed over the ground (GPS) such as speed loss due to hull fouling and an increase of the main
• Gas properties (including the LCV of gas) • Heading engine specific fuel rate
• Clean fuel leakage, each type of G/E • HFO density • Short-term trending of any four selectable parameters on a
• Integration time setting for EEOI calculation • HFO lower calorific value selectable time basis up to 15 days. The resolution is 1 point per
• Price in USD for gas/MGO/HFO • MGO density 15 seconds.
• MGO lower calorific value
The date and time of the last entry are always stored and will be displayed • Gas lower calorific value Accumulated Data
upon request when changing constantly, and on the fuel consumption • EPS efficiency
reports. In case of an error in the input data from the data logger, or data • Ship overall efficiency The accumulated data on the present voyage are available for output on the
out of range, the system will give an error message and will give the • Propulsion efficiency supplied computer.
operator a possibility to bypass the signal by setting it to offline mode and • Specific fuel rate, each G/E

SAMSUNG/GASLOG/ABS
giving it a constant value. • Emission CO2 The following data are available:
• Emission SO2
5. Output Data • EEOI • Total time this voyage
• Wind relative speed • Energy to the propeller
A wide range of output information modes is available from the system • Wind true speed • Energy output from the G/Es
computer monitor and printer. All output data will be presented in SI units • Wind relative direction • HFO/MGO to the G/Es
or according to the system specifications. • Mean draft • Gas mass flow to the G/Es
• Trim • Pilot fuel to the G/Es
Instant Values – Kyma Ship Performance • Rudder angle Stbd & port • Clean FO leakage from the G/Es
• Rate of turn • Gas mass flow to GCU
Numerical • Water depth • MGO mass flow to GCU
• Fuel costs (all types) • ISO eq. MDO cons. to the G/Es
All logged and calculated parameters can be outputted to the computer • Ship list • HFO/MGO to the aux. boilers
monitor and printer. The typical updating time is 15 seconds. • G/Es’ speed, each G/E • Emission CO2
• G/Es’ electrical power, each G/E • Emission SO2
The following instant data are available: • G/Es’ electrical power, total • Sailed distance through water
• G/Es’ engine output, total • Sailed distance over the ground
• Shaft revolutions • MGO mass flow to IGG • MGO flow to IGG
• Shaft torque, each shaft
• Shaft thrust, each shaft Graphical Reporting Capability
• Shaft power, each shaft
• Brake power, each G/E Presentation of performance curves where the actual condition is indicated • Print copy function of all display modes
• Shaft speed, each G/E as a plot in the graph with numerical indication and deviation from the • Noon-noon report. Accumulated data for the last 24 hours
• HFO mass flow to the G/Es performance curve. The performance curves are derived from the model • Voyage report, accumulated data for the last voyage
• MGO mass flow to the G/Es tank data or sea trial data. • Performance trial report
• Gas mass flow to the G/Es • Raw-data generation: ASCII files

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 81 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
6. Ship Energy Efficiency Operational Indicator (EEOI) Influence of the Seawater Currents on the Vessel’s Fuel Consumption

The EEOI index will be continuously calculated and outputted on the The KSP system will include features for calculating the effect of seawater
instant screen and on the fuel consumption reports. The calculation is based currents on a vessel’s overall fuel consumption by going from A to B. The
on the value for the integration time pre-set by the operator. The IMO output will provide data for the additional/less equivalent HFO fuel oil
recommendation for the rolling average integration time is not less than 6 required due to the seawater current on the daily and voyage reports.
months for new vessels and 1 year for existing vessels. Additionally, EEOI
will be calculated for each voyage.

7. Trip Optimization Tool

Kyma Ship Performance will include program functions for optimizing the
vessel trim through the trial-and-error method.

To optimize the ship trim for a given power and draft, the program module
KSP Trim is included in the KSP program.

8. Optimization of Operation of the Main Generator Engines

SAMSUNG/GASLOG/ABS
Optimization of the selection of the main generator engines depending on
the fuel, or combinations of fuels (gas) based on the selection of the
required speed of the vessel

This program will be a module of Kyma Ship Performance for vessels with
multi-engine arrangements.

9. Raw-Data File Generation

All raw data will be recorded and stored in a database in a format that will
allow analysis at any time. The data are to be extracted on demand. The
data shall be shared onboard and transmitted to charterers. A dedicated data
collection system will be established.

10. MARINE SPA Corrections

Correction to the Shaft Power due to Ambient Conditions

This section will describe the influence of the ambient conditions on the
ship performance during the sea trial.

The corrections will take into account the effects of the waves and the air
on the ship’s advance movement.

These calculations are based on the standard and rules of BSRA, ITTC, and
ISO.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 82 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.7a Oil Mist Detection System

Remote Monitoring Unit (RMU)

O RS

Voltage Free Contacts

1.0 SQ x 2C x N
AMS
Data Logger for RS485

DC24V Power Supply From E/R DC 24V

2.0 SQ x 2C Dist. Board (ECR)
[ECR]
[E/R]
Junction
Box

SAMSUNG/GASLOG/ABS
DC Power x 2C, RS485 Signal x 2C
1.0 SQ x 4C, Shielded
OMD No.01 OMD No.06
MGE Room (P) IGG Combustion

OMD No.02 OMD No.07

Puri. Room (P) Aux. Boiler

OMD No.03 OMD No.08

Purifier Room (P) Steering Gear No.1

OMD No.04 OMD No.09

Purifier Room (S) Steering Gear No.2

OMD No.05
Hyd. Power Pack Room

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GASLOG WESTMINSTER Machinery Operating Manual
2.7 Oil Mist Detection System Oil mist, whose droplet size is between 1 and 10 ㎛, is generated when At the RMU, alarm setpoints are set, and alarm output relay contact types
liquid fuel oil, lubricating oil, or hydraulic oil that have leaked out from can be selected. Other settings or selections necessary for the system
1. Specifications equipment come in contact with surfaces with temperatures above the configuration are also performed at the RMU, and the configuring data
boiling points of oils and vapors, such that they generate change on the can be displayed on the LCD.
Remote Monitoring Unit (RMU) micro-droplets when they encounter and mix with lower-temperature air.
The oil spray of droplets greater than 10 ㎛ can also pose a danger 4. Basic Operations
Model: VISION-IIIR
because it can travel far from its source and can contact a hot surface,
Power: 24VDC Measurement Data Reading
thus generating oil mist there when it may be considered safe if things
were normal.
Atmospheric Detector The oil mist concentration data obtained by the detectors can be read on
the RMU LCD in two ways: by reading them in digital figures and by
If the concentration of oil mist in a closed atmosphere increases above
Model: VISION-IIIA reading them in bar-graph charts.
the least explosion level (LEL) of the oil and there is a heat source in the
Resolution: 0.01 mg/ℓ
same area with a temperature higher than the ignition point of the oil, the
Measuring range: 0 ~ 5 mg/ℓ 1) Digital figures are automatically shown on the LCD when the
mist will ignite and can cause a disastrous fire or explosion. According to
Power: 24 VDC supplied through RMU RMU power is turned on, or by pressing the MAIN MENU, 1-
IACS UR M67, the LEL of oil mist is 50 mg/ℓ, and the minimum
QZ, and ENT in turns from any other screen of the menu
ignition temperature of oil depends on the kind of oil and the
2. General Description structure.
atmospheric situation in the room.

NOTE 2) The bar-graph chart is shown by pressing SELECTION from the

Different equipment on a ship can be sources of oil leakage. They are the

SAMSUNG/GASLOG/ABS
The Maritime Safety Committee (MSC) of International Maritime digital figure screen. Pressing SELECTION again will change
pump seals, injectors, pipe connections, and welding points, to name a
Organization (IMO), an institution under the United Nations, publicized the screen back to digital figures.
few. The ignition heat sources for oil mist are the heat exchangers,
on June 18, 2003, a circulation titled ˹A Code of Practice for
exhaust pipes of engines, turbochargers, electric contacts, static
Atmospheric Oil Mist Detectors˼ (MSC/CirC. 1086). In this circulation, Monitoring the Detector Status
electricity, faulty wiring, and high- and low-pressure turbines.
MSC demands its member nations notify their shipbuilders, ship owners
and operators, manufacturers of oil mist detectors, and others concerned The present mist value, peak mist value, slowdown alarm (Mist High
Atmospheric oil mist detectors (AOMDs) are installed in spaces with
of the publication of the code, and to urge them to put the practices of Alarm) set value, and pre-warning alarm set value of each detector can
potential hazards of oil mist generation. They measure the concentrations
the code into action. be read. Also, their status, whether a detector is isolated or on a
of oil mist in the atmosphere and produce alarms, pre-warnings, and high
communication fault, can be monitored.
concentration indication well before the concentrations reach the LEL
Considering the statistics that indicate oil mist as the major cause of fires
(50 mg/ℓ), normally at 5% (2.5 mg/ℓ) of LEL or lower, allowing
on ships, and considering also the fact that the ship industries have 1) Push MAIN MENU, 2ABC, and ENT in turns; select 「2.
operators to have enough time to take appropriate safety actions for
already started to install oil mist detection systems as a measure to Detector Status」on the screen with the △▽ keys; then press
mitigating the situations and preventing them from further developing
prevent fires on ships, this code of practice recommends that all ships
into disastrous accidents. ENT.
with the potential of being a fire hazard due to oil-mist be equipped with
an oil mist detector system.
3. AOMD System Configuration Monitoring the Group Operation Status

Oil mist, which may cause a ship fire, is defined as a mixture of oil
The AOMD system consists of detectors installed in the engine rooms or The status of each group (whether the slowdown relay is isolated or not,
droplets with an about 1 ~ 10 ㎛ size each that cannot be easily generated whether the group is isolated or not) can be known, and the number of
other spaces with potential hazards of oil mist, junction boxes, and
and maintained on ships because they require much higher energy, which remote monitoring units (RMUs) located in areas remote from the detectors in the group can be determined.
is rarely the case on ships. Oil droplets larger than 10 ㎛, which can exist detectors, such as in the control room. The RMU receives the oil mist
in the ship atmosphere when sprayed out by high pressure through the concentration signals (measured in mg/ℓ) from all detectors, and 1) Press MAIN MENU, 2ABC, and ENT in turns; and on the screen,
small breaks in equipment, cannot cause a fire because they require a performs data treatments, including displaying the present concentration select 「1. Group Status」 with the △▽ keys; then press ENT.
very high temperature to be ignited and because they do not stay long in values of all detectors, storing all the measured data for 12 hours,
the air as they are heavy. activating alarms, and displaying the history data of the measured values
and events, such as the concentration alarms and fault alarms.

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GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.7b Oil Mist Detector

Detector

Body Led Lamp (FLT)

Cover Bolt
Cable Gland Led Lamp (PWR) Led Lamp (ALM)

Front Cover
Intake Screen
Discharge Screen
Black Cover

Rotating Bolt

SAMSUNG/GASLOG/ABS
Mounting Base

Remote Monitoring Unit (RMU)

OIL MIST DETECTOR STATUS INDICATION

RUN ALARM FAULT

Group Status, Led lamps

LCD Display 6”, Mono-color, 340 x 240

SYSTEM

System Status, Led

FAULT GROUP ISOLATE

Dedicated Buttons MAIN DISP MAIN MENU ALARM MGR SELECTION

POWER
ON DETECTOR ISOLATE

1 2 3 4 5 ESC
Keys for data input and display manipulation
.QZ ABC DEF GHI JKL

Alarm Acknowledge Button

6 7 8 9
MNO PRS TUV WXY 0 ENT ALARM ACK

Cable Gland

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GASLOG WESTMINSTER Machinery Operating Manual
Reading the Event Log 5. Liquid Crystal Display (LCD) Operation 3) To enter 「DETECTOR STATUS」, from the 「SYSTEM
STATUS」screen, press 2ABC and ENT in turns.
The history of events, including the alarms, operations, and work is done When power to the RMU is turned on, the 「Digital Value」 screen is
on the system, is seen in the order of occurrence. Up to 3,000 events are automatically displayed. To transfer from here to 「MAIN MENU」, the The present measurement value of a detector, the highest
stored. The data can be sorted and displayed by event type.
uppermost menu on the menu structure, press either the ESC or the measurement during the last 24 hours, the Mist High Alarm set
MAIN MENU button. Move to 「Main Menu」 from any other screen by value, the Pre-Warning Alarm set value, the isolation of a
 Press MAIN MENU, 3DEF, and ENT in turns.
pressing the ESC button repeatedly or pressing the MAIN MENU button detector, and the status of the communication link of each
once. detector are shown. Up to seven detectors of a group can be
Reading the History Log
monitored on the screen.

The detector measurement data for the previous 12 hours (in 10-second To access one of the Main Menu items, select the item using the keys,
and press the ENT button. Alternatively, select the item by pressing the To monitor the remaining detectors, press. the keys
intervals) can be read.
alphanumeric key corresponding to the item number, then press the ENT To move to another group, press the keys

 Press MAIN MENU, 4GHI, and ENT in turns. button.

4) To enter 「COMMUNICATION STATUS」, from the 「SYSTEM
Actions on Alarm Activations Pressing the ESC button from any screen will take you to the immediate STATUS」 screen, press 3DEF and ENT in turns.
upper level on the menu structure.
There are six alarms that can be activated from the RMU: 「Pre-Warning Information on the communication arrangement between RMU
Alarm」, 「Mist High Alarm」, 「Fan Fault」 (detector fan trouble), Mist Level Monitor Menu and outside systems or equipment is given.

SAMSUNG/GASLOG/ABS
「Contamination」(detector contaminated), 「Comm. Fault」
1) To read the mist concentration measurements in digital figures: Event Log Menu
(Communication between the detectors and RMU in trouble), and
On the 「Main Menu」 screen, select 「1. Mist Level
「System Fault」 (Communication between RMU and the outside system 1) To enter, select 「3. Event Log」 on 「Main Menu」, and press
Monitoring」 and press ENT.
in trouble).
ENT. The events to be logged are the Mist High Alarms, Pre-
2) To read the mist concentration measurements in bar-graph charts: Alarms (pre-warning alarms), faults, and operations performed
When an alarm is activated, a buzzer on the RMU sounds, and the LED
Press ENT or SEL (hereinafter, ENT alone will be used). on the system, such as detector isolation. Up to 3,000 events are
lamp corresponding to the alarm on the RMU is lit. Also, the content of
stored and can be displayed.
the alarm is displayed on the lower right side of the LCD.
3) To move to another group in the bar-graph chart: Press the keys.
2) A list by event type: The list can be arranged according to the
When an alarm is activated, the operator should acknowledge the alarm
4) To move from the bar-graph chart to the digital figure screen: event type. Those types are 「All」, 「Mist」, 「Fault」 and
by pressing the 「ALARM ACK」button on the RMU. Upon
Press ENT. 「System」. They can be selected by pressing the SEL button.
acknowledgment, the buzzer will stop sounding, and if the alarm status
Selecting 「Mist」will list the Mist High Alarms and Pre-Warning
has been cleared, the LED will be turned off and the alarm message on
System Status Menu
the LCD will disappear. In this case, the operator can review the alarm Alarms. 「Fault」 lists all the fault alarms, and 「System」 lists the
that has been cleared in 「EVENT LOG」. operations and work that have been done on the system.
1) To enter, select 「2. System Status」 on 「Main Menu」, and press
ENT. 3) To change pages, jump to the next (or previous) page using the
If the alarm status still exists after the acknowledgment, the LED lamp
will remain lit, and the alarm message on the LCD will remain on display. keys. The one-page move can be made by the keys.
2) To enter 「GROUP STATUS」, press 1QZ and ENT in turns.

When the 「Pre-Warning」 alarm or 「Mist High」 alarm is activated, The status of each group is shown, including whether the History Log Menu
the operator must immediately take action according to the ship’s slowdown relay is isolated, whether a group is isolated, and the
operating procedures. number of detectors connected in a group. 1) To enter, select 「4. History Log」 on 「Main Menu」, and press
ENT. The detector measurement data of the past 12 hours (in 10-
The service team should be informed of other alarms concerning second intervals) are shown. Per page, 60 data bits covering a
problems of equipment or the system, for remedial action. 15-minute duration are given.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 86 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
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GASLOG WESTMINSTER Machinery Operating Manual
 To move to other pages of the same detector, press the keys. 9) To enter 「8. Time/Date」on the 「Setting」screen and press ENT.
 To move to another group, press the key. The date and hour can be set or changed.
 To move to the other detectors in the same group, press the key.
10) To enter 「9. Password」on the 「Setting」screen and press ENT.
Setting menu
The user password can be changed.

1) To enter, select 「5. Setting」 on 「Main Menu」, and press ENT.

Alarm Manager Menu
On the screen, enter the password in the prompting box and
press ENT(password set at the factory is 333333). And then Ten To enter To enter 「6. Alarm Manager」on the 「Main Menu」and press
(10) setting items are shown on the screen.
ENT.

2) To enter 「1. Group Desc」: press 1QZ, ENT.

「6. Alarm Manager」on the 「Main Menu」and press ENT.
The type of group, the number of detectors in a group and the
name of the group can be entered or changed.
Alarms that are active.at present are shown. Alarms that were active
before but have been cleared are not shown.
3) To enter 「2. Isolation」on the 「Setting」screen and press ENT.
Communication between detectors of a group and the RMU, and
Test Menu
relay outputs of a group can be isolated.

SAMSUNG/GASLOG/ABS
To enter 「 Test Menu 」 and then select 「7. Test System」on the
4) To enter 「3. Alarm」on the 「Setting」screen and press ENT.
「Setting」screen and press ENT.
Concentration values for Mist High Alarm and Pre-Warning
Alarm of each detector can be set.
The system automatically diagnoses the interface hardware of the RI\AU.

5) To enter 「4. Auto Zero」on the 「Setting」screen and press ENT.

Auto Zeroing sets the detector outputs to zero(mg/l), disregarding
mist concentration values in the sample cell. Therefore, this
function should be performed only when the engineer judges that
the actual concentration level in the measuring area is zero, and
when zero is necessary to compensate for zero drift. This is
normally done when the engine is not in operation or when the
detector has been removed from the engine crankcase.

6) To enter 「5. Comm. Pot」on the 「Setting」screen and press ENT.

Communication methods between the RMU and outside systems
or equipment such as DCS are decided.

7) To enter 「6. Memory Erase」on the 「Setting」screen and press

ENT.
Data stored in memory can be erased.

8) 「7. Analog Output」is not used

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 87 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual

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GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.7c RMU Menu Tree

SAMSUNG/GASLOG/ABS

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PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
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GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.7d RMU Menu Tree

SAMSUNG/GASLOG/ABS

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GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.8a Thruster Unit

Coupling

Blade Angle Transmitter

Bearing

Input Shaft

Gear Case Bevel Gear

Fixing Bolt
Bearing Housing
Propeller Blade
Oil Tube Shaft Sealing
Device
Bearing

SAMSUNG/GASLOG/ABS
Shaft Hood
Pin

Gear Case Cap

Feedback Lever Sliding Block

Feedback Ring Boss Head

Propeller Boss
Sliding Piece
Oil Entry Tube Crosshead Piston
Feed Shaft Crank Disc
Feed Ring
Bearing
Space Ring
Fixing Bolt
Rope Guard
Bearing
Propeller Shaft
Checking Cover
Bearing

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GASLOG WESTMINSTER Machinery Operating Manual
2.8 Bow Thruster Hydraulic Unit 3. Remote Control System

1. Specifications Type: Module floor mounting type This thruster (controllable pitch propeller type) remote control system is
No. of sets: 2 unit/thruster designed to control the thruster blade angle by operating any of control
Thrust Unit (Main pump unit & Standby pump unit) dials provided in the wheelhouse (W/H) and the wings due to employing
Oil service pump microcomputers with overload protector (OLP) function for the main
Maker: Kawasaki Heavy Industries Co., Ltd. motor; in addition, the main motor and auxiliaries can be started and
Model: KT-255B5 Type: Horizontal mounting type stopped from the W/H. The system also provides blade angle indicators,
No. of units: 1 unit/vessel No. of sets: 1 ammeters for the main motor, and indication and alarm circuits necessary
Type of propeller: 4 bladed, skewed type, controllable pitch Capacity: 29.0 litres/min x 12.0 MPa x 1750 rpm for operation. In case of an emergency such as trouble with the follow-up
Propeller diameter: 2850 mm control, the system provides a non-follow-up control mode by which the
Thrust (per unit): Approx. 368 kN Gravity Tank blade angle can be controlled manually from the W/H.
Input shaft speed: 880 rpm
Input power (per unit): 2500 kW Type: Cylindrical wall mounting type Control Position Changeover
Direction of shaft rotation: Clockwise view from prime mover No. of sets: 1
Position of propeller blade: Port side Capacity: 80 litres Pressing the button switch on the W/H stand enables the control position to
Anti-corrosive anodes: Aluminum, bolting type, lifetime 5.5 years change over from the W/H to a wing. Before changing over the control
Lubrication method: Oil bath Remote Control System position, match a control dial that will be given the control with the actual
Lubrication oil: Gear oil equivalent to ISO VG100 blade angle. The blade angle indicators in the W/H always show the actual
Type: Electric-hydraulic, follow-up control blade angle.

SAMSUNG/GASLOG/ABS
Flexible Coupling Power supply: AC1ø 220 V x 60 Hz
DC24V for back-up power for indicating system Control Mode Changeover
Type: SF coupling (1160T-10)
No. of coupling: 1 set/thruster Wheelhouse panel Pressing the button switch on the W/H Stand enables the control mode to
be changed over. Before changing over the control mode from non-follow-
Prime Mover (Drive Motor) Type: Main panel, drop-in panel type, printed text type up to follow-up, match the control dial with the actual blade angle.
No. of sets: 1 panel/thruster
Type: Vertical, squirrel cage, induction motor 1) Follow up pitch control
No. of sets: 1 Wing panel
Output: 2500 kW x 6600 V x 900 rpm When operating a control dial, the position of potentiometer
Direction of rotation: Counter clockwise view from thruster Type: Sub. Panel, drop-in panel type, printed text type provided in the control dial deviates from that provided in the local
Rating: S2 60 minutes No. of sets: 2 panels/thruster blade angle transmitter; the differential voltage between them will
Cooling method: Air cooled be amplified to energise a solenoid valve, actuating a cylinder in
2. General Description the thruster. At the same time, as the potentiometer in the local
Motor control device blade angle transmitter that is driven by a chain mechanism agrees
The bow thruster is a transverse propelling device with its propeller with the control dial position, which means the differential voltage
Type: Self-standing type mounted in the lateral through a tunnel in the hull such that the water jet becomes zero, the solenoid valve will be de-energised. Thus, the
No. of sets: 1 unit/thruster generated by this propeller gives a lateral thrust to the hull. This facilitates thruster blade angle always follows the control dial’s order value
Power source: AC 3ø 6600V x 60Hz(Power) the departure of the ship from and its coming alongside the pier. Also correctly.
AC 3ø 220V x 60Hz(Control) helping improves the ship’s maneuverability when it is running at a low
Starting method: Auto transformer starting speed or in a narrow waterway. 2) Non-follow-up pitch control

Control circuit for oil service pump motor 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
Type: included in control device for main motor blade angle in a direction for which the button switch is pressed.
Power source: AC 3ø 440V x 60Hz When the button is released, the solenoid valve will be de-
Function: including pump auto changeover energised to stop the blade angle move.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 92 Part 2. Main Engine & Power Plant
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GASLOG WESTMINSTER Machinery Operating Manual
Illustration 2.8b Thruster Hydraulic Diagram

Remote
Control
System
Gravity Tank

AMP

Hyd. Unit Stand by

Hyd. Unit

Solenoid M M
Valve
Elec. Cable

A(1) B(2) R S S

Steel Pipe
SAMSUNG/GASLOG/ABS
Steel Pipe

Cooling Water
Steel Pipe

Steel Pipe In/Outlet

Hand Pump

Glove Valve
A(1)

A(2)

(15)
R

Blade Angle Transmitter

H Steel Pipe

Max. 2500

Bow Thruster Unit

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GASLOG WESTMINSTER Machinery Operating Manual
OLP (Overload Protector) Function for Main Motor The starting action also outputs a momentary and normally “open” The release method can be chosen with a ten-key. Besides that,
no-voltage contact signal. pressing the POWER REQUEST button switch again before the
When the main motor’s load current exceeds the load current preset by the main motor runs cancels the signal.
portable keyboard, the blade angle will be reduced automatically to 4) THRUSTER STOP” button switch
decrease the load current in order to protect the main motor from being 8) Auto pitch zero system
overloaded with the MOTOR FULL LOAD indicator lamp lit on the W/H Pressing the THRUSTER STOP button switch when the main motor
Control Panel. has been running causes the main motor to be stopped. The stop- The blade angle is automatically reduced to the aero position by the
action also outputs a momentary and normally “Open” no-voltage main motor trip signal from the outside. Then, the “AUTO PITCH
As the main motor’s load current decreases, the blade angle will contact signal. REDUCT” alarm lamp is lit. When the main motor is restored and
automatically return to a blade angle equivalent to the control dial position, the dial is turned to zero position, the operating condition of the
which causes the MOTOR FULL LOAD indicator lamp to go off. 5) “THRUSTER RUN” button switch auto pitch zero systems will be reset with the alarm lamp turned off.

 Rating current of the main motor, 282.7 Amp. After checking that the READY TO START indicator lamp is lit, Illustration 2.8c Bow Thruster Controller
 CT ratio for OLP, 400 Amp./1 Amp. (CT: AC1A/40 VA) pressing the THRUSTER RUN button switch sends a starting signal
to the main motor starter, which causes the main motor to start.
CAUTION When the main motor is running, the THRUSTER RUN indicator
Keep the CT for OLP away from CTs for other devices. lamp will light up. The starting action also outputs a momentary and THRUSTER CONTROLLER
normally “open” no-voltage contact signal.
4. Controller Operation AC SOURCE FAIL DC SOURCE FAIL CONTROLLER ABNORMAL
6) “CONTROLLER ABNORMAL” alarm

SAMSUNG/GASLOG/ABS
OIL LOW PRESS
OIL LOW LEVEL PUMP OVER LOAD
OR HIGH PRESS
1) Button Switch “CONTROL POWER ON” and “CONTROL MAIN MOTOR OVER LOAD MAIN MOTOR TRIP MAIN MOTOR START FAIL
If the CONTROLLER ABNORMAL alarm is given when the EMERG
POWER OFF” MAIN MOTOR HIGH TEMP AUTO PITCH REDUCT PUMP CHANGE OVER
STOP
control position has been the W/H or a wing, the blade angle before
Pressing the CONTROL POWER ON button switch supplied the alarm is given will be maintained. It is recommended to change MAIN SOURCE ON POWER AVAILABLE FAN RUN

electric sources to the system. As the CONTROL POWER OFF over the control mode immediately from following to non-follow. READY TO START MOTOR FUEL LOAD
HEATER FOR
GRAVITY TANK ON
POWER
REQUEST

HYD PUMP SOURCE ON

button switch is pressed, the electric sources will be turned off.
Alarm causes simultaneously given to the W/H and wings are as MOTOR LOAD(%)

CAUTION follows: 0 50 100

LAMP BUZZER
DARK BLIGHT BUZZER FLICKER
Before turning off the power sources, press the STOP button switch to TEST STOP
PITCH INDICATOR
stop the main motor and auxiliaries. When the power source is  Blade angle transmitter’s potentiometer is damaged 10 5 0 5 10

supplied by “Control Power ON”, the control position is Wheelhouse.  Control source failure CONT MODE CONT STATION

NON FOLLOW
 CPU abnormality FOLLOW
UP UP W/H WING PORT 0 STBD

2) “PUMP & FAN STOP” button switch  Wing control dial’s potentiometer is damaged 5 5
OPERATION

CONTROL PUMP & THRUSTER

POWER FAN

Pressing the PUMP & FAN STOP button switch stops pressure oil The following alarms are given in a control position where the ON RUN RUN

pump and fan when they have been running. The stop-action also control right is given: 10 10
CONTROL PUMP &
POWER FAN THRUSTER
STOP
outputs a momentary and normally “Opened” no-voltage contact OFF STOP

signal.  W/H control dial’s potentiometer is damaged

Caution
PORT STBD
1. Do not use the thruster at the ship speed
7) POWER REQUEST” button switch over 5 knots.
3) “PUMP & FAN RUN” button switch 2. Set the control dial at the same position
as original to keep a constant pitch when
change over the control station.
Pressing the PUMP & FAN RUN button switch sends starting Pressing the POWER REQUEST button switch sends the main
signals to the pressure oil pump and fan starter, which causes the motor power request signal to the power management system
pressure oil pump and fan to start. Running of the pressure oil pump (PMS) with the POWER REQUEST indicator lamp lit. When the
causes the PUMP & FAN RUN indicator lamp to light up and the main motor is stopped or power available on, the POWER
running of the fan causes the FAN RUN lamp to light up. REQUEST indicator lamp will go off to release the main motor
power request signal.

IMO No. 9855812 / Issue 1 (2021.10.08) 2 - 94 Part 2. Main Engine & Power Plant
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
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SAMSUNG/GASLOG/ABS
This page is intentionally blank.

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GASLOG WESTMINSTER Machinery Operating Manual
Part 3: Integrated Automation System (IAS)
3.1 General Principles of the IAS......................................................3 - 3
3.1.1 General Description ........................................................ 3 - 3
3.1.2 IAS System Layout ......................................................... 3 - 3
3.1.3 Alarm Control and Monitoring System........................... 3 - 6
3.2 Alarm Extension System ...........................................................3 - 11
3.2.1 Alarm Extension(Watch Call) System Overview .......... 3 - 11
3.2.2 Functional Description .................................................. 3 - 11
3.2.3 Panel Operation............................................................. 3 - 12
3.3 Engine Control Room & Process Station Room........................3 - 16

Illustrations
3.1a IAS Overview ............................................................................3 - 2
3.1.3a Navigation Panel Layout ........................................................3 - 8
3.1.3b Input Panel Layout .................................................................3 - 8
3.2.3a Personnel Alarm System.......................................................3 - 13
3.3a Arrangement of Engine Control Room....................................3 - 15

SAMSUNG/GASLOG/ABS

Part 3
Integrated Automation System (IAS)
IMO No. 9855812 / Issue 1 (2021.10.08) Part 3. Integrated Automation System (IAS)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Abbreviations

CCC Cargo control console

CCR Cargo control room
CSB Cargo switchboard
CTS Custody transfer system
ECC Engine control console
ECR Engine control room
EER Engine equipment room
ESDS Emergency shutdown system
FO Fuel oil
FS Field station
FWD Forward
GCU Gas combustion unit
HFO Heavy fuel oil
HS History station

SAMSUNG/GASLOG/ABS
IAS Integrated automation system
IBS Inner barrier space
IGG Inlet gas generator
IS Insulation space
LCD Liquid crystal display
LD Low-duty compressor
LNG Liquefied natural gas
LO Lubrication oil
MP Marine PC
MSB Main switchboard
NDU Net distribution unit
OS Operator station
PDU Power distribution unit
PMS Power management system
PS Process station, process control cabinet
RG Reduction gear
RIO Remote input/output module
SWBD Switchboard
UPS Uninterrupted power supply
VAC Volt alternating current
WC Watch call

IMO No. 9855812 / Issue 1 (2021.10.08) 3-1 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 3.1a IAS Overview

Gas Comp. System Compressor No. 2

P r t. P r t. Wh
FV LD 2
1
D o t IA S/ C
2 e el
L a s IAS / C
Heater 2 HD 2
Ma S A T er C TS K-Chief OS 51 Ho
t r ix la o lo R e p o us e
( C C rm r ( C rt (Built in)
To PS 52 (NDU B1/C1/PDU 2) 4 x Profibus R) CR
27”
DIS
) Pr
P LA
Y

Compressor No. 1 To PS 51 (NDU A1/PDU 1) 4 x Profibus

L a s t .3 I A
er C S L Ca
o lo o g
r (C
rg o
LV LD 1 HD 1 CR Co
Heater 1 ) K -C ntr
h ie ol
R
K -C o o m
fO
2 S3
DIS 7”
1 h
( C Tie f O
PL
A Y

S B S 32
27”
DI
SPL
A
a ck /33
E le c
Y

-U p
tric
2
DI 7”
tem )
SPL

S y sR e s e t C ) Eq u
AY
27”
Net C K -C
ip m
DI
r m / EC
SPL

A la o p h ie
A Y
in
t ro l / S t a n e l
Net B ent fO
S6
a
P t a rt d P t o p R oo 8
te m(
27”
S S x) DI

1 x m o u n t a rt / d b o
SPL

Acc
A Y

S nte
( fl u
s h x
3 mou .A
em Dec

UPS 1
ys t

Battery 1
all lS l
Au t FS 4
k)
(w e S w it o 00 C

Pan o de
-R1
ch NDU
B ox
m m ) FS 3 A1
la r 6 0 0 a b in
5
A UPS P DU
FS 4
0 0C
C -R1
e d C ( 1 5 N o .1
1 -1
C 4 CT S FS -4
end W + 2 r FS 3 2 IS
kV A
E xt 2 5 x id g e u z z e
1 FS 4
) PS FS 3 00C
-R 1
Br 6 x B
1 -1
Co m 5 1 FS 4
00C
(1 p. K
it FS 3
2
-R1
FS -4
FS 3 2 IS
3 FS 4
K -C

SAMSUNG/GASLOG/ABS
FS 3 00C
-R1
h ie 3 -1
ND U
fO FS 3 B1 /
C
S4 4
2
D IS 7 ” 3/4 P DU
2 s 2 -2

RBu
PL A
Y

2x
2
DIS 7”
PL A K -C
Y
h ie PS
fO En Co m 5 2
g in
p. K
S4 s it
RBu
2 RIO
DIS 7”
PL A
Y 1 eC Un it
s
2x
2
DIS 7” on 1H
V
PL
A Y
Prt tr o CS
BD R IO
H is
L a s .6 L o g lR Un
it s S C-2
F ir to r y
oo
4U
No. 1L
e S
er m
V
2M C o l P r in t & K w a ll/ t a tio
CS
BD
SB D or er S e rv
-R e R o u n ,
Roo (E C No. C ab r
e
m o ter
m R) P rt 1C R IO in e t
SBD Un it
te
L a s .5 H a PC
R IO s
Un Roo 2H
V
er r m
C ol d C op
it s CS
2L BD
V R IO
R IO
or
(E C y
MS
BD Un Proc Un it
its
es s R) 2L
s
2H
MS V S ta CS
V
E/R tio n R
BD BD

2nd oo No. To SMS

NDU
D ec m P 2C
2xR B2
k D o r t .4 A SBD FS31 Modbus TCP/IP Cargo Reliequefation Sys.
Bus FS 4
tM Roo
a t r la r m
P DU 00C
-R1
2 -1 FS 4
00 C ix ( m NMEA Voyage Data Rec.
2xR FS 4
3
-R1
FS 4 EC NMEA Weather Monitoring
Bus R
UPS 2

E /C , 00C
)
Battery 2

FS 4 -R1
FC 2 NDU Au t FS32 NMEA AMS Conning
FS 4 A2 S w it o
ME 1 ch U PS Modbus Fire System
(ST
BD
PDU
1 -2 B ox N o. Modbus RS485 Gas Detection Sys.
FS 4
0 0C
) ME
(1 5 2
-R1 (PO
RT ) No. k VA Net A Modbus Gas Sampling Sys.
FS 4 1M )
3 -1 SBD FS33 Modbus Cargo Reliquefation Sys.
s Roo
RBu m Modbus Loading Computer
2x
R IO
Un
1H
its FS34 NMEA Master Clock
MS V FS41 Modbus TCP/IP WECS 1
W BD
WE ECS 4 Modbus TCP/IP WECS 2
R IO
2xR Un
WE CS
3 4 th
Bus 1L
its
Modbus RS485 Oil Mist Detection
WE CS 2
V
D ec MS
BD Modbus No.1 N2 Generator Sys.
CS
1
k
2xR Modbus TCP/IP No.2 M/E BMS
FS 4
00C
-R 1
Bus FS42 Modbus RS422 Ship Perf. Mon. Sys.
FS 4 Modbus TCP/IP WECS 3
4 th 6
Modbus TCP/IP WECS 4
D ec K-Chief OS 81
FS4
00C
k Modbus No.1 N2 Generator Sys.
-R1 (Using Net A of FS or NDU A)
FS 4 Modbus TCP/IP No.2 M/E BMS
4
VDU : Video Display Unit FS43 Modbus Emission Monitoring Sys.
FS4
00C
-R1 PS VDU : Portable Station VDU Modbus TCP/IP GCU Main
FS 4
4C OS 83~87 : Remote Access Through SMS NDU : Network Distribution Unit Modbus TCP/IP GCU Redundancy
5
PDU : Power Distribution Unit Modbus G/E SCR
4P
24”
DIS
24”
DIS FS : Field Station Modbus IGG
Connection Box P LA
Y
P LA
Y
UPS : Uninterruptible Power Supply FS44 Modbus RS485 No.1 M/E CS Main
VDU x 15 R1 : Redundant Processors Modbus RS485 No.1 M/E CS Redundancy
4S Ships Net HS : History / Trending Station FS45 Modbus RS485 No.2 M/E CS Main
Modbus RS485 No.2 M/E CS Redundancy
Modbus BWTS

IMO No. 9855812 / Issue 1 (2021.10.08) 3-2 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Part 3: Integrated Automation System (IAS)  Cargo control system Keyboard: Yes
Touch screen: No
3.1 General Principles of the IAS  Propulsion monitoring
Dual power: Yes
 Gas handling Hour count store: Yes
3.1.1 General Description Event printer: No
 Engine room alarm and monitoring
Watch call i/f: No
The integrated automation system (K-Chief 700) is a distributed  Cargo system alarm and monitoring K-CHIEF- CCR Alarm kit: No
monitoring and control system which, due to its flexibility and modular MP5810 27”
 Alarm/event recording OS68 (CTS) Keyboard: Yes
architecture, can be extended to cover a wide range of applications and Touch screen: No
types of vessels.  Alarm extension/patrolman system
Dual power: Yes
 Power management system Event printer: No
IAS is built from a full range of hardware and software modules to form K-CHIEF- Watch call i/f: Yes
 Ballast control system
an optimum solution to any requirement. The normal configuration of OS41 Alarm kit: Yes
IAS includes machinery control and monitoring, propulsion/thruster  Trend function ECR MP5810 2x27”
Coning Keyboard: Yes
control, and monitoring, as well as cargo and ballast control and
 Report function Master Touch screen: No
monitoring integrated into the same equipment. All the connected Dual power: Yes
equipment can be controlled from any operator station throughout the Event printer: Yes
vessel. 3.1.2 IAS System Layout Watch call i/f: Yes
Alarm kit: Yes

SAMSUNG/GASLOG/ABS
All operator stations and field stations are self-contained units and K-CHIEF-
1. Operation Stations ECR MP5810 27” Keyboard: Yes
independent of the other units; as such, a failure in one station will not OS42
Touch screen: No
cause any other station to break down. All the process logic, including Dual power: Yes
Fifteen operator stations (OSs) are installed in the system.
the equipment safety and control functions, are contained in the Hour count store: Yes
respective field station controller. Event printer: Yes
Wide
OS name Location OS type Option Watch call i/f: No
Each operator station contains a hard disc with all the system screen
Alarm kit: Yes
configurations and acts as a back-up for the other operation stations Event printer: Yes K-CHIEF-
ECR MP5810 27” Keyboard: Yes
during system startup. System configuration/update can be done online, Watch call i/f: No OS43
Touch screen: No
without the need for any additional equipment. Alarm kit: Yes Dual power: Yes
K-Chief
Keyboard: Yes Hour count store: Yes
OS31
A sophisticated login/password system protects the system against mal- CCR MP5810 2 x 27” Touch screen: No
CONFIG Event printer: No
operation. Sycon: Yes
MASTER Watch call i/f: No
Profibus: Yes Central
K-CHIEF- Alarm kit: No
IAS supports trend facilities and alarm/event recording. Process events Version control: Yes bridge MP5810 24”
OS51 Keyboard: Yes
and alarms are stored on hard discs and can be recalled on request. Dual power: Yes console
Touch screen: No
Event printer: No Dual power: Yes
A redundant network based on the Ethernet principle is installed as the Watch call i/f: No
Event printer: No
standard. The two nets are installed in different cable paths as far as Alarm kit: Yes
K-Chief Watch call i/f: No
possible. Each unit is interfaced with both nets, and if a failure on one net CCR MP5810 27” Keyboard: Yes
OS032 Alarm kit: No
is detected, the system will automatically use the healthy net. Touch screen: No K-CHIEF- Cabin
Cabin OS - Keyboard: Yes
Dual power: Yes OS81 OS
Mouse Yes
IAS Main Tasks Hour count store: Yes
Touch screen: No
Event printer: No Dual power: No
K-CHIEF-
The main tasks of the IAS system as delivered on this vessel are as CCR MP5810 27” Watch call i/f: No
OS33 K-CHIEF Cabin Event printer: No
follows: Alarm kit: Yes Cabin OS -
OS082 OS Watch call i/f: No

IMO No. 9855812 / Issue 1 (2021.10.08) 3-3 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Alarm kit: No FS-32-1 Extended I/O cabinet for PS32
Keyboard: Yes FS-34-1 Extended I/O cabinet for PS34
Mouse: Yes - WECS 1, WECS 2, Oil Mist
Touch screen: No Detection, No.1 N2 Generator Sys.,
Dual power: No PCU
No.1 M/E BMS.
Event printer: No FS-41 41/141,
- Machinery Misc., Patrolman sys.,
Watch call i/f: No 47
Alarm kit: No DG 1 & 2, DG 1 & 2, LV SWBD,
K-CHIEF SHI HV MSBD1.
Cabin OS MP5810 24” Keyboard: Yes
OS083
Mouse: Yes - Ship Perf. Mon. Sys., WECS 3, WECS 4, No.1
PCU
Touch screen: No N2 Generator Sys., No.2 M/E BMS.
Dual power: No FS-42 42/142,
- SHI HV MSBD2, Mach Valves,
Event printer: No 48
DG 3 & 4, Machinery Misc.,
Watch call i/f: No
Alarm kit: No FS-41-1 Extended I/O cabinet for PS41
K-CHIEF
Cabin OS MP5810 24” Keyboard: Yes - Emission Monitoring Sys., GCU Main,
OS084
Mouse: Yes PCU GCU Redundancy, G/E SCR, IGG.
FS-43
Touch screen: No 43/143 - Machinery Fans, Aux Boiler,
Dual power: Yes Main Sea Water Cooling, FO Transfer

SAMSUNG/GASLOG/ABS
Event printer: No
The following table shows the types of field station delivered: PCU - No.1 M/E CS Main, No.1 M/E CS Redundancy
Watch call i/f: No FS-44
44/144 - FO System, No.1 Main prop. winding temp.
Alarm kit: No
K-CHIEF Server HP FS PS Distributed system - No.2 M/E CS Redundancy, BWTS.
Keyboard: Yes PCU 45/
HS096 cabinet server - Cargo Re-liquefaction system., FS-45
Mouse: Yes 145 - FO System
Voyage Data Rec, Weather monitoring.
Touch screen: No - Boiler circ. pump, E/R bilge pump,
PCU
Dual power: Yes FS-31 - HD1 Comp Mtr.,1C TK N2 V/V, and IS/IBS FS-46
PCU 46/
Sludge pump, No. 2 Main Prop. winding
31/131 146
Printer: Yes temp, 3C TK N2 V/V, and IS/IBS temp, temp.
Watch call i/f: No Deck Machinery. FS-41-2 Extended I/O cabinet for PS41
Alarm kit: No - AMS Conning, Fire system, Gas Detection FS-42-2 Extended I/O cabinet for PS42
Load
Keyboard: Yes PCU PCU 51
Computer FS-32 Sys., Gas Sampling Sys. FS-51 - Gas comp. control, Heater, Vaporizer
Mouse: Yes 32/132 /151
- Ballast.
Touch screen: No PCU 52
Dual power: No - Cargo Re-liquefaction Sys., FS-52 - Gas comp. control, Heater, Vaporizer
/152
PCU Loading Computer.
FS-33
2. Field Stations 33/133 - Cargo, 2C TK N2 V/V and IS/IBS temp, 1) Spare I/O: The RCU should run with a spare time of 25%+ and
4C TK N2 V/V and IS/IBS. memory >60%. The RIO modules/field stations should have a
The field stations house remote controlling units (RCUs) and remote - Master Clock. spare I/O capacity of 10%.
input/output modules (RIOs). The RCUs perform the control of the PCU
FS-34 - HD2 Comp Mtr, LD2 Comp Mtr
instrumentation field. The communication with the field is performed by 34/134 2) Power: All power supplies are redundant.
Cargo, Cargo Machinery.
the RIO420 system, which is a distributed part of the RCU system.
PCU 3) 230 VAC: There are two 230 VAC power sources running in
The RCUs provide no permanent storage of programs and data. At the FS-35 60/160 - CTS (supplied by KM Trondheim) redundant mode with alarms.
startup of a specific RCU, all its programs and data are loaded from its PCU 59
RCU servers. These servers are configured on one or more OSs. An OS FS-31-1 Extended I/O cabinet for PS31 4) CPU and I/O have the same power supply.
may be housed in an operator console, or it may be a stand-alone PC. FS-33-1 Extended I/O cabinet for PS33

IMO No. 9855812 / Issue 1 (2021.10.08) 3-4 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
3. Printers

The alarm/event printer is dedicated to printing alarms and events as they

occur. The printer is connected to network C. For redundant printing, a
printer is connected to at least two operator stations. Even if one network
is down, the alarm/event printer will print alarms/events as they occur.

Location Type of printer Remark

Printer 1: Alarm dot printer
CCR Network (Net C)
IP address: 172.20.201.1
Printer 2: Report printer, Laser
CCR Network (Net C)
IP address: 172.20.201.2
Printer 3: Color printer, Laser
CCR Network (Net C)
IP address: 172.20.201.3
Printer 4: Alarm dot printer
ECR Network (Net C)
IP address: 172.20.201.4
Printer 5: Hard copy printer, Laser
ECR Network (Net C)
IP address: 172.20.201.5
Printer 6: Log printer, Laser

SAMSUNG/GASLOG/ABS
ECR Network (Net C)
IP address: 172.20.201.6

Different filters are made and can be configured to print only the selected
items.

Printer filter name Command group Description

Power, Machinery, FO Transfer,
Print only
AlarmPrintECR Propulsion, Navigation,
alarms.
Common, System, Fire Pumps,
Ballast, Cargo, HD Comp.
Heat, Navigation, Fire & Gas,
CTS, Gas Handling, IG Print only
AlarmPrintCCR
Generator, N2 Generator, alarms.
ESDS, Common, System, Fire
Pumps
Power, Machinery, FO Transfer,
Print alarms
AlarmEventPrintECR Propulsion, Navigation,
and events.
Common, System, Fire Pumps
Ballast, Cargo, HD Comp.
Heat, Navigation, Fire & Gas,
CTS, Gas Handling, IG Print alarms
AlarmEventPrintCCR
Generator, N2 Generator, and events.
ESDS, Common, System, Fire
Pumps

IMO No. 9855812 / Issue 1 (2021.10.08) 3-5 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
3.1.3 Alarm Control and Monitoring System 2. Tag Mark Indication 3. Login and Access System

1. Alarm Priorities The purpose of “tag marks” is to give the operator a clear indication of When logging on to the IAS operator stations, a username and a
the mode status of the AIM software function module controlling the password must be entered to be able to access the system. Each user is a
The alarm and monitoring system is an integrated function within the different field devices. A tag mark will also be used for alarm indication member of a user group, where access rights and user privileges are
IAS system. All alarms from the different subsystems, such as the in case a “failure” signal is issued for the controlled device. Also, timeout defined. The figure below illustrates how users belong to user groups and
propulsion systems, power management, and engine room auxiliaries, are and inconsistency alarms will be indicated by tag marks (typically for the how the different user groups are part of the access and security system.
pooled via the redundant network to form a uniform alarm system for the pumps and valves). The following table lists the different tag mark
vessel. indications, what they mean, and the typical software function modules
they will appear together with. Tag mark indications used twice will have
Alarms are indicated on the video display units of the IAS operator different colors.
stations, and will also activate the buzzer in the IAS keyboard.

Alarms and events (e.g., pump start/stop, valve open/closed) are logged
by the system and printed out. Such information is also stored in the
history station and can be recalled on request.

The alarm system supports three priority levels, which are marked with
different colors. The alarm priority/color coding is as follows:

SAMSUNG/GASLOG/ABS
1) Low-priority alarms:  With yellow color By default, the following users and user groups are defined:

2) High-priority alarms:  With red color No. Tag mark Meaning Color User group Description
1 “” Detached Black Guests The members can only monitor the system.
3) Critical-priority alarms:  With magenta color
2 “L” Local Black Users The members can monitor and operate the system.
Low-priority High-priority Critical-priority 3 “!” Not OK Red The members can monitor, operate, and change the
Power users parameters.
alarms alarms alarms
4 “s” Shutdown/trip Magenta The members have full access to the system.
No. 1 2 3 Administrators
5 “o” Override Cyan
Color Yellow Red Magenta
6 “i” SD/inhibit Cyan By default, the following users are created:
Alarms for auxiliary
Alarms that will lead Fire and gas
and mechanical 7 “!” Override/interlock Cyan
to the shutdown of alarms and ESD. User Member of user group
systems that will
the main machinery System alarms 8 “I” Interlock Black
not lead to the Guest Guests
Used for systems, and other Follow and
shutdown of the 9 “f” Black Users
alarms of high freeze Operator
main machinery
severity. 10 “e” External Black Users
systems. Captain
System alarms
System alarms 11 “m” Manual Black Chief Power users

12 “a” Auto Black Kongsberg Administrators

• Fire & gas alarms:  Emergency priority
• Digital shutdown/trip alarms:  High priority 13 “I” No definition -
• All other digital alarms:  Low priority When starting the operator station, the user is the operator by default.
14 ““ No mark -
• Analogue alarms:  HH= High priority The password is by default the same as the username. This can be
 LL= High priority,  L= Low priority,  H= Low priority changed by the members of “Administrators,” and additional users and
user groups can be added.

IMO No. 9855812 / Issue 1 (2021.10.08) 3-6 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
The main difference between the users and the power users is that the power Service operations on the IO system that Users without this permission cannot
IO_Service
user can change the parameters, delete and add alarms, change various SW may affect process control OSKTrend_UserDefined create and edit User Defined Trend
Write access to module operation images.
filters for alarming, configure time series, initiate back-up of the PS files, ModuleOperation_Operate
dialogs Needed to add, modify, and remove
and adjust the time. OskAccess_ConfigureGates
ModuleOperaton_ReadParameterFr Read-free parameters in module gates and witch permissions the control
ee parameter view Needed to modify the local access
OskAccess_ConfigureOSes
The access rights and security levels for the various user groups can be ModuleOperaton_ReadParamet Reads limited parameters in module control setting for each OS
changed by authorized personnel. erLimited parameter view Needed to add, modify, and remove
OskAccess_ConfigurePermissions
ModuleOperaton_ReadParamet Reads restricted parameters in module permissions

Idle Timeout erRestricted parameter view Needed to add, modify, and remove user
OskAccess_ConfigureUsergroups
ModuleOperaton_ReadTermina Gives permission to view the module groups and their relationships to gates
lView terminal view dialogue Needed to add, modify, and remove
It is possible to configure every user group with Idle Timeout. This means
ModuleOperaton_WriteParamet Write-free parameters in module OskAccess_ConfigureUsers users and their relationships to user
that if there is no activity on the OS for the preset Idle Timeout time, the user
erFree parameter view groups
will automatically switch to the default user (operator). ModuleOperaton_WriteParamet Writes limited parameters in module OskAccess_ObserveConfigurati Needed to inspect the access control
erLimited parameter view on configuration
4. User Rights ModuleOperaton_WriteParamet Writes restricted parameters in module A user needs this permission to ack a
OskEvent_AckProcessAlarm
erRestricted parameter view process alarm.
ModuleOperaton_WriteTermin Writes terminal values in the module A user needs this permission to ack a

SAMSUNG/GASLOG/ABS
A security object controls access to specific functions. A user group is OskEvent_AckSystemAlarm
alView terminal view dialogue system alarm.
associated with a number of user rights. The table below lists all the user A user needs this permission to change
Gives permission to view the module
Module_ReadModuleMode OskEvent_ChangeFilter
rights that are available in AIM, and the capability of each of the user rights modes dialogue an alarm filter.
is defined. Gives permission to write the changes A user needs this permission to
Module_WriteModuleMode OskEvent_Configure
from the module modes dialogue configure the event image grid.
Users without these permissions cannot A user needs this permission to select a
Security object Description/capability OskEvent_SelectFilter
have command control. In the sense of filter.
AlarmLimits_EditAlarmConfig Edits access to the alarm Limit Dialog OSKCmdCtrl_Acquire
command control, the OS is regarded as A user needs this permission to change
Gives permission to view the alarm limits OskEvent_UserLockFilter
AlarmLimits_ReadAlarmLimits dead. a filter.
dialogue
OSKCmdCtrl_ManuallyOverridCom Users with this permission may override PCU_Backup Gives permission to back up PCU
Gives permission to change the LH
AlarmLimits_WriteAlarmLH mand command control. PCU_SetPCUConfigurationMo Gives permission to set the PCU
alarm limits
Users without this permission cannot de configuration mode
Gives permission to change the LlHH OSKCmdCtrl_TakeForced
AlarmLimits_WriteAlarmLLHH forcibly assume command control. Gives permission to toggle between the
alarm limits
To configure the equipment system, the PCU_TogglePCUModes different exceptional modes in the PCU
Gives permission to shelve or unshelve
AlarmShelving_ProcessAlarms OSKEquipment_Configure user must have this permission, and the operation dialogue
process alarms
OS must be in configuration mode. Gives permission to overrule error
Gives permission to shelve or unshelve Redundancy_OverruleObjects
AlarmShelving_SystemAlarms Needed to be allowed to set the OS in objects
system alarms OSKOS_Configure
configure mode Gives permission to switch the master
HS_Operation Enables HS operation Redundancy_SwitchMaster
Will disable the logoff button in the PCU in the redundant station's dialogue
Basic operations on the IO system for OSKOS_DisableLogOff
IO_BasicOperation change user dialogue Creates a time series with a limited life
loop checking purposes TS_Configure
User without this permission cannot exit span
Extended operations on the IO system OSKOS_Exit
IO_ExtendedOperation the OS. Needed to be allowed to change the
for parameter change purposes TimeSystem_SetTime
Needed to be allowed to set the OS in system time
Operations on the IO system that do not OSKOS_Test
IO_Operations test mode Needed to be allowed to change the time
affect process control TimeSystem_SetTimeZone
zone

IMO No. 9855812 / Issue 1 (2021.10.08) 3-7 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
VersionControl_RestoreImport Restores and imports files from the PCU 6. OS Groups/Command Groups Each OS group is defined with a set of command group rights. The following
PCU configuration archive defines these rights:
VersionControl_ViewConfigur Gives permission to view the The operator stations are defined in the operator station groups. For this
ationEvents configuration events dialogue system, five OS groups will be defined, and they will be set up with D - Default
command control rights. The OS groups are as follows:
5. System Navigation An OS group will automatically try to take a default command group at
OS group OS member of an OS group the startup, that is, when the first OS in an OS group starts.
The operator panel consists of 28 navigation buttons for quick access to the 1. Bridge OS051
most commonly used mimics. The mimics will normally have hotspots for 2. ECR OS041, OS042, OS043 T - Take
further navigation to the related views or subviews. Each navigation button 3. CCR OS031, OS032, OS033
has an alarm indicator lamp. The lamp will start to blink if an alarm occurs at 4. CTS OS068 An OS group can take the command over a command group that is not
the mimic linked to the navigation button or to one of the related views. An 5. Monitor OS081, 082, 083, 084, 085,086, 087 under command of any other OS group.
acknowledged but still, the active alarm will cause a steady light.
To form a sensible way of operating the different systems on board, A - Acquirable
Illustration 3.1.3a Navigation Panel Layout “command groups” are defined for giving the operators access to different
systems where control is defined to be available. A command group can be The OS group must have this privilege linked to the command group
controlled from one OS group exclusively, or it can be shared by several OS in order to obtain the command of it.
groups.
O - Display command groups

SAMSUNG/GASLOG/ABS
A command group can also be transferred between OS groups. Only the OS
group in command is granted access to equipment operation and can The command group will be displayed in the command control
acknowledge the alarms that might occur within a command group. overview dialogue box.

This system will be set up with the following command groups: ID

0. Common An identifier for the command groups. Only for internal usage.
1. Power
2. Propulsion (Main Engine) Shared
Illustration 3.1.3b Input Panel Layout 3. Machinery
4. Ballast The command group can be under command of several OS groups
5. Cargo simultaneously.
6. Bilge
7. Fire & gas When a command transfer is carried out this will be indicated on all operator
8. ESDS stations in the ‘Message Manager’ box.
9. System
14. N2 Generator
15. HD Comp. Heat
16. GCU
17. IG Generator
18. Fire Pumps
19. Navigation
21. Re-liquefaction
22. CTS
23. FO Transfer
24. Gas Management

IMO No. 9855812 / Issue 1 (2021.10.08) 3-8 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
The table below shows the relations between the OS groups and the 8. Version Control System The event system provides several notifications and presentation
command groups. alternatives, as follows:
The version control system logs all the RCU configuration changes that
OS group Bridge CCR ECR CTS are made to all the function modules/tags of the configuration. All the  Alarm line
Command back-ups of the RCU configuration changes are stored in a dedicated  Event image
Id Shared D T A D T A D T A D T A archive, allowing the restoration of any of the previously made back-ups.  Event pop-up
groups
Common 0 True X X X X X X X X X X X X  Event decoration
Power 1 False - - - - - - X X X - - - This is normally installed in the Master Configuration OS located in the  Audible alarm - a summary alarm indication
Propulsion 2 False - - X - - - X X X - - - ECR, CCR, or Bridge.  Alarm indication by means of color coding and flashing effect in
Machinery 3 False - - - - - - X X X - - -
the graphic presentation of modules in flow and process images
9. Event System
Ballast 4 False - - X X X X - - X - - -
Alarm Suppression
Cargo 5 False - - - X X X - - X - - X
The event system handles the system notification and process alarm as
Blige 6 False - - - - X X X X X - - -
well as messages. Alarm systems offer a feature called “alarm suppression.” The intention
Fire & gas 7 True X X X - - X X X X - - -
of this feature is to reduce operator stress by holding back alarms that in
ESDS 8 False - - X X X X - - - - - -
Main Features some temporary system states are more or less unwanted. The alarm
System 9 True X X X X X X X X X X X X
property “suppressed” indicates that the alarm is normally not intended
N2 generator 14 False - - - X X X - - X - - -
An event is a notification of the operator of some condition in the system for operator attention. Some systems allow the operator to explicitly
HDComHeat 15 False - - - X X X - - X - - -
or the controlled process that may need attention. Which events the suppress unwanted alarms. The alarms suppressed by the operator are

SAMSUNG/GASLOG/ABS
GCU 16 False - - - - - X X X X - - -
operator is to be notified of depends on which list is displayed and which called “disabled alarms.” Alarms can also be suppressed by means of SW
IGGenerator 17 False - - - X X X - X X - - -
filter is selected. configurations. For example, when a pump is NOT running, it should
Fire pump 18 True X X X X X X X X X X X X suppress the pump discharge pressure module so the latter would not
Navigation 19 False X X X - - X - - X - - - sound an alarm.
Reliquefac. 21 False - - - X X X - - - - - -
CTS 22 False - - - - X X - - - X X X 10. Time Series System
FOTransfer 23 False - - - - - X X X X - - -
GasManag.t 24 False - - X X X X - X X - X X The time series system allows the definition and retrieval of historical
time series of logged process values for use in reports and Trend images.
If all the operator stations within an OS group are “offline” (i.e., stopped
the application or without net communication), the system will report an Main Features
alarm specifying that a command group is without command control. The
system will not automatically transfer the command control to a different A time series is a log of time-stamped values. It extracts data from a
OS group. This must be done manually by the operator, by simply taking single variable as input, performs a mathematical transformation, and
the control via the command control dialogue boxes. stores the resulting values according to the selected time series attributes.

7. RCU Redundancy The time series system provides the functionality to:

All RCUs are redundant. Switching between master and slave is an  Select input variables
The event server in AIM maintains a list of the newest alarms while the
automatic operation that will occur when there is power loss or error on  Define, modify, and delete time series definitions
state of all alarms in the system is kept by the RCU. In different event
the master RCU. It can also be performed manually, if necessary, from  Store and distribute time series definitions
views, both dynamic and static presentations can be generated.
the operator dialogue. Switching is bumpless and will not disturb the  Select the data to be trending at not less than the sample rate
process in any way. Furthermore, the user can control the selection of what is displayed in the
booth for the short and long-term
event views by means of a “filter.” System-defined filters are associated
with each list, but you can specify filters that suit specific needs. There is
one list for each client connected to the event server.

IMO No. 9855812 / Issue 1 (2021.10.08) 3-9 Part 3. Integrated Automation System)
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
11. Report System

The reporting system allows the designing and generation of reports. It

provides report management, including report scheduling, storage, and
printing.

This section contains the conceptual description of the report system. To

fully understand the entire report system, you should have a good
understanding of:

 Time series
 Event system

Daily Report

This report uses data from the history station. By specifying a certain
time window, data from time series can be called and several
mathematics functions can be used.

SAMSUNG/GASLOG/ABS
Hour Count Reports

This report is used to show the accumulated running hours on rotating

equipment.

Interactive Reports

This report uses dynamic process variables from the RCUs. It can be
printed either cyclically or on request.

12. Trend Pictures

The IAS trend system enables the operator to observe the development of
process variables and component states over time. The trending system is
easily configurable, and other trends can be made by the operators after
ship delivery. For all control loops, there is a pre-defined trend view with
the appropriate time series (historical) defined.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 10 Part 3. Integrated Automation System)

SAMSUNG/GASLOG/ABS
A4 B4 Cargo, ESD
Ext. buzzer in the bedroom qualification Navigation 3.2.2 Functional Description
As Cargo
A5 Electric Engineer B5 Fire Engine Room
3 Duty 2nd officer - 2 (610) A6 Chief Eng., Owner B6 Patrol Alarm
qualification Navigation Watch Call(Alarm) Groups
A7 Cargo & Chief Eng.. B7 Repeat Alarm
As Cargo
4 Duty 2nd officer - 1 (608) A8 Captain Day, 2nd, 3rd, Junior Officer
qualification Navigation Group No. Description Qualifications
C/E’s day room (606), As Engine Engine watch call groups
5 Duty Bridge Unit
Ext. buzzer in the bedroom qualification Cargo 1 Machinery alarms Machinery
As Cargo Cargo watch call groups
6 Duty 3rd officer room (604) Location: Bridge & Public No. of units: 8
qualification Navigation 4 Cargo alarms Cargo
C/E’s day room (506), As Engine 5 Fire & Gas alarms Cargo
7 Duty Cabin Unit
Ext. buzzer in the bedroom qualification Cargo 8 ESD alarms Cargo
As Navigation watch call groups
8 Duty 3rd engineer - 1 (508) Engine Location: Engine & Cargo No. of units: 6
qualification 19 Navigation alarms Navigation
Location: Cargo & Navigation No. of units: 5
2nd engineer room (510), As Engine
OFAS alarm watch call groups
9 Duty
Location: Cargo No. of units: 3
7 Operator fitness alarms Machinery
Ext. buzzer in the bedroom qualification Cargo Location: Engine No. of units: 3
System watch call groups
As Engine
10 Duty Electronic engineer (513) 100 System alarm PS Machinery
qualification Cargo The “alarm extension” system is basically an extension of the event
110 System alarm OS Machinery
As Engine system for the IAS system. This system has two main functions:
11 Duty Electrical engineer (515)
qualification Cargo
C/O’s day room (518), As Cargo  Extension Alarm
12 Duty
Ext. buzzer in the bedroom qualification Navigation This is a group alarm status and on-duty officer indication
As facility with built-in on-duty acceptance, fault indication, and
13 Duty 3rd engineer - 2 (520) Engine test facilities.
qualification
Owner’s day room (522), As Engine
14 Duty
Ext. buzzer in the bedroom qualification Cargo

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 11 Part 3. Integrated Automation System)

The main functions of the WBU are to indicate the engine room alarms The alarm groups defined in the system will be set up to belong to either 3. Duty Engineer/Officer Selection
on the bridge and to indicate and accept the transfer of machine watch the engine or the cargo. When an alarm is triggered in the system, the
responsibility to and from the bridge. “Alarm Extension Panel Interface” application will read the alarm and 1) To transfer machinery responsibility to the bridge (bridge watch
will check which group it belongs to (engine or cargo). Then the alarm is mode), the operator must first select a duty engineer on duty
The main functions of the WCU are to indicate the alarms with a buzzer routed to the correct duty panel(s), to all the public panels, and to the from the software panel on the VDU.
and light in the cabins and the public quarters of the engineer on duty bridge panel if in bridge watch.
while in bridge control. 2) The duty lamp is activated on all the panels. The “Bridge Watch”

SAMSUNG/GASLOG/ABS
3.2.3 Panel Operation button is then selected, and the buzzer/lamp is activated at the
The watch call system communicates with the operator stations located bridge panel. Pressing the “Bridge Watch” button on the bridge
in the ECR through a CAN bus interface. Two operator stations are 1. Alarm Acknowledgement in Wheelhouse Watch Mode panel will accept the watch transfer, and a lamp indicator will
required and will work in a master/slave configuration (i.e., the watch indicate the bridge watch mode.
call system will be operating with only one operator station running at 1) Initially, alarms will sound on the bridge panel, on-duty engineer
the time). The watch call system can be managed from two different panel, and public panels. 3) A transfer from the bridge to the ECR must be initiated from the
managing groups: ECR; a buzzer/lamp is activated at the bridge panel. Upon
2) Pressing the “Sound Off” button on a public panel will turn off the acceptance from the bridge, the watch responsibility is
 ECR manager sound only on the panel operated. The alarm indicator will continue transferred to the ECR.
 CCR manager to flicker until the alarm is acknowledged, and will then change to
a steady light. The indicator will be turned off when the alarm 4) If a duty engineer is selected from the software panel on the
From the operator stations in the ECR, the duty engineer can be selected condition is no longer present. VDU, without transferring the watch responsibility to the bridge
for the ECR, and the watch responsibility can be requested to be (Harbor mode), the alarms will be routed to the duty engineer
transferred to and from the bridge. From the operator stations in the CCR, 3) Pressing the “Sound Off” button on the bridge panel will turn off the panel as well as public panels. Repeat alarms and dead-man
the duty officer for the CCR can be selected. Selecting/changing the duty sound only on the bridge panel. The alarm indicator will continue alarms will be activated as normal under this condition.
officer must be done when the watch responsibility is in the ECR. to flicker until the alarm is acknowledged, and will then change to
a steady light. The indicator will be turned off when the alarm 4. Engineer/Officer Call from ECR/CCR
The alarm extension panels will be set up in separate unit groups. Three condition is no longer present.
different main unit groups are available:  Two types of call functions are supported: “Call Duty” or “Call
4) Pressing the “Sound Off” button on the duty engineer panel will turn All.”
 Bridge group off the sound on the duty and public panels. (The bridge panel must  The “Call Duty” operation will activate the buzzer/lamps on the
 Officer group be silenced separately.) The alarm indicator will continue to flicker designated duty engineer panel and on the public panels. The
 Public group until the alarm is acknowledged, and will then change to a steady “Call Duty” button will not work unless a duty engineer is
light. The indicator will be turned off when the alarm condition is selected.
For the officer group, several groups can be defined, such as no longer present.  Acknowledging the call on the designated duty engineer panel
“OfficerGroup1,” “OfficerGroup2,” “OfficerGroup3,” up to will silence all panels.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 12 Part 3. Integrated Automation System)

5. Duty Engineer/Officer Call from the Wheelhouse If the system is switched off before the pre-warning or OFAS alarm is
generated, the sequence will terminate and the “system on” lamp will be
Operating “Call Duty” from the bridge panel will activate the switched off.
buzzer/lamp on the selected duty engineer panel and on the public panels. YES Reset Button
Again, the “Call Duty” function requires that an engineer/officer has Activated? A lamp test can be performed by pressing the “On/Reset” button for
actually been set on duty. NO
more than 10 seconds.

The acknowledge functions are the same as the calls initiated from the The following panels are provided:
ECR/CCR. Timer > NO
12 minutes?  Three (3) EA activation panels

SAMSUNG/GASLOG/ABS
6. Repeat Alarm  Reset buttons/system on lamps (included in the engine alarm
YES
columns)
Repeat alarm will be triggered when an active watch call group alarm has
not been acknowledged from an OS within a pre-defined time. Repeat Set Warming Light A reset can also be performed from one of the operator stations in the
alarm 1 will be given at the bridge panel, duty engineer/officer panel, and in Machinery Area engine control room, by using the dedicated push button on the OFAS
public panels. If the engineer on duty again fails to acknowledge the mimic.
alarm within the “Repeat Alarm 2 limit” (normally 3 minutes), all the
engineers with the qualification will be announced at the bridge panel,
duty engineer/officer panel, and public panels. YES Reset Button
Activated?

NO
Timer > 3 min?

YES

Activate Patrol
Man Alarm

Activate Extention
Alarm System

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 13 Part 3. Integrated Automation System)

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IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 14 Part 3. Integrated Automation System)

Engine Control Room Process Station Room

14 15 33 23 15 18 13 18
7
R3 R3 R3
28
R3
23 R3
CAS
21 13
15 COM

23 43 2
AT
20 26
5 6 30 D
4 18
46
25
29 29 3

CF42
R3 18 10
CF42 ED CF42 E CF42 CF42 38 14
11
25 25 25 R3 23
30
29 15
R2 R5 R5 1
25 23 23 25
40
R4 27 R4

2 19
CF42 CF42 CF42 CF42 CF42
34

CF42
9 S S 9 3
29 29 29 S 7 16

29 29 34
Rubber Mat 17

SAMSUNG/GASLOG/ABS
5
CF42 ED CF42 E ED CF42 E ED CF42 E CF42
4
34

E
1
9 6

CF42
39

CF42 CF22 CF22

ED CF42 E
ED CF42 E
44

ED
45 19 42 15
23 19 8
16 R3
31 31 V 22
EL
41 V
10 F R3 10 24 R3
8 8 14
17 12
11 12 10

Engine Control Room Process Station Room

1. Engine Control Console 13. RJ-45 for IAS Printer 25. Chair Fastener 37. Electric Water Boiler 1. NDU A2 / PDU1-2 13. Interface Box for Ballast & E/R VRC System
2. IAS Laser Printer 5 14. RJ-45 with Receptacle for IAS Ext. 26. Printer Table 38. Safety Locker 2. Field Station (FS41) 14. Electric Horn with Rotating Light CO 2 Alarm
3. IAS Color Printer 6 15. RJ-45 with Receptacle for SMS 27. Drawing Table 39. Coat & Helmet Hook (3P) 3. Field Station (FS42) 15. G/E Ethernet Communication Box
4. IAS Alarm Printer 4 16. Sounding Board 28. Drawing Shelf 40. Book Rack 4. NDU B2 / PDU2-1 16. IAS UPS Auto Switch
5. Ship Performance Monitoring System Monitor 17. RJ45 for AP 29. Revolution Arm Chair / Arm Chair 41. Drawing Pocket 5. UPS2 for IAS (15kVA) 17. Field Station (FS43)
6. Ship Performance Monitoring System Computer Unit 18. Receptacle for IAS Printer 30. Desk with Computer Table 42. Helmet Shelf 6. Battery Cabinet for IAS 18. Ship’s General UPS Dist. Board
7. Ship Performance Monitoring System Printer 19. Speaker 31. Book Case 43. SMS Printer Table 7. Smoke Detector 19. Ship’s General UPS Battery Cabinet
8. 22” CCTV Monitor with Ceiling Mount Bracket 20. Auto Telephone 32. Notice Board 44. Electric Horn with Rotating Light 8. Speaker
9. Smoke Detector 21. Combination Box 33. White Board 45. AC 110V Receptacle 9. PSR DC24V Dist. Board
10. Oil Mist Detection Panel 22. Electric Clock 34. Book Shelf 46. Desk with Computer Table 10. PSR AC220V Dist. Board
11. No.1 M/E Mist Detection Panel 23. Receptacle 35. Refrigerator 11. Ship’s General UPS
12. No.2 M/E Mist Detection Panel 24. ICCP Remote Panel 36. Sink with Cup Board 12. Receptacle

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 15 Part 3. Integrated Automation System)

SAMSUNG/GASLOG/ABS
• Ship performance monitoring system JB • SMS printer table (600 x 800 x 760)
• 22” CCTV monitor • Seat for printer
• Smoke detector • Electric horn with rotating light
• Oil mist detection panel • AC 110V receptacle
• SMS PC/printer • Desk with computer table (1500 x 800 x 760)
• Ship performance monitoring system receptacle
• JB for Ship performance monitoring system receptacle The process station room contains the following equipment items:
• RJ-45 for Ship performance monitoring system
• No.1 M/E oil mist detection panel • NDU A2/PDU1-2
• No.2 M/E oil mist detection panel • Field station (FS41)
• RJ45 for IAS printer • Field station (FS42)
• RJ45 with receptacle for IAS ext. • NDU B2/PDU2-1
• RJ-45 for SMS • UPS2 for IAS (15kVA)
• Sounding board • Battery cabinet for IAS
• AP for wireless LAN • Smoke detector
• RJ-45 for AP • Speaker
• Receptacle for IAS printer • PSR DC 24V distribution board
• Speaker • PSR AC220V distribution board (2LD)
• Auto telephone • Ship’s general UPS
• Combination box • Receptacle (R3)
• Electric clock • Normal/EM’CY light
• Receptacle • Interface box for ballast & E/R VRC system
• Normal/EM’CY light • G/E ether-net communication box
• ICCP remote panel • IAS UPS auto switch
• Anti-piracy electrical & communication equipment • Field station (FS43)
• Chair fastener • Ship’s general UPS distribution board

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 16 Part 3. Integrated Automation System)

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 3 - 17 Part 3. Integrated Automation System)

CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Part 4: Machinery System Illustrations 4.10.3a Steam Service System ......................................................4 - 127
4.1 Seawater Systems ....................................................................... 4 - 2 4.1.1a Central Cooling Seawater System.......................................... 4 - 1 4.10.3b Condensate Water System ................................................4 - 129
4.1.1 Central Cooling Seawater System................................... 4 - 2 4.1.2a Freshwater Generator P&I Diagram ...................................... 4 - 5 4.11.1a Provision Refrigeration System........................................4 - 131
4.1.2 Freshwater Generator Seawater System.......................... 4 - 6 4.2.1a Main Cooling Freshwater System – PORT ............................ 4 - 7 4.11.2a Accommodations Air-Conditioning Plant.........................4 - 135
4.2 Freshwater Cooling System........................................................ 4 - 8 4.2.1b Main Cooling Freshwater System – STBD............................ 4 - 9 4.11.3a Package-Type Air Conditioner – Cargo Switchboard Room &
4.2.1 Main Cooling Freshwater System ................................... 4 - 8 4.2.2a No.1 & 2 G/E Cooling Freshwater System.......................... 4 - 11 Cargo Control Room.....................................................................4 - 141
4.2.2 G/E Cooling Freshwater System ................................... 4 - 12 4.2.2b No.3 & 4 G/E Cooling Freshwater System.......................... 4 - 13 4.11.3b Package-Type Air Conditioner – Emergency Switchboard
4.2.3 H/T Freshwater Cooling System ................................... 4 - 16 4.2.3a H/T Freshwater Cooling System.......................................... 4 - 15 Room & Wheelhouse ....................................................................4 - 142
4.3 Fuel Oil Transfer and Purifying System ................................... 4 - 20 4.2.3b H/T Freshwater Cooling System.......................................... 4 - 17 4.11.3c Package-Type Air Conditioner – Galley & Electric Equipment
4.3.1 Fuel Oil Bunkering and Transfer System...................... 4 - 20 4.3.1a HFO and MGO Transfer Systems ........................................ 4 - 19 Room.............................................................................................4 - 143
4.3.2 Fuel Oil Purifying System............................................. 4 - 28 4.3.1b HFO and MGO Transfer Systems........................................ 4 - 23 4.12.1a Sanitary & Freshwater System .........................................4 - 147
4.4 Fuel Oil Service System ........................................................... 4 - 32 4.3.2a Fuel Oil Purifying System.................................................... 4 - 27 4.12.1b Sanitary & Freshwater System – Purifier Operating Water ........
4.4.1 Main Engine Fuel Oil Service System .......................... 4 - 32 4.4.1a No.1 Main Engine Fuel Oil Service System ........................ 4 - 31 ......................................................................................................4 - 149
4.4.2 Generator Engine Fuel Oil Service Systems ................. 4 - 36 4.4.1b No.2 Main Engine Fuel Oil Service System ........................ 4 - 33 4.12.2a Sanitary Discharge System...............................................4 - 151
4.4.3 Fuel Gas System............................................................ 4 - 44 4.4.2a No.1 & 2 Generator Engine Fuel Oil System....................... 4 - 35
4.4.4 Emergency G/E and Incinerator Fuel Oil System ......... 4 - 52 4.4.2b No.3 & 4 Generator Engine Fuel Oil System ...................... 4 - 37
4.4.5 Aux. Boiler Fuel Oil System ......................................... 4 - 56 4.4.3a Main Engine Fuel Gas System............................................. 4 - 43
4.5 Lubricating Oil System............................................................. 4 - 60 4.4.3b GCU Tank Pressure Control ................................................ 4 - 44
4.5.1 Lubricating Oil Transfer System ................................... 4 - 60 4.4.3c Generator Engine Fuel Gas System ..................................... 4 - 45

SAMSUNG/GASLOG/ABS
4.5.2 Lubricating Oil Purifying System ................................. 4 - 64 4.4.3d Gas Combustion Unit Fuel Gas System............................... 4 - 47
4.5.3 Main Engine Lubricating Oil Service System............... 4 - 70 4.4.4a Emergency G/E Fuel Oil System ......................................... 4 - 51
4.5.4 Generator Engine Lubricating Oil System .................... 4 - 74 4.4.4b Incinerator Fuel Oil System ................................................. 4 - 53
4.5.5 Stern Tube Lubricating Oil System............................... 4 - 77 4.4.5a Aux. Boiler Fuel Oil System ................................................ 4 - 55
4.6 Engine Room Bilge System...................................................... 4 - 82 4.5.1a Lubricating Oil Transfer & Purifying System...................... 4 - 59
4.7 Compressed Air System ........................................................... 4 - 88 4.5.2a Lubricating Oil Transfer & Purifying System...................... 4 - 63
4.7.1 Control & General Service Air System ......................... 4 - 88 4.5.3a. No. 1 Main Engine Lubricating Oil System........................ 4 - 69
4.7.2 Starting Air System ....................................................... 4 - 92 4.5.3b No. 2 Main Engine Lubricating Oil System ........................ 4 - 71
4.8 Gas Combustion Unit System................................................... 4 - 96 4.5.4a Generator Engine Lubricating Oil System ........................... 4 - 73
4.9 Aux. Boilers and Steam Systems............................................ 4 - 104 4.5.5a Stern Tube Lubricating Oil System...................................... 4 - 75
4.9.1 General Description .................................................... 4 - 104 4.5.5b Stern Tube Lubricating Oil System...................................... 4 - 76
4.9.2 Boiler Control – ALTC System ................................... 4 - 109 4.5.5c Stern Tube Air Control Unit................................................. 4 - 79
4.9.3 Boiler Operation.......................................................... 4 - 113 4.6.1a Engine Room Bilge System ................................................. 4 - 81
4.9.4 Exhaust Gas Economizer ............................................ 4 - 117 4.7.1a Compressed Air System ....................................................... 4 - 85
4.10 Aux. Boiler Feedwater and Steam System ........................... 4 - 120 4.7.1b Control Air Service .............................................................. 4 - 86
4.10.1 Aux. Boiler Feedwater System.................................. 4 - 120 4.7.1c Control Air Service for the Fire Damper.............................. 4 - 87
4.10.2 Water Sampling and Treatment System .................... 4 - 126 4.7.2a Starting Air System .............................................................. 4 - 91
4.10.3 Steam Service and Condensate Systems ................... 4 - 128 4.8a Gas Combustion Unit System ................................................. 4 - 95
4.11 Accommodations Service ..................................................... 4 - 132 4.9.1a Aux. Boiler Construction ................................................... 4 - 103
4.11.1 Provision Refrigeration System................................. 4 - 132 4.9.1b Water Level Control System .............................................. 4 - 105
4.11.2 Accommodations Air-Conditioning Plant ................. 4 - 136 4.9.4a Exhaust Gas System........................................................... 4 - 115
4.11.3 Package-Type Air Conditioner .................................. 4 - 144 4.9.4b Exhaust Gas System........................................................... 4 - 116
4.12 Sanitary & Freshwater System ............................................. 4 - 148
4.12.1 Freshwater Service System ....................................... 4 - 148
4.10.1 Boiler Feedwater System ................................................... 4 - 119
4.10.1a Boiler Feedwater System ................................................. 4 - 119
Part 4
4.12.2 Sanitary Discharge System........................................ 4 - 152 4.10.1b Boiler Feed Water Systen Emergency Operation............. 4 - 123
4.10.2a Water Sampling and Treatment System ........................... 4 - 125
Machinery System
IMO No. 9855812 / Issue 1 (2021.10.08) Part 4. Machinery System
CONFIDENTIAL: This document is a property of SHI and must not be copied, shown, or given to a THIRD
PARTY without the consent of SHI. The unauthorized use or disclosure of this material will result in civil or
criminal liabilities.
GASLOG WESTMINSTER Machinery Operating Manual
Illustration 4.1.1a Central Cooling Seawater System
Shipside V/V Shipside V/V
Control Control

ZI VC ZI ZI VC ZI
(450)

(500)
ZS ZS ZS ZS
WS484F

WS485F
(450) (300) (500)

WS202F
TT TT

WS045F
(65) (65) (65)
PI PI PI
WS026F WS044F WS034F
(350) (450) (300) (400) (350)
No.2 No.2 No.2
PORT WS027F Cargo WS206F WS035F STBD
TI (350) TI (150) (300) TI

(450)

(300)

(400)
Central Machinery Central
FW Cooler WS028F CFW Cooler WS205F WS036F FW Cooler
(Each 100%) (350) (Each 100%) (150) (300) (Each 100%)
(65) (65) (65)
PI PI PI
WS025F WS043F WS033F
(350) (450) (300) (400) (350)
In-line Filter In-line Filter In-line Filter
No.1 FW Generator (30 Ton/Day) No.2 FW Generator (30 Ton/Day)
TI TI TI TI TI

WS409F WS411F

(300)
PI
(65) PI
(65) (65) PI
WS022F WS042F WS030F
WS039F (350) (450) (300) (400) (350) WS040F
No.1 No.1 No.1
(80)

(80)
PORT WS023F Cargo WS204F WS031F STBD

(400)
(450)
(450)

(300)

(400)
TI PI TI TI TI PI TI
To FW (350) (150) (300) To FW
Tank Central Machinery Central Tank
PI PI FQ FW Cooler WS024F CFW Cooler WS203F WS032F FW Cooler FQ PI PI
(Each 100%) (350) (Each 100%) (150) (300) (Each 100%)
TI
PI (65) PI (65) (65) PI
TI
WS021F WS041F WS029F

(100)
(80)

(350) (450) (300) (400) (350)

In-line Filter In-line Filter In-line Filter

SAMSUNG/GASLOG/ABS
Chem. TI PT TI PT TI Chem.
Dosing Dosing

(450)

(400)
Unit 4th Deck (C) 4th Deck (C) Unit
PI PI
TT TT

(300)
WS413F WS408F WS414F
(80) (80)
WS417F
(65)
WS415F
(65) XA
MM021 (25) W/Plug for
Air Blowing

(65)
PIAL PIAL WS053F

(80)
PIAL (65)
(80)

(450)

(450)
MM106 MM107
From LT CFW

From LT CFW
MM106
WS416F
PS PS AL CU
WS406F

WS407F
PS

WS054F
System

System
(450) (400)

WS055F
(300)
WS014F

WS020F
WS016F

WS018F
PP004 MGPS Anode

WS056F
(65)

(65)

WS009F

WS048F
PI PI Treatment Tank
PCL
WS013F

WS038F
WS015F

WS017F
MC EMCY Saving MC EMCY Saving
1 3 PP003

(65)
System (VFC) System (VFC)

WS008F

WS047F
PP071 PP072
Control Section MC Control Section
(65)

(65)
PI PI
PP003
(65)

PCL MC MC PCL
(400)

(400)

(400)
(300)

(300)

(65)
PP003 PP004 Sett. Auto PP021 PP021
PI PI 1.3 bar CH-VR PI PI
PI PI
WS051F

WS052F
MC MC
2 DPT DPT No.1 DPT DPT 5
PP003 No.2 PP022
No.1

No.2
For Steam
No.2

No.1
Blowing Conn. 4 To Bilge
(400)

(400)

(400)
EMCY Saving PI PI PI PI EMCY Saving
BG019F Well

(300)

(300)
ST164F PI PI

(65)
System (VFC) System (VFC)
Shipside V/V Starter Section Floor Starter Section
Control Auto CH-VR Auto CH-VR
(25)

WS007F

WS046F
Shipside V/V
(450)
(100)

(100)

For Steam
WS491F

Control
ST162F

ZI VC ZI Blowing Conn.
WS010F

WS011F

WS012F

WS019F
(300) ST163F

(300)
ZI VC ZI

BG018F
TI EMCY Bilge WS481
ZS ZS WS002F MM108 Suction WS001F
(450)

(450)

ZS ZS

(25)
(450)

(450)
WS493F WS005F WS006F Tank Top WS004F WS003F
(1200) (1200)
WS492F
WS482F About 150

WS481F
High Sea
WS057F

WS490F
Chest (P) ST161F

(40)
1 No.1 FW Gen. SW Pump 4 Cargo Cooling SW Pump
(40)

(40)
(40 m3/h x 4.5 bar) (Each 100%)
(150)

(150)

(200)

(600)
(600)
(600)

(700 m3/h x 2.3 bar)

(50)

To Bilge 2 PORT Main Cooling SW Pump To Bilge

Well (P) (Each 100%) 5 STBD Main Cooling SW Pump Well (S) Low Sea
Key Chest (S)
To To Bilge To Water (1,520 m 3/h x 2.3 bar) (Each 100%, Self Priming Type)
Sea Water Line To Bilge, Fire Pump To Ballast Spray (1,250 m 3/h x 2.3 bar)
Fire & Pump Suction Pump 3 No.2 FW Gen. SW Pump
Bilge Water/Drain Line Pump
G/S Pump (40 m3/h x 4.5 bar)

IMO No. 9855812 / Issue 1 (2021.10.08) 4-1 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Type: SVS400M Type: Electro-anode Cooler (S) are being used.
Capacity: 1250 m3/h x 2.3 bar Capacity: 3800 m3/h
Motor: 132 kW x 440 V x 1200 rpm 1) Ensure that the main seawater crossover pipe suction strainers
No. of sets: 2 2. General Description WS001F and WS002F are cleaned and that the drain valves are
closed.
No.1 & 2 Cargo Mach. CSW Pump The main cooling seawater system has four main cooling seawater
pumps. These cooling seawater pumps take suction from the high and 2) Ensure that all the pressure gauge and instrumentation valves are
Maker: Shinko Ind. Ltd. low sea chests main and supply cooling seawater to No.1 & 2 Central opened and that the instrumentation is reading correctly.
Type: SVS300BM Freshwater Cooler (P) & (S).
Capacity: 700 m3/h x 2.3 bar 3) Set up the valves as in the following table to supply seawater to
Motor: 75 kW x 440 V x 1800 rpm The freshwater that circulates through these coolers cools various the cooling system.
No. of sets: 2 auxiliary machinery. The cooling seawater from the four central
freshwater coolers flows overboard via valves WS484 and WS485. Valve Description Position
No.1 & 2 FW Generator SW Pump WS481F Low-sea chest (S) suction valve Open
The cargo machinery cooling seawater system has two cargo machinery
WS482F High-sea chest (P) suction valve Closed
Maker: Shinko Ind. Ltd. cooling seawater pumps. These cooling seawater pumps take suction
Low-sea chest suction strainer outlet
Type: SVP65M from the high and low sea chests main and supply cooling seawater to WS004F Open
valve
Capacity: 40 m3/h x 4.5 bar No.1 & 2 Cargo Machinery CFW Cooler.
High-sea-chest suction strainer outlet
Motor: 11 kW x 440 V x 3600 rpm WS006F Closed
valve
No. of sets: 2 The freshwater that circulates through these coolers cools various
auxiliary machinery. The cooling seawater from the two Cargo
4) Close the sea chest suction strainer vent valves when seawater is
Central FW Coolers STBD Machinery CFW coolers flows overboard via valve WS485.
discharged from the outlet pipe. Then set the valves as in the
following table:
Maker: LHE The freshwater generator seawater system has two freshwater generator
Type: SH331ML-1P-315 seawater pumps.
Capacity: 13,700,000 kcal/h

IMO No. 9855812 / Issue 1 (2021.10.08) 4-2 Part 4. Machinery System

Shipside V/V Shipside V/V

Control Control

ZI VC ZI ZI VC ZI
(450)

(500)
ZS ZS ZS ZS
WS484F

WS485F
(450) (300) (500)

WS202F
TT TT

WS045F
(65) (65) (65)
PI PI PI
WS026F WS044F WS034F
(350) (450) (300) (400) (350)
No.2 No.2 No.2
PORT WS027F Cargo WS206F WS035F STBD
TI (350) TI (150) (300) TI

(450)

(300)

WS409F WS411F

(300)
PI
(65) PI
(65) (65) PI
WS022F WS042F WS030F
WS039F (350) (450) (300) (400) (350) WS040F
No.1 No.1 No.1
(80)

(80)
PORT WS023F Cargo WS204F WS031F STBD

(400)
(450)
(450)

(300)

(100)
(80)

(350) (450) (300) (400) (350)

In-line Filter In-line Filter In-line Filter

SAMSUNG/GASLOG/ABS
Chem. TI PT TI PT TI Chem.
Dosing Dosing

(450)

(400)
Unit 4th Deck (C) 4th Deck (C) Unit
PI PI
TT TT

(300)
WS413F WS408F WS414F
(80) (80)
WS417F
(65)
WS415F
(65) XA
MM021 (25) W/Plug for
Air Blowing

(65)
PIAL PIAL WS053F

(80)
PIAL (65)
(80)

(450)

(450)
MM106 MM107
From LT CFW

From LT CFW
MM106
WS416F
PS PS AL CU
WS406F

WS407F
PS

WS054F
System

System
(450) (400)

WS055F
(300)
WS014F

WS020F
WS016F

WS018F
PP004 MGPS Anode

WS056F
(65)

(65)

WS009F

WS048F
PI PI Treatment Tank
PCL
WS013F

WS038F
WS015F

WS017F
MC EMCY Saving MC EMCY Saving
1 3 PP003

(65)
System (VFC) System (VFC)

WS008F

WS047F
PP071 PP072
Control Section MC Control Section
(65)

(65)
PI PI
PP003
(65)

PCL MC MC PCL
(400)

(400)

(400)
(300)

(300)

(65)
PP003 PP004 Sett. Auto PP021 PP021
PI PI 1.3 bar CH-VR PI PI
PI PI
WS051F

WS052F
MC MC
2 DPT DPT No.1 DPT DPT 5
PP003 No.2 PP022
No.1

No.2
For Steam
No.2

No.1
Blowing Conn. 4 To Bilge
(400)

(400)

(400)
EMCY Saving PI PI PI PI EMCY Saving
BG019F Well

(300)

(300)
ST164F PI PI

(65)
System (VFC) System (VFC)
Shipside V/V Starter Section Floor Starter Section
Control Auto CH-VR Auto CH-VR
(25)

WS007F

WS046F
Shipside V/V
(450)
(100)

(100)

For Steam
WS491F

Control
ST162F

ZI VC ZI Blowing Conn.
WS010F

WS011F

WS012F

WS019F
(300) ST163F

(300)
ZI VC ZI

BG018F
TI EMCY Bilge WS481
ZS ZS WS002F MM108 Suction WS001F
(450)

(450)

ZS ZS

(25)
(450)

(450)
WS493F WS005F WS006F Tank Top WS004F WS003F
(1200) (1200)
WS492F
WS482F About 150

WS481F
High Sea
WS057F

WS490F
Chest (P) ST161F

(40)
1 No.1 FW Gen. SW Pump 4 Cargo Cooling SW Pump
(40)

(40)
(40 m3/h x 4.5 bar) (Each 100%)
(150)

(150)

(200)

(600)
(600)
(600)

(700 m3/h x 2.3 bar)

(50)

To Bilge 2 PORT Main Cooling SW Pump To Bilge

IMO No. 9855812 / Issue 1 (2021.10.08) 4-3 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
anodes. 5) Remove the anode flange together with the used anode from the
No.2 Central Freshwater Cooler (S) will need to be brought into use to anode treatment tank.
cool the central freshwater system before backflushing No.1 Cooler. The CU anodes are manufactured from copper as a major part of the
system. The copper anode produces ions that are transported by the 6) Open the cleaning hole of the anode treatment tank, and clean the
NOTE seawater and carried into the pipework system to prevent marine growth. inside of the tank.
Exercise caution if the standby pump does not start during the valve
operation. They release ions during electrolysis, as in the following reactions: 7) Install new anodes on the anode treatment tank, and connect the
anode cables. Be sure to connect the correct anodes and to put
1) Slowly open No.2 Central FW Cooler (S) seawater inlet valve Anodic reaction Cu → Cu2+ + 2e gaskets between the anode flanges.
WS033F, and slowly open outlet valve WS034F.
Cathodic reaction 2H2O + 2e → H2 + 2OH-
8) Connect the anode cable in the junction box at the correct
2) Open the No.2 Central FW Cooler (S) vent valve and close the position.
The AL anodes are manufactured from aluminum as a supplementary
valve when seawater is discharged from the outlet pipe.
part of the system. The slow dissolution of the aluminum anode produces
9) Close the cleaning hole of the anode treatment tank, and fill the
ions that spread throughout the system and produce an anti-corrosive
3) Slowly open the backflushing inlet valve WS031F and the anode treatment tank with seawater by opening the inlet and
layer on the internal surfaces of seawater cooling lines.
backflushing outlet valve WS032F on No.1 Central FW Cooler outlet valves.
(S).
They release ions during electrolysis, as in the following reactions:
10) Switch on the main power supply in the control panel when the
4) Close the No.1 Central FW Cooler (S) inlet and outlet valves seawater pumps are running.
WS029F and WS030F. Anodic reaction Al → Al3+ + 3e
Cathodic reaction 3H2O + 3e → 3/2H2 + 3OH- 11) Ensure that the current on the control panel shows the setting
5) When the backflushing is complete, close the backflushing Product of Al(OH)3 Al 3+ -
+ 3OH → Al(OH)3 value previously given.
valves to the cooler and leave isolated until required.

IMO No. 9855812 / Issue 1 (2021.10.08) 4-4 Part 4. Machinery System

Fresh Water Generator

VA-ES-06
TI-ES-01
TI

VA-ES-03
PI-ES-01
PI

Engine
Sea Water In

VA-E1-02
OC-SW-01
VA-E1-01 PI-E1-01
PI
FG-ES-01
FG
TI PI
Hot Water In

Hot Water Out

VA-FE-02 OC-FE-01

VA-FE-03
TI

CIP
PU-FR-01
SAMSUNG/GASLOG/ABS
VA-ES-02

VA-FR-04
TI

QT-FR-01
QT TI-E1-01
TI

VA-ES-04
VA-FR-01

VA-ES-05
CIP
Feed Water Treatment
VA-ES-01

PI-FR-01
PI FI-FR-01
Fresh VA-FR-13 FQ VA-FR-14
Water
VA-FR-06
Fresh Water to Tank
VA-FR-03 VA-FR-15

VA-FT-01 EW-ES-01 Overboard

PI
PU-FT-01

FW Generator SW Pump
PI PI

Control Panel PU-SC-01

Motor Starters
Incl. Salinometer
Key
Fresh Water Line
Sea Water Line
Main Supply

IMO No. 9855812 / Issue 1 (2021.10.08) 4-5 Part 4. Machinery System

Maker: Alfa Laval 3. Operation Procedure for No.1 FW Generator System

Type: AQUA-blue C100-HW/HWS
Capacity: 30 m3/day Assuming that the seawater crossover main is in use and that No. 1 FWG
Water flow: 64.2 m3/h (Jacket water) SW Pump and No.1 FW Generator are being used:
32.07 m3/h (Sea water)

SAMSUNG/GASLOG/ABS
Temperature (F.W/S.W): 90.0/ 32.0 °C (inlet) 1) Ensure that all the pressure gauge and instrumentation valves are
78.6/53.8 °C (Outlet) open and that the instrumentation is reading correctly.
Steam Flow/Pressure: 1332 kg/h/6 ~ 7 bar
No. of sets: 2 2) Set the valves as in the following table:

2. General Description
Valve Description Position
The freshwater generators are supplied with seawater by FW generator
ejector pumps. These take their suction from the low and high sea chest. WS051F No.1 FWG SW Pump suction valve Open
WS406F No.1 FWG SW Pump discharge valve Open
Each of the FW generator ejector pumps is an electrically driven WS409F No.1 FWG Suction Strainer inlet valve Open
centrifugal pump that is dedicated to its own FW generator and each has
WS413F No.1 FWG SW outlet valve Open
sufficient capacity to supply 100 % of the seawater requirements to one
FW generator. WS484F No.1 FWG SW overboard valve Open

The feed water to be evaporated is taken from the sea cooling water 3) Start No.1 FWG SW Pump. Confirm if the SW pump is running,
outlet of the condenser. It enters the evaporator where it evaporates at and that adequate water for the correct operation of the
about 40 ~ 60°C as it passes between the plates heated by the heating Freshwater generator is flowing.
medium. The evaporating temperature corresponds to a vacuum of 85 ~
95%, maintained by the brine/air ejector. 4. Operation Procedure for No. 2 FW Generator System

The vapours generated to pass through a separate section where any Assuming that the seawater crossover main is in use and that No.2 FWG
drops of seawater entrained are removed and fall due to gravity to the
SW Pump and No.2 FW Generator are being used:
brine sump at the bottom of the titanium plate stack. The clean fresh
water vapours continue to the condenser section, where they condense
1) Ensure that all the pressure gauge and instrumentation valves are
into freshwater as they pass between the cold plates cooled by the sea
open and that the instrumentation is reading correctly.
cooling water.

IMO No. 9855812 / Issue 1 (2021.10.08) 4-6 Part 4. Machinery System

(15) (25)
Connection From No.2 Air Cond. Plant WF156F WF151F (40)
WF168F Sett. for Dry Dock (150) TI
No.1 L/V Within a radius of 1.5m from outlet of
(80) (50)
18 bar
Control Operation CFW Outlet Line (40) SWBD Room vent pipe to be considered hazard area
WF166F MI
EPCON
Air To/From No.1 M/E Funnel Base
Pack. Air

WF218F

WF219F
(80) (50) MM291
WF195F SCR Blower Cond.
PT WF155F

(65)
(65)
WF209F TI 2nd Deck (P) (25)
TI
(150)
WF158F WF152F (40) TI (25)
No.1 Air Cond. WF297F No.1 H/V

(25)
(1.0 m3/h x 10 MWC)
PI PS (50)

WF241F
Plant WF164F (150) (40) SWBD Room
MI
No.1 ECR (50) MM292 Pack. Air GD

for No.1 M/E

WF217F

SCR Blower
TI

CFW Pump
MI Pack. Air Cond. GD

(25)
2nd Deck (P) MM318
Cond. WF157F TI
PI WF181F WF252F (40) TI 2nd Deck (P)
WF117F WF116F (50) WF239F WG142F

(65)
MC TI
(15) (20) (15) (20) PP040 MI (32) From
(50) MM293 Transformer FW Service

(150)

(150)
(15)
PI
No.1 No.2
CLR

CLR

WF118F WF113F (32) for MR Reliq.

(100)

(100)
(25)
WF180F TI

WF242F
(20) (20) (40) 2nd Deck (P)
(25) WF240F
No.1 M/E 2nd Deck (P)
Boiler Water
(25) WF154F WF142F TI
(32) (150) (100) No.1 CFW LAH
Circ. Pump WF136F WF134F IG Dryer Unit Exp’n Tank
(15) (20) (15) (20) (32) (100)
(100) WF141F Cooler (1.0 m3) LAL

(40)
No.1 No.2 WF276F WF153F MM099
CLR

CLR

WF135F WF133F WF140F 3rd Deck (P)

(100)

(200)
TI

(65)
(20) (20)

(40)
No.1 G/E
(25) WF179F
To STBD WF161F

WF216F
(25) (150)

(15)
Boiler Water (200) (150) WF214F

(25)

(25)
WF163F CFW System IG Chiller Unit
Circ. Pump

(200)
TI
(150) (150) (150) (200) (150) WF160F Condenser To Scupper
Atmos. Dump/ Upper Deck

Vent

Vent
From No.1 G/E

From No.2 G/E

From No.1, 2 G/E

Deaeration Pipe
Drain Condenser (150) (150) WF159F 2nd Deck (P)

(250)

(250)
(100)
3rd Deck (S) TI WF162F To No.1, 2 G/E CFW System
TI WF175F (400)

SAMSUNG/GASLOG/ABS
(25) (40)
No.1 N2 Feed Air No.1 M/E Air Cooler
Compressor (25) (40)
Scav. Air

(65)
(350)
TI WF174F Cooler
(200)
Control & G/S Air From No.1, 2 G/E CFW System
TIAH Key
Compressor TI MM092 WF171F TIAH
(25) (32) (65) WF251F TI MM176 Fresh Water Line
No.1 (250)
Control Air Line

(300)

(400)
M PI
(25) (32) (65)
TIAL
PIAL Bilge Water/Drain Line
WF038F
(40)

(40)

TI WF170F TI MM646
MM175
3rd Deck WF227F (250)
TI To No.1, 2 G/E
(32) (25)
No.1 HT CFW Pump Suction

(300)

(250)

(65)
WF226F PI WF027F Sett. 25℃ (50)
(32)
No.1 (125)
TICAH TOC
PORT TI M/E MMxxx MM137
WF102F (65)
WF049F TI ME No.1 Air Cooler

WF301F
PI PI
Starting Air Jacket E/P From IAS (350) No.2
TI WF229F PI WF026F PIAL CFW Pump PORT
Compressor (32) No.1 (50) FW MMxxx (401 m /h x 2.7 bar)
3 Control
Auto TI Central
No.2 M/E TI Cooler CH-VR Air

(400)
(250)
WF228F MGO PI WF048F TI PS WF104F (65) PI FW
(50) 4th Deck (P) PI PI (350) Cooler
(32) Cooler TI WF303F WF302F

(125)
(125)
(250) (250) (Each 100%)
TI TI TI

WF305F
4th Deck (P) WF304F 4th Deck (AFT)

(250)

(400)
WF017F No.2 WF300F
PI WF077F

(50)
WF101F (65)

(400)
PI PI PI PI
No.1, 2 WF019F WF021F WF306F (400) (350) No.1
PI PI No.1 (150)

WF262F
G/E TI No.1, 2 No.1 (250) PORT
(50) (50)
M/E TI WF006F TI Central
MGO WF016F G/E M/E
(40)
(40)

PI
Pilot
TI
Pilot
TI Main
WF005F 4th Deck (P) WF307F WF103F (65) FW
Cooler LO PI No.1 PI
(300)
MGO PI WF018F MGO PI WF020F (150) Temporary Filter Sett. 36℃
WF001F
(400) (350) Cooler
(25)

(25)

(50) (50) Cooler TOC (Each 100%)

(50)

TI
4th Deck (P) Cooler Cooler TI MM137 B C TI
TI TI 4th Deck (P) PORT Central CFW Pump From IAS E/P 4th Deck (FWD)
(50)

WF062F A
TI (620 m3/h x 2.7 bar) Control Air WF207F
(25)

(25)

(40) (65) (65) (80) Sett. MC MC

Aux. Boiler 3.0 bar PP006 PP007
To No.1, 2 G/E CFW System
MGO Cooler WF253F Auto

(400)
(40) (65) (65) (80) PCL PCL
CH-VR (G/E LT P/P Inlet)
PP006 PP007 (50)
WF061F
(40)

(40)

TI PIAL TICAH
TIAH TIAH
(300)

MM134 MM136 TI PS PI PI PE Tubing

(150)
(32) (32) WF007F WF002F To No.2 M/E Air Cooler
(350) (350) PE Tubing
TI TI WF015F PI To No.2 M/E Jacket CFW

WF003F
(32) (50)
(32) (32)
No.1 WF008F PE Tubing
No.2 No.1 No.1
(300)

TI S/T Distributer
(25)

(25)

PS PI PI
No.1 M/E No.1 M/E WF014F LO WF009F
WF024F

WF025F

WF012F

WF013F

WF294F
(32) (50)
Cooler 4th Deck (P)
Inter Shaft Inter Shaft
Bearing Bearing TI WF010F To Cargo PE Tubing PE Tubing
(25) Floor (P) No.2 Temporary CFW System Chemical
To No.1 M/E Jacket CFW
PE Tubing
(25) Dosing Unit To STBD CFW System
Filter

IMO No. 9855812 / Issue 1 (2021.10.08) 4-7 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Motor: 75 kW x 440 V x 1750 rpm No. of sets: 2
No. of sets: 2 4) Ensure that there is a control air supply at the three-way
2. General Description temperature control valves.
M/E N0.1 & 2 Air Cooler C.F.W Pump (P) & (S)
The central cooling system is an alternative to the seawater cooling 5) Set the valves as in the following table:
Maker: Shinko Ind. Ltd. system. Maintenance work is minimized, as this is the only component
Type: SVS250M that is in direct contact with seawater. Valve Description Position
Capacity: 401 m3/h x 2.7 bar No.1 CFW Expansion Tank outlet
WF216F Open
Motor: 45 kW x 440 V x 1750 rpm From a mimic view, operators can start/stop the pumps as well as valve
No. of sets: 4 switching duty and standby. Pressing the “ON” button will automatically WF002F Suction valve of No.1 & 2 Central
set both pumps to auto mode and the duty pump will be started. Pressing Open
WF003F CFW pump (P)
Pack. Air Cond. CFW Pump the “OFF” button will stop the running pump and switch both pumps to WF008F Discharge valve of No.1 & 2 Central
manual mode. When switching duty pumps, the standby will first start. Open
WF010F CFW pump (P)
Maker: Shinko Ind. Ltd. When confirmed running, the duty will be stopped and the duty standby WF305F Suction valve No.1 & 2 of M/E No.1
Type: SVS125M indication will be switched. Open
WF302F Air Cooler CFW pump (P)
Capacity: 85 m3/h x 20 MWC WF307F Discharge valve No.1 & 2 of No.1 Air
Motor: 11.0 kW x 440 V x 1800 rpm The main central cooling system consists of one loop. The in-use pump Open
WF304F Cooler CFW pump (P)
No. of sets: 1 discharges cooling water into the pipeline system that provides cooling to
WF038F M/E No.1 Air Cooler inlet valve Open
the following units:
WF251F M/E No.1 Air Cooler outlet valve Open
CFW Pump for M/E SCR Blower No.1
• No.1 & 2 M/E jacket FW cooler WF005F M/E No.1 LO Cooler inlet valve Open
Capacity: 1.0 m3/h x 10 MWC • No.1 & 2 M/E main LO cooler WF006F M/E No.1 LO Cooler outlet valve Open
No. of sets: 1 • No.1 & 2 M/E air cooler M/E No.1 Jacket FW Cooler inlet
WF026F Open
valve
Seawater is used as the cooling medium for the Central F.W coolers and is
provided by the main cooling seawater pumps.

IMO No. 9855812 / Issue 1 (2021.10.08) 4-8 Part 4. Machinery System

W/H W/H Within a radius of 1.5m from outlet of

No.1 Pack. Air Cond. No.2 Pack. Air Cond. No.2 ECR vent pipe to be considered hazard area
CCR

SCR Blower
Funnel Base

FW Service
EMCY SWBD Room WF183F (40) TI Pack. Air Cond.
Pack. Air

No.2 M/E
Nav. Deck Pack. Air Cond.

From/To
(50)
Cond. TI MI
(40)

From
(32)

(32)

Pack. Air Cond.

C Deck (50)
WF254F MM294
(25)
(25)
MI
(32) WF182F TI 2nd Deck (S)

(A Deck)
(32) TI GD
GD
CSB Room CSB Room CSB Room CSB Room TI No.2 L/V

Galley
(40) (40) WG143F
No.1 Pack. No.2 Pack. No.3 Pack. No.4 Pack. SWBD Room No.1 Ref. Prov.

WF244F

WF243F
(40) (40) PI PS

(25)
Air Cond. Air Cond. Air Cond. Air Cond. WF185F (40) TI Pack. Air Cond. Plant (15)

(65)
(65)
(50)
MI TI

(40)

(40)
A Deck (40) MI

(50)

(50)
WF255F MM320
EER EER (50) TI

(50)

(50)
Upper Deck No.1 Pack No.2 Pack Upper Deck No.2 CFW
Air Cond. Air Cond. WF184F TI 2nd Deck (S) No.2 Ref. Prov. LAH
(65) (100) A Deck
PI PS Exp’n Tank
Plant

(65)
(65)
(65) (100) (25) No.2 H/V (1.0 m3)

(40)
MI TI LAL
(15) (25)
MC (50) SWBD Room MM099
MM321

WF121F WF257F
Connection WF187F (40)
Pack. Air Cond.

WF120F
TI

(40)
PI PP040 PI (125) (125)
Control for Dry Dock WF200F WF201F (50)
2nd Deck (S)
Air

WF072F
WF169F Sett. Operation (125) (125) (40)
(40) MI
WF256F

(15)

(25)

(25)
18 bar
WF204F WF203F WF202F (50) WF215F
WF167F EPCON
Pack. Air Cond. CFW Pump (125) (125)
WF139F

WF147F
WF186F TI To Scupper

(80)
(80)
WF196F (85.0 m 3/h x 20 MWC) 2nd Deck (S)

Vent

Vent
From No.3 G/E

From No.4 G/E

Sett. 3.0 bar

From No.3, 4 G/E

Deaeration Pipe
PT (80)
TI WF138F
(200) (125) (80) (50)
No.2 Air Cond. PI PS
Plant WF165F WF111F
(200) (125) (80) (50)
MI TI WF125F
(80) WF067F WF069F

WF110F
MM319 No.2 No.1
WF126F

(20) (15) (15)

(65)

(65)
(250)
2nd Deck (S) No.2 M/E From Atmos. Dump/ E/R Workshop
(150)
WF124F Pack. Air Cond.
CLR

CLR
WF066F WF068F
(32)
(32)

Boiler Water Drain Condenser WF189F (40)

To Atmos. Dump/ NC (20) (15) (15) TI
Circ. Pump (for PRDI) (50)

(65)
SAMSUNG/GASLOG/ABS
(150) (150)
Drain Condenser (25) (20)
3rd Deck (P) (40) MI
CFW Inlet (For PRDI) (25) (20) (200) From No.3, 4 G/E (50) WF258F MM073

WF149F WF144F CFW System

(20) (15)
No.2 (15)
No.1 WF188F TI 2nd Deck (S)
To No.3, 4 G/E

(40)

(40)
(100)
No.4 G/E
CFW System
CLR

CLR
WF148F WF143F Boiler Water WF083F TI

(250)

(300)
(20) (15) (15)
Circ. Pump No.2 M/E Air Cooler (25)
(25) (20) No.2 N2 Feed Air
Control & G/S Air 3rd Deck (P)
Compressor TI
TIAH (25) (20)
Scav. Air (25) Compressor
MM093 WF081F
(25) (32) (50) (80) Cooler WF082F TI
No.2 2nd Deck (C)
M (25) (32) (50) (80) MC
MM176 TI WF065F (65) (25) To No.3, 4 G/E
(40)

(40)

WF080F WF191F (40) TI PI HT CFW Pump Suction

3rd Deck WF231F
TI (50) TIAL ME No.2 Air Cooler
(32)
(40) MI E/R Store PIAL MM646 TI WF064F CFW Pump
No.1 WF259F MM074 Pack. Air Cond. MM175 Sett. 25℃

(250)

(300)
(50) TICAH (401 m 3/h x 2.7 bar) TOC
WF230F 3rdd Deck (S) MM137
MMxxx
(32) WF190F TI
PIAL From IAS E/P PE Tubing From Chem. WF212F (65)
STBD TI PI WF011F PI
No.2
No.2 (125) MMxxx Control Dosing Unit (350)
Starting Air TI WF233F PI WF042F Auto Air STBD

(50)
Compressor (32) M/E TI
PS CH-VR TI Central
No.2 No.2 (50) Jacket
M/E TI PI WF028F PI PI WF308F WF213F (65) PI FW
FW WF311F WF310F

(250)

(250)
WF232F (125)
TI (350) Cooler
(32) MGO PI WF041F Cooler (250)
Cooler (50) (Each 100%)

(400)
WF313F
TI TI
(400) WF312F
(350)

TI 4th Deck (S) No.2 4th Deck (S, AFT)

WF173F

(50)
WF051F 4th Deck (S) PI PI
PI
WF023F WF314F WF210F (65) PI
PI No.1

WF260F
WF053F WF055F (250) (400) (350)
No.3, 4 PI PI No.2

WF309F
STBD
G/E TI No.3, 4 No.2 M/E
(125)

TI WF315F TI Central
(40)

(40)

G/E (50) M/E (50)

MGO PI WF050F TI TI Main No.1 Temporary Filter WF211F (65) FW
Pilot Pilot PI WF022F (400) PI
Cooler WF052F WF054F LO (400) (350) Cooler

(250)

(400)
MGO PI
MGO PI 4th Deck (S)
(25)

(25)

(50) (50) Cooler Sett. 36℃ (Each 100%)

(50)

TI (150)
4th Deck (S) Cooler Cooler TI TOC WF035F TI
TI TI 4th Deck (S) Sett. MM298 B C 4th Deck (S, FWD)
(400)
(50)

STBD Central 3.0 bar MC MC

(300)
(25)

(25)

E/P
(65) (80)
CFW Pump Auto PP026 PP027 From IAS A
CH-VR WF047F
(65) (80) (580 m 3/h x 2.7 bar) PCL PCL Control Air
PP026 PP027
PIAL TICAH
(40)

(40)

TIAH TIAH
(300)

MM138 MM297 TI PS PI PI
(32) (32) WF043F WF036F
TI TI WF040F PI (350) (400) (350)
(32) (50) (350)

WF004F
No.2
(32)
No.1
(32)
No.2 WF044F
No.1
(300)

TI S/T

PE Tubing
(25)

(25)

PS PI PI Key
No.2 M/E No.2 M/E WF033F LO WF045F
WF031F

WF032F

WF029F

WF030F

WF295F
(32) (50) Cooler From Chem.
Inter Shaft Inter Shaft 4th Deck (S) (350)
Dosing Unit Fresh Water Line
(350)
Bearing Bearing TI WF046F Control Air Line

(150)
(25) Floor (S) No.2 Temporary
To No.1, 2 G/E CFW System
(25) (G/E LT P/P Inlet) Bilge Water/Drain Line
Filter

IMO No. 9855812 / Issue 1 (2021.10.08) 4-9 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
valve

8) If the other pumps are available, one of them may be set to AUTO M/E No.2 Jacket FW Cooler outlet
WF011F Open
mode, in which case it will act as the standby pump. The standby valve
pump valve inlet/outlet is open. WF035F
Temperature control 3-way valve Operational
WF308F
9) Check all the system for leaks, and check if the operating No.1 Central FW Cooler (S) inlet
WF210F Open
temperature is in the normal range. valve
No.1 Central FW Cooler (S) outlet
WF211F Open
Assuming that No.2 CFW Expansion Tank is in use and that No.1 valve
Central Cooling FW Pump (S), No.1 M/E No.1 air cooler C.F.W. pump No.2 Central FW Cooler (S) inlet
WF212F Closed
(S) and No.1 Central FW Cooler (S) used: valve
No.2 Central FW Cooler (S) outlet
WF213F Closed
1) Make sure that the freshwater cooling systems are fully charged valve
with water, and that all the air is vented from the systems.
6) Open the all equipment inlet and outlet valves on the main cooling
2) Ensure that the No.2 CFW Expansion Tank is at the correct level FW systems.
and that the top-up supply from the freshwater hydrophore system
is available. 7) Select No.1 Central Cooling FW Pump (S) as the duty pump. Start
that pump.
3) Ensure that all the pressure gauges and instrumentation valves are
open and that all the instruments and gauges are reading correctly. 8) Select No. 1 M/E No.2 Air Cooler CFW Pump (S) as the duty
pump. Start that pump.
4) Ensure that there is control air supply at the three-way temperature
control valves. 9) If the other pumps are available, one of them may be set to AUTO
mode and will act as the standby pump. The standby pump valve’s
inlet/outlet, however, must be open.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 10 Part 4. Machinery System

To CFW To CFW To CFW

Expansion Tank (P) Expansion Tank (P) Expansion Tank (P)

(25)
(25)

(25)

WF070F
(15) (15)
WF114F
WF085F
(100) (150) (150) (150) (150) (200) To PORT Central
CFW Line
(100) (100) (100) (100)

(100)

(15)
(80) (100)
WF093F

WF094F

(80)
(100)

(15)
WF100F

WF098F
M

M
WF078F

WF341F

WF339F

WF073F

WF337F

WF335F
WF107F

WF112F
(100)

(100)
WF105F

WF106F

WF108F

WF109F
TI TI

WF119F

WF123F
TIAH Sett. TIAH Sett.
96℃ 96℃

SAMSUNG/GASLOG/ABS
TIAH TIAH Air TIAH TIAH Air
Temp. Temp.
LO Air LO Air
TIAH CFW TIAH CFW
(100)

(100)
CLR CLR Temp. CLR CLR Temp.
Generator

Generator

(100)
Air Cooler

Air Cooler

(40)
Jacket

Jacket
Air PIAL PIAL Air PIAL PIAL
CLR CLR
WF089F

WF090F
TIAH TIAH TIAH TIAH
WF131F

WF122F

Expansion Tank (P)

No.1 G/E No.2 G/E
(8L34DF) (6L34DF)
TI TI
WF099F

WF096F

To CFW
WF340F

WF338F

WF336F

WF330F
WF088F

WF075F
To Coaming To Coaming
(100)

(100)

(100)
(32)

(80)

(32)

(80)

(25)
From Central CFW Line (100) (80)
(Pump Discharge) WF234F
(100) (100) (100)

From Central CFW Line (150) (100)

(Pump Suction)
(32) (32)
WF352F
(40)

(40)
TI Key
WF349F No.1, 2 G/E Jacket Water WF348F
Preheating Unit Fresh Water Line
4th Deck (12 m 3/h x 6.9 bar) Bilge Water/Drain Line

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 11 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
on the other hand, has an LT circulation pump that supplies cooling G/E No.1/2 jacket water pre-heating
WF352F Open HT Cooling Freshwater System
water to the LT air cooler and LO coolers. unit inlet valve
G/E No.1/2 jacket water pre-heating
WF349F Open The HT CFW systems for all the four G/Es are the same, and the
3. Operating Procedure unit outlet valve
procedure description that follows applies to all of them.
LT Cooling Freshwater System No.3 G/E
1) Ensure that all the gauge and instrumentation valves are open
The LT CFW systems for all the four G/Es are the same, and the and that the instruments are operating correctly.
Valve Description Position
procedure description that follows applies to all of them.
LT cooling freshwater inlet valve from
WF091F Open 2) Check if electrical power is available at the temperature control
the central cooling freshwater line
1) Ensure that all the gauge and instrumentation valves are open bypass valves and if the valves have been set to operate
- LT circulating pump inlet valve Open
and that the instruments are operating correctly. automatically.
- LT circulating pump outlet valve Open

2) Check if electrical power is available at the temperature control WF079F LT cooling freshwater outlet valve Open 3) Set the valves as in the following table:
bypass valves and if the valves have been set to operate LT air cooler air vent valve to the
WF078F Open
automatically. expansion tank No.1 G/E
G/E No.3/4 jacket water pre-heating
WF353F Open
3) Set the valves as in the following tables: unit inlet valve Valve Description Position
G/E No.3/4 jacket water pre-heating WF234F HT cooling freshwater inlet valve from
WF351F Open Open
No.1 G/E unit outlet valve WF304F the expansion tank (P)
- HT circulating pump inlet valve Open
Valve Description Position - HT circulating pump outlet valve Open
LT cooling freshwater inlet valve from
WF088F Open
the central cooling freshwater line
- LT circulating pump inlet valve Open
- LT circulating pump outlet valve Open

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 12 Part 4. Machinery System

To CFW To CFW To CFW

Expansion Tank (S) Expansion Tank (S) Expansion Tank (S)

(25)
(25)

(25)

WF071F
(15) (15)
WF115F
WF087F
(100) (150) (150) (150) (150) (200) To PORT Central
CFW Line
(100) (100) (100)

(100)

(15)
(100)

(80) (100)
WF095F

WF267F

(80)
(100)

(15)
WF194F

WF192F
M

M
WF079F

WF347F

WF345F

WF074F

WF343F

WF333F
WF263F

WF266F
(100)

(100)
WF261F

WF331F

WF264F

WF332F
TI TI

WF128F

WF130F
TIAH Sett. TIAH Sett.
96℃ 96℃

SAMSUNG/GASLOG/ABS
TIAH TIAH Air TIAH TIAH Air
Temp. Temp.
LO Air LO Air
TIAH CFW TIAH CFW
(100)

(100)
CLR CLR Temp. CLR CLR Temp.
Generator

Generator

(100)
Air Cooler

Air Cooler

(40)
Jacket

Jacket
Air PIAL PIAL Air PIAL PIAL
CLR CLR
WF092F

WF132F
TIAH TIAH TIAH TIAH
WF127F

WF129F

Expansion Tank (S)

No.3 G/E No.4 G/E
(6L34DF) (8L34DF)
TI TI
WF193F

WF097F

To CFW
WF346F

WF344F

WF342F

WF334F
WF091F

To Coaming WF076F To Coaming

(100)

(100)
(32)

(80)

(32)

(80)

(25)
From STBD (100) (80)
Central CFW Line WF235F
(Pump Discharge) (100) (100) (100)
From STBD (150) (100)
Central CFW Line
(Pump Suction) (32) (32)
WF353F
(40)

(40)
TI Key
WF351F No.3, 4 G/E Jacket Water WF350F
Preheating Unit Fresh Water Line
4th Deck (12 m 3/h x 6.9 bar) Bilge Water/Drain Line

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 13 Part 4. Machinery System

No.2 G/E Valve Description Position

WF235F HT cooling freshwater inlet valve
Open
Valve Description Position WF342F from expansion tank (P)
WF234F HT cooling freshwater inlet valve - HT circulating pump inlet valve Open
Open
WF336F from expansion tank (P)

SAMSUNG/GASLOG/ABS
- HT circulating pump outlet valve Open
- HT circulating pump inlet valve Open HT system temperature control 3-way
- Operational
- HT circulating pump outlet valve Open valve
HT system temperature control 3-way Outlet valve from the temperature
- Operational WF343F Open
valve control valve
Outlet valve from the temperature HT air cooler air vent valve to the
WF337F Open WF333F Open
control valve expansion tank
HT air cooler air vent valve to the G/E No.3/4 jacket water pre-heating
WF335F Open WF350F Open
expansion tank unit inlet valve
G/E No.1/2 jacket water pre-heating G/E No.3/4 jacket water pre-heating
WF348F Open WF351F Open
unit inlet valve unit outlet valve
G/E No.1/2 jacket water pre-heating HT water from the pre-heater to the
WF349F Open WF334F Open
unit outlet valve HT circuit
HT water from the pre-heater to the
WF330F Open
HT circuit 4) Supply electrical power to the jacket water pre-heater units and
their circulating pumps. Switch the pre-heater units to automatic
No.3 G/E mode. The pre-heater will start when the engine is stopped to
maintain the correct cooling water temperature in the system. It
Valve Description Position will stop automatically when the engine has been started.
WF235F HT cooling freshwater inlet valve
Open 5) Check if the high-temperature CFW system is operating correctly
WF346F from the expansion tank (P)
- HT circulating pump inlet valve Open
and if there are no leaks.

- HT circulating pump outlet valve Open

6) When the engine HT and LT cooling water systems are operating
HT system temperature control 3-way
- Operational correctly and the desired temperature is achieved, the engine is
valve
ready for starting.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 14 Part 4. Machinery System

Key Within a radius of 1.5m from outlet of No.1 M/E

vent pipe to be considered hazard area
Fresh Water Line H/T CFW Buffer Unit

(65)
(1.0 m3)
Control Air Line Flame Arrester
Sett.
Bilge Water/Drain Line Upper Deck 3.3 bar

PI
AR030F 3.0 bar
←9.0 bar S (25)
From G/S Air
LAH
S
LSH From FW Service
WG243F
GD
LSL
Water WF373F

From L/T CFW System

Filter

Chemical Dosing Unit

LAL

(25)
4th Deck (C)
No.1 M/E
Jacket Water Preheater
No.1 M/E

(50)
TI
Jacket CFW Pump MC
(136 m3/h x 2.7 bar) Steam
Sett. Auto PCL MC PI

(50)
2.0 bar CH-VR

WF371F PI PI WF372F TI

(50)
SAMSUNG/GASLOG/ABS

WF390F
(125) (125)
TIC

WF245F

WF391F
(150)

(150)
No.2
WF369F PI PI WF370F
Auto Air WF392F
Vent Valve (150) (125) (125) (150) (150)

(40) TT TT No.1
No.1
(150) FW Generator

(100)
Sett. (30 Ton/Day)
90℃ TI PI
WF365F From IAS E/P A WF375F
TIAH TIAH TIAH TIAH TIAH C (100)
Control Air WF396F

WF377F
TI TI TI TI TI B
TI
WF376F
(100)
Sett.
93℃
TIAH TIAH
E/P
TIAL PIAL
TIAH TIAH TI PI PS
Oil Detector

Control Air
From IAS
OAH

(100)
MM025
(150) (100)

WF367F PI
No.5 No.4 No.3 No.2 No.1 DPI (100)
C
(125) No.1
A
WF366F TI M/E
B
Jacket
PI
WF368F FW
(80) (100) (100) (100) (125) Cooler
TI
(20) 4th Deck (P)
No.1 Main Engine (5X72DF)

To Bilge
Primary Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 15 Part 4. Machinery System

1. Specifications M/E No.1 M/E No.2

M/E Jacket Cooling Freshwater Pump Valve Description Position Valve Description Position
No.1 M/E No.1 jacket CFW pump No.2 M/E No.1 jacket CFW pump
Maker: Shinko Ind. Ltd WF369F Open WF381F Open
suction valve suction valve
Type: SVS125MG No.1 M/E No.1 jacket CFW pump No.2 M/E No.1 jacket CFW pump
Capacity: 136 m3/h x 2.7 bar WF370F Open WF382F Open
discharge valve discharge valve
Motor: 18.5 kW x 440 V x 1800 rpm No.2 M/E No.2 jacket CFW pump
No.1 M/E No.2 jacket CFW pump
No. of sets: 4 WF371F Open WF383F Open
suction valve suction valve
No.1 M/E No.2 jacket CFW pump No.2 M/E No.2 jacket CFW pump
M/E Jacket Freshwater Cooler WF372F Open WF384F Open
discharge valve discharge valve
No.1 M/E jacket water pre-heater No.2 M/E jacket water pre-heater
Maker: LHE WF390F Open WF385F Open
inlet valve inlet valve
Type: HN121HM-1P-39
No.1 M/E jacket water pre-heater No.2 M/E jacket water pre-heater
Capacity: 1,610,000 kcal/h WF391F Open WF386F Open
outlet valve outlet valve
No. of sets: 2
No.1 M/E jacket water pre-heater No.2 M/E jacket water pre-heater
WF392F Closed WF387F Closed
bypass valve bypass valve

SAMSUNG/GASLOG/ABS
2. General Description
WF375F No.1 FW generator inlet/outlet WF393F No.2 FW generator inlet/outlet
Closed Closed
WF376F valves WF394F valves
The jacket cooling water system has four cooling water pumps rated at
WF377F No.1 FW generator bypass valve Open WF395F No.2 FW generator bypass valve Open
136 m3/h with a pressure of 2.7 bar. These pumps supply cooling water
Temperature control 3-way valve at Temperature control 3-way valve at
to the main engine jackets, cylinder heads, and exhaust valves. The main WF366F Operational WF378F Operational
No.1 M/E jacket water cooler No.2 M/E jacket water cooler
engine jacket cooling water system is classified as a high-temperature
cooling freshwater system. No.1 M/E jacket water cooler inlet No.2 M/E jacket water cooler inlet
WF367F Open WF379F Open
valve valve
The main engine jacket cooling system operates on a closed-circuit No.1 M/E jacket water cooler outlet No.2 M/E jacket water cooler outlet
WF368F Open WF380F Open
principle and is designed to pass a portion of the pumps’ discharge valve valve
through the jacket cooling water pre-heater. The pre-heater maintains the
main engine jacket cooling water temperature when the main engine is 1) Ensure that the H/T cooling freshwater buffer unit is charged to 1) Supply steam to the jacket pre-heater. Select the duty M/E jacket
idle or on low-load, or when the engine is being warmed prior to starting. the correct level and that the M/E jacket cooling water system is cooling freshwater pumps for No.1 & 2 Main Engine. Start the
vented and charged. pumps.
The FW generators recover waste heat from the main engine. The FW
generator can be bypassed when the main engine is on low-load or is idle, 2) Ensure that all pressure gauges and instrumentation valves are 2) If the second pump is available, it may be set to AUTO and will
or when the production of freshwater is not required. A hot-water loop in open and that the instruments are reading correctly. act as the standby pump.
the freshwater generator heating system allows the generators to be
operated when the main engine jacket system is on low-load. The FW 3) Ensure that the freshwater generator is bypassed. 3) Check if the high-temperature cooling freshwater system is
generator extracts heat from the circulating jacket cooling water, thus operating correctly and if there are no leaks.
reducing the load on the coolers. 4) Ensure that all the main engine individual cylinder inlet and
outlet valves are open.
Three-way temperature control valves WF366F and WF378F of the
electric pneumatic controller regulate the flow of water bypass to the 5) Ensure that all the main engine individual cylinder vent and drain
main engine jacket freshwater cooler. Make-up water is supplied to the valves are closed.
main engine jacket system through the HT CFW Buffer Unit.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 16 Part 4. Machinery System

Key Within a radius of 1.5m from outlet of No.2 M/E

vent pipe to be considered hazard area
Fresh Water Line H/T CFW Buffer Unit

(65)
(1.0 m3)
Control Air Line Flame Arrester
Sett.
Bilge Water/Drain Line Upper Deck 3.3 bar

PI
AR031F 3.0 bar
←9.0 bar S (25)
From G/S Air
LAH
S
LSH From FW Service
WG244F
GD
LSL
Water WF374F

From L/T CFW System

Filter

Chemical Dosing Unit

LAL

(25)
4th Deck (C)
No.2 M/E
Jacket Water Preheater
No.2 M/E

(50)
TI
Jacket CFW Pump MC
(136 m3/h x 2.7 bar) Steam
Sett. Auto PCL MC PI

(50)
2.0 bar CH-VR

WF383F PI PI WF384F TI

(50)
SAMSUNG/GASLOG/ABS

WF385F
(125) (125)
TIC

WF246F

WF386F
(150)

(150)
No.2
WF381F PI PI WF382F
Auto Air WF387F
Vent Valve (150) (125) (125) (150) (150)

(40) TT TT No.1 No.2

FW Generator
(150) (30 Ton/Day)

(100)
Sett.
90℃
WF388F From IAS E/P A WF383F PI TI
TIAH TIAH TIAH TIAH TIAH C (100)
Control Air WF397F

WF395F
B
TI TI TI TI TI
WF394F
(100)

Sett.
93℃ TI
TIAH TIAH
E/P
TIAL PIAL WG164F
TIAH TIAH TI PI PS

Control Air
From IAS
(50)
Drain

(150) (100)

From FW

To Cond.
Service

System
Oil Detector
OAH 4th Deck (S)

(100)
MM025

PI
No.5 No.4 No.3 No.2 No.1 DPI ST085F To
From Steam (65) Scupp er
Service

WF379F PI
(80) (100) (100)
C
(125) No.2
A
WF378F TI M/E
(20) B
Jacket
PI
WF380F FW
(100) (100) (125) Cooler
No.2 Main Engine (5X72DF)
TI
To Bilge 4th Deck (S)
Primary Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 17 Part 4. Machinery System

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 18 Part 4. Machinery System

OF661F OF651F
OF662F OF652F
OF663F OF653F
Set. 5.5bar OD661F OF664F OF654F
OD651F
(100)
OD633F OD662F OD652F
OF632F OF631F
OD663F OD653F

(80)
WG621F OL513F OL512F OL511F OL510F OD664F OD654F

OD623F

OD621F
OF623F

OF621F
OF634F OF633F
OD631F Passage Way Passage Way

(100)
OD632F
G/E LO

Cyl. LO

M/E S/T LO

S/T LO
Urea Tank Filling

From Comp.Air Line

OF635F AR651F
(100) MGO (100)
FO Filling & Transfer Pipe
OF636F

OD634F
(300) HFO with Steam Tracing Line (300)
To be Located
at Highest Point OF681F
OD681F OF682F
(80)
From E/R OD682F
Pneumatic Pump

Cofferdam

Cofferdam
(5m3/h x 10MTH)
Accommodation
Space
Air Filter & Regulator

(125) HFO
Urea Tank Filling

To E/R
OD669F OD659F
FO Transfer Pipe with OD670F OF669F OF646F OF659F OD660F
M/E S/T LO

Steam Tracing Line

OF645F
Cyl. LO
G/E LO

S/T LO

OD693F OF693F From Comp.Air Line

OD694F OF694F AR652F
Passage Way OF691F OD691F Passage Way
OF692F OD692F

SAMSUNG/GASLOG/ABS
OD667F OD624F OF624F OF644F OF643F OF622F OD622F OD657F
WG620F OL523F OL522F OL521F OL520F OD668F OF642F OF641F OD658F

OD665F OD655F
OD666F OD656F

OF667F OF657F
OF668F OF658F
Cargo Mach. Room OF665F OF655F
OF666F OF656F

Filling Connection
(JIS 5 bar-50 A Blind Flange)
(65)

(50)

(300)
Key
LO Fuel Oil Line
Storage
Diesel Oil Line Set. 5.5bar
Tank for
OD615F
Compressor OL507F Fresh Water Line
3 (125)
(1.0 m ) (25) (300)
Drain Line
OF616F

(200)
OF614F

OF613F
Drain Plug

OF617F
Cofferdam
Bosun Store

(250)

(250)
OF681F For Air Blowing (15) Bow Thruster
OF682F
TIAH TIAH & FWD PumpRoom PIAL
CM183 PT
(15)
To be Located at ANSI 150LB CM178 CM177
OD681F Highest Point Blind Flange
OD682F FPT
OF608F
TE TE OF602F OF604F PI PI
(300) (150) (125)
FWD HFO
Trunk Stor. Tank P&S) OF606F
PORT No.1(P)
Oil Spill OF646F “P” “S” OF610F(Drain) OF609F
Coaming OF633F(FWD) OF643F(FWD)
OF634F(AFT) OF635F OF645F OF644F(AFT) LAHH LAHH OF603F OF605F PI PI
HFO Transfer Pipe (125A) CB119 CB020 (150) (125)

OF631F (FWD) OF636F Cargo Tank OF641F(FWD)

OF632F(AFT) OF642F(AFT) LAHH LAHH OD607F Steam Blowing
CB056 CB057 No.2(S) OF611F
HFO Filling Pipe (100A) (P) (S) Connection
MGO Filling & Transfer Pipe (300/100A) For FWD HFO Oil Coaming HFO Transfer Pump
Stor. Tank (P) for No.1 & 2 Pump 100m3/H x 5 kg/cm2

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 19 Part 4. Machinery System

1. Specifications Heavy Fuel Oil (HFO) System The MGO transfer pump is dedicated to the transfer of gas oil from the
MGO storage tanks to the MGO service tank.
HFO Transfer Pumps The heavy fuel oil for all applications is stored in the FWD HFO storage
tank (P) & (S). From the FWD HFO storage tanks, the oil is transferred All the outlet valves from all the heavy fuel oil tanks and gas oil storage
Maker: Taiko Kikai Ind. Co. Ltd. to the heavy fuel oil settling tank, where it is allowed to settle prior to tanks are fitted with remote-operated quick-closing valves. They are
Model: MSTE-120HA being purified into the heavy fuel oil service tank. pneumatically operated from the fire control station. After being tripped,
Capacity: 100 m3/h x 5 bar the valves must be reset locally.
Motor: 55 kW x 440 V x 1800 rpm The FWD HFO storage tanks are filled from a fuel oil bunkering line
No. of sets: 2 located at the cargo manifolds on the port and starboard sides of the ship. 3. Preparation for Fuel Oil Bunkering or Transferring
There are two heavy fuel oil connections to each manifold forward and
E/R HFO Transfer Pump aft. Sampling valves are fitted at each bunker pipe connection point Prior to bunkering, the chief engineer should confirm that the
before the bunkering manifold valve on each pipe. specifications of the fuel oil being delivered are the same as those
Maker: Taiko Kikai Ind. Co. Ltd. ordered and that the quantity being supplied is also that which was
Model: MSTE-40HA Two HFO transfer pumps are located in the FWD pump room. These requested.
Capacity: 30 m3/h x 5 bar pumps are used to transfer HFO from the FWD HFO storage tanks to the

SAMSUNG/GASLOG/ABS
Motor: 22.0 kW x 440 V x 1800 rpm No. 1 & 2 HFO Settling Tank at a rate of 100 m3/h and a pressure of 5.0 The purpose of this procedure is to ensure that bunkers with the correct
No. of sets: 1 bar. specifications and the agreed-upon quantity are received onboard in a
safe and efficient manner, which minimizes the risk of pollution.
MGO Transfer Pump Fuel oil is transferred to the service tank via the HFO purifiers.
Before and during bunkering, the following steps should be complied
Maker: Taiko Kikai Ind. Co. Ltd. The FO overflow tank is fitted to collect any overflow from No. 1 & 2 with, and the procedures below indicate what is generally required.
Model: MSTE-40HA HFO Settling Tank and No.1 & 2 HFO Service Tank in the event of
Capacity: 30 m3/h x 5 bar overfilling. The MGO storage tanks (P) & (S) and MGO service tanks 1) Shore or barge tanks should be checked for their water contents.
Motor: 22.0 kW x 440 V x 1800 rpm (P) & (S) also overflow to the FO overflow tank.
No. of sets: 1 2) Representative samples of the fuel load are to be drawn using the
continuous drip method for the duration of the loading operation
The HFO settling and service tanks can be drained to the overflow tank,
and are to be immediately dispatched for laboratory analysis.
Fuel Oil Tanks Compartment Volume 100% (m3) but with the capacity of the overflow tank being significantly smaller
All the samples are to be taken in the presence of a
than that of both of these tanks, care needs to be taken not to overfill the
representative of the supplier and are to be sealed prior to
FWD FO tank (P): 2145.5 m3 overflow tank. dispatch. A duplicate set of samples is to be taken and kept on
FWD FO tank (S): 2139.2 m3 board for checking in case of a dispute.
No.1 HFO settling tank: 236.6 m3 All HFO fuel oil tanks are fitted with heating coils, the heating steam is
No.2 HFO settling tank: 236.6 m3 supplied at the 7-bar steam system. The condensate from the heating 3) Wherever possible, the new bunkers are to be segregated from
No.1 HFO service tank: 169.0 m3 coils flows to the atmospheric dump condenser, and then to the cascade the oils already held on board, until the oil analysis results have
No.2 HFO service tank: 169.0 m3 tank. All E/R HFO pipes are trace-heated by 7-bar service steam. been received.
FO overflow tank: 49.0 m3
FO drain tank: 2.0 m3 Marine Gas Oil System 4) No internal transferring of bunkers should take place during
HFO clean leak tank (S): 8.0 m3 bunker loading operations unless permission for such has been
No.1 MGO storage tank: 288.3 m3 There are two marine gas oil (MGO) storage tanks and two MGO service obtained from the chief engineer.
No.2 MGO storage tank: 287.1 m3 tanks fitted. The MGO storage tanks are filled from a bunkering line
No.1 MGO service tank: 230.2 m3 located at the cargo manifolds on the port and starboard. 5) The chief engineer should also calculate the estimated finishing
No.2 MGO service tank: 230.2 m3 ullages/dips prior to the starting of loading.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 20 Part 4. Machinery System

OF661F OF651F
OF662F OF652F
OF663F OF653F
Set. 5.5bar OD661F OF664F OF654F
OD651F
(100)
OD633F OD662F OD652F
OF632F OF631F
OD663F OD653F

(80)
WG621F OL513F OL512F OL511F OL510F OD664F OD654F

OD623F

OD621F
OF623F

OF621F
OF634F OF633F
OD631F Passage Way Passage Way

(100)
OD632F
G/E LO

Cyl. LO

M/E S/T LO

S/T LO
Urea Tank Filling

From Comp.Air Line

OF635F AR651F
(100) MGO (100)
FO Filling & Transfer Pipe
OF636F

OD634F
(300) HFO with Steam Tracing Line (300)
To be Located
at Highest Point OF681F
OD681F OF682F
(80)
From E/R OD682F
Pneumatic Pump

Cofferdam

Cofferdam
(5m3/h x 10MTH)
Accommodation
Space
Air Filter & Regulator

(125) HFO
Urea Tank Filling

To E/R
OD669F OD659F
FO Transfer Pipe with OD670F OF669F OF646F OF659F OD660F
M/E S/T LO

Steam Tracing Line

OF645F
Cyl. LO
G/E LO

S/T LO

OD693F OF693F From Comp.Air Line

OD694F OF694F AR652F
Passage Way OF691F OD691F Passage Way
OF692F OD692F

SAMSUNG/GASLOG/ABS
OD667F OD624F OF624F OF644F OF643F OF622F OD622F OD657F
WG620F OL523F OL522F OL521F OL520F OD668F OF642F OF641F OD658F

OD665F OD655F
OD666F OD656F

OF667F OF657F
OF668F OF658F
Cargo Mach. Room OF665F OF655F
OF666F OF656F

Filling Connection
(JIS 5 bar-50 A Blind Flange)
(65)

(50)

(300)
Key
LO Fuel Oil Line
Storage
Diesel Oil Line Set. 5.5bar
Tank for
OD615F
Compressor OL507F Fresh Water Line
3 (125)
(1.0 m ) (25) (300)
Drain Line
OF616F

(200)
OF614F

OF613F
Drain Plug

OF617F
Cofferdam
Bosun Store

(250)

OF631F (FWD) OF636F Cargo Tank OF641F(FWD)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 21 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
4. Operating Procedure for the Loading of HFO from a Shore
fuel oil to be supplied.
Station or Barge
12) A watch for signs of leakage should be kept at the manifold
during loading. 8) Signal to the shore station or barge to commence bunkering fuel
Assuming that the HFO bunker or low-sulphur bunker will be received at
oil at a slow rate.
the portside cargo manifold:
13) All the personnel involved should be in radio contact with one
another, with the radios being charged and tested prior to the 9) Check the ship-to-shore connection, pipeline, and passageway
1) Spill control facilities must be established according to the
bunkering operation. for any leak. Then increase the bunkering rate to the agreed-
company instructions.
upon maximum level.
14) The maximum pressure in the bunker line should be agreed upon 2) At the bunker connection to be used, remove the blank and
by the chief engineer and the loading facility. 10) Commence taking the bunker sample at the sampling cock at the
connect the bunkering hose, ensuring that all the flange bolts are
deck manifold.
utilized. Containers for taking bunker samples must be prepared
15) Safe means of access to barges/shore shall be used at all times. and set in place at the drip sampling connection for the
11) As the level in the first bunkering tank approaches 90%, open
bunkering connection to be used.
16) All scuppers and save-alls, including those around the bunker another tank filling valve so as to top up the first tank slowly.
tank vents, should be effectively plugged. When the tank reaches the 95% level, close the filling valve at
3) Ensure that the blanks on the other bunkering connections are
the IAS graphic screen.
secure and that the drain and sampling valves are closed. The
17) Drip trays are provided at the bunker hose connections. drip tray must be empty, and the drain must be closed.
12) Fill the remaining tank in the same way. For the final storage
18) Oil spill containment and clean-up equipment must be deployed tank, the filling rate must be reduced by slowing the pumping
4) Open the selected filling valve(s) on the FWD HFO storage tanks
and ready for use. operation, and a signal of this must be given to the shore station
(P) & (S) to be filled. The fuel oil tank filling valves are
or barge, and this matter must be confirmed.
remotely operated from the IAS graphic screen.
19) Loading should start at the agreed-upon minimum loading rate.
Only upon confirmation that there is no leakage and that the fuel Valve Description Position
is going only into the nominated tanks should the loading rate OF613F FWD HFO storage tank (P) Open
be increased.
OF614F FWD HFO storage tank (S) Open

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 22 Part 4. Machinery System

From/To Bunker Station From/To Bunker Station

From Incin. MGO Tank

(100)

(100)
(40) & FWD HFO Storage Tanks
95% & EDG MGO Tank
LAHH Overflow

(100)

(125)
CB036
(100)

(100)

(125)

(125)
(50)
(50)

(50)

(50)
Upper Deck Upper Deck
ZI ZI
ZS

(100)
C/D

(65)

(80)

(65)

(80)

(65)

(80)
ZS
(80) C/D
(100)

(80) OD005F
ZI
OD007F

(100)
SB RM C/D

(125)
LAHH ZS
95% CB035
No.2 MGO No.1 MGO ZI

(125)

(150)

(150)
(125)
Service Service
ZS

OF006F
Tank Tank No.2 OF001F
2nd No.1

From Aux. Boiler MGO Return Pipe

From Aux. Boiler HFO Return Pipe

MGO No.2 (125)

From No.1, 2 G/E FO Return Pipe

From No.3, 4 G/E FO Return Pipe

(229.7 m3) (229.7 m3)
Deck Storage MGO HFO

From No.1 M/E FO Return Pipe

From No.2 M/E FO Return Pipe

OF002F

(80)

(80)
LCH LCH To FWD HFO
Tank Storage Settling Trans. Pump
No.2 No.1

& Auto Filter Back Flushing

Tank
(50)

(50)

(50)
(287.6 m 3) Tank No.1 Auto ST/SP with
(289.0 m3) HFO HFO LCH
(230.0 m 3) LCH Select. Switch for
Service Service HFO No.1 or No.2 HFO
LIAHL From Remote Settling Settling Tank
LIAHL LIAHL LIAHL Tank Tank

Safety Valve Outlet

Sound. System LIAHL

(100)

(100)
BD044 LIAHL LIAHL LIAHL Tank

(80)
BD035 BD045 BD048 Transmitter Box
BD050 (167.5 m3) BD049 (167.5 m 3) BD036 BD066
(235.3 m 3)

VS123F
VS126F

VS125F

VS124F
From Remote
TIAH TIAH LI

VS119F
VS122F

VS121F

VS120F
TI TI Sound. System
MM187 MM186 Local

VS112F
Transmitter Box
VS111F

VS112F

VS113F
Gauge
From Remote From Remote Box
Sound. System Sound. System TIAH LI
Transmitter Box Transmitter Box TI
Local Local Local MM183 Local
Gauge Gauge OD022F OD020F Gauge Gauge Box

SAMSUNG/GASLOG/ABS
Box Box Box
Local LI FAH TIAH

(25)
LI LI

(25)

(25)
LI LI LI
(25)

(25)

(25)
MM175 MM182
OD023F

OD021F

Gauge Local Local FAH VS054F

(25)

(40)

(40)
Box Gauge Gauge MM176 TI LIAH
Box Box

(80)
4th 4th Deck
Deck

(150)
From Remote From Remote From Remote LAH
(100)

(100)

From Remote (125) (200) 33%

Sound. System Sound. System Sound. System MM351
Sound. System Transmitter Box Transmitter Box Transmitter Box Local
Transmitter Box (40) OF020F Gauge
Box TI
FO Overflow LI

OF021F
TIAH
Tank

(25)
MM188
(80) (49.2 m3)
(100)
OD001F

OD003F
OF005F

OF003F
(100)

From Remote

OD002F
Sound. System

OF004F
Transmitter Box

(100) (100)
PI PI PI PI
(125)

(125)
Select. Auto Auto Select.

(125)
MC MC
Switch Stop PP038 PP039 Stop Switch
(150)

(150)
(80)
E/R MGO
E/R HFO
OD027F

OF026F

Trans. Pump
From MGO Service Tanks (50) Transfer Pump
(30 m3/h
(Empty Drain) (30 m3/h x 5.0 bar)
OD026F

OF025F

(65) x 5.0 bar)

To No.1 HFO Purifier (MGO) From HFO Settling/
OD024F OD028F
(125)

(100) (125)

(65)

(65)
To No.2, 3 HFO Purifier (MGO)
(65) (100) (125) (50) Service Tanks
OD029F OF023F BG259F (Empty Drain)
(80)

(50)
To Sludge Pump
LIAHL OF022F VS053F
(100)

(100)
BD031
(65)

VS051F
OD025F

VS052F Floor (S)

(100)

80%
Tank Top (S) FO Drain LAH

(80)
Key Tank (2.0 m3) MM352
From Remote 80%
Sound. System TIAH
Heavy Fuel Oil Line MGO Clean HFO Clean TIAH LAH TI
(25)

(50)

(80)

Transmitter Box MM184

(80)

LI MM354 MM353
Marine Gas Oil Line Local Leak Tank Leak Tank
Bilge Water/Drain Line
Gauge (22.5 m3) (7.9 m3) TI
Box

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 23 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
BOOK upon completion of the HFO loading. 6) Establish effective communications among the control room,
engine room, deck filling manifold, and bunkering shore station. 18) Check the tank levels, and agree on the quantity to be supplied.
5. Operating Procedure for the Loading of Gas Oil from a Shore This communication link must remain stable at all times during
Station or Barge the bunkering operation. NOTE
All the relevant information is to be entered in the OIL RECORD
Assuming that the MGO is received at the STBD-side cargo manifold: 7) Agree on the filling rates and signalling systems with the barge BOOK upon completion of the MGO loading.
or shore station, and on the quantity and specifications of the
1) Spill control facilities must be established according to the MGO to be supplied. 6. Operating Procedure for Transferring HFO from the Forward
company instructions. Storage Tanks to the E/R HFO Settling Tanks
8) Signal to the shore station or barge to commence bunkering
2) At the bunker connection to be used, remove the blank and MGO at a slow rate. The procedure below assumes that No. 1 HFO Transfer Pump (P) will be
connect the bunkering hose, ensuring that all the flange bolts are used to transfer HFO from the FWD HFO storage tank (P) to No. 1 HFO
utilized. Containers for taking bunker samples must be prepared 9) Check the ship-to-shore connection, pipeline, and passageway Settling Tank.
and set in place at the drip sampling connection for the for any leak. Then increase the bunkering rate to the agreed-
bunkering connection to be used. upon maximum level. 1) Check the quantity of HFO in the HFO storage tank to which
HFO is intended to be transferred, and note the temperature. If
3) Ensure that the blanks on the other bunkering connections are 10) Commence taking the bunker sample at the sampling cock at the the temperature is too low for effective pumping, steam heating
secure and that the drain and sampling valves are closed. The deck manifold. must be applied.
drip tray must be empty, and the drain must be closed.
11) As the level in the first bunkering, tank approaches 90% (or the 2) Check if the forward HFO transfer pump suction filters are clean
4) Open the filling valve(s) on the MGO storage tanks to be filled. desired quantity), open another tank filling valve so as to top up for the pumps to be used.
The fuel oil tank filling valves are remotely operated from the the first tank slowly. When the tank reaches the desired level,
IAS graphic screen. close the filling valve at the IAS graphic screen. 3) Open the tank valves and the HFO transfer pump valves as in the
following table, and make sure that they are left open.
12) Fill the remaining tank in the same way.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 24 Part 4. Machinery System

From/To Bunker Station From/To Bunker Station

From Incin. MGO Tank

(100)

(100)
(40) & FWD HFO Storage Tanks
95% & EDG MGO Tank
LAHH Overflow

(100)

(125)
CB036
(100)

(100)

(125)

(125)
(50)
(50)

(50)

(50)
Upper Deck Upper Deck
ZI ZI
ZS

(100)
C/D

(65)

(80)

(65)

(80)

(65)

(80)
ZS
(80) C/D
(100)

(80) OD005F
ZI
OD007F

(100)
SB RM C/D

(125)
LAHH ZS
95% CB035
No.2 MGO No.1 MGO ZI

(125)

(150)

(150)
(125)
Service Service
ZS

OF006F
Tank Tank No.2 OF001F
2nd No.1

From Aux. Boiler MGO Return Pipe

From Aux. Boiler HFO Return Pipe

MGO No.2 (125)

From No.1, 2 G/E FO Return Pipe

From No.3, 4 G/E FO Return Pipe

(229.7 m3) (229.7 m3)
Deck Storage MGO HFO

From No.1 M/E FO Return Pipe

From No.2 M/E FO Return Pipe

OF002F

(80)

(80)
LCH LCH To FWD HFO
Tank Storage Settling Trans. Pump
No.2 No.1

& Auto Filter Back Flushing

Tank
(50)

(50)

(50)
(287.6 m 3) Tank No.1 Auto ST/SP with
(289.0 m3) HFO HFO LCH
(230.0 m 3) LCH Select. Switch for
Service Service HFO No.1 or No.2 HFO
LIAHL LIAHL LIAHL LIAHL
Tank Tank
From Remote Settling Settling Tank

Safety Valve Outlet

Sound. System LIAHL

(100)

(100)
BD044 LIAHL LIAHL LIAHL Tank

(80)
BD035 BD045 BD048 Transmitter Box
BD050 (167.5 m3) BD049 (167.5 m 3) BD036 BD066
(235.3 m 3)

VS123F
VS126F

VS125F

VS124F
From Remote
TIAH TIAH LI

VS119F
VS122F

VS121F

VS120F
TI TI Sound. System
MM187 MM186 Local

VS112F
Transmitter Box
VS111F

VS112F

VS113F
Gauge
From Remote From Remote Box
Sound. System Sound. System TIAH LI
Transmitter Box Transmitter Box TI
Local Local Local MM183 Local
OD022F OD020F Gauge Box

SAMSUNG/GASLOG/ABS
Gauge Gauge Gauge
Box Box Box
Local LI FAH TIAH

(25)
LI LI

(25)

(25)
LI LI LI
(25)

(25)

(25)
MM175 MM182
OD023F

OD021F

Gauge Local Local FAH VS054F

(25)

(40)

(40)
Box Gauge Gauge MM176 TI LIAH
Box Box

(80)
4th 4th Deck
Deck

(150)
From Remote From Remote From Remote LAH
(100)

(100)

From Remote (125) (200) 33%

Sound. System Sound. System Sound. System MM351
Sound. System Transmitter Box Transmitter Box Transmitter Box Local
Transmitter Box (40) OF020F Gauge
Box TI
FO Overflow LI

OF021F
TIAH
Tank

(25)
MM188
(80) (49.2 m3)
(100)
OD001F

OD003F
OF005F

OF003F
(100)

From Remote

OD002F
Sound. System

OF004F
Transmitter Box

(100) (100)
PI PI PI PI
(125)

(125)
Select. Auto Auto Select.

(125)
MC MC
Switch Stop PP038 PP039 Stop Switch
(150)

(150)
(80)
E/R MGO
E/R HFO
OD027F

OF026F

Trans. Pump
From MGO Service Tanks (50) Transfer Pump
(30 m3/h
(Empty Drain) (30 m3/h x 5.0 bar)
OD026F

OF025F

(65) x 5.0 bar)

To No.1 HFO Purifier (MGO) From HFO Settling/
OD024F OD028F
(125)

(100) (125)

(65)

(65)
To No.2, 3 HFO Purifier (MGO)
(65) (100) (125) (50) Service Tanks
OD029F OF023F BG259F (Empty Drain)
(80)

(50)
To Sludge Pump
LIAHL OF022F VS053F
(100)

(100)
BD031
(65)

VS051F
OD025F

VS052F Floor (S)

(100)

80%
Tank Top (S) FO Drain LAH

(80)
Key Tank (2.0 m3) MM352
From Remote 80%
Sound. System TIAH
Heavy Fuel Oil Line MGO Clean HFO Clean TIAH LAH TI
(25)

(50)

(80)

Transmitter Box MM184

(80)

LI MM354 MM353
Marine Gas Oil Line Local Leak Tank Leak Tank
Bilge Water/Drain Line
Gauge (22.5 m3) (7.9 m3) TI
Box

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 25 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
OF623F Closed OD001F MGO transfer pump discharge valve Open pump
valve
STBD cargo manifold FWD bunkering OD005F No.1 MGO Service Tank filling valve Open
OF622F Closed 4) Start the E/R HFO transfer pump, and transfer the required
valve amount of HFO from the overflow tank to No.1 HFO Settling
STBD cargo manifold AFT bunkering 1) Start the MGO transfer pump and transfer the required amount of
OF624F Closed Tank.
valve MGO from No.1 MGO Storage Tank to No.1 MGO Service
STBD FWD HFO manifold crossover Tank.
OF659F Open 5) When the fuel has been transferred, stop the pump and record the
valves to E/R relevant information in the OIL RECORD BOOK. The tank
STBD AFT HFO manifold crossover
2) When the MGO has been transferred, stop the pump and record
OF669F Open
valves and transfer pump line valves must then be closed.
valves to E/R
the relevant information in the OIL RECORD BOOK. The port
and starboard MGO storage tanks and transfer pump line valves
OF001F No.1 HFO Settling Tank filling valve Open
must then be closed.
OF002F No.2 HFO Settling Tank filling valve Closed
Connection valve between the filling line 8. Operating Procedure for Transferring Fuel Oil from the HFO
OF006F Closed
and the E/R transfer line Overflow Tank to the HFO Settling Tank

4) At the IAS mimic, ensure that the HFO transfer pumps are Assuming that the E/R HFO transfer pump is to be used for the transfer
selected for AUTO REMOTE operation. of HFO overflow tank fuel oil to No.1 HFO Settling Tank:

5) When the desired quantity of fuel oil has been transferred, stop 1) Check the quantity of fuel oil in the HFO overflow tank and
the transfer pump and record the relevant information in the OIL No.1 HFO Settling Tank.
RECORD BOOK.
2) Check if the E/R HFO transfer pump suction filters are clean for
NOTE the pumps to be used.
The HFO settling tanks are fitted with a level switch for automatic
starting and stopping of the HFO transfer pumps when they are 3) Set the valves as in the following table:
selected for automatic operation.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 26 Part 4. Machinery System

OF066F

OF099F
OD126F

OD213F

OD212F
(100)
No.2 MGO No.1 MGO

(65)

(65)
Service Tank Service Tank (100)
(229.7 m3 ) (229.7 m3 ) OD214F (25)
From No.1 M/E Pilot MGO Return No.2 HFO

(65)
OD039F OD038F

(100)

(100)
Service No.1 HFO No.2 HFO No.1 HFO

OD227F

OD226F
(32)
From No.1, 2 G/E Pilot MGO Return
(25)
Tank Service Tank Settling Tank Settling Tank
From No.2 M/E Pilot MGO Return (167.5 m3 ) (167.5 m3 ) (230.0 m3 ) (235.3 m3 )
(32)
OD225F From No.3, 4 G/E Pilot MGO Return OF071F OF054F OF072F OF053F OF051F

(80)

(80)
(32) OF OF052F OF050F

(65)

(65)
From M/E SCR Burner Unit Return

(100)

(100)
OD040F 055F

OF127F
OF126F
(100) (50) From No.1 M/E FO Supply Pump

OF120F

OF121F
MGO Return

OD124F
LC
(40) From No.1, 2 G/E FO Supply Pump 4th Deck (S)
(80)

MGO Return

(100)

(100)
(100)

(100)
(50)

(40)

(50)

(40)

(50)

(65)

(80)

(80)
OF122F

(80)

(80)
(40)
OD123F (50) From No.2 M/E FO Supply Pump
MGO Return
(40) From No.3, 4 G/E FO Supply Pump
OF128F OF059F OF057F OF056F (80)

To IGG MGO
FO Pump
To No.3, 4 G/E

To No.1, 2 G/E
No.3, 4 G/E

No.1, 2 G/E
MGO Serv.

MGO Serv.

Incin. Trans. Pump

To No.2 M/E &

To No.1 M/E &

To Aux. Boiler

To No.2 M/E

To Aux. Boiler

To No.1 M/E
MGO Pump

Pilot MGO Pump &

Pilot MGO Pump

Supply Pump
(80) (80) (100) (100)
(25)
MGO Return
From IGG MGO Return HFO/MGO LC LC LC
(65) Purifier Heater (50) OF058F
(80)
Control Air TT TT
TI TI LC
EPCON EPCON (65) To No.1 M/E

(65)
(65)
OD108F No.2 PI No.3 PI HFO Service
TT To No.1, 2 G/E
TI No.2 MGO (50)
EPCON HFO/MGO Stor. TK for (15) TI TI HFO Service
Control Air

(80)
No.1 PI Purifier Cleaning (50) To No.3, 4 G/E
OF106F OF105F HFO Service

RV1

RV1
Heater OD117F

(50)
TI (65) To No.2 M/E

SAMSUNG/GASLOG/ABS
Control Air 50 L
(50) HFO Service

(65)

(50)
OF104F
RV1

(65)
(65)

No.1 MGO In No.2

OF109F OF108F
OF107F
Stor. TK for Purifier Room
(65) (50)
Cleaning
(65)
OD107F
(25) (25) (50) (80)
(15) (65) (65)
(65) (80)

OD116F From No.1 M/E (50) (65) (65)

HFO Return
OF123F

OF125F
50 L

OF124F
TIAH TIAH TIAH

OF101F

OF102F
(65)

OD102F OD106F OD104F

(50)
(65)

MM960 From No.1, 2 G/E (50) MM960 MM960

(65)

(50)
OD101F TT
HFO Return OD105F TT OD103F TT

(50)

(50)
OD115F

OD113F
OF119F

OF118F
MC MC
In No.1

(40)
Control PT Control PT Control PT MM116 MM117
OF117F

Purifier Room

OD114F

OD112F
Air Air Air PI PI
Water Water Water

HFO Return
From
No.3, 4 G/E

HFO Return
From No.2 M/E
Trans. MT V1 OD111F Trans. MT V1 Trans. MT V1

(65)
A A A PI PI
No.1 Chemical (65) No.2 No.3

(50)
Storage Tank
SV1

SV1

SV1
PI
B C OD110F PI
B C
PI
B C HFO/MGO HFO/MGO
(65)

Purifier Purifier
(65)

(65)

OF064F

OF065F
OD118F PT Cont. PT Cont. PT Cont. Feed Pump Feed Pump
Air Air Air
(7.1 m3 /h (3.6 m3 /h
OF100F

(20) (15) (20) (15) (20) (15)

(80)

(65)
x 2.5 bar) x 2.5 bar)
MC

(100)

(80)
PT MM115 PT PT
OD119F

OF033F

OF035F
50 L
HFO/MGO
No.1

OF062F

OF063F
OD032F

OD034F
PI Purifier
Feed Pump
SV5

SV5

SV5
PI
(7.1 m3 /h
S

(65)

(50)
No.1 Control No.2 Control No.3 Control
In No.1 HFO/MGO Air x 2.5 bar) HFO/MGO Air HFO/MGO Air (100) (50) To Aux. Boiler
HFO Service
OF061F

Purifier Room Purifier Purifier Purifier

LIAHL (7,100 L/H) (7,100 L/H) (3,600 L/H) LIAHL (65)
(80)

VS077F To Purifier Start To Purifier Start To Purifier Start VS078F

Interlock ZS OF401F (65)
Interlock ZS OF403F Interlock ZS OF402F
OD030F

4th Deck (P) 4th Deck (S)

(65)
OF031F
OF060F

OD120F
No.1 Purifier TI No.2 Purifier
(80)

(25)

(80)

(25)
Sludge Tank LCL Sludge Tank LCL

MGO Stor. Tank

From No.1, 2
TI No.2
(13.1 m 3) (13.1 m 3) Chemical
OD121F Storage Tank Key
BG254F

BG256F
(65)

To Sludge Pump To Sludge Pump 50 L

Auto Stop Heavy Fuel Oil Line
BG255F

BG257F

Auto Stop
Marine Gas Oil Line
From No.1 & 2 (65)
(50)

(50)

To Bilge Primary Tank

(50)
MGO Storage Tank In No.2 Sludge Line
or Sludge Pump or Purifier Room
Sep. Bilge Oil Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 27 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Bowl revolution: 523 rpm Crossover valve between No.1 & 2 Locked
Normal separating temp.: 98 °C The centrifugal separation is improved when the difference in the relative OF056F
HFO Settling Tank suction line closed
Motor: 7.5 kW x 440 V x 3600 rpm density of the fuel, water, and solids in the fuel is as great as possible. No.2 HFO/MGO Purifier feed pump
No. of sets: 1 The difference in the relative densities can be increased when the fuel OF062F Open
HFO suction valve
temperature is heated. The fuel temperature can be adjusted by means of No.2 HFO/MGO Purifier feed pump
No.1 & 2 HFO/MGO Purifier Feed Pump the thermostat control of the heater. OD032F Closed
MGO suction valve
No.2 HFO/MGO Purifier feed pump
Maker: Taiko Kikai Ind. Co., Ltd. The separators can take MGO from the MGO storage tanks and can OF101F Open
discharge valve
Model: MSDK-7.5MAB discharge it to the MGO service tanks. Also, these separators can No.2 HFO/MGO Purifier heater inlet
Capacity: 7.1 m3 x 2.5 bar separate HFO from the HFO settling tanks and discharge it to the HFO OF106F Open
valve
Motor: 5.5 kW x 440 V x 3600 rpm service tanks. No.2 HFO/MGO Purifier flow regulating
No. of sets: 2 OF109F Set
valve
WARNING No.2 HFO/MGO Purifier heater outlet
No. 3 HFO/MGO Purifier Feed Pump OF116F Open
Care must be taken when operating the purifier system. Hot oil and valve
steam are present and can result in serious injury if leakage occurs. No.2 HFO/MGO Heater outlet pressure
Maker: Taiko Kikai Ind. Co., Ltd. - Set
There is a fire risk from the presence of hot oil, and all precautions regulating valve
Model: MSDK-3MAB must be taken to prevent a fire and to deal with one should an outbreak No.2 HFO/MGO Purifier recirculation
OF119F Open
Capacity: 3.6 m3 x 2.5 bar occur. The extinguishing system must be checked frequently. valve to the HFO settling tanks
Motor: 2.2 kW x 440 V x 3600 rpm
No. of sets: 1 3. Preparation for the Heavy Fuel Oil Purifying System

No.1 & 2 HFO/MGO Purifier Heater Assuming that the purifying system will be used to purify from No.2
HFO Settling Tank to No.2 HFO Service Tank and that No.2 HFO/MGO
Maker: Donghwa Entec Purifier Feed Pump is operating in conjunction with No.2 HFO/MGO
Model: DHUH-T2009003 Purifier and heater.
Capacity: 2.98 m2

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 28 Part 4. Machinery System

OF066F

OF099F
OD126F

OD213F

OD212F
(100)
No.2 MGO No.1 MGO

(65)

(65)
Service Tank Service Tank (100)
(229.7 m3 ) (229.7 m3 ) OD214F (25)
From No.1 M/E Pilot MGO Return No.2 HFO

(65)
OD039F OD038F

(100)

(100)
Service No.1 HFO No.2 HFO No.1 HFO

OD227F

(80)

(80)
(32) OF OF052F OF050F

(65)

(65)
From M/E SCR Burner Unit Return

(100)

(100)
OD040F 055F

OF127F
OF126F
(100) (50) From No.1 M/E FO Supply Pump

OF120F

OF121F
MGO Return

OD124F
LC
(40) From No.1, 2 G/E FO Supply Pump 4th Deck (S)
(80)

MGO Return

(100)

(100)
(100)

(100)
(50)

(40)

(50)

(40)

(50)

(65)

(80)

(80)
OF122F

(80)

(80)
(40)
OD123F (50) From No.2 M/E FO Supply Pump
MGO Return
(40) From No.3, 4 G/E FO Supply Pump
OF128F OF059F OF057F OF056F (80)

To IGG MGO
FO Pump
To No.3, 4 G/E

To No.1, 2 G/E
No.3, 4 G/E

No.1, 2 G/E
MGO Serv.

MGO Serv.

Incin. Trans. Pump

To No.2 M/E &

To No.1 M/E &

To Aux. Boiler

To No.2 M/E

To Aux. Boiler

To No.1 M/E
MGO Pump

Pilot MGO Pump &

Pilot MGO Pump

Supply Pump
(80) (80) (100) (100)
(25)
MGO Return
From IGG MGO Return HFO/MGO LC LC LC
(65) Purifier Heater (50) OF058F
(80)
Control Air TT TT
TI TI LC
EPCON EPCON (65) To No.1 M/E

(65)
(65)
OD108F No.2 PI No.3 PI HFO Service
TT To No.1, 2 G/E
TI No.2 MGO (50)
EPCON HFO/MGO Stor. TK for (15) TI TI HFO Service
Control Air

(80)
No.1 PI Purifier Cleaning (50) To No.3, 4 G/E
OF106F OF105F HFO Service

RV1

RV1
Heater OD117F

(50)
TI (65) To No.2 M/E

SAMSUNG/GASLOG/ABS
Control Air 50 L
(50) HFO Service

(65)

(50)
OF104F
RV1

(65)
(65)

No.1 MGO In No.2

OF109F OF108F
OF107F
Stor. TK for Purifier Room
(65) (50)
Cleaning
(65)
OD107F
(25) (25) (50) (80)
(15) (65) (65)
(65) (80)

OD116F From No.1 M/E (50) (65) (65)

HFO Return
OF123F

OF125F
50 L

OF124F
TIAH TIAH TIAH

OF101F

OF102F
(65)

OD102F OD106F OD104F

(50)
(65)

MM960 From No.1, 2 G/E (50) MM960 MM960

(65)

(50)
OD101F TT
HFO Return OD105F TT OD103F TT

(50)

(50)
OD115F

OD113F
OF119F

OF118F
MC MC
In No.1

(40)
Control PT Control PT Control PT MM116 MM117
OF117F

Purifier Room

OD114F

OD112F
Air Air Air PI PI
Water Water Water

HFO Return
From
No.3, 4 G/E

HFO Return
From No.2 M/E
Trans. MT V1 OD111F Trans. MT V1 Trans. MT V1

(65)
A A A PI PI
No.1 Chemical (65) No.2 No.3

(50)
Storage Tank
SV1

SV1

SV1
PI
B C OD110F PI
B C
PI
B C HFO/MGO HFO/MGO
(65)

Purifier Purifier
(65)

(65)

OF064F

OF065F
OD118F PT Cont. PT Cont. PT Cont. Feed Pump Feed Pump
Air Air Air
(7.1 m3 /h (3.6 m3 /h
OF100F

(20) (15) (20) (15) (20) (15)

(80)

(65)
x 2.5 bar) x 2.5 bar)
MC

(100)

(80)
PT MM115 PT PT
OD119F

OF033F

OF035F
50 L
HFO/MGO
No.1

OF062F

OF063F
OD032F

OD034F
PI Purifier
Feed Pump
SV5

SV5

SV5
PI
(7.1 m3 /h
S

(65)

(50)
No.1 Control No.2 Control No.3 Control
In No.1 HFO/MGO Air x 2.5 bar) HFO/MGO Air HFO/MGO Air (100) (50) To Aux. Boiler
HFO Service
OF061F

Purifier Room Purifier Purifier Purifier

LIAHL (7,100 L/H) (7,100 L/H) (3,600 L/H) LIAHL (65)
(80)

VS077F To Purifier Start To Purifier Start To Purifier Start VS078F

Interlock ZS OF401F (65)
Interlock ZS OF403F Interlock ZS OF402F
OD030F

4th Deck (P) 4th Deck (S)

(65)
OF031F
OF060F

OD120F
No.1 Purifier TI No.2 Purifier
(80)

(25)

(80)

(25)
Sludge Tank LCL Sludge Tank LCL

MGO Stor. Tank

From No.1, 2
TI No.2
(13.1 m 3) (13.1 m 3) Chemical
OD121F Storage Tank Key
BG254F

BG256F
(65)

To Sludge Pump To Sludge Pump 50 L

Auto Stop Heavy Fuel Oil Line
BG255F

BG257F

Auto Stop
Marine Gas Oil Line
From No.1 & 2 (65)
(50)

(50)

To Bilge Primary Tank

(50)
MGO Storage Tank In No.2 Sludge Line
or Sludge Pump or Purifier Room
Sep. Bilge Oil Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 29 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
normally left open: Start interlock.)
No.1 HFO/MGO Purifier heater outlet 8) Open the stop valve in the product discharge line.
OF114F Open
valve
NOTE
No.1 HFO/MGO Heater outlet pressure 9) Select the operating mode on the control unit corresponding to
The purifier heater steam valves, air supply valves, and water supply - Set
regulating valve the valve positioning in the system.
valves must be operated as required.
No.1 HFO/MGO Purifier recirculation
OF117F Closed 10) Start the program.
4. Preparation for the Marine Gas Oil Purifying System valve to the HFO settling tanks
No.1 HFO/MGO Purifier recirculation
OD111F valve to the No.1 HFO/MGO Feed Open 11) The feed valve is opened automatically. Check the discharges for
Assuming that the purifying system is being used to purify from No.1
Pump MGO suction line solids and dirty water. There must be no oil flow.
MGO Storage Tank to No.1 MGO Service Tank and that the No.1
HFO/MGO Purifier feed pump is operating in conjunction with No.1 No.1 HFO/MGO Purifier inlet 3-way
- Operational 6. Stopping the Purifier
HFO Heater: valve
No.1 HFO/MGO Purifier discharge
OD102F Open  End the separation program by pressing the “AUTO STOP”
1) Ensure that the MGO storage tank and the MGO service tank valve to the MGO service tanks
No.1 HFO/MGO Purifier discharge button.
contain diesel oil in sufficient quantities to enable the separator
OF123F Closed
to function correctly. valve to the HFO service tanks
No.1 & 2 MGO Service Tank filling 3- NOTE
OD109F Operational It is essential that the purifier manufacturer’s instructions regarding the
2) Check and record the level of diesel oil in the MGO storage and way valve
service tanks. stopping and dismantling of the purifier are followed exactly to avoid
6) Start No.1 HFO/MGO Purifier and ensure that the sludge tank the risk of damage. The purifier bowls rotate at a very high speed, and
3) All the valves in the separator system are to be initially closed. inlet valve OF401F from the separators is open. (This valve is any imbalance or loss connection can have serious consequences.
normally left open: Start interlock.)
4) Ensure that steam, control air, and domestic freshwater are
available to the purifier. NOTE
The purifier heater steam valves, air supply valves, and water supply
valves must be operated as required.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 30 Part 4. Machinery System

To MGO Sett. Auto PCL MC MC

Key 5.5 bar CH-VR
Service Tank
Heavy Fuel Oil Line DPAH (40) To No.1, 2 G/E
Marine Gas Oil Line OD151F PI PI OD031F Pilot Pump

(25)
(25) (25) (40) To MGO Incin.
Steam Line (32)
DPI
PS Trans. Pump

OD066F
Control Air Line PI OD157F No.2 OD035F
No.1 (50) (25) (25) (25) (65) From MGO

OD067F
Bilge Water/Drain Line Service Tank
M/E OD150F PI PI OD033F

OD065F

OD159F
(Local TI
FI Pilot (25) (25)
OD093F
Reading) PI OD158F (32)
MGO (50) (25)

OD064F
Cooler No.1
No.1 M/E

Service Tank

Service Tank
TI

(25)
OD063F
Pilot FO Feed Pump

From MGO

From HFO
(25)
DPAH
(0.35 m3/h x 10.0 bar)

To MGO
TI (Local Reading)
DPI
FI TI
OD155F OD152F

OD154F OD153F

(50)

(65)

(50)
To HFO
Service
OD156F
No.1 M/E

Tank
(25)
Fine Filter (37 μ)
Auto Vent

Control Air
Valve
(25)

From IAS
OF425F

Control
(25)
OF407F M/E FO Supply Pump IAS

Air
OF426F
OF220F Sett:
To Ship’s (3.0 m3/h x 5.0 bar)
Performance PI PI

SAMSUNG/GASLOG/ABS (25)
8.0 bar Monitoring DPAH Sett. Auto PCL MC MC HFO/MGO
Return 3.0 bar CH-VR Change Over
Panel
B (65) Pipe
C DPI
A (300A) OF151F PI PI OF076F
Control
ZS TI PI Air
FI S

(25)
MM458 TI

(25)
MM301 PS (40) (50) E/P
OF155F OF152F

(50)

(65)
ZS
A→B ZI
(50) (50) No.2 OF078F (65)
PORT MM341 A B

(No Lighting)
C

OF440F
OF150F PI PI OF073F OD042F
OF154F OF153F
OF156F OF029F OF024F
(40) (50)
(40)

(50)
OF074F
No.1 Main Engine No.1 M/E No.1
(40) Sett. OF028F
Fuel Press. Fuel Injection FO Auto Back 5.0 bar
Control Valve Valve (50) C
Flushing Filter A B

(40)
Pilot FO (20) with Manual OF186F Control ZS OD078F
(65)

Air
Outlet By-pass Filter (10 μ) Fin Tube
Type From IAS For Steam Tracing
ZI MGO From FO CH-VR Valve to
To FO MM421 Side No.1 Main Engine Incl.
Pilot FO (15) Overflow (65) HFO Return Lines
Fuel Oil Rail Inlet Tank M

Control Air
No.1 Sett. Auto PCL MC MC

From IAS
Steam In PI
HFO Mode : VIAHL 9.0 bar CH-VR PP055_1
MGO Mode : VAL VIAHL VIC
MM800 ECR TI TI MGO ZI
Low Sett. : 2 CST Side MM424 PI PI
PI OF191F OF157F

OF195F

OF193F
Electric
DPAH TI
(65) (50) (65)
MM065 ZS PS
LS LS OF200F OF199F OF197F No.2
PI PI DPI (65) (65) (65)
C A
(50) B
LC OF187F PI PI OF158F

OF198F

OF196F

OF194F
(65) (65) (50) OF039F
(50) (65)

OF215F
Fuel TI
PIAL TIAH OF201F
TI PI
Supply No.1 M/E No.1
TI TI
No.1 M/E FO Viscorator No.1 M/E
Safety

(50)
LAH TI PI No.2 FO Circ. Pump
Filter (60 μ) (50) (5.4 m3/h x 6.5 bar)
No.1 No.1 M/E
M/E PI FO Heater
(50)

(40)

MGO TI OF192F
Cooler
To FO To HFO Clean
Drain Tank Leak Tank No.1 Purifier Room PI

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 31 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Capacity: 5.4 m3/h x 6.5 bar to match the fuel consumption of the main engines. and the excess fuel is returned to the HFO clean leak tanks.
Motor: 3.7 kW x 440 V x 3600 rpm
For the combustion HFO in main engines, the fuel will need to be heated The high-pressure FO lines on the engine are sheathed, and any leakage
No.1 & 2 Main Engine Heater to produce the correct viscosity for pumping and fuel injection. The into the annular spaces formed by the sheathing is led to an FO drain
viscorator will regulate the heating of the fuel to produce the correct tank.
Maker: Donghwa Entec viscosity.
Model: DHUH-T2009001 While marine gas oil (MGO) is used for the main engine, the fuel oil line
No. of sets: 4 The outlet valves from the service and settling tanks are remotely quick- is cooled by an MGO cooler unit.
Heat transfer area: 14.2 m2 closed with a collapsible bridge, which can be pneumatically operated
from the fire control station. After being tripped, the valves must be reset 3. Preparation for the Operation of the Main Engine Fuel Oil Service
No.1 & 2 M/E MGO Cooler locally. Each tank is also fitted with a self-closing test cock, to test for System
and drain any water present.
Maker: LHE 1) Ensure that the HFO service tank is maintained at an adequate
Model: HT064H-1P-15 All the tanks and heaters are supplied with steam from the ship’s steam level throughout the operation of the HFO purifying system.
Heat exchanged: 24320 kcal/h supply, with condensate flowing to the observation tank.
Heat transfer area: 3.0 m2 2) Ensure that the suction filters are clean.
No. of sets: 2 The steam supply to the fuel oil heaters is regulated to provide HFO at up
to 150 °C at the engine. To prevent the rapid fouling of the fuel oil 3) One FO supply pump and one FO circulating pump will be
Main Engine No.1 Pilot FO Feed Pump heaters, temperatures above 150 °C should be avoided. All the HFO running for the main engine. Heating steam will be supplied to
pipework is trace-heated by small-bore steam pipes laid adjacent to the the FO heaters and tracing lines. The fuel oil viscosity will be
Maker: Taiko Kikai Ind. Co., Ltd. HFO pipe and encased in the same lagging. controlled by the viscometer.
Type: MSDK-3MAB
No. of sets: 4 Heated and filtered HFO is supplied to the main engine from the HFO
Capacity: 0.35 m3/h x 10.0 bar service tanks. The fuel is supplied to the main engine by one of the two
Motor: 0.9 kW x 440 V x 1690 rpm FO supply pumps.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 32 Part 4. Machinery System

To MGO Sett. Auto PCL MC MC

Key 5.5 bar CH-VR PP061_1
Service Tank
Heavy Fuel Oil Line DPAH (40) To No.3, 4 G/E
Marine Gas Oil Line OD162F PI PI OD045F MM048 Pilot Pump

(25)
(25) (25)
Steam Line (32)
DPI
PS

OD071F
Control Air Line PI OD168F No.2 OD044F
No.2 (50) (25) (25) (25) (65) From MGO

OD079F
Bilge Water/Drain Line Service Tank
M/E OD161F PI PI OD054F

OD070F

OD170F
(Local TI
FI Pilot (25) (25)
OD094F
Reading) PI OD169F (32)
MGO (50) (25)

OD069F
Cooler No.1
No.2 M/E

Service Tank

Service Tank
TI

(25)
OD068F
Pilot FO Feed Pump

From MGO

From HFO
(25)
DPAH
(0.35 m3/h x 10.0 bar)

To MGO
TI (Local Reading) DPI
FI TI
OD166F OD163F

OD165F OD164F

(50)

(65)

(50)
To HFO
Service
OD167F
No.2 M/E

Tank
(25)
Fine Filter (37 μ)
Auto Vent

Control Air
Valve

From IAS
(25)
OF427F

Control
(25)
OF408F M/E FO Supply Pump IAS

Air
OF428F
OF222F Sett:
To Ship’s
Performance
(3.0 m3/h x 5.0 bar)
PI PI

SAMSUNG/GASLOG/ABS (25)
8.0 bar Monitoring DPAH Sett. Auto PCL MC MC HFO/MGO
Return 3.0 bar CH-VR PP061_1 Change Over
Panel
B (65) Pipe
C DPI
A (300A) OF160F PI PI OF077F
Control
ZS TI PI Air
FI S

(25)
MM459 TI

(25)
MM033 PS (40) (50) E/P
OF164F OF161F

(50)
ZS
A→B ZI (50) (50) No.2 OF083F (65)
PORT MM204 A B

(No Lighting)
C

OF441F
OF159F PI PI OF084F OD060F
OF163F OF162F
OF165F OF030F OF027F
(40) (50)
(40)

(50)
OF085F
No.2 Main Engine No.2 M/E No.1
(40) Sett. OF040F
Fuel Press. Fuel Injection FO Auto Back 5.0 bar
Control Valve Valve (50) C
Flushing Filter A B

(40)
Pilot FO (20) with Manual OF190F Control ZS OD089F
(65)

Air
Outlet By-pass Filter (10 μ) Fin Tube
Type From IAS For Steam Tracing
ZI MGO From FO CH-VR Valve to
To FO IAS Side No.1 Main Engine Incl.
Pilot FO (15) Overflow (65) HFO Return Lines
Fuel Oil Rail Inlet Tank M

Control Air
No.1 Sett. Auto PCL MC MC

From IAS
Steam In PI
HFO Mode : VIAHL 9.0 bar CH-VR PP057
MGO Mode : VAL VIAHL VIC
MM868 ECR TI TI MGO ZI
Low Sett. : 2 CST Side MM431 PI PI
PI OF204F OF166F

OF207F

OF206F
Electric
DPAH TI
(65) (50) (65)
MM078 ZS PS
LS LS OF213F OF212F OF210F No.2
PI PI DPI (65) (65) (65)
C A
(50) B
LC OF203F PI PI OF167F

OF211F

OF209F

OF208F
(65) (65) (50) OF041F
(50) (65)

OF216F
Fuel TI
PIAL TIAH OF214F
TI PI
Supply No.2 M/E No.1
TI TI
No.2 M/E FO Viscorator No.2 M/E
Safety FO Circ. Pump

(50)
LAH TI
Filter (60 μ)
PI No.2
(50) (5.4 m3/h x 6.5 bar)
No.2 No.2 M/E
M/E PI FO Heater
(50)

(40)

MGO TI OF205F
Cooler
To FO To HFO Clean
Drain Tank Leak Tank No.2 Purifier Room PI

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 33 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
8) Ensure that the viscometer is operational and has control of the
FO supply pump pressure relief steam supply valves (if necessary).
OF186F Set 5.0 bar
valve
FO auto-backflushing filter 9) The engine fuel system is now ready, and the engine may be
- Operational
inlet/outlet valve started.
OF152F FO flow meter inlet valve Open
10) The fuel system of an individual engine may be flashed through
OF155F FO flow meter outlet valve Open
with MGO prior to stopping the engine or after stopping, to
OF156F FO flow meter bypass valves Closed
allow for maintenance.
No.1 FO Circulating Pump suction
OF158F Open
valve
No.1 FO Circulating Pump
OF187F Open
discharge valve
No.2 FO Circulating Pump suction
OF157F Open
valve
No.2 FO Circulating Pump
OF191F Open
discharge valve
OF039F Fuel oil select valve Select HFO
OF193F No.1 FO Heater inlet valve Open
OF195F No.1 FO Heater outlet valve Open
OF194F No.2 FO Heater inlet valve Open
OF196F No.2 FO Heater outlet valve Open
OF197F FO heater bypass valve Closed
OF199F FO viscometer inlet valve Open
OF200F FO viscometer outlet valve Open

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 34 Part 4. Machinery System

To MGO Sett. Auto PCL MC MC

Key Service Tank 5.5 bar CH-VR PP063_5
Heavy Fuel Oil Line DPAH
OD238F PI PI OD010F MM083
Marine Gas Oil Line
(40) DPI
Steam Line (40) (50)
PS
PI OD205F No.2 OD055F
Control Air Line (32) (32) (40) From MGO
No.1, 2

(32)
Bilge Water/Drain Line PI
G/E PI PI Service Tank
OD239F OD011F

OD207F
TI
Sett. Pilot (40)
OD125F
7.0 bar PI OD206F (40) (50)
MGO

Service Tank

Service Tank
(25) (25) (32)

From MGO
Cooler No.1

From HFO

To MGO
OD215F TI No.1, 2 G/E
(32) Pilot FO Feed Pump
(2.0 m3/h x 8.0 bar)
No.1 EMCY MGO Pump for G/E
(1.7 m3/h x 6.0 bar)

(50)

(40)
PI PI
OD210F OD081F
PI (25) (25)
Sett.
OD082F

To HFO
7.0 bar

Service
Pilot PT
OF262F S Black Out

Tank
Fuel
Pump
AR057F

(32)
(25)

(32)
(32) From G/S Air Service
PT Pilot AR065F

Control Air
DPT Auto Vent

From IAS
Fuel
TE Filter
Valve
No.1 Generator Engine (25)

(40)
Pulse OF410F

Control
PT
Damper
(8L34DF) (25)
TE
OF264F OF409F No.1, 2 G/E FO Supply Pump IAS

Air
OF411F To Ship’s (1.5 m3/h x 5.0 bar)

SAMSUNG/GASLOG/ABS
Sett: Performance PI PI
8.0 bar HFO/MGO
(65)

(65)
Monitoring DPAH Sett. Auto PCL MC MC
(50) B (65) Return 3.0 bar CH-VR PP101_1 Change Over
OD232F
OF243F
OD208F

C Panel
OF242F

A Pipe From ESB

DPI
(25) ZS (300A) PI PI Control
OF168F OF079F Air
TI
(50) FI S
MM467 TI

(25)
A→B ZI PS (32) (40) E/P
Safety Filter

OF173F OF170F

(40)
PORT MM221 ZS
No.1 G/E

(25) No.2 OF080F

(37 μ)

DPAH (40) (40) (50)

A B
MM946

(No Lighting)
PI PI No.1 G/E C

OF433F
OF169F PI PI OF081F OD043F
OF172F OF171F
FO Booster Pump OF174F OF097F OF032F
(1F03) OF270F OF269F (3.64 m3/h x 2.0 bar) (32)
(32) (40)

(40)
(50) (50) OF082F
No.1, 2 G/E No.1

(25)
(40) Sett. OF043F
FO Auto Back 5.0 bar
OF271F (40) C
Flushing Filter A B

(40)
with Manual OF188F Control ZS OD080F
LO By-pass Filter (35 μ) Fin Tube (32) Air
Type From IAS For Steam Tracing
ZI MGO From FO CH-VR Valve to
Pilot PT To FO IAS Side No.1 Main Engine Incl.
Fuel
Overflow (65) HFO Return Lines
(65)

(50)

Pump
Tank M

Control Air
No.1 Sett. Auto PCL MC MC

From IAS
PT Steam In PI
Pilot HFO Mode : VIAHL 9.0 bar CH-VR PP146_1
DPT Fuel VIAHL VIAHL
TE Filter MGO Mode : VAL
MM801 ECR From ESB
Pulse No.2 Generator Engine Low Sett. : 2 CST
TI TI MGO ZI
PI PI
PT Side MM430 OF231F OF175F
Damper
(6L34DF)

OF233F

OF232F
TE Electric
TI
(65) (80)
ZS PS
OF240F OF239F OF236F No.2
OD228F

(50) (65) (65) (65)

OD234F
OF245F
OD209F

C A
LO
OF244F

(50) B
LC OF230F PI PI OF176F

OF238F
(25) OF044F

OF235F

OF234F
(65) (50)
(50) (65) (80)

OF217F
OF241F
Safety Filter

(25) No.1, 2 G/E No.1

No.2 G/E

TI TI
(37 μ)

DPAH FO Viscorator
MM966
No.1, 2 G/E
PI PI No.2 G/E FO Circ. Pump

(65)
TI
FO Booster Pump PI No.2
(65) (7.5 m3/h x 3.0 bar)
(1F03) OF273F OF272F (2.73 m3/h x 2.0 bar) No.1, 2 No.1, 2 G/E
(50) (50)
G/E PI FO Heater
MGO TI OD230F
OF274F Cooler
LO No.1 Purifier Room PI

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 35 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
All the tanks and heaters are supplied from the 7.0 bar service steam 3. Procedure for Preparing the Generator Engine Pilot Oil System
G/E No.1, 2, 3, & 4 Pilot FO Feed Pump system, with condensate flowing to the cascade tank. (MGO)

Maker: Taiko Kikai Ind. Co., Ltd. The steam supply to the main G/E fuel oil heaters is regulated so as to Valve Description Position
Type: MSDK-2.5HMAB provide HFO at up to 155°C at the engine. To prevent the rapid fouling OD038F No.1 MGO Service Tank outlet valve Open
No. of sets: 4 of the fuel oil heaters, temperatures above 155°C should be avoided. All G/E No.1 & 2 Pilot FO Feed Pump
Capacity: 2.0 m3/h x 8.0 bar the HFO pipework is trace-heated by the small-bore steam pipes laid OD055F Open
suction valve
Motor: 2.2 kW x 440 V x 3600 rpm adjacent to the HFO pipe and encased in the same lagging. G/E No.1 & 2 Pilot MGO Cooler inlet
OD205F Open
valve
G/E No.1, 2, 3, & 4 FO Heater Heated and filtered HFO is supplied to the main generator engine from G/E No.1 & 2 Pilot MGO Cooler outlet
the HFO service tank by one of the G/E HFO supply pumps. The second OD206F Open
valve
Maker: Donghwa Entec pump will be on automatic standby and will start in the event of G/E No.1 & 2 Pilot MGO Cooler bypass
Model: DHUH-T2009002 discharge pressure drop or voltage failure of the running pump. OD207F Closed
valve
Heat surface area: 15.49 m2 G/E pilot FO feed line flow meter inlet
The G/E HFO supply pumps discharge HFO to the suction side of the OD200F Open
valve
G/E No.1, 2, 3, & 4 MGO Cooler G/E HFO circulating pumps through the G/E FO auto-backflushing filter. G/E pilot FO feed line flow meter outlet
The auto-backflushing filter is an automatic self-cleaning unit with an OD203F Open
valve
Maker: LHE electrically operated cleaning mechanism running at all times. The FO G/E pilot FO feed line flow meter bypass
Model: HT064HM-1P-17 return pipe is the line connected from the G/E HFO supply pumps just OD204F Closed
valve
Heat exchanged: 28,500 kcal/h before the HFO circulating pump suction. Set 7.0
OD215F Pressure regulating valve
bar
G/E No.1, 2, 3, & 4 Pilot MGO Cooler The G/E HFO circulating pumps discharge to the generator engine - Pilot fuel filter inlet/outlet valves Open
suction side via their main G/E FO heaters and viscorator. Within these,
Maker: LHE the oil is heated to a temperature corresponding to a recommended
Model: HT064H-1P-9 viscosity.
Heat exchanged: 10700 kcal/h

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 36 Part 4. Machinery System

To MGO Sett. Auto PCL MC MC

Key Service Tank 5.5 bar CH-VR PP068_5
Heavy Fuel Oil Line DPAH
OD240F PI PI OD012F MM090
Marine Gas Oil Line
(40) DPI
Steam Line (40) (50)
PS
PI OD219F No.2 OD056F
Control Air Line (32) (32) (40) From MGO
No.3, 4

(32)
Bilge Water/Drain Line PI
G/E (50) PI PI Service Tank
OD241F OD013F

OD221F
TI
Sett. Pilot (40)
OD098F
7.0 bar PI OD220F (40) (50)
MGO

Service Tank

Service Tank
(25) (25) (50) (32)

From MGO
Cooler No.1

From HFO

To MGO
OD216F TI No.3, 4 G/E
(32) Pilot FO Feed Pump
(2.0 m3/h x 8.0 bar)
No.2 EMCY MGO Pump for G/E
(1.7 m3/h x 6.0 bar)

(40)

(50)

(40)
PI PI
OD224F OD091F
PI (25) (25)
Sett.
OD092F

To HFO
7.0 bar

Service
Pilot PT
OF263F S Black Out

Tank
Fuel
Pump
AR058F

(32)
(25)

(32)
(32) From G/S Air Service
PT Pilot AR066F

Control Air
DPT Auto Vent

From IAS
Fuel
TE Filter
Valve
No.3 Generator Engine (25)

(40)
Pulse OF430F

Control
PT
Damper
(6L34DF) (25)
TE
OF266F OF429F No.3, 4 G/E FO Supply Pump IAS

Air
OF431F To Ship’s (1.5 m3/h x 5.0 bar)

SAMSUNG/GASLOG/ABS
Sett: Performance PI PI
8.0 bar HFO/MGO
(65)

(65)
Monitoring DPAH Sett. Auto PCL MC MC
(50) B (65) Return 3.0 bar CH-VR Change Over
OD233F
OF259F
OD222F

C Panel
OF258F

A Pipe From ESB

DPI
(25) ZS (300A) PI PI Control
OF177F OF087F Air
TI
(50) FI S
MM469 TI

(25)
A→B ZI MM031 PS (32) (40) E/P
Safety Filter

OF182F OF179F

(40)
PORT MM221 ZS
No.3 G/E

(25) No.2 OF089F

(37 μ)

DPAH (40) (40) (50)

A B
MM986

(No Lighting)
PI PI No.3 G/E C

OF434F
OF178F PI PI OF093F OD061F
OF181F OF180F
FO Booster Pump OF183F OF098F OF034F
(1F03) OF276F OF275F (2.73 m3/h x 2.0 bar) (32)
(32) (40)

(40)
(50) (50) OF094F
No.3, 4 G/E No.1

(25)
(40) Sett. OF046F
FO Auto Back 5.0 bar
OF277F (40) C
Flushing Filter A B

(40)
with Manual OF189F Control ZS OD090F
LO By-pass Filter (35 μ) Fin Tube (32) Air
Type From IAS For Steam Tracing
ZI MGO From FO CH-VR Valve to
Pilot PT To FO MM138 Side No.1 Main Engine Incl.
Fuel
Overflow (65) HFO Return Lines
(65)

(50)

Pump
Tank M

Control Air
No.1 Sett. Auto PCL MC MC

From IAS
PT Steam In PI
Pilot HFO Mode : VIAHL 9.0 bar CH-VR PP148_1
DPT Fuel VIAHL VIAHL
TE Filter MGO Mode : VAL
MM869 ECR From ESB
Pulse No.4 Generator Engine Low Sett. : 2 CST
TI TI MGO ZI
PI PI
PT Side MM440 OF247F OF185F
Damper
TE (8L34DF) Electric

OF249F

OF248F
TI
(65) (80)
ZS PS
OF256F OF255F OF252F No.2
OD229F

(50) (65) (65) (65)

OD235F
OF261F
OD223F

C A
LO
OF260F

(50) B
LC OF246F PI PI OF184F

OF254F

OF251F

OF250F
(25) (65) (50) OF047F
(50) (65) (80)

OF218F
OF257F
Safety Filter

(25) No.3, 4 G/E No.1

No.4 G/E

TI TI
(37 μ)

DPAH FO Viscorator
MM029
No.3, 4 G/E
PI PI No.4 G/E FO Circ. Pump

(65)
PI
FO Booster Pump PI No.2
(65) (7.5 m3/h x 3.0 bar)
(1F03) OF279F OF278F (3.64 m3/h x 2.0 bar) No.3, 4 (50) No.3, 4 G/E
(50) (50)
G/E TI FO Heater
MGO PI OD236F
OF280F Cooler (50)

LO No.2 Purifier Room TI

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 37 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
be running. Heating steam will be supplied to the G/E FO OF173F FO flow meter outlet valve Open
OF233F No.1 FO Heater outlet valve Open
heaters and tracing lines. The fuel oil viscosity will be OF174F FO flow meter bypass valves Closed
controlled by the viscorator. OF234F No.2 FO Heater inlet valve Open
No.1 G/E No.1 & 2 FO Circulating Pump
OF235F No.2 FO Heater outlet valve Open OF176F Open
suction valve
4) Set the engine fuel service system valves as in the following OF236F FO heater bypass valve Closed No.1 G/E No.1 & 2 FO Circulating Pump
table: OF230F Open
OF239F FO viscorator inlet valve Open discharge valve
OF240F FO viscorator outlet valve Open No.2 G/E No.1 & 2 FO Circulating Pump
No.1 Generator Engine OF175F Open
OF241F FO viscorator bypass valve Closed suction valve
No.2 G/E No.1 & 2 FO Circulating Pump
Assuming that No.1 G/Es’ fuel is being taken from No.1 HFO Service OF269F G/E No.1 FO Booster Pump suction valve Open OF231F Open
discharge valve
Tank and that No.1 G/E HFO Supply Pump and Circulating Pump are G/E No.1 FO Booster Pump dischargege
OF270F Open OF044F Fuel oil select valve Select HFO
used: valve
OF232F No.1 FO Heater inlet valve Open
OF271F G/E No.1 FO Booster Pump bypass valve Closed
Valve Description Position OF233F No.1 FO Heater outlet valve Open
- No. 2 G/E safety filter inlet/outlet valve Operational
OF054F OF234F No.2 FO Heater inlet valve Open
No.1 HFO Service Tank outlet valve Open OF242F G/E FO inlet valve Open
OF072F OF235F No.2 FO Heater outlet valve Open
OF243F G/E FO return valve Open
Valve from the HFO service tank to the OF236F FO heater bypass valve Closed
OF032F Open OF265F Return line valve to the return pipe Open
changeover valve
OF239F FO viscorator inlet valve Open
Select
1V01 Bunker changeover valve No.2 Generator Engine OF240F FO viscorator outlet valve Open
HFO
No.1 G/E No.1 & 2 FO Supply Pump suction OF241F FO viscorator bypass valve Closed
OF081F Open Assuming that No.2 G/Es’ fuel is being taken from No.1 HFO Service
valve OF272F G/E No.2 FO Booster Pump suction valve Open
Tank and that No.2 G/E HFO Supply Pump and Circulating Pump are G/E No.2 FO Booster Pump discharge
No.1 G/E No.1 & 2 FO Supply Pump
OF169F Open used: OF273F Open
discharge valve valve
No.2 G/E No.1 & 2 FO Supply Pump suction
OF079F Open
valve

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 38 Part 4. Machinery System

To MGO Sett. Auto PCL MC MC

(32)
Bilge Water/Drain Line PI
G/E PI PI Service Tank
OD239F OD011F

OD207F
TI
Sett. Pilot (40)
OD125F
7.0 bar PI OD206F (40) (50)
MGO

Service Tank

Service Tank
(25) (25) (32)

From MGO
Cooler No.1

From HFO

To MGO
OD215F TI No.1, 2 G/E
(32) Pilot FO Feed Pump
(2.0 m3/h x 8.0 bar)
No.1 EMCY MGO Pump for G/E
(1.7 m3/h x 6.0 bar)

(50)

(40)
PI PI
OD210F OD081F
PI (25) (25)
Sett.
OD082F

To HFO
7.0 bar

Service
Pilot PT
OF262F S Black Out

Tank
Fuel
Pump
AR057F

(32)
(25)

(32)
(32) From G/S Air Service
PT Pilot AR065F

Control Air
DPT Auto Vent

From IAS
Fuel
TE Filter
Valve
No.1 Generator Engine (25)

(40)
Pulse OF410F

Control
PT
Damper
(8L34DF) (25)
TE
OF264F OF409F No.1, 2 G/E FO Supply Pump IAS

Air
OF411F To Ship’s (1.5 m3/h x 5.0 bar)

SAMSUNG/GASLOG/ABS
Sett: Performance PI PI
8.0 bar HFO/MGO
(65)

(65)
Monitoring DPAH Sett. Auto PCL MC MC
(50) B (65) Return 3.0 bar CH-VR PP101_1 Change Over
OD232F
OF243F
OD208F

C Panel
OF242F

A Pipe From ESB

DPI
(25) ZS (300A) PI PI Control
OF168F OF079F Air
TI
(50) FI S
MM467 TI

(25)
A→B ZI PS (32) (40) E/P
Safety Filter

OF173F OF170F

(40)
PORT MM221 ZS
No.1 G/E

(25) No.2 OF080F

(37 μ)

DPAH (40) (40) (50)

A B
MM946

(No Lighting)
PI PI No.1 G/E C

OF433F
OF169F PI PI OF081F OD043F
OF172F OF171F
FO Booster Pump OF174F OF097F OF032F
(1F03) OF270F OF269F (3.64 m3/h x 2.0 bar) (32)
(32) (40)

(40)
(50) (50) OF082F
No.1, 2 G/E No.1

(25)
(40) Sett. OF043F
FO Auto Back 5.0 bar
OF271F (40) C
Flushing Filter A B

(50)

Pump
Tank M

Control Air
No.1 Sett. Auto PCL MC MC

OF233F

OF232F
TE Electric
TI
(65) (80)
ZS PS
OF240F OF239F OF236F No.2
OD228F

(50) (65) (65) (65)

OD234F
OF245F
OD209F

C A
LO
OF244F

(50) B
LC OF230F PI PI OF176F

OF238F
(25) OF044F

OF235F

OF234F
(65) (50)
(50) (65) (80)

OF217F
OF241F
Safety Filter

(25) No.1, 2 G/E No.1

No.2 G/E

TI TI
(37 μ)

DPAH FO Viscorator
MM966
No.1, 2 G/E
PI PI No.2 G/E FO Circ. Pump

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 39 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
No.1 G/E No.3 & 4 FO Supply Pump Assuming that No.4 G/Es’ fuel is being taken from No.2 HFO Service OF278F G/E No.4 FO Booster Pump suction valve Open
OF093F Open
suction valve Tank and that No.2 G/E HFO Supply Pump and Circulating Pump are G/E No.4 FO Booster Pump discharge
OF279F Open
No.1 G/E No.3 & 4 FO Supply Pump used: valve
OF178F Open
discharge valve OF280F G/E No.4 FO Booster Pump bypass valve Closed
No.2 G/E No.3 & 4 FO Supply Pump Valve Description Position - No.3 G/E safety filter inlet/outlet valve Operational
OF087F Open
suction valve OF055F OF260F G/E FO inlet valve Open
No.2 G/E No.3 & 4 FO Supply Pump No.2 HFO Service Tank outlet valve Open
OF177F Open OF071F OF261F G/E FO return valve Open
discharge valve Valve from the HFO service tank to the
OF032F Open OF267F Return line valve to the return pipe Open
OF189F FO supply pump pressure relief valve Set 5.0 bar changeover valve
FO auto-backflushing filter inlet/outlet 1V01 Bunker changeover valve Select HFO
- Operational 1) Ensure that the fuel system for the engine is fully primed by
valve No.1 G/E No.3 & 4 FO Supply Pump
OF093F Open opening the outlet line vent valve then closing the valve again
OF179F FO flow meter inlet valve Open suction valve
when fuel flows out. This is required only after work has been
OF182F FO flow meter outlet valve Open No.1 G/E No.3 & 4 FO supply Pump
OF178F Open carried out on the fuel system.
discharge valve
OF183F FO flow meter bypass valves Closed
No.2 G/E No.3 & 4 FO Supply Pump
No.1 G/E No.3 & 4 FO Circulating Pump OF087F Open 2) Start No.1 G/E HFO Supply Pump and Circulating Pump.
OF184F Open suction valve
suction valve
No.2 G/E No.3 & 4 FO Supply Pump
No.1 G/E No.3 & 4 FO Circulating Pump OF189F Open 3) Check if fuel is circulating through the engine fuel system at the
OF246F Open discharge valve
discharge valve desired pressure.
OF188F FO supply pump pressure relief valve Set 5.0 bar
No.2 G/E No.3 & 4 FO Circulating Pump
OF185F Open FO auto-backflushing filter inlet/outlet
suction valve - Operational 4) Select the other supply pump and circulating pump as the
valve standby pumps.
No.2 G/E No.3 & 4 FO Circulating Pump
OF247F Open OF179F FO flow meter inlet valve Open
discharge valve
OF047F Fuel oil select valve Select HFO OF182F FO flow meter outlet valve Open

OF248F No.1 FO Heater inlet valve Open OF183F FO flow meter bypass valves Closed

OF249F No.1 FO Heater outlet valve Open

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 40 Part 4. Machinery System

6) The engine fuel system is now ready, and the engine may be
started if all the other engine systems are operating correctly.

Under normal circumstances, the system will be primed and operating on

HFO. A change to MGO is made only for emergency reasons or if all the
engines are to be shut down for fuel system maintenance.

The fuel system of an individual engine may be flashed through with

MGO prior to stopping the engine or after stopping, to allow for
maintenance.

SAMSUNG/GASLOG/ABS

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 41 Part 4. Machinery System

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 42 Part 4. Machinery System

To Cargo Area

(100)

(40)

Within a radius of 1.5 m

from outlet of vent pipe
to be considered hazard area Key
With Flame Screen

(150)
Nitrogen Line

(40)
(25)

Funnel Base Fuel Gas (BOG) Line

Control Air Line
Control Air

(40)

GD Above M/E AFT GD Above M/E FWD (150)

P07 (40)
GD
DPT

No.1 GVU
PT

GAV GAV GAV GAV GAV GD P04 PT FI T01 P03 GD

E/P

V04

V02
PT P06 TT PT PI PT (300)
(125) V01
(100) No.1 No.2 No.3 No.4 No.5 (80) (150)
Cyl. Cyl. Cyl. Cyl. Cyl.
V06 Q01 V05 V03 B01

V07
GAV GAV GAV GAV GAV
Air Intake
PT P05

SAMSUNG/GASLOG/ABS
PT

V08 B03
No.1 Main Engine (5X72DF) 4th Deck (P)
(40) CN056F CN054F
From PORT (25)

Starting Air System

(25)
CN046F
(25)
Funnel Base From N2 Service System
Engine Room Cofferdam
CN045F

Control Air
(40)

GD Above M/E AFT GD Above M/E FWD (150)

P07 (40)
GD
DPT

No.2 GVU
PT

GAV GAV GAV GAV GAV GD P04 PT FI T01 P03 GD

E/P

V04

V02
PT P06 TT PT PI PT
(125) V01
(100) No.1 No.2 No.3 No.4 No.5 (80)
Cyl. Cyl. Cyl. Cyl. Cyl.
V06 Q01 V05 V03 B01
Air

V07
GAV GAV GAV GAV GAV
Intake
PT P05
PT

V08 B03
(40)

No.2 Main Engine (5X72DF) 4th Deck (S)

CN057F CN055F
From PORT (25)

Starting Air System

CN047F
(25)
From N2 Service System
CN048F
(100) (100)

(40)

To Cargo Area

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 43 Part 4. Machinery System

1. General Description Auto Mode

Mist
Separator
XDF
The purpose of GMS is to obtain top-level control based on the cargo tank ST1 M ST2-ST6 The GCU may be put on Auto mode. Auto mode is available if the following
XDF
measurements for calculating the setpoints and commands to the different LD 6st Comp. No.1 conditions are present:

Forcing Vaporiser
consumers of gas. The main system consists of the following:
DFGE
 The GCU master gas valve is open.
Overpressure
ST1 M ST2-ST6
• Two (2) LD compressors (6-stage) Valve DFGE  GCU ready-to-start mode provided by the maker
LD 6st Comp. No.2
• Two (2) fuel gas pumps Overpressure DFGE
Valve
• One (1) forcing vaporizer DFGE
Auto Start
• One (1) mist separator
• Two (2) X-DF main engines The GCU will start automatically if the tank pressure exceeds the GCU
Cargo Cargo Cargo Cargo
• Four (4) dual-fuel generator engines Tank 4 Tank 3 Tank 2 Tank 1 control set point. An adjustable start timer is provided.
• One (1) gas combustion unit
Key Illustration 4.4.3b GCU Tank Pressure Control
Vapor Line
The fuel gas supply system (FGSS) consists of fuel gas pumps, LD Cargo Line
Vapour HDR Vapour HDR
compressors, and a forcing vaporizer. The main purpose of the FGSS is to <General Arrangement> Press Absolute Press Gauge
supply the engine with the correct fuel gas pressure depending on the engine PT
PT PT

SAMSUNG/GASLOG/ABS
load. xxx
xxx xxx
2. GCU Control

The main consumers of gas are the XDFs and the dual-fuel generator The GMS GCU control contains tank pressure control and automatic
engines. In addition, the GCU can be used to consume gas, most likely in start/stop functionality.
the case of the excess BOG. Excess BOG in this context means that the Sensor Selection
NBO is higher than the gas consumed by the XDFs/DFGEs. GCU Tank Pressure Controller - Gauge
- Absolute
Auto Start/Stop Function

To supply XDF/DFGE, gas LD compressors are used. They are GCU tank pressure controller - Stop Bias
- Start Timer
controlled to keep the fuel pressure of the main and generator engines To prevent high cargo tank pressure. This is achieved - Stop Timer
Purpose PV
constant. An overpressure valve (return-to-cargo tank) is installed and through the capacity control of the GCU BOG burner. GCU SP SP & Kp/TI Calc
Tank PIC
controlled by the GMS to prevent the main engine’s and the generator Vapor header pressure absolute or vapor header pressure pressure xxx
Depending on
Selection:
engines’ fuel supply plant from experiencing high pressures during huge gauge controller
Out - Laden Gauge
PV
load reduction. The sensor is operator-selectable through mode selection: 0-xxx % - Laden Absolute
- Ballast Gauge
ballast gauge / laden gauge / laden absolute.
The LD compressor uses BOG from the cargo tanks to feed the Ballast gauge: 90 mbar (operator-adjustable) Excessive BOG
consumers with gas. In cases where available BOG is insufficient to SP Laden gauge: 80 mbar (operator-adjustable)
supply the required/wanted FG consumption, the forcing vaporizer can Laden absolute: 1093 mbarA (operator-adjustable)
be used to generate FBO. LD compressor operation also enables excess The output is calculated in kg/h then sent to the GCU Start Request
GCU Controller Stop Request
BOG handling through BOG burning by the GCU. OP controller. Closed-loop control is performed within the GCU
controller.
When the LD compressor is in operation, the GMS includes several When the GCU is stopped or when no LD compressor is
Tracking
controls for maintaining the tank pressure within the desired range. XDF running, the output will be set to 0. Auto Stop
has two methods of gas consumption control: the specified dual-fuel The operator settings for the minimum and maximum flow
Min./max. The GCU will automatically stop if the tank pressure drops to below the
(SDF) mode (fuel sharing) and none. SDF means fuel ratio (gas/MGO or demand are applied to the GCU.
gas/HFO) control by means of the master tank pressure controller. Failsafe The controller will be forced to operate in the “Manual” GCU control setpoint minus the operator-adjusted bias. An adjustable
handling mode if the selected PV sensor is in a failure condition. stop timer is provided.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 44 Part 4. Machinery System

(80) (50)
To No.4 Gas Vent Area (80) (50)

To Casing Outside
No.1 G/E GVU Room Key
Atmosphere
Extraction Fan

(400)
No.1 G/E Room Nitrogen Line
(2,300 m3/h x 40 mmAq) GD Gas Detector Auto DPCL Sett.
FA053F FA056F CH-VR DPS
MF001-1 10.2 mmAq (40) From N2 Service Fuel Gas (BOG) Line
No.1 No.2
System

(40)

(40)
From From Control Air Line
MSB ESB
FA052F FA055F

FA051F

FA054F
MC MC

(400)

(400)
MF001 MF002

(40)
(40)
No.1 G/E No.1 G/E (8L34DF)
GD
Control Air GVU Room GD
CG005F From Control
ACC Air
FI P01 P02 P03 T01 P04
PT PT PI E/P
CG001F PT TE PT PT GD

V02

V04
V01
Hull Part Engine Room P06 (80)
(250)
(80) (50)

(25) B01 V03 V05 V07 V06

P05 PT CN033F GD

(80)
V08
B03 (25)
(125) No.1 GVU
N2 Supply (25)

for Purge
(40) CN034F No.2 G/E (6L34DF)
GD Control Air GD

(25)
(50)
Fuel Gas Purge
CG006F From Control
ACC Air
FI
CN923F

P01 P02 P03 T01 P04

(80)

Air
CN919F

PT PT PI E/P
CG002F PT TE PT PT PT GD

V02

V04
Intake V01 GD

SAMSUNG/GASLOG/ABS
P06 (250)
(80) (50)

(25) B01 V03 V05 V07 V06

Hull Part P05 PT
CN946F V08 CN037F
B03
No.2 GVU Air
Intake
CN036F

To Casing Outside
Air
Intake No.2 G/E GVU Room
Atmosphere
CN947F Extraction Fan

(400)
(2,300 m3/h x 40 mmAq) GD Gas Detector Auto DPCL Sett.
Hull Part CH-VR DPS
No.1 FA077F FA078F No.2 MF007-1 10.2 mmAq
CN924F
CN920F

From From
MSB ESB
FA076F FA079F
From N2 Service
FA075F

FA080F
(40)
MC MC
(400)

(400)
Fuel Gas Purge (50) MF007 MF008 System

N2 Supply (25)
(40)
No.2 G/E No.3 G/E (6L34DF)

(40)
GD GD
for Purge Control Air GVU Room
CG007F From Control
ACC Air
FI P01 P02 P03 T01 P04
PT PT PI E/P GD
CG003F PT TE PT PT PT GD
V02

V04

V01 P06 (250)

(80) (50)

(25) B01 V03 V05 V07 V06

GD P05 PT CN040F
(80)

V08
B03 (25)
(125) No.3 GVU
(40) CN039F No.4 G/E (8L34DF)
Control Air GD

(25)
CG008F From Control
ACC Air
FI P01 P02 P03 T01 P04
(80)

PT PT PI E/P
CG004F PT TE PT PT GD
V02

V04

V01 P06 (250)

(80) (50)

B01 V03 V05 V06

(25) V07 GD
No.2 G/E Room P05 PT CN042F
(40)

(40)

V08
B03
No.4 GVU Air
Intake
CN043F
(80) (50)
To No.4 Gas Vent Area (80) (50)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 45 Part 4. Machinery System

1) Automatic control: In the LD compressor operation, the compressor is supplying the consumers
(XDF, DFGE, and GCU) with BOG from the cargo tank.
The crossover valve from the heater will be opened when the GCU
auto start is initiated. The crossover valve to be opened will be In this mode, the tank pressure can be controlled by the following function:
determined according to which heater is to be used. When the GCU
is stopped, the crossover valve will automatically close.  Master tank pressure control

2) Manual control: If the BOG is higher than the consumption of gas by the XDF and/or DFGE,
the excess BOG can be handled by the following function:
The crossover valve can be controlled manually by the operator.
In the case of GCU free flow, this has to be manually controlled.  GCU
<Fuel Mode Selection>
3. Operation Mode The startup and stopping of the LD compressor system is the operator’s
decision. XDF Gas Mode Available
There are two boil-off types that are considered for the operations below.
Combined Mode The GMS will issue an “XDF gas mode available” signal, which is used by
 NBO, natural boil-off, which is vapor-generated from the cargo the GMS to allow gas operation of the XDFs.

SAMSUNG/GASLOG/ABS
tanks If the BOG is insufficient to supply the consumers with the required amount
 FBO, gas made from LNG using a forcing vaporizer of gas, the operator may start the forcing vaporizer to supply the LD “Gas mode available” is set when the gas supply to the engine room is
compressor with FBOG. established.
LD Operation Mode
When the forcing vaporizer is used, it is fed by the fuel gas pumps. XDF Gas Mode
The BOG is used as a fuel gas supply via the LD compressor. In this mode,
NBO can also handle the excess BOG from the GCU. FO (MGO/HFO) Gas mode implies that the engine is running on gas as the only supply.

Combined Mode FO mode implies that no engines are using the gas mode. This is normally Transfer from MGO - Gas Only
used only during loading/unloading. In addition, FO mode will be enabled in
This includes a combination of the forcing vaporizer and the LD compressor. the case of a gas supply trip. Transfer from MGO to the gas mode is done via the transfer mode.
If NBO is insufficient, FBO is created by running the forcing vaporizer.
GCU Free Flow Transfer from HFO  Gas Only
This mode is also valid if DFGE is not in gas operation.
The GCU may be operated in the free-flow mode. Transfer to the gas mode is allowed only if the fuel type is MGO.
MGO/HFO Supply Mode
Transfer from Fuel Sharing  Gas Only
MGO mode implies that no engines are using the gas mode. This is normally
used only during loading/unloading. In addition, MGO mode will be enabled In the transfer from fuel sharing, gas/MGO is directly transferred to gas
in the case of a gas supply trip. mode. If fuel sharing gas/HFO is in use, the transfer is done via the transfer
to MGO mode and then via the transfer to gas mode.
GCU Free-Flow Mode

The GCU also contains a flow mode where the BOG from the cargo tanks is
fed to the GCU through the HD heater, without any compression.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 46 Part 4. Machinery System

For Key
Commissioning
TT TT
Nitrogen
Funnel Top
Fuel Gas (BOG)
Control Air
Bilge Water/Drain
Exhaust
Gas Stack

Manhole

Hazardous
Area
Mushroom
Vent Head
C-deck (Funnel Base) C-deck

(400)
Atmosphere
GD Gas Detector
Combustion Auto DPCL
CH-VR DPS
Chamber FA065F FA068F MF009-1

SAMSUNG/GASLOG/ABS
GCU Gas Valve Sett.
Train Room From From 10.2 mmAq
MSB ESB
Extraction Fan FA064F FA067F
No.1 No.2

(400)

(400)
(2,300 m3/h

FA063F

FA066F
x 40 mmAq) MC MC
MF009 MF010

GCU Gas Valve Train Room

UV Cell
Peep Hole
GCU Gas Valve Train
(80) (80) To No.4 Gas
GD
(15)
Control Air Vent Area
CG010F
From IAS

D231

D227
FI
PAH PAHH PAL PALL
PT MM521 MM522 PI PI PT TT CG009F
D233 D229 D220
(250) D221 (200) (200) From Hull Part
PT Air Intake D242 D256 D254 (100)
BOG

Drain

D250 D251

D210 D211
D244 D255
Valve PI PAL PALL PI
GD
MM519 MM520
(250)
Manhole
B-deck Air Intake
Electrical Transformer
for Spark Igniters
Air Chamber

(32)

(25)
From From
N2 Service Control Air
System System
No.1 & 2 No.3
GCU Fan TT TT GCU Fan
(2 sets) x(One
3 sets
is
x 2 sets
(One is
(1 set)
(198,000 m3/h) spare) spare) (198,000 m3/h)

A-deck
Gas Combustion Unit
(3,050 kg/h)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 47 Part 4. Machinery System

In this mode, the engine is supplied with FO (either with MGO or HFO). In this mode, at least one engine is supplied with fuel gas, and at least one At the initial startup of the plant or after loading/unloading, the DFEs are
engine is supplied with fuel oil. The number of engines on each fuel type can running in MGO/HFO mode. To change the DFEs to gas-burning mode, the
Transfer from Gas Mode  MGO be selected by the operator. fuel gas supply must be established.

Transfer from gas mode to MGO is done via the transfer mode. Fuel Mix=>
Gas Mode MG1 MDO

Transfer from Fuel Sharing Mode (Gas/MGO)  MGO

PMS Operator Decision by Operator

Transfer from fuel sharing to MGO is done via the transfer mode. Transfer Change One Engine
MGO/HFO Mode MG2 or Sequential Changeover
from fuel sharing mode to MGO can also be done via the gas and transfer to MGO Mode

modes.

Transfer from Fuel Sharing Mode (Gas/HFO)  HFO MGO/HFO Mode MG3 No All DFE
MGO Mode?

Transfer from fuel sharing to HFO is done via the transfer mode. Yes

MGO/HFO Mode MG4

XDF Fuel Sharing Mode Stop Decision by Operator
LD Compressor

SAMSUNG/GASLOG/ABS
<Fuel Mix Mode Detection>
In this mode, the engine is supplied with a combination of gas and MGO or
gas and HFO.
Close:
-Master Gas to DFE Decision by Operator
Transfer from Gas Mode  Fuel Sharing Mode -Master Gas to GCU

Transfers directly from the gas mode to the fuel sharing mode
Open:
-Master Gas Vent
Valve
Transfer from MGO  Fuel Sharing Mode -GCU Vent Valve

The transfer from MGO to fuel sharing is done via the transfer mode.
Open:
-Master Gas Purge
Valve
Transfer from HFO  Fuel Sharing Mode -GCU Purge Valve

The transfer from HFO to fuel sharing is done via the transfer mode.

Wait 1 Minute
5. DFGE Interactions

DFGE Gas Mode Available

Open:
-Master Gas Purge
The GMS will issue a “DFGE gas mode available” signal, which is used by Valve
-GCU Purge Valve
the PMS to allow gas operation of the DFGEs.

“Gas mode available” is set when the gas supply to the engine room is End
established.
<MGO  Fuel Mix Changeover Sequence>

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 48 Part 4. Machinery System

“Gas only” implies that all the connected DFEs are running on gas Fuel mode changeover from gas-only to fuel mix can be performed by Fuel mode changeover from fuel mix to MGO mode can be performed
supply. the PMS operator. The PMS operator has to switch one of the DFEs to by the PMS operator. The PMS operator has to switch all the DFEs to
MGO mode. MGO mode.
In the fuel mix mode, the operator may switch more engines from gas to
Gas Mode MG1 MGO and remain in fuel mix mode. The GMS may change over automatically in the case of a sequential
event. The sequential changeover is described in the section for tank
The GMS may change over automatically in the case of a sequential pressure control.
Gas Mode MG2 event. The sequential changeover is described in the section for tank
pressure control and FG supply pressure control. Fuel Mix=>
MDO

Gas Only=>
Gas Mode MG3 Fuel Mix
PMS Operator Decision by Operator
Change One Engine or Sequential Changeover
to MGO Mode

Gas Mode MG4 PMS Operator Decision by Operator

Change One Engine or Sequential Changeover No All DFE
to MGO Mode MGO Mode?
<Gasl Only Mode Dectection>

SAMSUNG/GASLOG/ABS
Yes

Changeover Mix Fuel  Gas Only Stop Decision by Operator

LD Compressor
Fuel Mix Mode
Fuel mode changeover from fuel mix to gas-only must be performed by
the PMS operator. This is simply done by switching all the connected
Close:
DFEs to gas mode. -Master Gas to DFE Decision by Operator
-Master Gas to GCU

End
Fuel Mix=>
Gas Only Open:
-Master Gas Vent
<Gas Only  Fuel Mix Changeover Sequence> Valve
-GCU Vent Valve

PMS Operator Open:

Change all Running Decision by Operator -Master Gas Purge
Engine to Gas Valve
Mode -GCU Purge Valve

DFGE Transfer Gas Only  Fuel Mix  MGO

Wait 1 Minute

The following describes the sequences for transferring from gas-only to

fuel mix mode, and then from fuel mix mode to MGO mode (gas plant
Open:
stop). -Master Gas Purge
Valve
-GCU Purge Valve

End

<Fuel Mix  MGO Changeover Sequence>

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 49 Part 4. Machinery System

Some process events will lead to an automatic changeover from gas to

MGO mode. The changeover sequence will switch one DFGE from gas
to MGO mode. If the process event cause is not recovered after a period
of time (typically 30 seconds), the system will continue to switch the
engines to MGO.

This is similar to the function mentioned in the section for tank pressure
control, but the purpose in this context is to maintain the FG supply to
DFGE.

LD Compressor Overload

If the LD compressor is at 100% capacity or the maximum motor current

is reached, GMS will start the sequential changeover. This event will not
switch the last DFGE in the gas mode to MGO.

DFGE FG Pressure Low

SAMSUNG/GASLOG/ABS
If the DFGE FG pressure is too low, GMS will start the sequential
changeover.

Two pre-defined changeover sequences are available: DFGE1, DFGE2,

DFGE3, DFGE4 or DFGE4, DFGE3, DFGE2, DFGE1. This is the
operator’s choice.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 50 Part 4. Machinery System

Key Filling
Connection
Marine Gas Oil
Spill Tray
Bilge Water/Drain

(65)
Min. 159 Liter Drain Plug B-deck (P)
Wire Rope Em'cy G/E Room
C/D

(50)

(65)
Em'cy G/E
MGO Service
Tank (5.7 m3) Em'cy G/E
LO CFW Start
Press. Temp. Fail
ZI
PIAL TAH XA
LV016 LV015 LV005

LAH Adapter
OD046F ZS OD008F LCH (25)
MM022

OD406F Adapter
LAL (25)

SAMSUNG/GASLOG/ABS
MM024
OD405F OD340F
LO Drain

Drain Plug Drain Plug A-deck (P)

(40)
(40)

(40)
Oil/Grease
(40)

(25)

Store

BD019F
To FO
(40)

Overflow Tank

From Incin. & Em’cy G/E

(40)
MGO Supply Pump
BD009F
To Bilge
Primary Tank
To Bilge
MGO Trans. Pump Primary
for EDG & Incinerator Tank
Pump Auto Stop

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 51 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Flue gas temperature: 350°C tanks to the incinerator MGO tank by the MGO transfer pump for the transferred.
Primary Burner EDG and incinerator. MGO is used in the incinerator to burn garbage and
Type: DH160E2 to assist in the burning of waste oil by raising the furnace temperature to 2) Set the valves as in the following table. Assuming that the
Combustion capacity: 17 l/h a high level. separated bilge tank is being transferred:
Motor: 0.25 kW x 2 P
Secondary Burner The incinerator waste oil tank is supplied with waste oil from the Valve Description Position
Type: DH160E2 separated bilge tanks, purifier sludge tank, and HFO drain tank by means Sludge pump suction line valve from the
BG260F Open
Combustion capacity: 41.6 l/h of the sludge pump. separated bilge oil tanks
Motor: 0.15 kW x 2 P Sludge pump suction valve from the HFO
BG261F Closed
Dosing pump The waste oil is transferred from the waste oil settling tank to the waste drain tank
Type: HMD025-6L oil service tank via the waste oil circulating pump. Sludge pump suction valve from the
BG252F Closed
Capacity: Max.233 l/h x 2bar x 243 rpm purifier sludge tank
Motor: 0.45 kW x 4 P Waste oil is supplied to the incinerator by using the waste oil circulating BG202F Sludge pump discharge valve Open
W.O Circ. Pump pump and a burner oil pump. The incinerator MGO service tank and the Discharge valve to the IMO international
Type: HMP-26M incinerator waste oil tanks are fitted with spring-loaded drain valves, and BG207F Closed
bilge shore connection line
Capacity: 26 m3/h, 0.4 bar any water that settles may be drained to the separated bilge tank prior to BG200F Sludge pump discharge return valve and
No. of sets: 2 the burning of the waste oil in the incinerator. BG201F line drain valve to the separated bilge oil Closed
BG203F tank
MGO Transfer Pump for EDG and Incinerator The incinerator waste oil circulating pump is operated before the waste
oil burner pump to circulate the waste oil from the waste oil tank back to 3) Start the sludge pump from the local position by pressing the
Maker: Taiko Kikai Ind. Co., Ltd. the waste oil service tank. The pump also remains in operation while the START push button
Type: MSDK-2MA incinerator is burning waste oil. The waste oil is supplied to the burner
No. of sets: 1 by the waste oil burner pump, which takes suction from the waste oil
Capacity: 2.0 m3/h x 4.0 bar circulating line.
Motor: 1.5 kW x 440 V x 3600 rpm

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 52 Part 4. Machinery System

Vent Hole

Bolting
Spill Tray
Min. 159 Liter C-deck

(100)
BG215F

(50)

(65)

(25)
Exhaust Gas

(100)
Control
Panel (65)

(25)
PI

Incinerator ZI
MGO Tank
PI (0.5 m3) Internal Incinerator Waste Oil
ZS Incinerator Pipe (65A)
Magnetic
Level Waste Oil Settling Tank
LAH LAH
LAH MM168 Gauge Service Tank MM167 LS (5.0 m3)

(80)

(80)
PC LCH MM177
PI (5.0 m3) Sludge Pump
OD122F Auto Stop
PI LAL LAL TIAH OF361F LAL OF360F

SAMSUNG/GASLOG/ABS
TIAH
XA MM178 MM169 MM185 MM166
MM299-2 (25)

(32)
TI TT TS TS TI TT
XI
MM299-1

(15)
(15)
Incinerator
(750,000 kcal/h)

(50)

(65)
(40)

(40)

(25)

(50)

(65)

(65)
(25)

(32)

(50)
(25)
(15) (15)

HA001F
(25)

(15)

LC
(32) PI PI

HG058F

BG205F
BS024F
(32) (50) (65) (65) (50) (65)

No.1 Waste Oil Circ. Pump No.2 Waste Oil Circ. Pump
(15)

(26 m3/h x 0.4 bar) (26 m3/h x 0.4 bar)

Upper Deck (S)

(40)

(40)
(25) (25)
From G/S Air Service To/From EMCY G/E
(40)
EDG
Select
Switch
MGO Service Tank (40)
To Bilge Primary Tank
(40)

(25)
Auto From Hyd. Oil Stor. Tank (25)
Stop for VRC System
(40) (50)
To FO Overflow Tank From Sewage Treat. Plant
PI PI (50)
OD059F MC From Sludge Pump
OD058F OD127F (65)
(40) (40) (32) To Separated Bilge Oil Tank
Key From MGO Service Tank
Marine Gas Oil Line 4th Deck (P) From No.1 M/E Mist Vent Box Drain (40)

MGO Trans. Pump (Upper Deck)

General Service Air Line
for EDG & Incinerator From No.2 M/E Mist Vent Box Drain (40)
Waste Oil/Bilge Water/Drain Line (2 m3/h x 4.0 bar) (Upper Deck)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 53 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
When the “delay primary burner” is switched to automatic mode
2) Set the valves as in the following table: primary blower as well as to the flue gas outlet.
(“AUT”), the primary burner operates for 25 seconds to
automatically ignite the sludge burner.
Valve Description Position Startup of the Incinerator on the “Solid Waste” Program
No.1 MGO Service Tank quick-closing When the “delay primary burner” is switched to manual mode
OD038F Open 1) Make sure that the switch is turned to “sludge off”.
valve (“MAN”), the primary burner operates all the time, together with
OD058F MGO transfer pump suction valve Open the sludge burner.
2) Activate the main switch on the control panel.
OD127F MGO transfer pump discharge valve Open
HD006 Incinerator MGO tank inlet valve Open Stopping the Incinerator
3) Reset the alarm lamps on the “lamp test” push button.

3) Start the MGO transfer pump. When the desired quantity of the 1) When the temperature in the incinerator drops to below 100°C,
4) Make sure that all the lamps are lit by pressing the “lamp test”
MGO has been transferred to the incinerator MGO tank, stop the incinerator automatically stops.
button.
the MGO transfer pump and record the relevant information in
the OIL RECORD BOOK. 5) For the startup of the incinerator, activate the switch for 2) When the incinerator has stopped, switch off the main switch on
“incinerator – start”. the control panel when the blower has been off for 30 minutes.
The MGO system is now ready for operation.
6) The incinerator will now start automatically by activating the WARNING
4) Apply steam heating to the incinerator waste oil tanks, and allow primary burner in the primary combustion chamber.  For MGO: Do NOT put explosive materials, closed containers,
the contents of the incinerator waste oil tanks to settle for at or aerosols into the combustion chamber.
least 6 hours. 7) After approximately 25 minutes, the secondary combustion  For MGO: Do NOT overload the incinerator to the max.
chamber will have a 650 °C temperature, and the primary burner capacity (MAXI T150SL WS max. capacity: 988 kW, 850000
5) Drain any water from the waste oil tanks by opening the self- in the primary combustion chamber will be activated. kcal/h).
closing drain valves for the waste oil settling tank, service tank,
and incinerator MGO tank. The incinerator then operates within the set temperatures (850 ~
950 °C).

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 54 Part 4. Machinery System

No.1 Purifier Room Auto Vent

Valve
(25)
OF401F
(25)
OF400F
OF402F
Sett.
Air-free No.1 Aux. Boiler Control Air (25) 5.5 bar

SCR Burner Unit

(No Lighting)
Suc. E/R (5 Ton/H) To Local

OD403F
Aux. Boiler MGO

To No.1 M/E
Control Panel
Fan Unit 1R1

F22 F23
F21 Return Pipe (250A)
G145

F242
F35
PI 2G69
F19 F18 F17 2G76

(25)
F83 F12
(32) 2G77 No.2
TS TI TT
S
PT PI
F2 G78

F250
F5
M M
R10 TS To FO No.1 M/E

(25)
F3 F4 F94
PS
Overflow SCR Burner MGO Pump
F262

F138 PI 1G69 Tank

F207 F15 F16 1G76 (0.5 m3/h x 3.0 bar)
(NO)

R8 R9
F26

F180

F194
Rotary Cup Aux. BLR

(25)
Burner FO Heater OD095F PI PI OD097F
4th Deck (P) 1G77 No.1
(25)
R7 F27 Auxiliary Boiler Ignition Oil Pump (32)

OD303F G452 OD304F

OD096F
(61 L/H x 7.0 bar)

(25)
From Common Boiler Auto XA

OD305F
Scavenge Air Control Panel CH-VR To Common Boiler
Control Panel

(25)
For Boiler Inspection Hole
G450

(25)

OD088F
PI
PI FI TI
MM035 MM095
TT TI
OD301F PI OD053F OD049F OD062F

(25)
(40)
MC No.2 (40) (40) (40) From No.1 MGO
Service Tank

SAMSUNG/GASLOG/ABS
PI

(40)

(40)
OD048F OD047F
OD050F

(32)

(40)
(40)

OD052F

OD051F
MC No.1
4th Deck (P)
Auxiliary Boiler MGO Pump TI TI
(1,890 L/H x 5.0 bar)

Control Air Aux. Boiler

Air-free No.2 Aux. Boiler
Suc. E/R (5 Ton/H)
MGO Cooler
4th Deck (P)
Fan Unit 1R1

F22 F23
F21

No.2 Purifier Room (40) To HFO

F242
F35

F19 F18 F17 Auto Vent Settling Tanks

Valve
F83 F12 (25)
(32) OF438F To No.2 M/E
TS TI TT PT PI (25)
S F2 OF437F SCR Burner Unit
F250

F5
M M
R10 TS OF439F
F3 F4 F94 Sett.
PS
No.2 M/E
F262

(32) (40) (40) 5.5 bar

F138 SCR Burner MGO Pump

(No Lighting)

(25)
F207 F15 F16
(NO)

R8 R9 G114 G437

OD442F
F26

(0.5 m3/h x 3.0 bar)

F180

F194

Rotary Cup Aux. BLR S

Burner FO Heater Control Air

OD134F PI PI OD132F
R7 F27
Aux. Boiler HFO (25)
Return Pipe (250A)
(40)

OD301F G29 OD302F (32)

(25)
(25) (25) OD133F

(25)
XA
(40) From No.2 MGO
Scavenge Air OD303F From Common Boiler Auto

(40)
For Boiler Inspection Hole Control Panel CH-VR MM252 To FO Service Tank
(25) To
Common Boiler
Overflow
Control Panel G147 Tank

OD072F
OF086F
PI
PI FI TI
MM159
PT TI
OD300F PI
MC No.2 OF069F OF075F
(40) (50) ZS ZI
Key PI
OF068F OF067F OF091F
ZS

Heavy Fuel Oil Line OF070F

(50)
Marine Gas Oil Line MC No.1 OF088F From
4th Deck (S) (50)
Control Air Line No.2 HFO
Bilge Water/Drain Line Aux. Boiler FO Booster Pump Settling Tank
(1,488 L/H x 5.0 bar)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 55 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Boiler MGO pump
or decreasing the flow resistance. This results in more or less oil being
No.1 & 2 Aux. Boiler MGO inlet
Aux. Boiler MGO Pumps pressed through the nozzle as the supply pressure from the oil pump is 1G460 Operational
pressure regulating vales
constant. When the boilers are in a standby condition, a solenoid valve on
- No.1 & 2 Aux. Boiler inlet/outlet valve Open
Maker: Alfa Laval the return line automatically opens to circulate the fuel back to the HFO
No.1 & 2 Aux. Boiler MGO outlet
Type: DS3/1800 NE15 settling tanks. 1G461 Operational
pressure regulating vales
Capacity: 1890 l/h x 5 bar
Return valve from the aux. boiler MGO
No. of sets: 2 All the HFO pipework is trace-heated by the small-bore steam pipes laid OD088F Open
return pipe
adjacent to the HFO pipe and encased in the same insulation.
Aux. Boiler FO Booster Pumps
5) Start one of the boiler MGO pumps as the duty pump, and start
3. Operating Procedure for the Aux. Boiler MGO Supply System
that pump at the boiler burner control panel.
Maker: Alfa Laval
Type: DS1/1000 NE10 The following procedure and actions must be carried out before the
6) Check if MGO is being supplied to the burner unit, as required,
Capacity: 1488 l/h x 5 bar burner unit and oil system are operated on MGO:
and if the correct pressure is being maintained.
No. of sets: 2
1) Ensure that the auxiliary boiler control system is operational and
7) The boiler burner MGO supply system is now operational, and
Aux. Boiler MGO Cooler that all the boiler systems are ready so that the boiler may be
the boiler may be started if all the other systems are satisfactory.
operated.
Maker: Alfa Laval
4. Procedure for Boiler Fuel Oil Service System Startup and
Type: MX10 T16 L600 2) Ensure that the filters are clean and all the instrumentation valves
Changeover to Heavy Fuel Oil
No. of sets: 1 are open.
Capacity: 2,042 kg/h
1) Start one boiler FO boost pump.
Fuel Oil temperature: max 60°C (inlet)/57°C (outlet) 3) Supply control air to the boiler burner unit and the pressure
Cooling water temperature: 36°C (inlet)/38°C (outlet) control valves.
2) Flash up the boiler on MGO.
Design Pressure: 16 bar
4) Set the valves as in the following table:

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 56 Part 4. Machinery System

No.1 Purifier Room Auto Vent

Valve
(25)
OF401F
(25)
OF400F
OF402F
Sett.
Air-free No.1 Aux. Boiler Control Air (25) 5.5 bar

SCR Burner Unit

(No Lighting)
Suc. E/R (5 Ton/H) To Local

OD403F
Aux. Boiler MGO

To No.1 M/E
Control Panel
Fan Unit 1R1

F22 F23
F21 Return Pipe (250A)
G145

F242
F35
PI 2G69
F19 F18 F17 2G76

(25)
F83 F12
(32) 2G77 No.2
TS TI TT
S
PT PI
F2 G78

F250
F5
M M
R10 TS To FO No.1 M/E

(25)
F3 F4 F94
PS
Overflow SCR Burner MGO Pump
F262

F138 PI 1G69 Tank

F207 F15 F16 1G76 (0.5 m3/h x 3.0 bar)
(NO)

R8 R9
F26

F180

F194
Rotary Cup Aux. BLR

(25)
Burner FO Heater OD095F PI PI OD097F
4th Deck (P) 1G77 No.1
(25)
R7 F27 Auxiliary Boiler Ignition Oil Pump (32)

OD303F G452 OD304F

OD096F
(61 L/H x 7.0 bar)

(25)
From Common Boiler Auto XA

OD305F
Scavenge Air Control Panel CH-VR To Common Boiler
Control Panel

(25)
For Boiler Inspection Hole
G450

(25)

OD088F
PI
PI FI TI
MM035 MM095
TT TI
OD301F PI OD053F OD049F OD062F

(25)
(40)
MC No.2 (40) (40) (40) From No.1 MGO
Service Tank

SAMSUNG/GASLOG/ABS
PI

(40)

(40)
OD048F OD047F
OD050F

(32)

(40)
(40)

OD052F

OD051F
MC No.1
4th Deck (P)
Auxiliary Boiler MGO Pump TI TI
(1,890 L/H x 5.0 bar)

Control Air Aux. Boiler

Air-free No.2 Aux. Boiler
Suc. E/R (5 Ton/H)
MGO Cooler
4th Deck (P)
Fan Unit 1R1

F22 F23
F21

No.2 Purifier Room (40) To HFO

F242
F35

F19 F18 F17 Auto Vent Settling Tanks

Valve
F83 F12 (25)
(32) OF438F To No.2 M/E
TS TI TT PT PI (25)
S F2 OF437F SCR Burner Unit
F250

F5
M M
R10 TS OF439F
F3 F4 F94 Sett.
PS
No.2 M/E
F262

(32) (40) (40) 5.5 bar

F138 SCR Burner MGO Pump

(No Lighting)

(25)
F207 F15 F16
(NO)

R8 R9 G114 G437

OD442F
F26

(0.5 m3/h x 3.0 bar)

F180

F194

Rotary Cup Aux. BLR S

Burner FO Heater Control Air

OD134F PI PI OD132F
R7 F27
Aux. Boiler HFO (25)
Return Pipe (250A)
(40)

OD301F G29 OD302F (32)

(25)
(25) (25) OD133F

(25)
XA
(40) From No.2 MGO
Scavenge Air OD303F From Common Boiler Auto

(40)
For Boiler Inspection Hole Control Panel CH-VR MM252 To FO Service Tank
(25) To
Common Boiler
Overflow
Control Panel G147 Tank

OD072F
OF086F
PI
PI FI TI
MM159
PT TI
OD300F PI
MC No.2 OF069F OF075F
(40) (50) ZS ZI
Key PI
OF068F OF067F OF091F
ZS

Heavy Fuel Oil Line OF070F

(50)
Marine Gas Oil Line MC No.1 OF088F From
4th Deck (S) (50)
Control Air Line No.2 HFO
Bilge Water/Drain Line Aux. Boiler FO Booster Pump Settling Tank
(1,488 L/H x 5.0 bar)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 57 Part 4. Machinery System

3) Open the steam heating supply to the HFO settling tanks. 10) When heated HFO is circulating through the system and the Electrical System
boiler is firing normally:
4) Open the steam supply for trace heating to the HFO service The electrical and mechanical connections of the local and power panels
system pipelines. CAUTION must be checked and tightened at least once a year.
The heating of diesel oil in the piping system must be avoided.
CAUTION Oil Tanks
Trace heating should not be applied to the sections of the pipeline 5. Maintenance of the Boiler
isolated by the closed valves on the HFO side as damage such as The oil tanks must be inspected and cleaned at least every 4 ~ 5 years.
ruptured flange joints could occur due to the expansion of the contents. WARNING
Always ensure that the electrical power is off and that nobody can start
5) When sufficient steam pressure is available, ensure that the HFO the boiler unit before commencing maintenance work. All the pipes,
settling tanks’ temperature is raised for easy pumping. drums, etc. must be depressurized before any maintenance work is
carried out on these.
6) Stop firing the boiler.
The burner, control panels, and other equipment should be kept clean and
7) Set up the valves as in the following table: dry. Make sure that no foreign matter accumulates in or around them.

Replace the lamps, contractors, and other components when they cease to

SAMSUNG/GASLOG/ABS
Valve Description Position
function or show signs of deterioration. The replacement of a part before
No. 2 HFO Settling Tank quick-closing
OF052F Open it actually fails can prevent a costly delay.
valve
HFO line valve from No. 2 HFO The following checklist should be followed frequently. Depending on the
OF088F Open
Settling Tank actual operation conditions, however, some items may need more
OF075F HFO flow meter inlet valve Open attention.
OF069F HFO flow meter outlet valve Open
Burner and HFO System
OF070F HFO flow meter bypass valve Closed
No.1 & 2 Aux. Boiler FO booster pump
- Open 1) Check if all the connections are tight and if the wiring is in good
inlet valve
condition.
No.1 & 2 Aux. Boiler FO booster pump
- Open
outlet valve 2) Check the pipework for leaks, particularly on the flanges, joints,
Discharge valve from No.1 & 2 Aux. and connections. Repair any leak that may cause safety risks.
OF300F Open
Boiler FO booster pump
No.1 & 2 Aux. Boiler HFO inlet 3) Check if the glands of the manual valves are tight enough to
2G460 Operational
pressure regulating vales ensure the easy operation of the valve. Operate the valves
- No.1 & 2 Aux. Boiler inlet/outlet valve Open periodically if possible, to ensure free movement.
No.1 & 2 Aux. Boiler HFO outlet
2G461 Operational
pressure regulating vales 4) The oil filters should be inspected and cleaned if necessary.
G437 Return to the HFO tank 3-way valve Operational
5) Check and clean the flame scanner.
Return valve from the Aux. Boiler HFO
OF086F Open
return pipe
6) Clean the ignition electrodes, and check their setting.

8) Set the FO booster pump on Automatic Start from the common

7) Change the oil nozzle if it is worn out or damaged.
boiler control panel.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 58 Part 4. Machinery System

(80) (80)
PORT STBD

(100)
Upper Deck
LO Daily Tank (80) (80)
(Each 0.2 m3 )

(50)

(80)
OL022F OL023F

(80)
LIAHL (80) (80)

OL010F

OL001F
BD041

OL076F
LIAHL

(100)

(65)

(100)
OL002F OL014F

(65)
No.1 No.2
BD041

To G/E LO Storage/ OL164F

(50)
No.1 No.1 OL019F LAH Settling Tanks/ LAH
MM240
OL020F No.2 No.2
MM239
Main LO Main LO Main LO Main LO

(25)

(25)
S/T LO Stor. Tanks VS202F
Storage Settling Settling Storage

OL027F

OL032F
3rd Deck 3rd Deck
OL171F OL178F OL172F

OL025F

OL028F
(PORT) (PORT)
Tank (P) Tank (P) TIAH
(32) (32) (32) TIAH Tank (S) Tank (S)
TI MM173 MM174 TI
(33.3 m3) (30.6 m3) LC
(30.6 m3) (33.3 m3)
3rd Deck (P) 3rd Deck (S)
OL088F OL098F

(50)

(50)
(50) (50)

(50)

(50)
LC OL057F OL044F LC
(50) (50)
OL056F OL040F
(32) (32) (32)
OL055F OL042F

(50)
TT TT Main LO (32) (32)
Main LO
TT TT

TI TI
Purifier Heater OL060F OL173F OL174F OL077F Purifier Heater TI TI
EPCON EPCON (32) (32) EPCON EPCON
No.1 No.2 No.3 No.4
(32)

(32)

(32)
(50)

(50)
Steam In TI Steam In TI (25) TI Steam In TI Steam In
To Sep. Bilge Oil Tank

SAMSUNG/GASLOG/ABS
Control Air

Control Air

Control Air
(25)

(25)

(25)
RV1

RV1

RV1
OL087F

OL101F

OL106F

OL102F
OL059F
(50) (50)
OL094F OL104F
(25) (32) (40) (40) (32) (25)
(32)

(32)
OL071F

OL070F
OL085F OL099F
(50)

(50)
OL150F OL140F
(25) (32) (32) (25)

OL054F

OL121F
OL128F
OL047F

MC MC MC
OL053F

OL031F
(32)

(32)

(32)
(32)

(32)

(32)
PI PI PI PI
TIAH TIAH No.2 LO TIAH TIAH
No.1

No.2

No.3

No.4
LO Drain Tank/
Storage Tank

LO Drain Tank/
Storage Tank
To No.1 S/T

To No.2 S/T
No.1 LO PI PI Trans. Pump
TT TT TT TT
Trans. Pump MC MC (5.0 m 3/h
Floor (P) Floor (S)
(40)

(40)

(40)
PI PI PI PI
OL089F OL114F (5.0 m 3/h x 4.0 bar) OL108F OL120F
OL158F

OL162F

M/E M/E

OL157F

OL160F
x 4.0 bar) PI Floor (P) PI Floor (S)
(25) (25) (25) (25)
RV4 OL091F

RV4 OL175F

LO Purifier LO Purifier

OL110F

OL180F
V1

V1
(50)

(50)
OL126F

OL107F
OL153F

OL155F
Feed Pump Feed Pump
OL125F OL111F
Control Air

Control Air

Control Air
(2.3 m 3/h (2.3 m 3/h
(32)

(32)

(32)
(65)

(65)

RV4

RV4
x 2.5 bar) x 2.5 bar)

PI PI PI PI
OL148F

OL146F

OL145F

OL147F

OL045F

OL046F

OL043F

OL033F

OL037F

OL137F

OL034F

OL030F

OL029F

OL142F
PT PT PT PT PT PT PT PT
OL018F
(40)

(40)

(40)
(50)

(50)
(50) (50) (50) (50) (50) (50)

(65) (65) (65) (65)

G/E LO
LO Pur ifying Sys.

Purifying Sys.
From No.2
From No.1, 2 G/E

No.1 No.2 (50) OL083F OL170F OL084F (50) No.3 No.4

(50) (50)
Main LO Purifier Main LO Purifier OL096F Main LO Purifier Main LO Purifier
OL097F OL095F
(2,300 L/H ) (2,300 L/H ) (50) (50) (2,300 L/H ) (2,300 L/H )
From No.1 S/T From No.2 S/T
LO Drain Tank LC LO Drain Tank
(65)

(65)
To Purifier Start To Purifier Start To Purifier Start To Purifier Start
OL401F OL404F OL402F OL405F

From No.2 M/E

No.2 M/E Servo System (80)
From No.1 M/E

From No.1 M/E

ZS ZS ZS ZS

LO Auto Filter
Interlock Interlock Interlock

T/C LO Outlet
LO Auto Filter

Interlock
T/C LO Outlet

(80) (80)
4th Deck (P) Drain (Free End) 4th Deck (S)
OL168F OL036F No.2 M/E Servo System (80) OL035F OL169F
No.1 LO Purifier Drain (Driving End) No.2 LO Purifier
Sludge Tank (13.1 m3) (80) No.1 M/E Servo System Sludge Tank (13.1 m3)
LIAL Drain (Free End) LIAL
(80)

(50)
(80) No.1 M/E Servo System
(50)

(80)

VS066F VS067F
Drain (Driving End) Key
No.1 M/E No.2 M/E Lubricating Oil Line
(150)

(150)

LO Sump Tank LO Sump Tank

(50)

(65)

(50)
Control Air Line
(31.4 m3) (31.4 m3)
AFT AFT Bilge Water/Drain Line
FWD FWD

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 59 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
No.2 Main LO Settling Tank (S): 30.6 m3 The LO transfer pump discharges to the following: OL002F No.1 Main LO Storage Tank (P) filling valve
Main engine No.1 LO Sump Tank: 31.4 m3
OL001F No.2 Main LO Storage Tank (S) filling valve
Main engine No.2 LO Sump Tank: 31.4 m3  Separated bilge oil tank
OL014F No.1 Main LO Settling Tank (P) filling valve
No.1 G/E LO storage tank: 12.0 m3  Main LO settling tank
No.2 G/E LO storage tank: 12.0 m3  Main LO storage tank OL010F No.2 Main LO Settling Tank (S) filling valve
No.1 G/E LO settling tank: 12.0 m3  G/E LO storage tank
No.2 G/E LO settling tank: 12.0 m3  G/E LO settling tank 6) Check if the hose and connector are secure, and give a signal to
No.1 S/T LO storage tank: 4.0 m3  S/T LO storage tank the supplier to start pumping LO.
No.2 S/T LO storage tank: 4.0 m3
No.1 S/T LO drain tank: 4.0 m3 CAUTION 7) Ensure that LO is being transferred correctly.
No.2 S/T LO drain tank: 4.0 m3 When transferring or purifying LO, extreme care must be taken so that
G/E No.1 LO Sump Tank: 2.0 m3 the main generator diesel engine oil and reduction gear LO do not 8) When the required quantity of oil has been loaded, the filling
G/E No.2 LO Sump Tank: 1.6 m3 become mixed or contaminated. The setting of all the valves must be valve on another tank may be opened or stops pumping. If
G/E No.3 LO Sump Tank: 1.6 m3 checked prior to starting the operations so that oil will be pumped or another tank is to be filled, the filling valve on the other tank
G/E No.4 LO Sump Tank: 2.0 m3 purified only from the intended source to the intended destination. All oil may be opened before the filling valve on the previous tank is
transfers must be recorded in the engine room log and Oil Record Book. closed.
2. General Description
3. Operating Procedure for Filling with Lubricating Oil 9) When the final tank is approaching the full level, give a signal
The connections on the port and starboard sides of the ship at the upper for the pumping to be stopped. Allow the pipe to drain, and then
deck near the accommodations block are filled with lubricating oil. The preparation and operating procedures for LO filling should be close all the valves.
Separate filling connections are used for the main engine, generator followed as described. The precautions to be observed during LO filling
engine, and S/T LO. It is essential that the loading connections are kept are the same as those for fuel bunkering. 10) Remove the filling hose and refit the blank.
clean to reduce the risk of contamination during LO filling.
11) Check and record the levels in all the LO tanks, and the amount
of oil used for filling.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 60 Part 4. Machinery System

(80) (80)
PORT STBD

(100)
Upper Deck
LO Daily Tank (80) (80)
(Each 0.2 m3 )

(50)

(80)
OL022F OL023F

(80)
LIAHL (80) (80)

OL010F

OL001F
BD041

OL076F
LIAHL

(100)

(65)

(100)
OL002F OL014F

(65)
No.1 No.2
BD041

To G/E LO Storage/ OL164F

(50)
No.1 No.1 OL019F LAH Settling Tanks/ LAH
MM240
OL020F No.2 No.2
MM239
Main LO Main LO Main LO Main LO

(25)

(25)
S/T LO Stor. Tanks VS202F
Storage Settling Settling Storage

OL027F

OL032F
3rd Deck 3rd Deck
OL171F OL178F OL172F

OL025F

OL028F
(PORT) (PORT)
Tank (P) Tank (P) TIAH
(32) (32) (32) TIAH Tank (S) Tank (S)
TI MM173 MM174 TI
(33.3 m3) (30.6 m3) LC
(30.6 m3) (33.3 m3)
3rd Deck (P) 3rd Deck (S)
OL088F OL098F

(50)

(50)
(50) (50)

(50)

(50)
LC OL057F OL044F LC
(50) (50)
OL056F OL040F
(32) (32) (32)
OL055F OL042F

(50)
TT TT Main LO (32) (32)
Main LO
TT TT

TI TI
Purifier Heater OL060F OL173F OL174F OL077F Purifier Heater TI TI
EPCON EPCON (32) (32) EPCON EPCON
No.1 No.2 No.3 No.4
(32)

(32)

(32)
(50)

(50)
Steam In TI Steam In TI (25) TI Steam In TI Steam In
To Sep. Bilge Oil Tank

SAMSUNG/GASLOG/ABS
Control Air

Control Air

Control Air
(25)

(25)

(25)
RV1

RV1

RV1
OL087F

OL101F

OL106F

OL102F
OL059F
(50) (50)
OL094F OL104F
(25) (32) (40) (40) (32) (25)
(32)

(32)
OL071F

OL070F
OL085F OL099F
(50)

(50)
OL150F OL140F
(25) (32) (32) (25)

OL054F

OL121F
OL128F
OL047F

MC MC MC
OL053F

OL031F
(32)

(32)

(32)
(32)

(32)

(32)
PI PI PI PI
TIAH TIAH No.2 LO TIAH TIAH
No.1

No.2

No.3

No.4
LO Drain Tank/
Storage Tank

LO Drain Tank/
Storage Tank
To No.1 S/T

To No.2 S/T
No.1 LO PI PI Trans. Pump
TT TT TT TT
Trans. Pump MC MC (5.0 m 3/h
Floor (P) Floor (S)
(40)

(40)

(40)
PI PI PI PI
OL089F OL114F (5.0 m 3/h x 4.0 bar) OL108F OL120F
OL158F

OL162F

M/E M/E

OL157F

OL160F
x 4.0 bar) PI Floor (P) PI Floor (S)
(25) (25) (25) (25)
RV4 OL091F

RV4 OL175F

LO Purifier LO Purifier

OL110F

OL180F
V1

V1
(50)

(50)
OL126F

OL107F
OL153F

OL155F
Feed Pump Feed Pump
OL125F OL111F
Control Air

Control Air

Control Air
(2.3 m 3/h (2.3 m 3/h
(32)

(32)

(32)
(65)

(65)

RV4

RV4
x 2.5 bar) x 2.5 bar)

PI PI PI PI
OL148F

OL146F

OL145F

OL147F

OL045F

OL046F

OL043F

OL033F

OL037F

OL137F

OL034F

OL030F

OL029F

OL142F
PT PT PT PT PT PT PT PT
OL018F
(40)

(40)

(40)
(50)

(50)
(50) (50) (50) (50) (50) (50)

(65) (65) (65) (65)

G/E LO
LO Pur ifying Sys.

Purifying Sys.
From No.2
From No.1, 2 G/E

No.1 No.2 (50) OL083F OL170F OL084F (50) No.3 No.4

(65)
To Purifier Start To Purifier Start To Purifier Start To Purifier Start
OL401F OL404F OL402F OL405F

From No.2 M/E

No.2 M/E Servo System (80)
From No.1 M/E

From No.1 M/E

ZS ZS ZS ZS

LO Auto Filter
Interlock Interlock Interlock

T/C LO Outlet
LO Auto Filter

Interlock
T/C LO Outlet

(50)
(80) No.1 M/E Servo System
(50)

(80)

VS066F VS067F
Drain (Driving End) Key
No.1 M/E No.2 M/E Lubricating Oil Line
(150)

(150)

LO Sump Tank LO Sump Tank

(50)

(65)

(50)
Control Air Line
(31.4 m3) (31.4 m3)
AFT AFT Bilge Water/Drain Line
FWD FWD

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 61 Part 4. Machinery System

1) Check if there is sufficient capacity in the LO tank to 4. Operating Procedure for the Gravity Transfer of LO from No.1 The transfer procedure is by gravity, and in the description that follows,
accommodate the LO ordered. Main LO Storage Tank (P) to the Main Engine No.1 LO Sump Tank it is assumed that the No.2 G/E LO storage tank is supplying the No.3
G/E.
2) Agree with the supplier on the amount and specifications of the The transfer procedure is by gravity, and in the description that follows,
LO to be supplied. it is assumed that the main LO storage tank (P) is supplying the No.1 1) Set the valves as in the following table:
Main Engine.
3) Remove the blank to the required filling line on the port or Valve Description Position
starboard side, as appropriate. 1) Set the valves as in the following table: OL058F No.2 G/E LO storage tank outlet valve Open
OL048F No.1 G/E LO storage tank outlet valve Closed
4) Connect the filling hose; a sampling valve is fitted at the LO Valve Description Position
Intermediate valve between No.1 & 2 Normally
filling connection, and a sample may be taken at this valve if No.1 Main LO Storage Tank (P) outlet OL136F
OL027F Open G/E LO storage tank closed
required. valve
Intermediate valve between the main LO 2) Determine how much oil is required to replenish the selected G/E
5) Open the filling valve on the first tank into which LO is to be Normally
OL088F settling tank and the main LO storage LO sump tank, and check if there is sufficient LO in the G/E LO
filled. closed
tank storage tank to be used.

SAMSUNG/GASLOG/ABS
Valve Description 2) Determine how much oil is required to replenish the selected 3) Set the G/E LO sump tank filling valves as in the following
OL007F No.1 G/E LO Storage Tank main LO sump tank, and check if there is sufficient LO in the table:
OL003F No.2 G/E LO Storage Tank main LO storage tank to be used.
OL013F No.1 G/E LO Settling Tank Valve Description Position
3) Set the main LO sump tank filling valves as in the following
OL016F No.2 G/E LO Settling Tank OL066F G/E No.3 LO Sump Tank filling valve Open
table:
OL182F No.1 S/T LO Storage Tank OL063F G/E No.4 LO Sump Tank filling valve Closed
OL184F No.2 S/T LO Storage Tank Valve Description Position
4) When the selected G/E sump has been replenished to the correct
Intermediate valve between No.1 Main
6) Check if the hose and connector are secure, and give a signal to level, close the sump filling valve and the No.2 G/E LO storage
OL057F LO Storage Tank (P) and the main Open
the supplier to start pumping LO. tank outlet valve.
engine No.1 LO Sump Tank
Main engine No.1 LO Sump Tank filling
7) Ensure that LO is being transferred correctly. OL097F Open 5) Record the LO transfer in the OIL RECORD BOOK.
valve
Intermediate valve between the M/E Normally
8) When the required quantity of oil has been loaded, the filling OL096F
No.1 & No.2 LO sump tank closed
valve on another tank may be opened or stops pumping. If
Main engine No.2 LO Sump Tank filling
another tank is to be filled, the filling valve on the other tank OL095F Closed
valve
may be opened before the filling valve on the previous tank is
closed.
4) When the selected main engine sump has been replenished to the
correct level, close the sump filling valve and the No.1 Main LO
9) When the final tank is approaching the full level, give a signal
Storage Tank (P) outlet valve.
for the pumping to be stopped. Allow the pipe to drain, and then
close all the valves.
5) Record the LO transfer in the OIL RECORD BOOK.

10) Remove the filling hose and refit the blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 62 Part 4. Machinery System

(80) (80)
PORT STBD

(65)

(65)
Upper Deck
From LO Trans. (50) (80) (80) (80) (80) (80) )08( )08 ( (80)
Pump Disch.

(80)

(50)

(80)

(50)
LIAHL LIAHL
No.1 G/E No.2 G/E

OL007F

OL013F

OL012F

OL016F
BD041

(65)
BD041

(65)
LO Settling Tank Key LO Settling Tank

(100)

(100)
(12.0 m3) Lubricating Oil Line (12.0 m3)
LAH Control Air Line LAH
No.1 LAH No.2 MM755
LAH
G/E LO OL017F Bilge Water/Drain Line G/E LO OL021F MM757

(25)

(25)
Storage
TI OL179F Storage TI OL177F

OL048F

OL058F
Tank TIAH Tank TIAH

OL061F

OL051F
MM173 MM173
3rd Deck (P) (12.0 m3) (12.0 m3)
OL176F

(50)
(40) (40)

(50)

(50)
(50)
LC OL141F
(50)
OL129F
(50) LC
OL136F
LC (50) (40)

OL133F OL130F OL159F OL166F OL063F

OL134F OL131F OL066F
(40) (32) (40) (40) (32) (40)
No.1 G/E No.2 G/E No.3 G/E No.4 G/E
LO Sump Tank LO Sump Tank OL067F LO Sump Tank OL064F LO Sump Tank

(32)
3
LAL (2.0 m ) OL135F 3
LAL (1.6 m ) OL132F (1.6 m 3) LAL OL065F (2.0 m 3) LAL
(40) (40) (40) (40)
60% MM327 60% MM328 60% 60%
4th Deck 4th Deck
OL068F

(40)

(40)
SAMSUNG/GASLOG/ABS
OL082F OL062F
(32) (32)

(50)

(50)
OL081F OL074F
Upper Deck (32) (32) Upper Deck

TT
OL080F OL073F TT
(32) (32)
TI TI
EPCON OL079F OL072F EPCON
G/E LO G/E LO
(32)

(32)
(32) (32)
No.1 Purifier Purifier No.2
Steam In TI
Heater Heater TI Steam In
(32)

(32)
Control Air

Control Air
OL100F

OL105F
(25)

(25)
RV1

RV1
OL093F
(25) (32) (32) (25)

OL103F

OL118F
(32)

(32)
TIAH
TT
OL152F

MM210

OL112F OL113F
No.1 G/E No.2 G/E
(40)
(40)

(40)
(40)
PI PI
LO Purifier LO Purifier (25)

RV4 OL122F
(32)
RV4 OL109F

V1
(125)

Feed Pump Feed Pump

(125)
(1.4 m 3/h (1.4 m 3/h

Control Air
MC MC
Control Air

(32)
PI PI
(40)

x 2.5 bar) x 2.5 bar)

OL163F

4th Deck (P) 4th Deck (S)

OL161F
PI PI

From W/S Boiler

(40)

(40)
PT PT PT PT
OL151F

OL143F

OL144F

OL117F

OL116F

OL115F
PORT STBD
Purif. Purif.

Sink
Work OL078F OL075F Work
Bench No.1 (40) (40) No.2 Bench
G/E LO Purifier G/E LO Purifier
(40)

(40)

(25)
(1,400 L/H ) OL086F OL090F (1,400 L/H )
(40)OL439F

(40)OL440F
(40) (40) (40) (40)
LC

LC
OL092F To Purifier Start
To Purifier Start
ZS OL403F (40) (40) Interlock ZS OL406F
Interlock

(50) (50)
No.1 LO Purifier To No.1 LO Trans. Pump To No.2 LO Trans. Pump No.2 LO Purifier
Sludge Tank (13.1 m3) Sludge Tank (13.1 m3)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 63 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Motor: 1.5 kW x 440 V x 3600 rpm
and subsequent breakdown of the bowl arrangement, which rotates at a
No. of sets: 4 very high speed. 4) Set the valves as indicated in the table below to take suction from
each engine sump tank and to discharge to the same sump tank.
Main LO Purifier Heater After manual cleaning, care is needed to ensure that the bowl is
assembled correctly. Incorrect assembly can result in disintegration at a For No.1 Main Engine LO Purifying System
Maker: Donghwa Entec high rotational speed. All the operating and maintenance precautions
Type: DHUH-T2009005 stipulated by the manufacturer in the maintenance manual must be Valve Description Position
Capacity: 1.11 m2 observed. OL168F No.1 Main Engine LO sump tank suction
No. of sets: 4 Open
OL036F valve
There are four centrifugal self-cleaning LO purifiers used for the main OL169F No.2 Main Engine LO sump tank suction
G/E LO Purifier engine and two centrifugal self-cleaning LO purifiers used for the Closed
OL035F valve
generator engine duties. The LO purifiers can be used by batch or for the No.1 Main LO Purifier feed pump suction
Maker: Alfa Laval continuous purification of the main engine and generator engine LO. OL043F Closed
valve from the main LO settling tank
Type: P615 No.1 Main LO Purifier feed pump suction
Capacity: 1400 liters/h The main engine and generator engine LO sumps may be purified when OL045F Closed
valve from the S/T LO drain tank
Separating temperature: 90 °C the engine is not operating or while the engine is running. The LO
No.1 Main LO Purifier feed pump suction
Viscosity: SAE #40 purifier will normally be in use on the sump of the main engine and a
OL046F valve from the main engine No. 1 LO Open
Motor: 5.5 kW x 440 V x 3600 rpm generator engine while it is running. If the engine is at a standstill,
Sump Tank
No. of sets: 4 however, care should be taken to monitor the LO temperature as with the
No.1 Main LO Purifier feed pump
limited quantity of oil in each sump, the purifying heater and process can OL047F Open
discharge valve
G/E LO Purifier Feed Pump cause the oil temperature to quickly rise.
OL087F No.1 Main LO Purifier heater inlet valve Open

The LO purifiers are supplied by the LO purifier feed pump through the OL085F No.1 Main LO Purifier flow control valve Set
Maker: Taiko Kikai Ind. Co., Ltd.
Model: MSDK-1.5MNB steam heaters. Control air is supplied to the purifiers to control the supply OL190F No.1 Main LO Purifier heater outlet valve Open
Capacity: 1.4 m3/h x 2.5 bar of oil to the bowl and the automatic-discharge facility. Domestic - No.1 LO Purifier inlet 3-way valve Operational
Motor: 1.3 kW x 440 V x 3600 rpm freshwater is supplied for sealing and flushing purposes.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 64 Part 4. Machinery System

(80) (80)
PORT STBD

(65)

(65)
Upper Deck
From LO Trans. (50) (80) (80) (80) (80) (80) )08( )08 ( (80)
Pump Disch.

(80)

(50)

(80)

(50)
LIAHL LIAHL
No.1 G/E No.2 G/E

OL007F

OL013F

OL012F

OL016F
BD041

(65)
BD041

(65)
LO Settling Tank Key LO Settling Tank

(100)

(100)
(12.0 m3) Lubricating Oil Line (12.0 m3)
LAH Control Air Line LAH
No.1 LAH No.2 MM755
LAH
G/E LO OL017F Bilge Water/Drain Line G/E LO OL021F MM757

(25)

(25)
Storage
TI OL179F Storage TI OL177F

OL048F

OL058F
Tank TIAH Tank TIAH

OL061F

OL051F
MM173 MM173
3rd Deck (P) (12.0 m3) (12.0 m3)
OL176F

(50)
(40) (40)

(50)

(50)
(50)
LC OL141F
(50)
OL129F
(50) LC
OL136F
LC (50) (40)

OL133F OL130F OL159F OL166F OL063F

OL134F OL131F OL066F
(40) (32) (40) (40) (32) (40)
No.1 G/E No.2 G/E No.3 G/E No.4 G/E
LO Sump Tank LO Sump Tank OL067F LO Sump Tank OL064F LO Sump Tank

(32)
3
LAL (2.0 m ) OL135F 3
LAL (1.6 m ) OL132F (1.6 m 3) LAL OL065F (2.0 m 3) LAL
(40) (40) (40) (40)
60% MM327 60% MM328 60% 60%
4th Deck 4th Deck
OL068F

(40)

(40)
SAMSUNG/GASLOG/ABS
OL082F OL062F
(32) (32)

(50)

(50)
OL081F OL074F
Upper Deck (32) (32) Upper Deck

TT
OL080F OL073F TT
(32) (32)
TI TI
EPCON OL079F OL072F EPCON
G/E LO G/E LO
(32)

(32)
(32) (32)
No.1 Purifier Purifier No.2
Steam In TI
Heater Heater TI Steam In
(32)

(32)
Control Air

Control Air
OL100F

OL105F
(25)

(25)
RV1

RV1
OL093F
(25) (32) (32) (25)

OL103F

OL118F
(32)

(32)
TIAH
TT
OL152F

MM210

OL112F OL113F
No.1 G/E No.2 G/E
(40)
(40)

(40)
(40)
PI PI
LO Purifier LO Purifier (25)

RV4 OL122F
(32)
RV4 OL109F

V1
(125)

Feed Pump Feed Pump

(125)
(1.4 m 3/h (1.4 m 3/h

Control Air
MC MC
Control Air

(32)
PI PI
(40)

x 2.5 bar) x 2.5 bar)

OL163F

4th Deck (P) 4th Deck (S)

OL161F
PI PI

From W/S Boiler

(40)

(40)
PT PT PT PT
OL151F

OL143F

OL144F

OL117F

OL116F

OL115F
PORT STBD
Purif. Purif.

Sink
Work OL078F OL075F Work
Bench No.1 (40) (40) No.2 Bench
G/E LO Purifier G/E LO Purifier
(40)

(40)

(25)
(1,400 L/H ) OL086F OL090F (1,400 L/H )
(40)OL439F

(40)OL440F
(40) (40) (40) (40)
LC

LC
OL092F To Purifier Start
To Purifier Start
ZS OL403F (40) (40) Interlock ZS OL406F
Interlock

(50) (50)
No.1 LO Purifier To No.1 LO Trans. Pump To No.2 LO Trans. Pump No.2 LO Purifier
Sludge Tank (13.1 m3) Sludge Tank (13.1 m3)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 65 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Open 7) Ensure that steam, control air, and domestic freshwater are Intermediate valve between the No.2
OL035F suction valve OL086F G/E LO sump tank outlet line and the Closed
available to the purifier.
No.2 Main LO Purifier feed pump No.1 G/E LO settling tank outlet line
OL033F suction valve from the main LO settling Closed OL100F No.1 G/E LO purifier heater inlet valve Open
8) Set the valves as indicated in the table below to take suction from
tank
each engine sump tank and to discharge to the same sump tank. OL103F No.1 G/E LO purifier flow control valve Set
No.2 Main LO Purifier feed pump
OL137F Closed - No.1 G/E LO purifier heater outlet valve Open
suction valve from the S/T LO drain tank
For No.1 G/E LO Purifying System - No.2 G/E LO purifier inlet 3-way valve Operational
No.2 Main LO Purifier feed pump
OL037F suction valve from the main engine No.2 Open Inlet 3-way valve bypass outlet valve to
Valve Description Position OL112F Open
LO Sump Tank the No.1 G/E LO purifier discharge line
OL135F No.1 G/E LO sump tank outlet valve Open OL109F No.1 G/E LO purifier discharge valve Open
No.2 Main LO Purifier feed pump
OL054F Open No.1 G/E LO purifier feed pump suction
discharge valve OL151F Open OL079F No.1 G/E LO purifier discharge line
valve from No.1 G/E LO sump tank Closed
OL106F No.2 Main LO Purifier heater inlet valve Open OL081F valve to the No.1 G/E LO settling tank
Intermediate valve between the No.1 No.1 G/E LO purifier discharge line
OL104F No.2 Main LO Purifier flow control valve Set OL082F Open
OL078F G/E LO sump tank outlet line and the Closed valve to No.2 G/E LO sump tank
No.2 Main LO Purifier heater outlet
OL191F Open No.1 G/E LO settling tank outlet line
valve OL134F No.1 G/E LO sump tank filling valve Closed
No.1 G/E LO purifier feed pump suction
- No.2 LO Purifier inlet 3-way valve Operational OL143F Closed OL082F No.2 G/E LO sump tank filling valve Open
valve from No. 2G/E LO sump tank
Inlet 3-way valve bypass outlet valve to No.1 G/E LO purifier feed pump suction
OL108F Open OL144F Closed
the No.2 Main LO Purifier discharge line valve from the G/E LO settling tank
OL110F No.2 Main LO Purifier discharge valve Open No.1 G/E LO purifier feed pump
OL152F Open
No.2 Main LO Purifier discharge line discharge valve
OL040F Closed
valve to No.2 Main LO Settling Tank OL100F No.1 G/E LO purifier heater inlet valve Open
No.2 Main LO Purifier discharge line OL103F No.1 G/E LO purifier flow control valve Set
OL042F valve to the main engine No.2 LO Sump Open
- No.1 G/E LO purifier heater outlet valve Open
Tank
- No.1 G/E LO purifier inlet 3-way valve Operational

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 66 Part 4. Machinery System

(80) (80)
PORT STBD

(65)

(65)
Upper Deck
From LO Trans. (50) (80) (80) (80) (80) (80) )08( )08 ( (80)
Pump Disch.

(80)

(50)

(80)

(50)
LIAHL LIAHL
No.1 G/E No.2 G/E

OL007F

OL013F

OL012F

OL016F
BD041

(65)
BD041

(65)
LO Settling Tank Key LO Settling Tank

(100)

(100)
(12.0 m3) Lubricating Oil Line (12.0 m3)
LAH Control Air Line LAH
No.1 LAH No.2 MM755
LAH
G/E LO OL017F Bilge Water/Drain Line G/E LO OL021F MM757

(25)

(25)
Storage
TI OL179F Storage TI OL177F

OL048F

OL058F
Tank TIAH Tank TIAH

OL061F

OL051F
MM173 MM173
3rd Deck (P) (12.0 m3) (12.0 m3)
OL176F

(50)
(40) (40)
(50)

(50)
(50)
LC OL141F
(50)
OL129F
(50) LC
OL136F
LC (50) (40)

OL133F OL130F OL159F OL166F OL063F

OL134F OL131F OL066F
(40) (32) (40) (40) (32) (40)
No.1 G/E No.2 G/E No.3 G/E No.4 G/E
LO Sump Tank LO Sump Tank OL067F LO Sump Tank OL064F LO Sump Tank

(32)
3
LAL (2.0 m ) OL135F 3
LAL (1.6 m ) OL132F (1.6 m 3) LAL OL065F (2.0 m 3) LAL
(40) (40) (40) (40)
60% MM327 60% MM328 60% 60%
4th Deck 4th Deck
OL068F

(40)

(40)
SAMSUNG/GASLOG/ABS
OL082F OL062F
(32) (32)

(50)

(50)
OL081F OL074F
Upper Deck (32) (32) Upper Deck

TT
OL080F OL073F TT
(32) (32)
TI TI
EPCON OL079F OL072F EPCON
G/E LO G/E LO
(32)

(32)
(32) (32)
No.1 Purifier Purifier No.2
Steam In TI
Heater Heater TI Steam In
(32)

(32)
Control Air

Control Air
OL100F

OL105F
(25)

(25)
RV1

RV1
OL093F
(25) (32) (32) (25)

OL103F

OL118F
(32)

(32)
TIAH
TT
OL152F

MM210

OL112F OL113F
No.1 G/E No.2 G/E
(40)
(40)

(40)
(40)
PI PI
LO Purifier LO Purifier (25)

RV4 OL122F
(32)
RV4 OL109F

V1
(125)

Feed Pump Feed Pump

(125)
(1.4 m 3/h (1.4 m 3/h

Control Air
MC MC
Control Air

(32)
PI PI
(40)

x 2.5 bar) x 2.5 bar)

OL163F

4th Deck (P) 4th Deck (S)

OL161F
PI PI

From W/S Boiler

(40)

(40)
PT PT PT PT
OL151F

OL143F

OL144F

OL117F

OL116F

OL115F
PORT STBD
Purif. Purif.

Sink
Work OL078F OL075F Work
Bench No.1 (40) (40) No.2 Bench
G/E LO Purifier G/E LO Purifier
(40)

(40)

(25)
(1,400 L/H ) OL086F OL090F (1,400 L/H )
(40)OL439F

OL440F
(40) (40) (40) (40)
LC

LC
OL092F To Purifier Start
To Purifier Start
ZS OL403F (40) (40) Interlock ZS OL406F

(40)
Interlock

(50) (50)
No.1 LO Purifier To No.1 LO Trans. Pump To No.2 LO Trans. Pump No.2 LO Purifier
Sludge Tank (13.1 m3) Sludge Tank (13.1 m3)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 67 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
- No.2 G/E LO purifier heater outlet valve Open
1) Make sure that the bowl is clean and that the separator is
- No.2 G/E LO purifier inlet 3-way valve Operational properly assembled, and check the following:
Inlet 3-way valve bypass outlet valve to
OL113F Open
the No.2 G/E LO purifier discharge line - The direction of rotation by doing a quick start/stop. The
OL122F No.2 G/E LO purifier discharge valve Open motor fan should rotate clockwise.
OL072F No.2 G/E LO purifier discharge line - If all the couplings and connections are securely tightened,
Closed to prevent leakages (leaking hot liquid can cause burns)
OL074F valve to the No.2 G/E LO settling tank
- If all the frame bolts, as well as the clutch cover, are fully
No.2 G/E LO purifier discharge line
OL062F Open tightened
valve to No.3 G/E LO sump tank
- The oil sump level (top up if necessary)
OL073F No.4 G/E LO sump tank filling valve Closed
2) Start the separator.
For No.4 G/E LO Purifying System
- Open the water supply valve. Make sure that the water
supply pressure is a 2~3 bar.
Valve Description Position
- Start the separator by pushing the start button at the starter
OL065F No.4 G/E LO sump tank outlet valve Open unit.
No.2 G/E LO purifier feed pump suction
OL116F Closed 3) Check the separator for vibration.
valve from No.3 G/E LO sump tank
Intermediate valve between the No.3
OL090F G/E LO sump tank outlet line and the Closed
No.3 G/E LO settling tank outlet line
No.2 G/E LO purifier feed pump suction
OL115F Open
valve from No.4 G/E LO sump tank
No.2 G/E LO purifier feed pump suction
OL075F intermediate valve from the G/E LO Closed
settling tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 68 Part 4. Machinery System

Accommodation With Frame

(80) With Frame Screen
Side Wall (P) Upper Deck Screen
No.1 Low TBN

(250)
(40) Cyl. Oil Measure Funnel Top
OL301F Tank (0.7 m 3 )
(100) (125)
OL279F

(80)
(100)

(100)
LS 85% LAL
MM768 LO Mist Vent

(250)
LS 40% Collection Pipe
Stor. Tank Vent Line TI Gas

From No.1 Low TBN

Cyl. Oil Stor. Tank
From No.1 Cyl. Oil

Vent Line
Detector for No.1 M/E
(100)

(100)
3rd Deck (P) GD
(40)
No.1 Cyl. Oil Oil Water Man Hole

(125)

(150)
Measure Tank Filter Filter A-deck (P)

(25)
OL300F (0.7 m3 )
(80)
To No.2 Cyl. Oil/
Low TBN Cyl. Oil OL276F Flame

(80)
LAL Screen
Storage Tank LS 85%
MM769
(80)

(80)

LS 40%
TI

(40)
(100)

(125)
3rd Deck (P)
OL004F

OL006F

OL296F
OL297F
Long Run
Alarm
Auto
XA ST-SP

Oil Tank
To Sep. Bilge
OL275F

(40)

(40)
LAH LAH
PI PI
MM766 No.1 No.1
MM767 OL272F T/C
OL280F Low TBN OL281F Cyl. Oil
VS203F Cyl. Oil Storage OL273F No.2
Stor. TK TI Tank OL274F
(32)

TI
(26.6 m3) (20.0 m3)

SAMSUNG/GASLOG/ABS
(25)
OL270F PI PI
To No.1 M/E

(80)
3rd Deck (P) LO Sump Tank E/P From IAS
To Bilge
(32)

OL271F 3rd Deck (P) Primary

(25) (65)
No.1 M/E No.1 M/E Control Air
No.1 (25)
Tank (80) Crosshead LO Pump Auto LO Flushing
No.1 M/E (25)
OL277F (24 m3/h x 8.5 bar) Filter (35 μ)
Cyl. Oil Shift Pump (80)
TI PI
OL278F (1.0 m3/h x 2.0 bar) (80) Auto PCL MC MC PI PI
Control Air OL203F
(32) CH-VR DPAH (200)
OL205F OL204F C (150) No.1
(200) (200)
PI PI
OL215F M/E
A
To No.1 M/E OL209F Main

OL242F
B
OL202F TI PI LO

(200)
LO Sump Tank (125) (150) No.1 M/E
Sett.
PS 9.5 bar No.2 (200) (150) Cooler

(200)
Manual By-pass

(200)

(40)
(80) (80)
PI PI DPAH Filter (35 μ)
(80)

MM052

OL240F
(40)

OL241F
OL207F DPI OL206F

LC
4th Deck (S)
VA050F

(125) (150)

(100)
OL208F
No.1 M/E OL243F No.1
4th Deck (P)
OF458F

(40)
(5X72DF)
VS071F (25) Sett. 13.0 bar (40) (40)
OF444F

TT Sett.
(40)

Sett. MM118 45℃

PS 4.0 bar

(50)
OF445F

LAH (200)
MM197 OF446F
No.1 M/E (200) (200)
To Sep.
Sludge Oil
OF473F

OL250F
OL201F

OL200F
Bilge Oil

LC
(40)

Trap Tank (40)

(40)

No.1 M/E
OF472F

OF475F

OL211F

OL210F

(125)
Main LO Pump
(80)

(40)

(197 m3/h x 6.6 bar)

OF474F
OF447F

To No.1 M/E

No.1

No.2
To Sep. (50) (40) Auto PCL MC MC
(400)

(400)

Bilge Oil Tank CH-VR LO Sump Tank

(40)
(50)

(125)
(100)

(100)

(100)
OL212F
(25)

Key
(50)

Lubricating Oil Line

No.1 M/E LO Sump Tank
Control Air Line (31.4 m3) Heating
Coil
Bilge Water/Drain Line
To Sep. Bilge Oil Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 69 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
 Main bearings M/E No.1 LO Auto-flushing Filter outlet
OL205F Open
M/E Crosshead LO Pump  Axial vibration dampers valve
 TV dampers
Maker: Taiko Kikai Ind. Co., Ltd.  Crosshead bearings & pistons No.2 Main Engine
Type: MSTS-30HBT
No. of sets: 4 Then the circulating LO flows to the M/E LO sump tank. The scavenging Valve Description Position
Capacity: 24 m3/h x 8.5 bar air chamber drain from the main engine flows to the M/E scavenging air OL231F No.2 M/E No.1 Main LO Pump discharge
Open
Motor: 15.0 kW x 440 V x 1800 rpm box drain tank. OL221F valve
OL230F No.2 M/E No.2 Main LO Pump discharge
Open
M/E LO Cooler Cylinder Lubrication System OL220F valve
No.1 & 2 Main LO Pump discharge Normally
OL265F
Maker: LHE Lubrication of the pistons and cylinders is performed by a separate return valve to the sump tank closed
Type: HT52HM-1P-317 cylinder lubrication system. The amount of cylinder oil supplied to each OL222F M/E No.2 LO Cooler inlet valve Open
No. of sets: 2 lubricating point can be individually adjusted and is also load-dependent, OL223F M/E No.2 LO Cooler outlet valve Open
Heat exchanged: 1,000,000 kcal/h with the load-dependent quantity adjustment being made by the engine M/E No.2 LO Auto-flushing Filter inlet
remote control system. The oil is injected into the cylinders, with the oil OL224F Open
valve
Tank Volume 100% (m3) being supplied via the cylinder oil heating unit and alpha cylinder
M/E No.2 LO Auto-flushing Filter outlet
lubricator. OL225F Open
3 valve
No.1 M/E LO Sump Tank: 31.4 m
No.2 M/E LO Sump Tank: 31.4 m3 3. Procedure for the Main Engine Circulating LO System
4. Procedure for the Main Engine Cylinder LO System
No.1 Cylinder Oil Storage Tank: 20.0 m3
No.2 Cylinder Oil Storage Tank: 20.0 m3 1) Check the oil level in the main engine sump, and replenish if
1) Check the level of oil in the main engine cylinder oil storage
No.1 Low TBN Cyl. Oil Storage Tank: 26.6 m3 necessary.
tanks.
No.2 Low TBN Cyl. Oil Storage Tank: 26.6 m3
No.1 Cylinder Oil Measuring Tank: 0.7 m3 2) Ensure that all the pressure gauge and instrumentation valves
2) Check the level of oil in the main engine cylinder oil service
No.2 Cylinder Oil Measuring Tank: 0.7 m3 are open and that the instrumentation is reading correctly.
tanks for the LO filling.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 70 Part 4. Machinery System

Accommodation With Frame

(80) With Frame Screen
Side Wall (S) Upper Deck Screen
No.2 Low TBN

(250)
(40) Cyl. Oil Measure Funnel Top
OL303F Tank (0.7 m 3 )
OL291F

(80)
LS 85% LAL
LO Mist Vent

(250)
LS 40% Collection Pipe
TI Gas
Detector for No.2 M/E
Stor. Tank Vent Line

3rd Deck (S) GD

To No.1 Cyl. Oil

(40)
No.2 Cyl. Oil Oil Water Man Hole

(125)

(150)
Measure Tank Filter Filter A-deck (S)

(25)
From/To OL302F (0.7 m3 )
(80) No.1 Cyl. Oil/ OL290F Flame
Low TBN Cyl. Oil

(80)
LAL Screen
LS 85%
Filling Connection
(80)

(80)

LS 40%
To No.1 Low TBN TI

(40)
(100)

(125)
(100)
Cyl. Oil Stor. Tank
3rd Deck (S)
(100)

Vent Line
OL005F

OL008F

OL298F
OL299F
Long Run
Alarm
Auto
XA ST-SP

Oil Tank
To Sep. Bilge
OL289F

(40)

(40)
LAH LAH
OL286F PI PI
No.2 No.2 T/C
OL282F Cyl. Oil OL283F Low TBN
Storage Cyl. Oil OL287F No.2
TI Tank TI Stor. TK OL288F
(20.0 m3) (26.6 m3) (25)

SAMSUNG/GASLOG/ABS
(32)

OL284F PI PI
3rd Deck (S) To No.2 M/E

(80)
LO Sump Tank E/P From IAS
To Bilge
OL285F 3rd Deck (S) Primary
(25) (65)
No.2 M/E No.2 M/E Control Air
No.1 (25)
Tank (80) Crosshead LO Pump Auto LO Flushing
No.2 M/E
(32)

(25)
OL292F (24 m3/h x 8.5 bar) Filter (35 μ)
Cyl. Oil Shift Pump (80)
TI PI
OL293F (1.0 m3/h x 2.0 bar) (80) Auto PCL MC MC PI PI
Control Air OL223F
(32) CH-VR DPAH (200)
OL225F OL224F C (150) No.2
(200) (200)
PI PI
OL216F M/E
A
To No.2 M/E OL229F Main

OL247F
B
OL222F TI PI LO

(200)
LO Sump Tank (125) (150) No.2 M/E
Sett.
PS 9.5 bar No.2 (200) (150) Cooler

(200)
Manual By-pass

(200)

(40)
(80) (80)
PI PI DPAH Filter (35 μ)
(80)

MM054

OL245F
(40)

OL246F
OL227F DPI OL226F

LC
4th Deck (S)
VA051F

(125) (150)

(100)
OL228F
No.2 M/E OL244F No.1
4th Deck (S)
OF459F

(40)
(5X72DF)
VS072F (25) Sett. 13.0 bar (40) (40)
OF449F

TT Sett.
(40)

Sett. MM119 45℃

PS 4.0 bar

(50)
OF450F

LAH (200)
MM198 OF451F
No.2 M/E (200) (200)
To Sep.
Sludge Oil
OF477F

OL265F
OL221F

OL220F
Bilge Oil

LC
(40)

Trap Tank (40)

(40)

No.2 M/E
OF476F

OF479F

OL231F

OL230F

(125)
Main LO Pump
(80)

(40)

(197 m3/h x 6.6 bar)

OF478F
OF452F

To No.2 M/E

No.2

No.1
To Sep. (50) (40) Auto PCL MC MC
(400)

(400)

Bilge Oil Tank CH-VR LO Sump Tank

(40)
(50)

(125)
(100)

(100)

(100)
OL232F
(25)

Key
(50)

Lubricating Oil Line

No.2 M/E LO Sump Tank
Control Air Line (31.4 m3) Heating
Coil
Bilge Water/Drain Line
To Sep. Bilge Oil Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 71 Part 4. Machinery System

Low TBN Cylinder Oil

Valve Description Position

No.1 Low TBN Cylinder Oil Storage
OL280F Open
Tank outlet valve
No.1 M/E No.2 Cylinder Oil Shift Pump
OL272F Open
suction valve
No.1 M/E No.2 Cylinder Oil Shift Pump
OL275F Open
discharge valve
No.1 Low TBN Cylinder Oil Measuring
OL301F Open
Tank filling valve
No.1 Low TBN Cylinder Oil Measuring
OL279F Open
Tank outlet valve

Cylinder Oil

SAMSUNG/GASLOG/ABS
Valve Description Position
No.1 Cylinder Oil Storage Tank outlet
OL281F Open
valve
No.1 M/E No.1 Cylinder Oil Shift Pump
OL270F Open
suction valve
No.1 M/E No.1 Cylinder Oil Shift Pump
OL274F Open
discharge valve
No.1 Cylinder Oil Measuring Tank
OL300F Open
filling valve
No.1 Cylinder Oil Measuring Tank
OL276F Open
outlet valve

4) Check the consumption on a daily basis. Ensure that the

consumption does not drop below the manufacturer’s
recommendations. The false economy will result in excessive
piston ring and liner wear and sticking rings, possibly resulting
in scavenge fires.

5) Check the condition of the liner and piston rings, especially

during the run-in period. Any sign of dryness may mean that
consumption should be increased.

6) Ensure that all the cylinder injection points are receiving equal
quantities of lubrication.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 72 Part 4. Machinery System

Within a radius of 1.5 m from outlet of Within a radius of 1.5m from outlet of Within a radius of 1.5m from outlet of Within a radius of 1.5m from outlet of
vent pipe to be considered hazard area vent pipe to be considered hazard area vent pipe to be considered hazard area vent pipe to be considered hazard area
With Flame Screen With Flame Screen With Flame Screen With Flame Screen
(25)

(25)

(25)
Drain Plug Drain Plug Drain Plug Drain Plug Funnel Base

Gas Gas Gas Gas

Detector Detector Detector Detector
GD GD GD GD

Water Oil Water Oil Water Oil Water Oil

Filter Filter Filter Filter Filter Filter Filter Filter
(100)

(100)

(100)
Key
Lubricating Oil Line
Nitrogen Line
Bilge Water/Drain Line

From N2 From N2 From N2 From N2

(25)

(25)
(50) (50) (50) (50)
(100)

(100)

(100)
Service System Service System Service System Service System
To Bilge To Bilge To Bilge To Bilge
Primary Primary Primary Primary

SAMSUNG/GASLOG/ABS
Tank Tank Tank Tank
Crankcase Crankcase Crankcase Crankcase
Air Vent No.1 Generator Engine Air Vent No.2 Generator Engine Air Vent No.3 Generator Engine Air Vent No.4 Generator Engine
(8L34DF) (6L34DF) (6L34DF) (8L34DF)
TIAH TIAH TIAH TIAH
Remote Local Blocked Blow Remote Local Blocked Blow Remote Local Blocked Blow Remote Local Blocked Blow
Oil Mist XI XI XI XI Oil Mist XI XI XI XI Oil Mist XI XI XI XI Oil Mist XI XI XI XI
Fail Fail Fail Fail
XA T/C XA T/C XA T/C XA T/C

DAHH PIAH DAHH PIAH DAHH PIAH DAHH PIAH

LO Auto Filter LO Auto Filter LO Auto Filter LO Auto Filter
DPIAH DPIAH DPIAH DPIAH
DAH PALL DAH PALL DAH PALL DAH PALL

LO LO LO LO
Cooler Cooler Cooler Cooler
PIAL TI TIAH PI PIAL TI TIAH PI PIAL TI TIAH PI PIAL TI TIAH PI

Centrifugal Centrifugal Centrifugal Centrifugal

Filter Filter Filter Filter

MIC MIC MIC MIC

M E M E M E M E

LAL
LO Main Pre. LO LAL
LO Main Pre. LO LAL
LO Main Pre. LO LAL
LO Main Pre. LO
Pump Pump Pump Pump Pump Pump Pump Pump
(101 m3/h) (25.9 m3/h) (78 m3/h) (18 m3/h) (78 m3/h) (18 m3/h) (101 m3/h) (25.9 m3/h)

No.1 LO Sump Tank No.2 LO Sump Tank No.3 LO Sump Tank No.4 LO Sump Tank
(2.0 m3 ) (1.6 m3 ) (1.6 m3 ) (2.0 m3 )

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 73 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
No. of sets: 2 • Automatic filter
• Centrifugal filter
Pre LO Pump for 6L34DF • Pressure control valve
• Wet sump
Capacity: 18 m3/h
No. of sets: 2 The following equipment is built-in the engine (for 6L34DF):

Tank Volume 100% (m3) • Engine-driven lubricating oil pump

• Electric-motor-driven pre-lubricating pump
No.1 LO Sump Tank: 2.0 m3 • Lubricating oil cooler
No.2 LO Sump Tank: 1.6 m3 • Thermostat valve
No.3 LO Sump Tank: 1.6 m3 • Automatic filter
No.4 LO Sump Tank: 2.0 m3 • Centrifugal filter
• Pressure control valve
2. General Description • Wet sump

Each G/E has its own LO sump tank and circulation system that is used The pre-lubricating oil pump is used for:
for the lubrication of pistons, bearings, etc. The LO also conducts heat
transfer and cleans the engine inside. Various auxiliary devices (i.e., • Filling of the lubricating oil system before starting
filters and coolers) help maintain the proper oil condition. All the • Continuous pre-lubrication of a stopped engine in a multi-engine
lubricating points of the engine and the turbocharger are connected to the installation every time one of the engines is running
forced-feed oil circulation system.
The lubricating oil viscosity class is SAE 40 (ISO VG 150), and the
An engine-driven LO pump and an electrically driven pre-LO pump are minimum viscosity index is 95. The required lubricating oil alkalinity
provided on each engine. (BN) is tied to the fuel specified for the engine.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 74 Part 4. Machinery System

No.1 Stern Tube

(40)
Air Seal Control Unit
PI
PAL PI PI
PI DPI
MM774
17.2 m ~ 19.5 m A/B

(25)
PI
From G/S Air Service

OL338F
Scantling Draft : 12.5 m A/B
A
PI

From FW Service

(40)

(40)
BW Line : 9.6 m A/B

(15)
A
AR102F
(15) No.1 S/T LO Sett.
2.1 bar
Tank Unit (100L)
B

OL336F OL335F
A
B

LC
TI PI LAH
OL334F OL339F MM201
(40) (40) (40)
LC

2~2.5 m from Shaft Center

LAH LAL Filling TI

OL331F

Below the oil level

OL341F
(25)

LC
MM120A MM120B Cap
OL333F

AR100F

OL337F
LAL
LO

(25)
of S/T LO Tank
MM202
TT TT
Connector
MM086 MM085

700 ~ 800
for Inspection
TI

SAMSUNG/GASLOG/ABS
(15)

(15)

OL340F
#1 #2 #3 #3S #4 #5 A
No.1 S/T FWD
(#4, #5)

(32)

(25)
Seal Tank (10 L) S/T LO Filling (50) (50) S/T LO Filling
Connection (P) Connection (S)
OL342F For Pur ification
(25)

TIAH TIAH (25) Upper Deck

PIAL Stern Tube LO Pump (Portable
MM372 MM371 PI
(25)

MM109 Pur ifier Inlet)

(2.0 m3/h x 2.5 bar)

OL344F
AR101F

OL322F
A (15) (32)
OL326F

DPCL OL343F For Pur ification

OL323F
LC

(25)
LC

PP001_1
OL327F

OL320F
(65)

TI
(Portable
(32)
(32)

Auto Pur ifier Outlet)

OL324F (50) No.1 CH-VR
PI
S/T

OL321F
(32) (32) PI MC
PP001 PI PI
OL328F LC OL325F OL319F TI LO (50) To No.2
PI PI
(32) (50) Cooler OL316F OL313F S/T LO System
(32) (40)
(15)

(32)
(40)

(15) PI
LAH
OL312F
No.1 S/T Air MC No.1
OL329F

MM203

(32)

(40)
PP029 PI PI
LC

Seal Drain
OL330F

OL317F OL315F
Collection (32) (32) (40) (40)

(50)
Unit (10 L)
OL314F

OL311F
OL318F No.2
Coaming with B

LC
(15)
Drain Plug
(15) (25)
From No.1 Main
OL348F LO Stor. Tank
(40) (50)
& Main LO Purifier
OL332F
OL349F

Key & Shore Filling

(50)
Lubricating Oil Line To No.1 LO Trans. Pump (50)
Connection

OL181F
(40)

Fresh Water Line & Main LO Purifier Feed Pump (50)

Short Piece OL310F

OL123F

OL124F
Control Air Line For Flushing VS069F VS080F OL182F
(65)

(65)
Bilge Water/Drain Line Tank Top Filter

EMCY S/T Oil Lubricating Method:

(50)

(50)
LAHL 80% No.1 Stern Tube LAH 80%
A Closed No.1 Stern Tube LO MM322 30% LO Storage MM756
B Open for EMCY S/T Oil Lubricating. Drain Tank (4.0 m3) Tank (4.0 m3)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 75 Part 4. Machinery System

No.2 Stern Tube

(40)
Air Seal Control Unit
PI
PAL PI PI
PI DPI
MM775
17.2 m ~ 19.5 m A/B

(25)
PI
From G/S Air Service

OL378F
Scantling Draft : 12.5 m A/B
A
PI

From FW Service

(40)

(40)
BW Line : 9.6 m A/B

(15)
A
AR105F
(15) No.2 S/T LO Sett.
2.1 bar
Tank Unit (100L)
B

OL376F OL375F
A
B

LC
TI PI LAH
OL374F OL379F MM272
(40) (40) (40)
LC

2~2.5 m from Shaft Center

LAH LAL Filling TI

OL371F

Below the oil level

OL381F
(25)

LC
MM121A MM121B Cap
OL373F

AR103F

OL377F
LAL
LO

(25)
of S/T LO Tank
MM273
TT TT
Connector
MM088 MM087

700 ~ 800
for Inspection
TI

SAMSUNG/GASLOG/ABS
(15)

(15)

OL380F
#1 #2 #3 #3S #4 #5 A
No.2 S/T FWD
(#4, #5)

(32)

(25)
Seal Tank (10 L)
OL345F For Purification
(25)

TIAH TIAH (25)

PIAL Stern Tube LO Pump (Portable
MM374 MM373 PI
(25)

MM110 Purifier Inlet)

(2.0 m3/h x 2.5 bar)

OL347F
AR104F

OL362F
A (15) (32)
OL366F

DPCL OL346F For Purification

OL363F
LC

(25)
LC

PP002_1
OL367F

OL360F
(65)

TI
(Portable
(32)
(32)

Auto Purifier Outlet)

OL364F (50) No.2 CH-VR
PI
S/T

OL361F
(32) (32) PI MC
PP002 PI PI
OL368F LC OL365F OL359F TI LO
PI PI
(32) (50) Cooler OL356F OL353F
(32) (40)

S/T LO System
(15)

(32)
(40)

(15) PI
OL352F

From No.1
LAH
No.2 S/T Air MC No.3
OL369F

MM274

(32)

(40)
PP030 PI PI
LC

Seal Drain
OL370F

OL357F OL355F
Collection (32) (32) (40) (40)
Unit (10 L)
OL354F

OL351F
OL358F No.4
B

(50)
Coaming with

LC
(15)
Drain Plug
(15) (25)
OL383F From No.2 Main LO Stor. Tank
(40) (50)
& Main LO Purifier
OL372F
OL382F

Key & Shore Filling Connection

(50)
Lubricating Oil Line To No.2 LO Trans. Pump (50)

OL183F
(40)

Fresh Water Line & Main LO Purifier Feed Pump (50)

Short Piece
OL350F

OL138F

OL139F
Control Air Line For Flushing VS070F VS081F OL184F
(65)

(65)
Bilge Water/Drain Line Tank Top Filter

EMCY S/T Oil Lubricating Method:

(50)

(50)
LAHL 80% No.2 Stern Tube LAH 80%
A Closed No.2 Stern Tube LO MM335 30% LO Storage MM760
B Open for EMCY S/T Oil Lubricating. Drain Tank (4.0 m3) Tank (4.0 m3)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 76 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
No. of sets: 2
# 5 Sealing Ring Clamp Ring
Heat exchanged: 5000 kcal/h
Forward Chrome Steel Liner O-ring

Tank Volume 100% (m3)

The forward seal is of similar construction to the AFT seal, except that it
is composed of two seal rings. The casing is fixed onto the hull in the
No.1 S/T LO Storage tank: 4.0 m3 Oil Chamber between # 3 and engine room. The chrome steel liner is tightened with bolts onto the split
No.2 S/T LO Storage tank: 4.0 m3 # 3S Sealing Rings
clamp ring mounted on the propeller shaft. The seal rings are numbered 4
No.1 S/T LO drain tank: 4.0 m3
# 3S Sealing Ring and 5, in that order, from the stern tube. The #4 seal ring seals the
No.2 S/T LO drain tank: 4.0 m3
lubricant oil in the stern tube. The #5 seal ring keeps the chamber
No.1 & 2 S/T LO tank unit: 100 L
The AFT seal can be broadly divided into the casing, which is fixed to between the #4 and 5 seal rings filled with oil.
No.1 & 2 S/T FWD seal tank: 10 L
the hull, and the chrome steel liner, which is fixed to the propeller boss
Air seal drain collection unit: 10 L
and rotates with the propeller shaft. S/T LO Tank Unit (TU)

2. General Description
The casing is composed of three kinds of metal rings: the flange ring, TU is an airtight oil tank with a 100-200 L capacity and is installed to
intermediate ring, and cover ring, which are tightened onto one another provide oil head pressure in a stern tube with a 2-2.5 M oil height above
The air-seal keeps out seawater by blowing air into the sea through an air
with bolts. Three or four sealing rings are assembled between the metal the shaft centerline. In addition, TU is connected with an air pipe that
chamber (air chamber) provided at the space between the #2 & 3 seal
rings, with their pointed ends (lip section) touching the chrome steel liner. comes out from the air blow line to transmit the pressure in the air
rings in AFT seal, and it keeps oil-tight by controlling the stern tube oil
The lips are pressed hard against the rotating liner and maintain a sealing chamber. Through this arrangement, the stern tube is pressurized at the
pressure to follow the change in the ship’s draft. The segregation of
effect through water pressure, oil pressure, the elasticity of the sealing level of oil head pressure + air chamber pressure, which is loaded onto
seawater and stern tube oil by the air chamber minimizes the risk of
ring, and the tightening force of the springs. the #3 seal ring supported at the same time by the air chamber pressure
seawater contamination. Besides, a drain line provided at the bottom of
from the seawater side while air blows out.
the air chamber collects and recovers the leaking oil and water in the
The seal rings are numbered 1, 2, and 3, in that order, from the propeller.
engine room in the case of leakage. At the same time, the system
The #1 and 2 seal rings close out seawater while the #1 seal ring also has The air chamber pressures at the front and back of the #3 seal ring
automatically optimizes the oil pressure based on the draft pressure
the function of protecting the inside of the stern tube from the foreign counteract each other, cancelling out the force. As a result, the actual load
detected at the air chamber and remarkably reduces the pressure load
matter in the seawater. The lubricant oil in the stern tube is sealed in with that remains on the #3 seal ring is the oil head pressure of TU, which is
given on the AFT seal at all the draft levels.
the #3 seal ring. constant at all the drafts.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 77 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
speed (about 5 L/minute) from the air chamber towards the CU to as at berth or anchor. OU may be stopped for maintenance, etc. while
remove the leaking seawater and oil in the CU through the pipe. The M/E is stopped. If the air source is shut off, the stern tube oil pressure
drain recovered can be discharged by the air pressure in the CU, through stays at the level of the oil head pressure from TU. Closely watch
the drain valve. The CU is provided with a level gauge and a high-level seawater penetration into CU in such an event, and recover or establish
alarm switch. air supply as soon as possible.

3. Operation

Air Control Unit Startup

When the air supply air seal becomes available, start the MU after filling
the stern tube with oil through the procedures below.

1) Put the valve positions in the MU for blowing air.

2) Close the air vent on TU, and the drain valve on CU.

3) Put the valve positions for oil circulation via “TU → OU → stern
tube → TU,” then start OU.

4) Open the air source valve for MU.

5) Adjust the settings for air regulator R1 and airflow controller

FC1 if necessary.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 78 Part 4. Machinery System

12
P2
8 7 P1 2 DP
11
9 FC1 FM1 R1 4
Low P4 F2 F1 3
Alarm Exh. In
Exh. Rc1/2
6 V2 V3 1 V1
Rc1/4
V6 V5 C1
with Plug
5
MU1 Line
S1
V4 V10
V7
P3

FC2 R2
10

SAMSUNG/GASLOG/ABS
MU2 Line
Out 1 Drain
(#2/3) Rc1/2
Out 3
Rc1/2
13 In
Rc1/2
For F/W
V9
Cleaning
V8
1 Drain Filter Mist Separator 8 Flow Controller
2 Differential Pressure Gauge 9 Pressure Gauge (8K)
(10 bar)
3 Ball Valve
10 3-way Cock
4 Change-over Switch
11 Pressure Switch
5 Shuttle Valve
12 Pressure Gauge (8k)
6 Air Regulator
Out 2 (5 bar)
(S/T LO Tank Unit) 7 Flow Meter 13 Needle Valve

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 79 Part 4. Machinery System

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 80 Part 4. Machinery System

IMO international bilge shore conn.

Comp ressor

Comp ressor
From PO RT
BG490F

From STBD
Bilge D rain
Starting Air

Starting Air
From Deck
PI
From E/R Deck Scupper (50) With blind flange

Mach. RM
(65) (40) (50)
Control Air (P) (S)

(50)
BG061F 5 ppm Oil No.1 M/E A/C Chem. (40) Upper Deck
DAH
This valve should be Content
Meter
Clean. Pump Disch.
installed on vertical line
From Clean Drain Tank

BG207F
(80)
1. Incinerator Waste Oil Service Tank

(125) (80)
Disch. Line 3-way Valve (50)

(80)

(25)

(80)
2. Purifier Sludge Tank (LAL) (P) To Incinerator
BG062F

PI
No.2 M/E A/C Chem. (40) 3. Purifier Sludge Tank (LAL) (S) Waste Oil Tank
Clean. Pump Disch. 4. Separated Bilge Oil Tank (LAL)
(40)

(50)
BG203F
(65)

Oil Water Oil Water (65)

Separator (25)
BG063F

Separator P/P DPAH

BG202F
PI (10 m 3 /h (10 m3/h) BG201F
x 2.5 bar) (RWO) (50)

(25)
PI DPI BG253F BG200F
Bilge (40) (50) From FO Purifier

(125)
DPS Oily Water Sep. Primary Tank
Adsorber Pre Filter Sludge Tanks

(65)

(65)
PI
(11.5 m3) Auto
(40)

PI PI PI

(40)

(50)

(50)
Auto Stop
Stop E/R Bilge Pump
(10 m3/h x 4 bar) BG014F From Start
MC

(40)

(50)
Panel

BG016F
MC TI S
BG010F (15)
LI LI
BG015F From No.1, 2
M/E SCR IR Unit Sludge P ump
PI PI
WG134F BG011F (15)
Burner Unit (7.0 m 3/h x 4 bar)

(40)
BG100F BG101F

(80)
From BG251F
FW Service BG252F
BG012F BG013F

(65)
From (50)

(40)
BG009F Neutralizer (40)

BG262F
Floor (P) (65)
From Incin. Waste Floor (P)
Tank Oil Tank Overflow
Coaming OL038F

(80)

(40)
(40)

From FO/LO (50) (65) Oily Water

(40)
BG003F

BG001F

BG002F

BG008F

BG006F

BG007F
Key

(40)
From M/E Air Cooler

(65)
Drain BG210F

BG204F
OL039F

(50)
SAMSUNG/GASLOG/ABS
Fresh Water Line (25) (40) From FO Overflow
From Sea Water (50) (25) From No.1, 2
Control Air Line Suction Line LO Trans. Pump (50) Tank

(65)

(65)
(40)
(65)
BG209F BG032F BG261F
Bilge Water/Drain Line (65) (50)

To No.1, 2 Bilge, Fire

From FO D rain Tank
BG212F

To No.1 Bilge, Fire

(50) BG260F

(50)

(65)
From No.2 M/E Dirty Oil (65)
Mooring BG211F BG213F
Deck (50)

& G/S Pump

VS100F From No.1 M/E Dirty Oil (40) From No.1 M/E

From Clean
BG017F

From IGG SW (150)

Drain Tank
Dial Type LIAH
(300)

(300)

Leakage Oil Gland Box

(65)

S/G RM LAH S/G RM Drain Line TI BG037 VS101F BG214F

Bilge Well BG011 LIAH

(125)
Bilge Well Tank Top (P) (40) From No.2 M/E
(AFT, P & C) (FWD) BG032 TI
From FW Tank Top (P) Leakage Oil Gland Box
LAH LAH R/T AP BG021F Service
TIAH
Sett. 40℃
BG013 BG020 Tank Bilge Holding
(65)

(25)

(50)
Tank

(65)
(65)

(65)
OWS Bilge
BG022F Separated Bilge Oil Tank

(25)

(80)
(65) LS
Pump Stop(199.1 m 3)

(125)

(250)

(250)
Bilge Well
(AFT, PORT) (28.0 m3) Sludge Pump
WG137F LCL Stop

(65)
(2.4 m3 ) (100)
LAH BG028F
BG027F

(25) (150) (150)

LAL S/T CFW BG023F

From Chemical
(65)

(65)

(65)
Tank (P) BG030F BG049F BG051F BG035F

Cleaning Tank
(25) VS103F
BG161F

BG033F

BG050F

(65) C/D Cofferdam Cofferdam Bilge Well

BG024F BG026F
(65)

(25) (PORT) (PORT) (FWD, PORT)

LAH LAH LAH (STBD)

Tank & No.2 M/E Air

(150)
(65) (2.55 m3)

(50)
BG009 BG010
BG025F M/E Sun ken

From No.1 M/E Air

Cooler Drain Vent

BG034F

From Clean Drain

Cooler Drain Vent
Tank Top Area (P) Tank Top (P) Tank Top (P)
Sun ken Area (AFT) Sun ken Area (FWD) LAH
BG003

Under ECR
Mooring Deck BG037F

From C/D

BG036F
BG038F
(100)

(65)
(65)

(80)
(65)

(65)

S/G RM LAH S/G RM

(250)
Bilge Well BG012 Bilge Well

(65)
(AFT) (FWD)
From FW
LAH R/T AP BG041F Service
BG014 Tank (65)

(80)

(100)
(65)

(50)
BG042F (65) Bilge Well Bilge Well
(AFT, STBD) (FWD, STBD)
WG138F
(2.4 m3 ) (2.55 m3)
LAH BG048F BG057F
BG047F

(25)

BG056F
(150) (150) (150) (150) LAH
BG007
LAL S/T CFW BG043F BG004

(100)

(100)
(65)

(65)

Tank (S) (25) BG031F BG053F BG064F BG055F VS104F Upper Deck
BG029F

BG052F

BG058F

(65) C/D
BG044F BG046F
(65)

(25) (STBD)
LAH LAH LAH
(65)
(50)

BG018 BG019
BG045F M/E Sun ken BG054F
(65) Area (S) Tank Top (S) Tank Top (S) (P) (P) (S)
Tank Top From AP Tank
Sun ken Area (AFT) Sun ken Area (FWD)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 81 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
water due to the pump turbulences upstream of the gravity oil separator.
Sludge Pump The oil-water mixture in the primary tank is allowed to separate before
the water passes over an internal weir plate and then overflows to the
The first stage consists of much-improved rough separation using the
Maker: Taiko Kikai Ind. Co. Ltd. bilge holding tank. The oil that remains inside the primary tank is drained
different densities of water and oil. A very open porous coalesce is
off by the scum valves that allow the oil to drain under gravity to the
Model: HNP-401 caused by its extremely oleophilic surface and the fine separation of even
separated bilge tank.
Capacity: 5.0 m3/h x 4 bar the smallest oil drops.
Motor: 2.2 kW x 440 V x 1200 rpm
The bilge holding tank is pumped out using the oily water separator
No. of sets: 1 In the upper calming zone of the oil separator, the separated oil is
pump and is transferred through the oily water separator unit before
passing overboard. A limit switch is fitted for the auto-stop of the oily collected. The electrode measures the cumulative oil level. As soon as the
Oily Water Separator water separator pump as the level drops. The bilge holding tank and specified amount of oil has been collected, the automatic level system
separated bilge oil tank are fitted with high-level alarms. opens the oil drain valve and the flushing water inlet valve so that the oil
Maker: RWO is discharged to the oil collector tank by means of the flushing water
Type: SKIT/S-DEB The separated bilge oil tank is filled with drains and/or oily residues from pressure. This stage is followed by the backflushing process. The high-
Capacity: 10 m3/h, max. 5 ppm the oily water separator as well as any oily water, which may be directed performance coalesce is flushed with clean water by opening both the
from the incinerator waste oil tank. This tank is normally emptied by the flushing water inlet valve and the flushing water outlet valve.
Oily Water Separator Pump sludge pump and can be transferred to shore installations through the
deck shore connection, or to the incinerator waste oil tank, for use in the The adsorber stage consists of specific adsorption capacity. To increase
Capacity: 10 m3/h x 2.5 bar incinerator. A limit switch is fitted to the tank for the high-level alarm at the service life of the adsorber cartridges, an automatic adsorber bypass
the incinerator waste oil tank high level. All the other scupper drains
has been installed. The 5 ppm oil alarm monitor checks the water quality
Tank Volume 100% (m3) from the various flats and from around the various machinery save-alls
periodically at the outlet of the first oil separator stage. If the value is
are drained down to the bilge primary tank.
below 5 ppm, the adsorber stage is bypassed. If the value is above 5 ppm,
Bilge holding tank: 199.1 m3 the adsorber stage is activated. This process control ensures a
The two bilge, fire, & G/S pumps can be used if necessary for bilge
Separated bilge oil tank: 28.0 m3 significantly increased service life of the adsorber cartridges.
pumping, but their primary duty is to supply seawater to the fire hydrant
Bilge primary tank: 11.5 m3
system. Bilge pumping by means of the bilge, fire, & G/S pumps must be
considered only as an emergency procedure as the discharge is directly
overboard via the ballast stripping educator overboard line.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 82 Part 4. Machinery System

IMO international bilge shore conn.

Comp ressor

Comp ressor
From PO RT
BG490F

From STBD
Bilge D rain
Starting Air

Starting Air
From Deck
PI
From E/R Deck Scupper (50) With blind flange

Mach. RM
(65) (40) (50)
Control Air (P) (S)

(50)
BG061F 5 ppm Oil No.1 M/E A/C Chem. (40) Upper Deck
DAH
This valve should be Content
Meter
Clean. Pump Disch.
installed on vertical line
From Clean Drain Tank

BG207F
(80)
1. Incinerator Waste Oil Service Tank

(125) (80)
Disch. Line 3-way Valve

(80)

(25)

(80)
2. Purifier Sludge Tank (LAL) (P) (50) To Incinerator
BG062F

PI
No.2 M/E A/C Chem. (40) 3. Purifier Sludge Tank (LAL) (S) Waste Oil Tank
Clean. Pump Disch. 4. Separated Bilge Oil Tank (LAL)
(40)

(50)
BG203F
(65)

Oil Water Oil Water (65)

Separator (25)
BG063F

Separator P/P DPAH

BG202F
PI (10 m 3 /h (10 m3/h) BG201F
x 2.5 bar) (RWO) (50)

(25)
PI DPI BG253F BG200F
Bilge (40) (50) From FO Purifier

(125)
DPS
Oily Water Sep. Primary Tank
Adsorber Pre Filter Sludge Tanks

(65)

(65)
PI
(11.5 m3) Auto
(40)

PI PI PI

(40)

(50)

(50)
Auto Stop
Stop E/R Bilge Pump
(10 m3/h x 4 bar) BG014F From Start
MC

(40)

(50)
Panel

BG016F
MC TI S
BG010F (15)
LI LI
BG015F From No.1, 2
M/E SCR IR Unit Sludge P ump
PI PI
WG134F BG011F (15)
Burner Unit (7.0 m 3/h x 4 bar)

(40)
BG100F BG101F

(80)
From BG251F
FW Service BG252F
BG012F BG013F

(65)
From (50)

(40)
BG009F Neutralizer (40)

BG262F
Floor (P) (65)
From Incin. Waste Floor (P)
Tank Oil Tank Overflow
Coaming OL038F

(80)

(40)
(40)

From FO/LO (50) (65) Oily Water

(40)
BG003F

BG001F

BG002F

BG008F

BG006F

BG007F
Key

(40)
From M/E Air Cooler

(65)
Drain BG210F

BG204F
OL039F

(50)
SAMSUNG/GASLOG/ABS
Fresh Water Line (25) (40) From FO Overflow
From Sea Water (50) (25) From No.1, 2
Control Air Line Suction Line LO Trans. Pump (50) Tank

(65)

(65)
(40)
(65)
BG209F BG032F BG261F
Bilge Water/Drain Line (65) (50)

To No.1, 2 Bilge, Fire

From FO D rain Tank
BG212F

To No.1 Bilge, Fire

(50) BG260F

(50)

(65)
From No.2 M/E Dirty Oil (65)
Mooring BG211F BG213F
Deck (50)

& G/S Pump

VS100F From No.1 M/E Dirty Oil (40) From No.1 M/E

From Clean
BG017F

From IGG SW

Drain Tank
(150) Dial Type LIAH
(300)

(300)

Leakage Oil Gland Box

(65)

S/G RM LAH S/G RM Drain Line TI BG037 VS101F BG214F

Bilge Well BG011 LIAH

(25)

(50)
Tank

(65)
(65)

(65)
OWS Bilge
BG022F Separated Bilge Oil Tank

(25)

(80)
(65) LS
Pump Stop(199.1 m 3)

(125)

(250)

(250)
Bilge Well
(AFT, PORT) (28.0 m3) Sludge Pump
WG137F LCL Stop

(65)
(2.4 m3 ) (100)
LAH BG028F
BG027F

(25) (150) (150)

LAL S/T CFW BG023F

From Chemical
(65)

(65)

(65)
Tank (P) BG030F BG049F BG051F BG035F

Cleaning Tank
(25) VS103F
BG161F

BG033F

BG050F

(65) C/D Cofferdam Cofferdam Bilge Well

BG024F BG026F
(65)

(25) (PORT) (PORT) (FWD, PORT)

LAH LAH LAH (STBD)

Tank & No.2 M/E Air

(150)
(65) (2.55 m3)

(50)
BG009 BG010
BG025F M/E Sun ken

From No.1 M/E Air

Cooler Drain Vent

BG034F

From Clean Drain

Cooler Drain Vent
Tank Top Area (P) Tank Top (P) Tank Top (P)
Sun ken Area (AFT) Sun ken Area (FWD) LAH
BG003

Under ECR
Mooring Deck BG037F

From C/D

BG036F
BG038F
(100)

(65)
(65)

(80)
(65)

(65)

S/G RM LAH S/G RM

(250)
Bilge Well BG012 Bilge Well

(65)
(AFT) (FWD)
From FW
LAH R/T AP BG041F Service
BG014 Tank (65)

(80)

(100)
(65)

(50)
BG042F (65) Bilge Well Bilge Well
(AFT, STBD) (FWD, STBD)
WG138F
(2.4 m3 ) (2.55 m3)
LAH BG048F BG057F
BG047F

(25)

BG056F
(150) (150) (150) (150) LAH
BG007
LAL S/T CFW BG043F BG004

(100)

(100)
(65)

(65)

Tank (S) (25) BG031F BG053F BG064F BG055F VS104F Upper Deck
BG029F

BG052F

BG058F

(65) C/D
BG044F BG046F
(65)

(25) (STBD)
LAH LAH LAH
(65)
(50)

BG018 BG019
BG045F M/E Sun ken BG054F
(65) Area (S) Tank Top (S) Tank Top (S) (P) (P) (S)
Tank Top From AP Tank
Sun ken Area (AFT) Sun ken Area (FWD)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 83 Part 4. Machinery System

The oil separator system is equipped with a 5 ppm oil content measuring • Switch on the main switch “POWER”.
device OMD. • The indicator lamp “RED-OIL DISCHARGE” illuminates in red
because the sensor electrode signals air as well as oil. The
4. Operation pneumatic piston valves at the flushing water inlet and oil outlet
are open, and the system is automatically filled with flushing
water and at the same time vented through the oil outlet. The
pump remains switched off in this process.
• As soon as the water level reaches the sensor electrode, the
indicator lamp switches to “ORANGE FLUSHING”. The
pneumatic piston valve opens. With a given delay, the oil outlet
valve closes.
• As soon as the system is filled, the piston valves close. The
indicator lamp “GREEN-WATER DISCHARGE” at the
automatic control box illuminates in green. Now, the pump

SAMSUNG/GASLOG/ABS
starts and draws from the bilge. The system is then ready for
operation.
• Switch on the heater using the “Heater” switch.

Position Description Position Description

2S1 Heating A1.1 Control Panel
2S3 Hand 0 Automatic A1.1.1 LED Displays
1Q1 Main Switch

The LED in the control box door indicates the basic functions. The oily
water separator can be started and the operational modes selected by the
main switch and the switch “Hand” – “Zero” – “Auto.” There are
terminals for the two-level switches in the bilge. With such switches
installed and automatic mode activated, the system can start or be
switched off depending on the level. By default, the terminals for the
floating switches are bridged.

• Decide whether to operate in “manual mode” or “automatic

mode.”

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 84 Part 4. Machinery System

(25) To Air Driven Pump AR028F E/R Workshop

To Accomm.

To Accomm.
(25) To Air Handling Unit

To Hull Part

To Hull Part
Key

G/S Air (S)

G/S Air (P)

Ladder (S)
(25)

Ladder (P)
Room for HPP Unit (Weld Space, S)

Air Horn
Compressed Air Line (15)AR016F

To Mast
AR592F AR050F In IGG Room
Bilge Water/Drain Line (25) Casing Outside (25) (2nd Deck, P) AR068F
(Upper Deck, S)

(S)
(P)
(15) (15)AR079F (25) Elec. Workshop
(15)AR017F
(25) To Foam/CO2 Room AR054F Deck Service
(A-deck) (25) (2nd Deck, C, FWD) AR086F E/R Workshop

(25)

(40)

(25)

(40)

(25)

(25)
(15)AR083F (25) (Work Bench, S)
(25) To Incinerator (25) (15)AR018F
(Upper Deck, S) To Steering Gear Room
AR055F Deck Service AR032F Near M/E
AR039F Casing Outside (25)
(25) (25) (3rd Deck, C, FWD) Fuel V/V Test

AR009F

AR010F

AR011F

AR012F

AR013F
(C-deck) (15)AR019F
LO
(15)AR063F (15)AR084F
AR051F Near FW Hyd. Unit AR045F Near No.2 Soot Drain
AR040F EMCY G/E Room (25)
(25) (25) (3rd Deck, P) Tank (3rd Deck, S)
2nd Deck (A-deck) (15)AR074F
(15)AR064F (15)AR080F
(25) To Urea Drain Pump
(25) To Deck Workshop AR052F In IGG
(25) (25) Air Service
To No.2 M/E ECON. Chem. Clean. Device (Upper Deck, P) (3rd Deck, P)
(15)AR081F AR089F No.2 G/E G/E GVU Room
(25) (25) AR591F (25)
To No.1 M/E ECON. Chem. Clean. Device (4th Deck, S)
(65)

(65)

(25) Casing Outside AR043F Near No.1 Soot Drain (15)AR090F

(25) (25) (Upper Deck, P) (25) Tank (3rd Deck, P)
(15)
To No.1 G/E ECON. Chem. Clean. Device AR021F (15)AR072F AR033F Near Sewage Holding
AR042F In Casing (40) (25)
(25)
(25) (25) To No.1 M/E H/T Tank (3rd Deck, S)
To No.4 G/E ECON. Chem. Clean. Device (Upper Deck, P) (15)AR027F
AR020F (15)AR069F Cool. Water Buffer Unit AR022F
(65) (65)

AR056F Deck Service

AR023F (25) (4th Deck, C, FWD) (25) To No.2 M/E H/T
(40) (15)AR085F Cool. Water Buffer Unit

(25)

(25)
SAMSUNG/GASLOG/ABS
(25) To No.1 G/E (25) To No.2 G/E
(65)

AR015F

AR014F
EMCY MGO Pump EMCY MGO Pump
(50)

AR053F In No.1 Puri. Room AR034F No.2 G/E Room

(65) (25) (4th Deck, P) (25) (4th Deck, S)
(15)AR082F (15)AR041F
Sett. (40) (40) Sett.
11.0 bar 11.0 bar AR044F No.1 G/E GVU Room AR035F In No.2 Puri. Room

ToNo.1 S/T Air Seal

Control Unit
(25) (4th Deck, P) (25) (4th Deck, S)

ToNo.2 S/T Air Seal

Control Unit
(80) (80) (15)AR073F (15)AR059F
PI PI
Control & G/S AR047F No.1 G/E Room AR036F Near Cent. FW Cooler
PT PT
PICAL (25) (4th Deck, P) (25) (4th Deck, C)
No.1 Air Receiver No.2 MM248
(15)AR076F (15)AR060F
PICAL (7.0 m3/h x 9.0 bar)
MM247 (20)
(20) To No.2 M/E T/C Washing
To No.1 M/E T/C Washing
(15) To Clean Drain Disch. Pump
AR049F Near No.1 LO Trans. Pump Priming Unit (Floor, S)
(25) (Floor, P) AR038F
(15)AR078F (25)
Near Low Sea Chest (S)
(15)AR062F
AR048F
(25)
(80)

(80)

Near High Sea Chest (P) AR037F Near No.2 LO Trans. Pump
(15)AR077F (25) (Floor, S)
(15)AR061F
Control Air Dryer
(32)

(32)

(350 Nm3/h x 9.0 bar)

(65) XA
To Bilge To Bilge MM003 PI

Primary Tank Primary Tank No.2 PI

PIAL
(80) DPI DPI MM224
AC004F AC006F AC003F
AR005F AR006F AR007F (50) To Control Air for
(80) (80) (80) PI
LO Cargo Part
To Bilge PI To Bilge AC002F
Primary Primary (65) To Control Air Line
(50)

(50)

Tank Tank
ST : 8 bar ST : 7 bar ST : 8 bar ST : 7 bar XA for Engine Room
LO
(50)

AC025F
SP : 9 bar SP : 9 bar SP : 9 bar SP : 9 bar DPM
AR001F

AR002F

AR003F

AR004F

MM001 PI

LO
Auto Auto Auto Auto
ST/SP ST/SP ST/SP ST/SP No.1 MM004
PI
DPI DPI
Control & G/S AC001F AC005F
MC MC MC MC
(25) To No.1 Main Engine
No.1 No.2 No.3 No.4 Air Compressor Control Air
MM244 MM245 MM246 MM251
(450 Nm3/h PI
Water Water Air Air x 9.0 bar) To Bilge To Bilge
Cooled Cooled Cooled Cooled Primary Primary
3rd Deck (S) To To To To Tank Tank
Scupper Scupper Scupper Scupper
3rd Deck

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 85 Part 4. Machinery System

(25)

(25)
AC018F

AC019F

AC021F

AC030F
AC009F

AC023F
(15)

(15)
S
No.1 G/E Instrument No.1 HFO Purifier (SV5) No.1, 2 G/E FO Supply P/P Fire & Gen. Alarm
No.1 G/E GVU Valve No.1 M/E LO Purifier No.1 M/E FO Auto Filter
Air Inlet (320) No.1 HFO Purifier (SV4) Recir. CH-VR V/V (OF043F) LO Air Horn (3rd DK)
S
No.2 G/E Instrument No.1, 2 G/E FO Supply P/P No.1 M/E Auto/Safety Filter Foam Air Horn
No.2 G/E GVU Valve No.2 M/E LO Purifier No.1 HFO Purifier (SV1)
Air Inlet (320) Recir. CH-VR V/V (OF044F) HTG Steam V/V (ST103F) (3rd Deck)
No.1 G/E Exh. Gas No.1, 2 G/E Safety Filter No.1 G/E Auto Filter No.1 M/E HFO/MDO
No.1 G/E LO Purifier IGG Chiller Unit
Vent. Fan Unit HTG Steam V/V (ST212F) HTG Steam V/V (ST105F) CH-VR 3-way V/V (OF029F)
No.2 G/E Exh. Gas No.1 G/E FO Leak Fuel No.1 HFO Puri. HTR No.1, 2 G/E No.1 M/E FO Supply Pump

GVU Valve

GVU Valve
No.2 Main Eng.

No.1 Main Eng.

Oxygen Analyzer Panel
Vent. Fan Unit Drain Valve (OF435F) Temp. Cont. V/V (ST019F) FO Auto Filter Recir. CH-VR Valve (OF028F)
No.2 G/E FO Leak Fuel No.1 M/E LO Puri. HTR No.1, 2 G/E FO Supply Sys. No.1 M/E MGO Cooler Spare
Drain Valve (OF436F) Temp. Cont. V/V (ST024F) HTG Coil Steam V/V (ST102F) 3-way CH-VR Valve (OF039F)
LO
S
Fire & Gen. Alarm No.1 G/E LO Puri. HTR No.1, 2 G/E HFO/MDO No.1 M/E FO Supply System (2nd Deck, IGG Room)
Air Horn (4th DK) Temp. Cont. V/V (ST026F) Auto CH-VR 3-way V/V (OF097F) HTG Coil Steam V/V (ST001F)
Spare
S
Foam Air Horn No.2 G/E LO Puri. HTR No.1, 2 G/E HFO Return No.1 M/E FO Out to (40)
To Reactor for No.1, 2 G/E SCR
(4th Deck) Temp. Cont. V/V (ST025F) CH-VR 3-Way V/V (OF264F) HFO Serv. Tanks (OF220F) (15)
To No.1 M/E SCR Blower (BSI)
(In No.1 G/E GVU Room Spare Spare Spare Spare (32)
4th Deck, P) To No.1 M/E Soot Blowing Unit
(In No.1 G/E Room (In No.1 Purifier Room (In No.1 Purifier Room (In No.1 Purifier Room (32)
To No.1 M/E Urea Dosing Unit (ADI)
4th Deck, P) 4th Deck, P_1) 4th Deck, P_3) 4th Deck, P_2)
(40) (40)
AC099F
(25)
To Remote Sounding To No.1 M/E SCR Burner Unit (FB)
(25)

(25)

(25)
(25)
AC017F

AC008F

AC027F
To GCU Control Air Service Transmitter Box AC100F
(25)
To No.2 Air Cond. Plant To No.1 M/E SCR Burner Unit (FA)
S Press. Cont. V/V (WF196F) (25) To EMCY Shut-off V/V (32)
BWTS Tro Sensor Fire & Gen. Alarm
Control Air System To No.1 M/E SCR Inlet Valve
(100) LO Air Horn (Floor) To No.1 Air Cond. Plant (32)
S To No.1 M/E SCR Outlet Valve
BWTS Tro Sensor Foam Air Horn Clean Drain Tank Overboard Press. Cont. V/V (WF195F) (65) From Control Air (32)
(101) (Floor) Oil Monitoring Sys. (BG070F) System AC095F To No.1 M/E SCR By-pass Valve
(25) (40) (40) (65) (50) (25)
BWTS Tro Sensor Oil Prevent Valve (BG082F) To GCU Urea Air Distributor (2nd Deck)

AC096F
(110) (No.1 Suc. Pump)

(25)

(25)
AC011F

AC020F

AC022F
BWTS Electrolysys Oil Prevent Valve (BG085F)
Spare
Unit (No.1 Suc. Pump) (50)
S
BWTS Neutralization Fire & Gen. Alarm (Floor_3) Steam Dump. Valve S S

AC098F

AC097F
SAMSUNG/GASLOG/ABS
Fire & Gen. Alarm Fire & Gen. Alarm
Unit LO Air Horn (Floor, P, FWD) (ST006F) Air Horn (2nd DK) Air Horn (Casing)
Foam Air Horn S S LO LO S
BWTS Back- S
Fire & Gen. Alarm Foam Air Horn Foam Air Horn
flushing Filter (S) (Floor, P, FWD) Air Horn (3nd DK) (2nd DK) (Casing)
LO

(25)

(32)

(40)

(32)

(15)

(32)

(32)
S
BWTS Back- No.1 M/E FO Leak. Fuel Foam Air Horn
flushing Filter (P) Drain Valve (OF456F) (3nd DK) No.1 Aux. Boiler Burner
S
Fire & Gen. Alarm
Oil Water Separator Water Spray Auto Filter

(40)
No.2 Aux. Boiler Burner

Unit (FB)

Urea Dosing
SCR Burner

SCR Burner

SCR Blower (BSI)

SCR By-pass Valve
To Reactor for

SCR Inlet Valve

SCR Outlet Valve

Soot Blowing Unit
Unit (FA)

Unit (ADI)
To No.2 M/E

To No.2 M/E

To No.2 M/E
No.3, 4 G/E SCR
Air Horn (3nd DK)

Emission Monitoring
Air Manifold
Emission Monitoring
Air Manifold
S
No.2 M/E FO Leak Fuel Spare Foam Air Horn
Spare Spare
Drain Valve (OF457F) (3nd DK)
Spare (Floor_2) (2nd Deck, C, AFT) (Upper Deck, C)
Spare
(Floor_1) (3rd Deck, S, FWD)
(40) (40) (40) (25)

Local Control Panel Local Control Panel

(25)

(25)
(25)

(25)

AC013F

AC012F
AC016F

AC015F

AC028F
No.2 HFO Purifier (SV5) for Main G/E FO Inlet for G/E FO Inlet FO
No.2 HFO Purifier (SV4) FO Isolating Valves AC082F AC081F Isolating Valves
No.3 M/E LO Purifier (G/E Room Outside) (Min. 3m away from G/E)
No.3 G/E GVU No.3 G/E Instrument No.2 HFO Purifier (SV1) No.2 M/E LO Cooler No.2 M/E Jacket Water
Valve Air Inlet (320) (V1) No.3 G/E (HFO) No.1 G/E (HFO) Temp. Cont. V/V (OL216F)
LO LO Temp. Cont. V/V (WF397F)
No.4 G/E GVU No.3 G/E Instrument No.4 M/E LO Purifier (OF258F) (OF242F) Cargo Machinery CFW No.2 M/E Jacket Water
(V1) No.3 HFO Purifier (SV5)

(25)

(25)
Valve Air Inlet (320) No.3 G/E (Pilot MGO) No.2 G/E (HFO) Temp. Cont. V/V (WF208F) Temp. Cont. V/V (WF378F)
No.3 G/E Exh. Gas No.3, 4 G/E Safety Filter No.4 G/E LO Purifier No.3 HFO Purifier (SV4) No.2 M/E LO Auto No.1 HFO Sett. Tank
(OD222F) (OF244F)
Vent. Fan Unit HTG Steam V/V (ST206F) (V1) Flushing Filter Temp. Cont. V/V (ST047F)
No.3 HFO Purifier (SV1)
(25)

No.3 M/E LO Purifier Heater No.4 G/E (HFO) No.1 G/E (Pilot MGO)
No.4 G/E Exh. Gas No.3 G/E FO Leak. Fuel (OF260F) (OD208F) No.2 HFO Sett. Tank
Vent. Fan Unit Drain V/V (OF453F) Temp Cont. V/V (ST079F) No.2 HFO Puri. HTR PAL
PI Temp. Cont. V/V (ST053F)
MM229
No.4 G/E FO Leak. Fuel No.2 G/E LO Purifier Heater Temp. Cont. V/V (ST070F) No.4 G/E (Pilot MGO) No.2 G/E (Pilot MGO)
Drain V/V (OF454F) Temp Cont. V/V (ST081F) No.3 HFO Puri. HTR (OD223F) (OD209F)
S
Temp. Cont. V/V (ST072F) Fire & Gen. Alarm
Spare
S
Fire & Gen. Alarm Spare Spare
No.4 M/E LO Puri. HTR Air Horn (4th DK) LO
Air Horn (4th DK) S
S LO Temp. Cont. V/V (ST130F) Foam Air Horn
(In No.2 G/E GVU Room Foam Air Horn (In No.2 Purifier Room (4th Deck)
4th Deck, S) (4th Deck) 4th Deck, S_1) S
Fire & Gen. Alarm No.2 M/E Hydraulic (4th Deck, FWD, S)
Spare Spare
AC031F

Air Horn (4th DK) Top Bracing

AC010F

AC024F
S LO FR 67 L.18
Foam Air Horn
(In No.2 G/E Room (4th Deck) (4th Deck, FWD, S)

AC029F
Cent. FW Cooler Temp. 4th Deck, S)
Aux. Boiler HFO Return No.2 M/E FO Supply P/P No.2 M/E FO Auto Filter
Cont. V/V (WF001F)
Recir. CH-VR V/V (OF040F)
Cent. FW Cooler Temp. No.3, 4 G/E FO Supply P/P No.2 M/E MGO Cooler No.2 M/E Auto/Safety Filter No.1 M/E LO Auto
Cont. V/V (WF035F) Recir. CH-VR V/V (OF046F) 3-way CH-VR V/V (OF041F) HTG Steam V/V (ST166F) Flushing Filter
No.1 M/E Jacket Water
Spare No.3, 4 G/E FO Supply P/P No.2 M/E FO Out to HFO No.2 M/E FO Supply Sys. Temp. Cont. V/V (WF366F) No.1 M/E LO Cooler
Recir. CH-VR V/V (OF047F) Service Tanks (OF222F) HTG Coil Steam V/V (ST160F) No.1 M/E Jacket Water Temp. Cont. V/V (OL215F)
4th Deck No.2 G/E Auto Filter No.2 M/E HFO/MDO Temp. Cont. V/V (WF396F)
PAL
HTG Steam Valve (ST168F) CH-VR 3-way V/V (OF030F) PI
MM228
No.3, 4 G/E FO Supply Sys.
Spare
HTG Coil Steam V/V (ST165F)
(In No.2 Purifier Room Spare
No.3, 4 G/E FO Auto Filter
4th Deck, S_2)
No.3, 4 G/E HFO/MDO No.3, 4 G/E HFO Return
CH-VR 3-way V/V (OF098F) CH-VR 3-way V/V (OF266F) Key
(4th Deck, FWD, P) No.1 M/E Hydraulic
Spare FR 67 L.18 Top Bracing Control Air Line
(In No.2 Purifier Room Bilge Water/Drain Line
4th Deck, S_3)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 86 Part 4. Machinery System

No.1 Main Control Panel No.2 Main Control Panel No.3 Main Control Panel No.4 Main Control [Fire Control Station]
for E/R Damper for E/R Damper for E/R Damper Panel for E/R Damper
NP1 NP9 NP16

Solenoid Solenoid Solenoid

Damper for No.1 Generator Engine
(1)
Valve Valve
S4 Room Sup. Fan (SD-01) Valve
NP2
Cabinet NP10 Cabinet NP17 Cabinet NP24

Damper for No.2 Generator Engine

(1)
S4 Room Sup. Fan (SD-02)
NP3 N11 NP18 NP25

Damper for No.1 Engine Room

(1)
S4 Sup. Fan (SD-03)
NP4 NP12 NP19 NP26
NP23

Damper for No.2 Engine Room

(1) Main Control Panel for
S4 Sup. Fan (SD-04) EMCY G/E Room Damper
NP5 NP13 NP20 NP27
NP29

Damper for No.3 Engine Room

(1)
S4 Sup. Fan (SD-05)
NP6 NP14 NP21 NP28 NP30
PI
AC055F AC054F AC053F AC052F AC051F
(1)
Damper for No.4 Engine Room (15) From Control
S4 Sup. Fan (SD-06) Air Service
NP7 NP15 NP22 NP31
CP1 CP2 CP3 CP4 CP5

(15)

(15)
Damper for No.1 Engine Room
(2) PI
S4 Surplus Air (ED-01) (15) (15) From Control
NP8
Air Service
Damper for No.2 Engine Room
(2)
S4 Surplus Air (ED-02)
(2)
Damper for No.3 Engine Room

SAMSUNG/GASLOG/ABS
S4 Surplus Air (ED-03)
NP47
(2)
Damper for No.4 Engine Room A-0 Fire Damper for No.1 LV SWBD RM
S4 Surplus Air (ED-04) S5 Damper for EMCY Gen. Engine SWBD RM
Unit Cooler Sup. Duct (SD-13) NP49 S3
Exh. (ED-27)
Damper for Fresh Air Intake for NP43 A-0 Fire Damper for No.1 LV SWBD RM
S3 No.1 GCU Air Intake Fan (SD-19) Unit Cooler Return (ED-12) S5 Damper for EMCY Gen. Engine SWBD RM
No.1 LV SWBD
Sup. (SD-22) S3
Room (P)
Damper for Fresh Air Intake for A-0 Fire Damper for No.1 LV SWBD RM
S3 No.2 GCU Air Intake Fan (SD-23) Exh. Duct (ED-14) S5
NP32
No.1 Main G/E Room NP42 A-0 Fire Damper for No.1 HV SWBD RM Damper for EMCY Gen. Engine
Damper for No.1 Generator Engine
(2)
S5
S4 Room (S) Exh. Duct (ED-20) No.1 HV SWBD Unit Cooler Sup. Duct (SD-14) Exh. (ED-25) S3

NP33
Room (P) A-0 Fire Damper for No.1 HV SWBD RM
Unit Cooler Return (ED-13) S5 NP48 Damper for EMCY Gen. Engine
(2)
Damper for No.2 Generator Engine No.2 Main G/E Room Sup. (SD-20) S3
S4 Room (S) Exh. Duct (ED-21)
A-0 Fire Damper for ECR
S5 Damper for EMCY Gen. Engine Room
Damper for Purifier Room (P) Unit Cooler Sup. Duct (SD-12) CP6 S3
S3 Sup. Duct (SD-17)
NP34 Exh. (ED-26)
Purifier Room (P) NP41 A-0 Fire Damper for ECR Local Control
Exhaust (ED-9) S5 Panel for EMCY Damper for EMCY Gen. Engine Room
(2)
Damper for Purifier Room (P) Engine Control Exh. (SD-21) S3
S4 Exh. Duct (ED-18) G/E Room Damper
Room A-0 Fire Damper for No.1 ECR (Outside of Room)
Unit Cooler (P) Return (ED-10) S5
Damper for Purifier Room (S) NP35
S3 Sup. Duct (SD-18)
Purifier Room (S) A-0 Fire Damper for No.2 ECR
Unit Cooler (S) Return (ED-11) S5 NP46 Damper for Incinerator Room (2)
(2)
Damper for Purifier Room (S) S4
S4 Exh. Duct (ED-19) Incinerator Room Sup. Duct (SD-08)
A-0 Fire Damper for No.2 LV SWBD RM
Damper for IGG Room S5 Damper for Incinerator Room (2)
NP36 Unit Cooler Sup. Duct (SD-15) S4
S3 Sup. Duct (SD-09) Exh. Duct (ED-05)
IGG Room NP40 A-0 Fire Damper for No.2 LV SWBD RM
Damper for IGG Room No.2 LV SWBD Unit Cooler Return (ED-15) S5 NP45 Damper for Hyd. Power Pack Room (2)

S3 Exh. Duct (ED-06) Sup. Duct (SD-10) S4

NP37 Room (P) Hyd. Power Pack
A-0 Fire Damper for No.2 LV SWBD RM
(2)
Damper for Gas Valve Train Room GCU GVT Room Exh. Duct (ED-17) S5 Damper for Hyd. Power Pack Room (2)

S4 for Gas Combustion Unit (SD-07) Exh. Duct (ED-07) S4

NP39 A-0 Fire Damper for No.2 HV SWBD RM
Unit Cooler Sup. Duct (SD-16) S5 Normal Close Damper for No.1 Generator Engine Room (1)
No.2 HV SWBD Exh. Fan (ED-23) S4
Room (P) A-0 Fire Damper for No.2 HV SWBD RM
Unit Cooler Return (ED-16) S5
S3 Type (Pneu. Closing Damper) S4 Type (Pneu. Closing Damper) S5 Type (Pneu. Fire Damper) Normal Close Damper for No.2 Generator Engine Room (1)
Exh. Fan (ED-24) S4
Close Open Close Open ZS NP38 A-0 Fire Damper for Elec. Workshop
Sup. Duct (SD-11) S5
Elec. Workshop NP44
A-0 Fire Damper for Elec. Workshop Welding Space Damper for Welding Space
Exh. Duct (ED-08) S5 S3
Exh. Duct (ED-22)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 87 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Capacity: 450 Nm3/h x 9 bar  Accommodations ladder (P) & (S)  Urea drain pump
No. of sets: 2  Accommodations G/S air (P) & (S)
 Outside casing (C deck) 3. Air Compressors
Control & G/S Air Receiver  Foam/CO2 room
 Incinerator (Upper deck) The compressors are identical machines of the single-stage oil-injected
Maker: Donghwa Entec  EM’CY G/E room (A deck) rotary screw type and are arranged to run in the auto start and stop
Type: Vertical  Deck workshop (upper deck, (P)) conditions. The pressurized air is produced by a screw compressor unit
Capacity: 7.0 m3 x 9 bar  Outside casing outside (upper deck, (P)) driven by an electric motor. Oil is separated from the compressed air in
No. of sets: 2  Casing (upper deck, (P)) an oil separation receiver. The pressurized air and the oil are cooled with
 Air-driven pump for the HPP unit separate coolers.
Control Air Dryer  IGG room (2nd deck, (P))
 Deck service (2nd deck, (C), FWD) 4. Desiccant (Heatless) - Type Air Dryer
Maker: Kyung Nam Dryer Co., Ltd.  Outside casing (upper deck, (S))
Type: Desiccant (heatless) type  Incinerator (upper deck, (S)) There are provided, to work in automatic mode, where one unit is
Flow: 350 Nm3/h x 9 bar  M/E economizer chemical cleaning device operating and drying the air passing through it and the second is having
Dewpoint: -40°C  G/E economizer chemical cleaning device its desiccant regenerated.
No. of sets: 2  Elec. workshop
 Steering gear room The control air passes into the unit and over a desiccant bed, where the
2. General Description  Air handling unit room moisture in the air is drawn out by the desiccant. The dry air then flows
 E/R workshop (weld space, (S)) out to the control system, leaving the moisture in the desiccant. When the
The control/general service air systems are supplied from the control &  Near the M/E fuel valve test desiccant has become saturated, the units will automatically change over,
G/S air receiver, which is supplied by a combination of four control &  No.1 & 2 M/E T/C washing allowing the standby unit to become the dryer.
G/S air compressors. One compressor will normally be selected as the  M/E No.1 & 2 HT Cool. Water Buffer Unit
lead compressor for the air system, with the other acting as the lag  Deck service (3rd deck, (C), FWD)
compressor.  Deck service (4th deck, (C), FWD)
 Near the FW hyd. unit (3rd deck, (P))

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 88 Part 4. Machinery System

Desiccant chamber (LS) Desiccant chamber (RS)

The Dryer is the dryer of the heatless type that doesn't make use of heat
Regen. purge
in the generation of desiccant. The theory of desiccant regeneration is
solenoid silencer
using the differences in pressure. It makes the regeneration air for
Desiccant removal port
Regen. purge
solenoid
Air inlet
shuttle
Regen. purge
solenoid Desiccant removal port dehumidification by expanding a portion of dried air, and the expanded
valve (LS) valve valve (RS)
Desiccant screen Desiccant screen air actually makes the more quantity of air for dehumidification than the
quantity of the pressure air.

5. Operating Procedures
Inlet air filter
1) Ensure that the control & G/S air compressors are ready for use,

SAMSUNG/GASLOG/ABS
that the sump oil level is satisfactory, that the cooling water to
The first unit will now have its desiccant with drying and air circulated
the intercoolers is in use, and that the discharge valves from the
over it. The moisture created is separated out and the dry air allowed
compressor are open.
purging 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
2) Open the inlet valve to the control & G/S air receiver, closing the
incoming control air supply, repeating the process as necessary.
drain valve. Ensure that the valve to the auto drain is open and
that the bypass valve is closed.
The desiccant is made of activated alumina gel that has excellent
moisture adsorption capacity exclusively used for compressed air dryers.
3) Check if all the valves and lines to the pressure switches for
starting and stopping the compressor are open.
The dew point below - 40 °C can be acquired. Desiccant has a limited
life of about 3 years. If the sample colour of the desiccant changed into a
4) Start the compressor and check if the air pressures and the LO
brown or black colour, it is necessary to change desiccant immediately.
pressure are satisfactory.
However, the minor change in colour can be disregarded.

5) Switch the compressor to auto control, and allow the reservoir to

Dehumidification
reach its full pressure. Check if the compressor stops.
The dryer improves the effectiveness of dehumidification by eliminating
moisture physically as passing the compressed air into the tower having 6) Open the reservoir discharge valve.
excellent desiccant. (Desiccant: Activated Alumina Gel)
7) Open the inlet and outlet valves to the dryers, ensuring that all
Dryness the drain valves are closed.

The compressed air flows into one tower through a 3-way shuttle valve 8) Startup the dryers.
in the inlet part.
9) Once the dryers are in operation, maintain checks on the line
pressure and dewpoint in the system.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 89 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 90 Part 4. Machinery System

Key [EMCY G/E Room] No.1 G/E No.3 G/E

Sett. EMCY Air
33.0 bar

(65)
Compressed Air Line PIAL
PI Receiver (8L34DF) PT
(6L34DF) PT
MM266
Bilge Water/Drain Line (0.3 m3 x 30 bar) From Cont. To Waste From Cont. To Waste
AS015F Air Service Gate V/V Air Service Gate V/V
(25)
AS010F 3F02 To AS023F 3F02 To
Distributor (32) Distributor

(25)
AS014F
AS017F AS024F

(40)
(50) (50)
EMCY G/E

Oil &

(25)
Water
Sep. No.2 G/E No.4 G/E

AS011F
(6L34DF) (8L34DF)

(40)
PT PT
From Cont. To Waste From Cont. To Waste
Aux. Air Receiver

(15)
Air Service Gate V/V Air Service Gate V/V
(0.5 m3 x 30 bar)
AS016F 3F02 To AS026F 3F02 To

(50)
Sett. Distributor Distributor
(32) (40)

(25)
33.0 bar
PI To Bilge EMCY Air AS012F AS025F
A-Deck (P) Primary Tank Compressor (50) (50)

(65)

(65)
AS021F (150)
LC
AS022F
(25)

AS003F AS002F AS001F AS007F AS006F AS005F

(15) (15)

(125)

(125)
SAMSUNG/GASLOG/ABS
AS004F AS008F
(15) (15) PIAL PIAL
PI PI
AS033F AS018F AS019F
Sett.
16.0 bar PI
(150)

(150)
(40) (40) To Bilge (25) To No.1 M/E AS027F AS028F
(25)

Primary Tank NC 30 bar →15 bar GVU Room

From Control (25) From Control (25)
(25)
AS034F Air Service Air Service
To Bilge
PIAL
Primary Tank MM243
Sett.
PI
16.0 bar
No.1 No.2
(25) (25) To No.2 M/E
GVU Room Main Engine Main Engine
NC 30 bar →15 bar
PT PT PT PT PT

Sett. Sett. (50) (32)

33.0 bar 33.0 bar
W01 W05 W02

(32)

(32)
(32) (32)
PIAL
PT
MM263 No.1 No.2
PORT STBD PORT Starting Air STBD Starting Air

AS029F

AS030F

AS009F

AS020F
W06 PI
Auto Auto
ST-SP
Compressor ST-SP
Compressor
(275 Nm3/h x 30 bar) (275 Nm3/h x 30 bar)
PI W03 W04
Starting Air
Receiver Oil & Oil & Oil & Oil &
(65)

(65)

Shut Down Water Shut Down Water Shut Down Water Shut Down Water
(18 m3 x 30 bar) PT PT TT Sep. PT PT TT Sep. PT PT TT Sep. PT PT TT Sep.
3rd Deck (S) LO Air LO Air LO Air LO Air
Press. Temp. ESB for Press. Temp. Press. Temp. Press. Temp.
Dead Ship
LT Starting LT LT LT
MC MC MC MC
MM241
No.1 No.2 No.1 No.2

(50)
(32)

(32)
(50)

(50)

(50)
(50)
3rd Deck (P) 3rd Deck (P) 3rd Deck (S) 3rd Deck (S)

(50)
To Bilge To Bilge
Primary Tank Primary Tank (50) (80) (50)

(50)
(80) (80) (80)
To Bilge Primary Tank To Bilge Primary Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 91 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
EM’CY Air Compressor
use compressor will cut in with the receiver pressure at approximately 27 8) When the operation of the compressor is satisfactory, open the
bar and will stop when the pressure is raised to approximately 30 bar. If receiver outlet valves to the main engine and the generator
Maker: Sperre
the receiver pressure continues to fall to approximately 25 bar, the engines’ air start system.
Model: HLF2/77
second compressor will start and will assist in pumping up the reservoir.
Type: Air-cooled NOTE
Maximum delivery pressure: 30 bar The emergency air compressor is driven by a 4-stroke diesel engine. The At the lowest point along the line from the receiver to the main
No. of sets: 1 engine is started manually by rotating it with a starting handle. The engine and generator engine, a double shut-off valve is fitted.
cylinder decompression levers are unloaded to allow the manual turning The periodic opening of these valves will ensure that no
EM’CY Air Receiver of the engine, and as speed is built up, they are returned to their correct moisture stays in this line and that moisture will be unable to
position. Fuel is then injected into the cylinders, and the engine should enter the engine air start system.
Maker: Donghwa Entec commence running.
Type: Vertical 9) Open the emergency air receiver inlet valve AS015F. Check if
Capacity: 0.3 m3 x 30 bar All starting air receivers are fitted with relief valves and are set to be the receiver auto drain unit is lined up and if the bypass drain
No. of sets: 1 lifted at approximately 33 bar. valve is closed.

Aux. Air Receiver 3. Operating Procedures 10) Open the airline valve to enable the emergency air receiver to be
pressurized. As the working pressure is the same as that for the
Maker: Donghwa Entec Starting Air System starting receiver, the compressor starts/stops pressure switches
Type: Vertical on the starting air receiver will prevent the emergency air
Capacity: 0.5 m3 x 30 bar 1) Check the starting air compressors to be used. Ensure that the oil receiver from becoming overpressurized.
No. of sets: 1 sump level is correct. Check if the freshwater cooling system
valves are open, and if there is a flow through the inter- and 11) Periodically open the starting air receiver manual drain valves
2. Starting Air Compressors after-coolers. and the starting air receiver to ensure that all the moisture is
drained from them and that the auto drain valve is operating
The main engine, diesel generator engine, and emergency diesel 2) Open the discharge valves (AS009F, AS020F, AS029F, and correctly.
generator engine have air-starting systems, and both units are provided AS030F) from the compressor, and open the inlet valves to the
with compressed air at 30 bar. starting air receivers.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 92 Part 4. Machinery System

SAMSUNG/GASLOG/ABS

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 93 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 94 Part 4. Machinery System

For (32) Key

Commissioning
TT TT
Nitrogen Line
Funnel Top
Fuel Gas (BOG) Line
Control Air Line
Bilge Water/Drain Line
Exhaust
Gas Stack

Manhole

Hazardous
Area
Mushroom
Vent Head
C-deck (Funnel Base) C-deck

(400)
GD Gas Detector
Atmosphere
Combustion
Auto DPCL
Chamber CH-VR DPS
MF009-1
FA065F FA068F

SAMSUNG/GASLOG/ABS
GCU Gas Valve Sett.
Train Room From From 10.2 mmAq
MSB ESB
Extraction Fan FA064F FA067F
No.1 No.2

(400)

(400)
(2,300 m3/h

FA063F

FA066F
x 40 mmAq) MC MC
MF009 MF010

GCU Gas Valve Train Room

UV Cell
Peep Hole
GCU Gas Valve Train
(80) (80) To No.4 Gas
GD
(15)
Control Air Vent Area
CG010F
From IAS

D231

D227
FI
PAH PAHH PAL PALL
PT MM521 MM522 PI PI PT TT CG009F
D233 D229 D220
(250) D221 (200) (200) From Hull Part
PT
Air Intake D242 D256 D254 (80)
BOG
GD
Drain

D250 D251

D210 D211
D244 D255
Valve PI PAL PALL PI
MM519 MM520
(250)
Manhole
B-deck Air Intake
Electrical Transformer
for Spark Igniters
Air Chamber

(32)

(25)
From From
N2 Service Control Air
System System
No.1 & 2 No.3
GCU Fan TT TT GCU Fan
(2 sets) x(One
3 sets
is
x 2 sets
(One is
(1 set)
(198,000 m3/h) spare) spare) (198,000 m3/h)

A-deck
Gas Combustion Unit
(3,100 kg/h)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 95 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
N2 design pressure: 8 bar
N2 temperature: 5 ~ 50 °C The GCU is composed of the following: Inner-wall temperature: < 500 °C
Leg temperature: < 100 °C
Burner  Burner with a redundant ignition system
 Gas valve train After the GCU stop, the standard number of fans that are still running
Type: GCU  Combustion chamber will bring the temperature of the combustion chamber to below 10°C
Model: 4.2 t/h  Combustion and dilution fans above the ambient air temperature within 30 minutes.
Primary fuel: LNG  Control cabinet
Turn-down ratio: 10:1  Power cabinets In the case of a blackout (if the fans are stopped), it is not required to
Combustion and dilution air temp.: 0-50°C  Accessories have cooling air in the chamber. The chamber is cooled down by natural
Combustion and dilution air amount: 396 m3/h radiation and convection. In this case, the cooling time depends on the
Cooling air for UV cell temp.: 10 ~ 50 °C The GCU system must be fed with the following: ambient air temperature.
Cooling air for UV cell pressure: 6 bar
Cooling air for UV cell design pressure: 10 bar  CH4-N2 gas mixture Combustion and Dilution Fans
Igniter power consumption: 75 W  Combustion and dilution air
The airflow is constant whatever the amount of burnt gas is. The total
Fan 3. Main Components airflow rate is calculated to obtain a maximum exhaust gas temperature
below 535°C in the worst working conditions (Tair = 45 °C).
Type: TLA-9.5-DI Burner and Igniters
Number of fans: 3 During GCU operation, two or three fans (depending on the three- or
No. of fans, operating: 2 The burner is fixed on a baffle. four-fan setup) are running simultaneously.
No. of fans, standby: 1
Total pressure: 148 mmWC This burner belongs to the “induct burner” family, meaning it does not The motor will be equipped with a fixed-vibration measuring point for
Airflow of each fan at 45 °C: 198 m3/h require an air/gas ratio control device. The correct amount of oxygen the connection of a portable measuring device.
Total airflow at 45 °C: 396000 m3/h required for the combustion is taken from the air introduced in the
Speed: 970 rpm combustion chamber around the burner and through the baffle.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 96 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
The system controls the operation of the GCU and manages all the alarm GCU Starting Procedure
and safeties. It is based on a sequencing unit (specially designed for
burner management) and a PLC. There are two possible ways to run the combustion unit, as follows:

Power supply: 220/230V 60Hz (dual-power supply: auto-switches to the  Remote operation: The GCU is driven exclusively by inputs
secondary power supply in case of failure of the primary power supply) from IAS.
<Fig.1 Touch Screen>  Local operation: The GCU is driven exclusively locally by the
Power Panels operator with the pushbuttons in front of the cabinet.
The Alfa Laval Touch Control System is designed to provide safe and
functional operation of the GCU plant – both at the GCU and in the For both modes:
The power panels have a remote I/O station which is connected to the
engine control room (IAS). The general design comprises a local control
local control panel.
section at the GCU, power panels and a remote control section in the  Information about the GCU status is displayed on the front door
engine control room. through lamps and indicators.
The power panels contain the motor starters, circuit breakers, etc. for air
fans. Furthermore, buttons for emergency operation are provided at the  All the safeties are operational.
The local control panel has an HMI screen, PLC’s, power supply and  The safeties must be reset locally through a push button on the
power panel.
redundant Modbus connection for IAS remote control and monitoring. cabinet front door. Only the alarms can be reset from the IAS.
From the local control screen, it is possible to operate and control the
Gas Valve Train Panel – Ex-proof
GCU in manual and in auto mode. The local control has redundant Before starting the GCU, the PLC will automatically adjust the position
Profibus connection to gas valve train panel. of the flow control valve opening according to the inlet pressure, to start
The control system is connected with the gas valve train panel, which is
explosion proofed (ATEX Zone 1). The control of the gas valve train is with a flow rate between 10 and 30% of the maximum capacity.
Local Control Panel
made according to rules and regulations.

The local control section contains the local HMI screen, PLC (failsafe),
The various components are approved for the safety of opening the gas
relays, flame monitoring equipment, gas valve train control equipment,
valves and checking for eventual leakages. This ensures a safe and
buttons for emergency stop, etc.
reliable function.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 97 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Before pushing the start button, the operator visually ensures that: manually stop one fan to go back to the normal operating
 Fan alarm condition (two fans running).
 The general power supplies on the control cabinet and power This alarm reports a fan dysfunction (including high winding
cabinets are ON. temperature, overcurrent, and loss of power supply).  Chamber pressure high
 All the safeties displayed on the cabinet’s front door are OK. This alarm reports an abnormal rise of the combustion pressure
 The mode switch on the control cabinet is on the “local” position. If this alarm occurs, the fan is automatically stopped by the (overrunning of the maximum GCU capacity).
 The gas valve train is ready for use. power cabinet, and cannot be started again before a reset.
 The “GCU ready to start” light is ON. Automatic action: If this alarm sounds, the GCU control
This alarm is set to the IAS and the control cabinet. system will reduce the gas flow setpoint until the exhaust gas
The operator starts the sequence by pressing the “Start burner” push pressure decreases under the alarm set point.
button on the local GCU control cabinet. In this condition, the gas flow Automatic action: The concerned fan is stopped, and the spare Action to be done: If this alarm sounds, the IAS or the
setpoint can be adjusted only from the local control panel. fan is automatically started by the control cabinet. operator shall check the gas composition and shall adjust the
Action to be done: If this alarm sounds, the operator shall maximum gas flow rate accordingly.
Remote Operation check the local condition of the fan. To reset, press the
“Reset” push button on the power cabinet, control cabinet, or  Outlet temperature high
The GCU can be started from the IAS via remote operation. IAS. This alarm reports an abnormal rise of the exhaust gas
temperature (overrunning of the maximum GCU capacity). The
For this mode to be operational, the operator must switch the GCU to the If the “Failure” alarm is still active, check the condition of the circuit highest value of the temperature measurements is considered for
“remote” position on the front of the control cabinet. breaker inside the cabinet. this alarm.

For the foregoing to be successful, the following points should be Gas Valve Train Alarms Automatic action: If this alarm sounds, the GCU control
validated: system will reduce the gas flow setpoint until the exhaust gas
 Instrument air low-pressure switch temperature decreases to under the alarm set point.
 The general power supply on the control cabinet and power This alarm reports a lack of instrument air pressure, which Action to be done: If this alarm sounds, the IAS or the
cabinets are ON. means that the pressure is below the minimum value. operator shall check the gas composition and adjust the
 All the GCU safeties are OK. maximum gas flow rate accordingly.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 98 Part 4. Machinery System

 Power abnormal  Gas low-low temperature safety: The GCU can operate in two modes: normal gas mode and tank warming
The GCU control cabinet is powered by two power sources: the This failure indicates an inlet gas temperature below the GCU mode.
main power supply and the secondary power supply. requirement.
 Valve position abnormal safety: Normal Gas Mode
This alarm sounds if only one of the two power supplies fails. During normal operation, the vent valves and the nitrogen valve
must be closed. These positions are automatically checked by This mode is the nominal mode. The amount of nitrogen or inert gas is to
Automatic action: In the case of failure of the main power the GCU control system. be between 0 and 50% (in mass). All the alarms and safeties are
supply, the control cabinet will use the secondary power  Instrument air low-low pressure: controlled and operating.
supply (automatic changeover). When the main power supply This safety is due to an air pressure that is too low to command
is restored, the control cabinet will automatically switch back the valves. Tank Warming Mode
to the main power supply.
Action to be done: If this alarm sounds, the operator shall Combustion Chamber Safeties This mode occurs during the phase of tank filling or tank purging
check the power supply from the 220/230V AC switchboard. (Nitrogen gas is injected into the LNG tank and gas line to purge them of
 Flame failure: LNG.).
Safeties This safety is due to the loss of the flame signal of both flame
detection systems while the GCU is running in gas mode or The GCU has shown a great ability to burn a gas mixture with high
Automatic action: All the safeties below will stop the GCU and will not during ignition. This safety is due to the presence of the flame nitrogen content. Above a certain amount of nitrogen, however, the

SAMSUNG/GASLOG/ABS
allow any startup before the correction of the problem and a local reset. signal of the flame detection system while the GCU is not being mixture is not flammable, and the flame cannot be stabilized. To ensure
operated. that any mixture can be burned, the GCU will operate in a particular
Except for flame-out detection and emergency shutdown, it is not  Chamber pressure low-low: mode during this period.
possible to reset the safeties remotely from IAS. This safety occurs if the airflow rate drops to below the
minimum conditions. It confirms the loss of the two fans. Thus, in this mode, the ignition transformers will be kept in operation to
Ship General Safeties  Chamber pressure high-high: provide a constant ignition source. During this period, flame detection
This safety occurs if the combustion pressure exceeds the will be bypassed, and loss of flame will not lead to GCU shutdown. This
 Ship general safety: maximum allowed value (overrunning of the maximum GCU mode is available only in the remote control mode.
This safety is sent by IAS. Depending on the IAS logic, it can capacity).
include the gas detection safety and/or gas valve room venting  Outlet temperature high-high: Prior to and during tank warming mode operation, the crew should
feedback, and/or other conditions that shall prevent GCU from This failure occurs if the exhaust gas temperature exceeds the ensure that the ignitors are operating properly.
starting. maximum allowed value (overrunning of the maximum GCU
capacity). The highest value of the temperature measurements is Flow Control
This is an interlock feature, meaning there is no memory considered for this alarm.
function for this input (“reset” is not needed). In both modes, PLC adjusts the control valve to obtain the requested flow
Control Cabinet Safeties rate (according to the IAS set point or local setpoint). The gas flow
 Emergency shutdown: setpoint is automatically limited by the GCU control system to between
This safety includes the emergency shutdown signals from the  Power failure: the minimum and maximum flow in normal mode, up to 50% of N2 in
IAS/ESD system, and a push-button on each local panel. This failure occurs if the internal 24V DC power supply or the mass maximum flow in-tank warming mode.
220/230V AC power supply fails. On the control cabinet, the
Power Cabinet Safeties “Power supply 220/230VAC OK” or “Power supply 24VDC  Control valve selection:
OK” white light is OFF as long as the fault condition is present The selection between the two control valves is done.
 Emergency shutdown: (no memory).
One push button is available on the front door of each power In local operation, the selection is done by pressing one of the
cabinet. The operator must correct the problem. GCU will be ready to two push buttons on the control cabinet.
start as soon as such a safety issue disappears.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 99 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
stopped.  The shutdown caused by the gas, combustion air, instrument air,
4) Start of an automatic nitrogen purge sequence of the burner and outlet temperature safeties: The sequence is the same as that
During open-loop control, the “Max. flow control” light will be pipework of the voluntary stop, with also the following:
blinking to draw the operator’s attention to this abnormal
situation. 5) The “Stop mode” light is ON, and GCU sends “GCU stop mode” The light of the safety is ON, and the corresponding signal is
to IAS. sent to IAS.
GCU will remain in open-loop control, and the local flow Immediate stopping of the GCU
display on the local panel will show a value close to “0” to draw 6) The closing of the gas control valves The operator must correct the problem and must make a local
the operator’s attention to the abnormal condition. reset on the GCU control cabinet before restarting the GCU.
Voluntary Stop from Tank Warming Mode
 Temperature limitation:  The shutdown caused by flame failure:
If the exhaust gas temperature is approaching the alarm set point, The voluntary stop of GCU can be performed from IAS by opening the The sequence is the same as that of the voluntary stop, with also
the GCU control system will automatically reduce the gas flow “Select stop mode” contact (pulse). This will lead to the following the following:
set point by using a limiter PID controller. sequence:
The “Flame failure” light is ON, and the corresponding signal
 Combustion pressure limitation: 1) The closing of the main gas valves and the gas control valves on is sent to IAS.
If the chamber pressure is approaching the alarm set point, the the gas valve train, and the opening of the main vent valve Immediate stopping of the GCU
GCU control system will automatically reduce the gas flow set The operator must correct the problem and must make a reset
point by using a limiter PID controller. 2) Stopping of the igniters from IAS or on the GCU control cabinet before restarting the
GCU.
If any of the limitations is active, the “Max. flow control” light 3) Start of an automatic nitrogen purge sequence of the burner
will be ON, and the corresponding signal will also be sent to pipework  The shutdown caused by “Generalship safety” (interlock from
IAS (open contact). IAS). The sequence is the same as that of the voluntary stop,
4) The “Stop mode” light is ON, and GCU sends “GCU stop mode” with also the following:
to IAS.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 100 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Fan Auto-Stop

If the fans are running and GCU is in “Stop mode,” the fans will be
automatically stopped after 30 minutes.

In such a case, the fans can be restarted either manually (from IAS or in
local mode) or automatically (by requesting a “GCU start” from IAS or
in local mode).

Blackout

After a ship blackout, no particular sequence is requested to restart the

GCU.

When the control cabinet is powered again, an automatic nitrogen purge

sequence of the burner pipework is performed.

In the case of failure of the main power supply, the control cabinet will
use the secondary power supply (automatic changeover). When the main
power supply is restored, the control cabinet will automatically switch
back to the main power supply.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 101 Part 4. Machinery System

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 102 Part 4. Machinery System

8 Key
1 Air Escape Valve

2 2 Main Steam Valve

9
3 Gauge Board Valve
3 9
1 7 4 Local Control Panel
10
5 Furnance Drain Valve
11
6 Blow Down Valve

SAMSUNG/GASLOG/ABS
11 7 Scum Valve

8 Feed Water Valve

13
9 Safety vavle

14 10 Water Level Meas. Electrode

11 Water Level Gauge

12 Heating Coil Inlet vavle

5 13 Heating Coil outiet vavle

4 14 Sample Vavle
6
15 Burner Unit
16
16 Handhole
16

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 103 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Min. calorific value of diesel oil 42200 kJ/kg 3. Construction water and steam are separated.
Max. viscosity of marine gas oil 2 cSt at 40 °C
Max. viscosity of marine gas oil 6 cSt at 40 °C The Aalborg OS boiler is a vertical oil-fired auxiliary marine boiler The natural circulation in the pin tube elements occurs because the
Density of marine gas oil 3
890 kg/m at 15 °C insulated and assembled as a unit, with the boiler mountings mounted on density of water is higher than the density of steam. The density of the
Min. calorific value of fuel oil 40200 kJ/kg the boiler body. The boiler mountings are mainly mounted on top of the water outside the pin tube elements is higher than that of the steam/water
Max. viscosity of fuel oil 700 cSt at 50 °C boiler body to allow a simple connection to the piping systems aboard mixture inside the pin tube elements. The difference in static pressure at
Density of fuel oil 991 kg/m3 at 15 °C the ship. the lower connection to the pin tube creates the driving force for the
circulation. The steam/water mixture is discharged into the steam space,
Fuel oil temperature before pre-heater 60 °C
The burner is ready for mounting in the furnace and connection of the where the heavier water particles separate from the steam and flow back
Fuel oil temperature at burner inlet 145 °C
pre-marked electric wiring. The control system supplied with the Aalborg into the water. The boiler is designed so that approximately half of the
Air excess no. at 100% load 1.15
OS boiler unit provides fully automatic operation of the boiler and burner. steam is generated in the pin tube elements and the rest through the
Flue gas temperature (clean boiler) 340 °C
radiation in the furnace.
Air consumption at 100% load 5481 kg/h Boiler Pressure Part
Flue gas flow 5836 kg/h Steam Space
Data for the burner The pressure part of the Aalborg OS boiler is designed as a vertical
Burner type Rotary-cup, modulating cylindrical boiler with a shell surrounding a cylindrical furnace, and a The steam space in the oil-fired boiler is designed to absorb the shrink
Model KBE-450 convective section consisting of pin tube elements. and swell volumes. It is advisable, however, to avoid sudden and large
Burner capacity of MGO (min./max.) 65/339 kg/h load variations as this may create instability in the steam system, and
Burner capacity of HFO (min./max.) 65/355 kg/h The pin tube elements consist of an outer tube enclosing the pin tube. cause level alarms.
Data for the pressure part The pin tube is a plain seamless steel tube provided with an inlet pipe at
Boiler type Small oil fired boiler the bottom and an outlet pipe at the top. Numerous pins are welded NOTE
around the outside of the tube, creating an extended heating surface. This A boiler plant consisting of one or more exhaust gas boilers and using
Max. allowable shrink 0.67 m3
extended heating surface transfers heat from the flue gas to the the steam space in the Aalborg OS boiler in simultaneous operation
Max. allowable swell 2.41 m3 does not meet the unit’s basic design parameters. In such cases, the
steam/water mixture in the pin tube.
volume of the steam space should be enlarged.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 104 Part 4. Machinery System

Instrument Air
Regulating Feed Water Valve Compact System
(Level Transmitter
and Level Electrode)

Water Level Flange

Control System
Feed Water Safety Device
Valves
HW

SAMSUNG/GASLOG/ABS
Protection Tube
Electrode Stand

Boiler
Vent Hole

Control
System
Panel

Feed Water Pumps

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 105 Part 4. Machinery System

The function of the gauge board is to control the burner and to sound an Two groups of feedwater valves are provided in the boiler. Each group A sample valve is installed, enabling connection to a sample cooler for
alarm and cause a shutdown for low and high steam pressure. consists of a shut-off valve and a non-return valve. The shut-off valve in taking test samples to perform boiler water analyses.
the ordinary group must be open when the boiler is in operation. The
 A pressure gauge is fitted for the analogous reading of the actual shut-off valves should be closed when the boiler is not in use. Inspection Hole
steam pressure in the boiler.
 A “high steam pressure” switch causes shutdown and cuts off the Water Level Gauges A small inspection hole is provided in the furnace wall to enable
burner when the steam pressure rises to above the pre-adjusted inspection of the burner flame. A proportion of the air supply is bled off
set point. The pressure switch locks the burner in stop mode. Two local water level gauges are connected to the front of the boiler, from the burner fan to cool the window of the inspection hole and to
The operation of the burner is possible only when the steam with each gauge provided with two shut-off valves and a drain valve. The prevent soot deposits.
pressure falls below the differential set point of the pressure shut-off valves, fitted at the top and bottom of the sight glass, have a
switch, and when the shutdown function is reset. quick-closing mechanism to be used in the case of broken glass. The Manhole
 A pressure transmitter connected directly to the boiler converts pipes from the drain cocks on the water level gauge must lead to an open
the actual steam pressure of the boiler to the corresponding drain that is visible for inspection. A manhole at the boiler top allows inside inspection of the pressure
electric signals. The signals are used to sound alarms for vessel. Access to the furnace is gained by swinging out or removing the
low/high steam pressure and to cause shutdown/burner cut-off Blowdown Valve & Blowdown (sdnr) burner unit.
for high steam pressure. The signals also control the start/stop
and the modulation set point of the burner. Furthermore, the One or two blowdown valves are mounted at the bottom of the boiler Hand Holes

SAMSUNG/GASLOG/ABS
pressure transmitter can be used for remote steam pressure body. If connected to a separate drainage system, the valves are of the
indication. ball type. If connected to a common drainage system, two valves are Four hand holes are distributed regularly around the circumference of the
provided in each group: one shut-off valve and one shut-off/non-return boiler and at the bottom of the shell. These hand holes enable inspection
Mountings valve. The shut-off function is for security purposes, and the non-return of the bottom part of the boiler, between the furnace and the boiler shell.
function prevents steam/water from flowing into an empty boiler by
The following is a brief description of the most important items of the mistake. Drain for the Furnace
boiler mountings. The components mentioned in this section refer to the
general arrangement drawing of the boiler. Air Valve The furnace bottom is provided with a furnace drain valve for the
draining of the washing water.
Safety Valves The air/ventilation valve located on top of the boiler is a shut-off valve. It
is closed except when the boiler is being filled or completely drained. 4. Burner
Two safety valves are fitted to the pressure vessel of the boiler. They are The end of the drain pipe from the air valve must be visible to determine
installed for security reasons and are designed to prevent the boiler when water or steam is coming out. The burner is a pressure-atomizing burner of the monoblock type
pressure from rising to a level above the design value. The safety valves designed for modulating operation. It is capable of burning marine gas
must be supplied with waste steam pipes and either expansion devices or Scum Valve oil (MGO) with a min. the viscosity of 1.5 cSt. at 40 °C, or heavy fuel oil
bellows. (HFO) with a max. the viscosity of 700 cSt. at 50 °C.
The scum valve is mounted at the top of the boiler body. In the event of
Main Steam Valve the presence of scum in the boiler, the scum can be blown off from the
water surface by opening this valve. Two valves are provided: one shut-
The main steam valve is a shut-off/swing check valve. When closed, it off valve and one shut-off/non-return valve.
isolates the boiler from the main steam line. When open, it prevents
steam from flowing backward into the boiler. Valve for the WHR Inlet and Outlet

The boiler is provided with two circulation valves for the inlet and outlet
connections to the exhaust gas boiler. The valves should be shut-off
valves, and depending on the deviations in the system, these valves can
also have a non-return function.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 106 Part 4. Machinery System

Heavy fuel oil is heated in the pre-heater. The oil atomizing temperature is The compact system works according to the capacitance measurement
controlled by an electronic regulator, which has to be set so that the viscosity principle and is used to give signals for the different water levels in the
of the heavy fuel oil at the nozzle will be between 14 and 16 cSt. boiler.

Heating cartridges are placed in the solenoid valves and the nozzle head to The electrode rod and protection tube form a capacitor. If the level of the
keep a sufficiently high temperature close to the nozzle. dielectric (boiler water) located between the two capacitor plates changes,
the current that flows through the plates changes proportionally to the level.
The burner operation is handled by the control system. Electric signals The level transmitter produces a standard analogue output of 4 ~ 20 mA,
corresponding to the pressure gauge board signals are processed in the which is sent to the control system.
control system. Start/stop signals, as well as load regulation impulses, are
then sent to the two servo motors, which drive the oil regulator and air 6. Boiling out
dampers, respectively. In the event of fault conditions, the oil supply is
always immediately interrupted. Before the boiler is operated for the first time, it should be boiled out to

SAMSUNG/GASLOG/ABS
remove all the protective remedies and impurities on the boiler waterside.
The oil regulator regulates the oil flow through the nozzle by increasing or The boiling-out procedure is recommended to be carried out as described
decreasing the flow resistance. This causes a situation in which more or less below.
oil is pressed through the nozzle as the supply pressure from the oil pump is
constant. The air dampers are directly connected to the second servo motor. CAUTION
<Figure 1. KBE-450 Burner – Rotary Cup>
The control system regulates the air quantity in proportion to the oil quantity Extreme care should be taken while handling chemicals. The person
fired. handling chemicals/solutions should be properly dressed/protected.
No Connection Point No Connection Point
A Fuel Oil inlet Q Service Air inlet
When the burner starts and the ignition sequence step is reached, the oil 1) Fill the boiler with a solution consisting of 4-5 kg trisodium
B Fuel Oil return Scavenging Air for flame is ignited by means of the two ignition electrodes, which are
S phosphate Na3PO4 per 1000 kg water. The chemicals can be
D Diesel Oil inlet Boiler Inspection Hole connected to a high-voltage ignition transformer. The electrodes are mounted
added through the manhole.
J Combustion Air inlet T MGO inlet just above the oil nozzle.
M Steam Pressure V Steam inlet
2) Add feedwater until the solution is visible in the water gauges
P Drain Steam, Water W Condensate outlet Flame failure during startup and normal operation is detected by the
above the “Low water level.”
photocells mounted on the burner unit and coupled to the control system.
The burner housing is mounted on the boiler front with a hinged flange After the loss of flame, the flame failure equipment will automatically shut
3) Close the feedwater valve (with the pump stopped).
that can be turned either to the left or to the right. In the case of a burner down the burner.
swingout during operation, a micro-switch stops the burner.
CAUTION
5. Water Level Control System
The electrical fan motor is fitted on the side of the housing and is directly Never fill the boiler with feedwater if the temperature difference
connected to the fan wheel. A pressure switch monitors and secures between the boiler and the feedwater exceeds 50 °C.
The water level control is a modulating system at this type of boiler. The
against extremely low combustion air pressure. In the case of extremely system consists of an independent safety device electrode for extremely-low-
high oil pressure after the oil regulator operation, a pressure switch shuts water-level shutdown and burner stops. For measuring and control of the 4) Raise the steam pressure slowly until it reaches the working
down the burner. water level, one capacitance level electrode is provided, and it is used to pressure, and keep the pressure for approximately 3 ~ 4 hours
sound/cause water level alarms/shutdowns and to control the regulating with a closed main steam valve.
feedwater valve.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 107 Part 4. Machinery System

7) Close the scum valve. The pin tube elements consist of an outer tube enclosing the pin tube. The
pin tube is a plain seamless steel tube provided with an inlet pipe at the
8) Refill the boiler with the feedwater, and start skimming again at bottom and an outlet pipe at the top. Numerous pins are welded around the
30-minute intervals for a period of 2 hours. outside of the tube, creating an extended heating surface. This extended
heating surface transfers heat from the flue gas to the steam/water mixture in
9) Stop the boiling-out procedure by switching off the burner. the pin tube.

10) Let the boiler water rest for about 5 minutes. The furnace floor consists of a steel plate protected from heat radiation by
the refractory. The furnace bottom is provided with a socket for the draining
11) Carry out a final skimming. of washing water. The boiler mountings, such as the safety valves, steam

SAMSUNG/GASLOG/ABS
outlet valve, and water level electrode, are mainly mounted on top of the
12) Blow off the boiler water by opening the blowdown valves. boiler body to allow a simple connection to the piping system aboard the
ship.
13) Remember to open the air escape valve. This is to avoid a
vacuum in the boiler when the boiler pressure decreases to
approximately the depressurized/atmospheric pressure.

14) Open the manhole and let the boiler cool down to approximately
100 °C.

15) The boiler is to be flushed with clean water on the boiler water
side when the temperature has decreased. The flushing should
remove any remaining impurities.

16) Dismantle the bottom blowdown valves for cleaning and

inspection. Deposits and foreign substances will usually be
accumulated in these valves and can cause leaking if not
removed.

17) Inspect the boiler and remove any remaining deposit and foreign
substance.

18) Finally, new gaskets are to be fitted in all the hand holes and
manholes before the boiler is refilled with water to the upper
edge of the “Low water level”.

<Figure 2. Pin Tube Elements>

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 108 Part 4. Machinery System

In a double boiler plant, alterations of settings for common equipment The HMI screen is used as the main control of a boiler. It will be possible
such as e.g. fuel oil pumps may only be performed from the boiler or to see the operating status on the buttons.
ECR HMI selected as the master control unit.
Top Tap Menu Bar
Monitoring and Control from the Touch Screen

On the top tap menu bar, 4 main sites are available.

The Alfa Laval Touch Control (ALTC) system is designed to provide safe

SAMSUNG/GASLOG/ABS
and functional operation of the boiler plant, both at the boiler and in the  System tap – Overview pages for the boiler plant
engine control room. The general design comprises a local control  Alert tap – Alert page and historical alerts
section for each included boiler, a common power section and a remote  Trend tap – Trend pages for relevant measurements
control section in the engine control room.  Settings tap – System settings and alert settings (Only available
for user-level higher than the operator)
All HMI screens, PLCs, common systems and remote monitoring are
connected together in an ALTC system developed for the optimal boiler Side Tap Menu Bar
control. From each local control screen, it is possible to operate and
control all functions and settings on the associated boiler. A remote The side tap menu bar changed according to a selected page on the main
The control system is provided with a touch screen that contains a tap menu.
control section for the engine control room is available, where it is
graphic user interface for a quick user-friendly overview of the boiler
possible to operate and control the boiler plant.
operation. This touchscreen can be installed anywhere, as long as the  System tap
Local Control Panel length of the cables does not exceed 100 meters. The boiler plant can be Plant overview
fully monitored and operated from the touchscreen. Boiler 1 overview with the fuel system
The local control panel contains the local HMI screen, PLC, relays, Boiler 1 overview water/steam system
flame monitoring equipment, water level control equipment, switches for The touchscreen uses Alfa Laval’s navigation technology "2Touch". The  Alert tap
emergency operation, etc. The cabinet gives an IP 55 insulation class and user has access to any information with only two touches. A password Alert page
may be located in ambient temperatures between 0-45ºC with relative system provides the logged-on user with permissions/restrictions and Historical alert page
humidity up to 90%. ensures that no parameters can be changed by unauthorized personnel.  Trend tap
Trend page for fuel oil
The local panels, as well as the common power panel, are equipped with Common Power Section Trend page for water and steam
a number of digital and analogue input/output connections.  • Settings tap
The common power section contains power supply systems, common Boiler plant setting
The local control section is located on the boiler. This provides the power panel(s), motor starters and optional components like smoke Alert setpoints
operator with a clear overview of the boiler’s operation. The complete density monitoring system, salinity alarm equipment, oil detection Transmitter scaling
boiler system may be operated from the local screen. equipment, etc. Furthermore, switches for emergency operation are SE menu tap
provided at the common power panel.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 109 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
of the other boiler, aux systems and feature buttons like view tag
 Manual stop button no. and screenshots are available.  Legends
The manual stop of the boiler is performed by tapping the Additional control bar with legend information may be opened
button shown above. If the boiler is running in manual or  Login Button by tapping the information button on the additional control bar.
automatic mode, the boiler will stop and change to manual For log in procedure.
mode. By tapping the button, it will change colour to the green 3. Log-in Procedure
indicating the boiler is in the manual stop. It will remain green Additional Control Bar
as long as the burner is stopped To ensure the safe operation of the boiler plant, and the fact that
Additional control bar with control of the other boiler, aux systems and controlling the boiler(s) is only possible from one location, user login is
feature buttons like tag no, on/off and screenshot. used. If a user-level (above the default) is logged in on one location, all
 Auto Button other locations will be set to the default user. The default user level is
The boiler is set to auto operation by tapping the auto button. monitoring only, thus it is not possible to operate the system.
On touch, the button will change to green to indicate that the
boiler is running in auto operation. How to change the level

 Wipe Button
The password is required each time a user wants to change the access
 Reset Button Wipe is used when the HMI screen needs to be cleaned, tap the
level. The login screen can be reached by tapping the login button in the
If an alarm or warning is present it is, possible to reset on the wipe button and touch function is disabled for a predefined
far right of the control bar, to log out (return to default user) tap the
button above. Before resetting, it is first of all, necessary to period allowing the user to clean the touch panel.
logout button.
acknowledge the alarm(s) or warning(s).
When the login is pushed, a login screen appears where the password for
 Tags Button
wanted user level must be entered.
 Master Controller Button Tag names for equipment will be shown next to the component
On dual boiler plants, the common steam pressure controller on all process pages.
Login by tapping in the 4-digit access code for the wanted user level.
called master controller is accessed by tapping the master
controller information button.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 110 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
screen, here it is None None alert has been acknowledged
(Default level)
only possible to
view the process Alert text: Short description referring to the source of the alert
Pumps, fuel
change, burner
Operator Daily user MAN/AUT, 1234
Acknowledgment for Alerts
steam pressure
HIGH/LOW
Alarm levels,
setpoints,
Chief curve band,
The chief engineer 3584
Engineer regulator
parameters. Navigation on Alert Screen
Hardware 1 Alarm Tap 4 NA
Alfa Laval service Generated
Service setup, burner 2 Actual Alerts 5 Alert Information Field
engineers, used for by
Engineer type, regulator 3 Alert History 6 Acknowledge of Alerts
system setup Alfa Laval
type, options
Generated Alert Information Field
Alfa Laval SW Full access to by
Super User
developers read and write Alfa Laval

4. Key-Lock System
To acknowledge an alert:
The key lock system enables the user to lock operation to only the screen
that is logged in to, excluding login attempts from all other panels. If a 1. All alerts are acknowledged once. Simply press “Acknowledge
user is logged in and has locked operation to this panel only, attempts to all”
log in from other panels will be met by a login error with the information Timestamp: Newest alert is on top of the screen.
on which panel has the operational rights.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 111 Part 4. Machinery System

A high alarm/warning has an upper and lower trigger level. The low
Reset of Alerts
alarm/warning has a lower and upper trigger level as well.

The purpose of the reset function is to gain the normal operating state for
The warning will go on as long the temperature is higher than this level.
functions blocked by fault after being normalized by the removal of the
When the temperature drops, the warning stays even when the
blocking.
temperature is lower than the upper alert level.

Activating the reset button permits the burner sequence to leave the alert
The temperature has to drop below the temperature in the lower

SAMSUNG/GASLOG/ABS
state and reenter the operating state. In case of any causes of alert that
temperature alert level. The difference between the two levels is referred
has not been removed, a reset is not accepted.
to as hysteresis.

Following general reset, conditions must be confirmed before reset is

Actually, the alert delay provides the possibility to define a delay prior to
accepted in the sequencer:
an alert is activated after the trigger level has been passed.
No alarms must be set (No safety interlocks indicating fault).

Alert Types

Alerts are divided into four priorities:

 Emergency. An alarm indicating immediate danger to human life

or to the vessel and its machinery exists warning that instant
action should be taken.
 Alarm. An alarm is a high priority in an alert. Conditions require
immediate attention and action in order to maintain the safe
navigation and operation of the vessel.
 Warning. Conditions require no immediate attention nor action.
Warnings are presented for precautionary reasons and to bring
awareness in regards to changing conditions that are not
immediately hazardous, however, which may deteriorate in case
no further action is taken.
 Caution. The lowest priority of an alert. Awareness in regards to
a condition that does not warrant an alarm nor a warning
condition, however, still requires attention besides the ordinary
consideration of the situation or of the given information.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 112 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
5) If the air valve was opened, close it when only steam is blown out. 1) When the minimum load is obtained, stop the burner.
Before the startup of the boiler plant, some general work and check A pressure reading should be indicated on the boiler pressure
procedures must be considered. gauge before the air valve is closed. 2) Keeps the water at the normal level until the boiler stops
producing steam.
1) Check if the main steam valve, bypass valve, circulation valves (if 6) Tighten all the covers, such as the manholes, hand holes, and
provided), scum valve, and blowdown valves are all closed. inspection doors, while the pressure is rising. If required, check 3) Stop the feedwater pump and close the feedwater valves.
all the flange joints on the plant.
2) Open the feedwater valves and the air valve. Fill the boiler with 4) Close the main steam valve.
feedwater to approximately 50 mm below the normal water level. 7) Change to automatic control of the burner when the boiler
The water level rises due to expansion when the boiler is heated. If pressure is 0.5 bar lower than the working pressure of the boiler. Emergency Shutdown
the temperature difference between the boiler and the feedwater
exceeds approximately 50 °C, the boiler must be filled very slowly. 8) Open the bypass valve slowly to heat up and pressurize the steam The boiler must be taken out of service immediately if:
system. If the boiler is not provided with a bypass valve, the main
NOTE steam valve should be used to heat up and pressurize the steam • Parts of the heating surface have been glowing or the boiler shows
When filling a pressureless boiler, the shut-off valve after the system. recognizable deformations. The supervising authorities must be
feedwater pump must be throttled. Otherwise, the pump motor will be informed, and the boiler must not be used until approval from these
overloaded. 9) Open the main steam valve and close the bypass valve. authorities is already available.
• A substantial loss of water is noted.
3) Check the water level in the water level gauge. Frequently check 10) Open the valves to the steam consumers carefully to avoid water
• The feedwater system is unable to provide the necessary amount of
during the complete startup. The water level gauges should be chocks.
feedwater (e.g., due to the failure of the parts).
blown down several times to ensure a correct indication. • The safety valve cannot function.
11) When the boiler is in normal operation, check if the water level
• Sudden cracks or damages are noted in the refractory, and if steam or
4) Check if the water level control system is connected and operational. control system and the gauge board functions are fully operational.
moisture is coming out of the refractory.
• Oil is detected in the feedwater.
5) Check the oil system and start the fuel oil supply pump. Pre-heat the
• An extremely high salinity level is detected.
fuel oil if the burner should operate on heavy fuel oil.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 113 Part 4. Machinery System

The work procedures related to each of the aforementioned preservation NOTE

SAMSUNG/GASLOG/ABS
methods are described below. If there is any risk of the temperature falling back to below 0 ˚C, this
method should not be used to avoid frost damage.
Dry Preservation
As this preservation method involves applying hydrazine to the water
When this method is applied, the boiler should be totally emptied of inside the boiler, the boiler must be completely drained and refilled with
water and dried out.
fresh water before being taken into service again.

1) Empty the boiler of its water/steam contents by means of bottom

Nitrogen Preservation
blowdown at a boiler pressure of 3-5 bar. Open the boiler when it
is already depressurized, and drain off any remaining water.
The boiler should be drained, dried, and sealed.

2) The manhole doors and handhole covers should be opened when

1) Make a connection point to the bottom of the boiler, and open the
the boiler is still hot. If there is water left at the bottom of the
air escape valve on top of the boiler.
boiler, it must be removed (e.g., by using a vacuum cleaner).

2) Connect cylinders with nitrogen to the bottom connection point via

3) If the boiler is cold, drying of the boiler can be done by either
a reduction valve, and purge the boiler until there is no oxygen left.
circulating dried air from a fan or placing silica gel bags inside the
boiler.
3) Close the air escape valve.

4) Before the manhole doors and handhole covers are closed, place a
4) Leave a cylinder with nitrogen connected to the boiler via a
tray with burning charcoal to remove the oxygen. As soon as the
reduction valve, and maintain an approximately 0.2 bar
tray with charcoal is in position, close the manhole doors and
overpressure inside the boiler.
handhole covers using new gaskets.

5) Alternatively, a small steam phase inhibitor can be added to the

boiler after cooling and careful draining. Afterward, the boiler
should be completely closed.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 114 Part 4. Machinery System

Key
Exhaust Gas Line Funnel Top
Fresh Water Line

(1500)
No Insulation
Bilge Water Line
Insulation
(Up to 2.5 m From
Funnel Base)
No.1 M/E Silencer
(without Spark
Arrester)
PF1/2” Boss for Portable
Pollution Emission Monitor
TT Consiliun
Panel
EM

(1500)
TI K9

TIAH
6K306
MM189
No.1 Chemical
Cleaning Device
C162 PIAHL No.1 M/E
Manometer
MM268 Economizer
To be opened at safe area & (1.2 Ton) (32)
weather Deck From Control Air

AC035F
For Nox
No.1 M/E Explosion Relief Sampling Point
Device
From G/S Air
Min. 3 m

Soot Blower Air Tank (25) (25) NOx NOx

(1 m3 ) Service System TI K8
(1500)
Sett. 10 bar CPV3273
Upper Deck (25) PIAL

(1500)
TI
PI PS MM403 (300)
To Ventri Unit TT

SAMSUNG/GASLOG/ABS
RO

AR095F
PS PI Reactor
SCR DPT
(32) (50)
From Control Air
(25) Regulating SCR
Valve
Sett. 7 bar

TI TT
A-deck (P)

(1500)
RI

(1500)
5)
(1 2

CPV3272
AC034F Static Mixer
From (32) & Aig Unit
Control Air TI TT
Upper Deck From (300)
Decomposition Unit
Upper Deck (P)
(32)

CPV3271
AC036F For
From Nox Sampling
GE402F
(32)
Point
Control Air
(50)

To Bilge (1500)
Primary Tank Boss for PI
GE406F

(125)

WG149F TI
Sack
From FW Service TE
(0.8 m3) Soot Drain Tank TE 3201
(1.7 m 3)
for No.1 M/E 3755
TIAH No.1 Main Engine
2nd Deck (C) (200)
(5X72DF)
GE436F
(50)

GE431F

GE447F

(25)
No.1 Aux. No.2 Aux.
No.1 Turbo
Blower Fail Blower Fail Charger TIAHL Exh.-Gas Mean
(50)

(50)
(40)

XA XA TIAH Temp. (Software)

Soot Drain PI
Soot Drain Tank 4th Deck TIAH x5
Ejector Scavenge Air
(50)
FD160F

(10 m 3/h) TIAH PI

Scav. Air Manifold
(65)
From Bilge, Fire & G/S Pump Disch. To Bilge Primary Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 115 Part 4. Machinery System

Funnel Top

(800)

(550)
No Insulation
Insulation
(Up to 2.5 m From
Funnel Base)
No.1 Silencer No.2 Silencer
with Spark with Spark
Arrester Arrester
PF1/2” Boss for Portable PF1/2” Boss for Portable
Pollution Emission Monitor Pollution Emission Monitor
Consiliun Consiliun
TT TT
Panel Panel

(800)
EM EM

K9 TI

TIAH
K6

No.1 Chemical
Cleaning Device
No.1 G/E PIAHL C162
Manometer
Economizer
(1.28 Ton)

(550)
B-deck

From No.4 G/E

From No.3 G/E

Rupture
Disc

Economizer

Economizer
From G/S Air (25) (25)
Service System K8 TI

Rupture
Disc
(100)
For NOx Sampling For NOx Sampling
Point Point

SAMSUNG/GASLOG/ABS
(100)

(50)
(100)

SCR Reactor SCR Reactor

SCR (SCR-201) SCR (SCR-202)

(50)
DPI DPI
SCR AR106F SCR AR107F PI
(25)
TT TT
Upper Deck Upper Deck (25) AC060F
(0.45 m 3 ) (40) From
Control Air

AC062F
S S
Urea Mixer with Urea Mixer with
Injection Nozzle WG258F Injection Nozzle
GE419F

GE410F
(NJ-501) From (NJ-502)

(15)
(50)

GE416F (50)
For Nox Sampling FW Service For Nox Sampling
Point Point

WG154F
From Atomizing Air From Atomizing Air

GE412F

GE411F

GE413F
(100)

(100)
2nd Deck
(800)

(550)
(Air Distributor) (Air Distributor)
From Urea Sack From Urea
TIAH G/E Soot (0.8 m3) TIAH

(32)
(1.7 m 3)
Exhaust Gas Boss Drain Tank Exhaust Gas Boss
(125)

(125)
TI Dial Type TI Dial Type
Ventilation Unit A-deck Ventilation Unit
FS FS To Bilge
GE402F

GE437F
(50)

(50)
Primary Tank
GE434F

GE432F

(25) (25)
(25)

(25)
ZS SE ZS SE
BC022F

BC023F
3rd Deck (P) 3rd Deck (P) 3rd Deck (P)
(50)

Turbo (50) Turbo

(40)

(40)
Above GVU Room Charger Above GVU Room Charger
TT TT
(25)

(25)
TT TT A-deck TT TT

TT TT
Key
Primary Tank

Primary Tank
TT TT
To Bilge

To Bilge
(50)

(40)

TT TT
Exhaust Gas Line
TT TT
Fresh Water Line
TT TT TT TT
Primary Tank

Bilge Water Line

To Soot Drain

To Bilge
Eductor

From Air
Cooler
TT TT TT TT
From Air From Air
Cooler Receiver
TT TT TT TT
From Air
TT Receiver
TT

TT TT
4th Deck (P) 4th Deck (P) 4th Deck (P) 4th Deck (P)
No.1 G/E No.2 G/E
(8L34DF) (6L34DF)
(40) (40)
To Clean Drain Tank To Clean Drain Tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 116 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Type: Aalborg XS-TC7A time intervals in which the smoke tubes should be soot-cleaned. Some
Working pressure: 7 bar The economizer foundation consists of four foundation consoles general guidelines, however, are given below.
Max. allowable working pressure: 12 bar providing the necessary support and absorption of the thermal expansion.
Steam output: 1000 kg/h 4. Inside Inspection
Finally, the heating surface dimensions of the economizer are designed to
Exh. gas flow: 18315 kg/h
maintain a sufficient exhaust gas velocity, giving the best self-cleaning
Exh. gas inlet temp.: 380.5 °C • Check the exhaust gas temperature on the outlet side of the boiler.
effect within the design limits. After the long-term operation, however,
Exhaust gas outlet temp.: 256.8 °C The boiler should be cleaned if the outlet exhaust gas
soot deposits can accumulate inside the economizer tubes. The heating
No. of sets: 2 surface of the economizer can be easily cleaned by means of water temperature is approximately 20 °C above the temperature in a
washing or by adding a soot remover to the exhaust gas flow using clean boiler at a specified engine load.
2. General Description compressed air. • Check the pressure loss. The boiler should be cleaned if the
pressure loss is approximately 20 mmWC (=196.14 x 10-5 bar)
The economizers are smoke tube exhaust gas boilers with forced water Forced-Circulation System above the pressure loss in a clean boiler.
circulation used for heat recovery from the engine(s) exhaust gas. The
economizer is used in connection with two oil-fired auxiliary boilers, The economizer is designed for the continuous forced circulation of It is recommended that a consecutive record is kept of the exhaust gas
which act as steam/water spaces. water through the economizer. Forced circulation must be provided by at temperature and pressure loss related to the different engine loads in a
least two circulating pumps. One of the pumps must be kept in clean boiler. These original data should be used for comparison purposes
Water at saturation temperature is pumped from the auxiliary boiler(s) continuous operation, and the other pumps must be kept in automatic and should be plotted into a measurement chart. In this way, it will be
into the exhaust gas economizer by the circulation pumps. In the standby operation mode. possible to monitor the fouling condition of the smoke tubes and to
economizer tubes, heat from the engine(s) exhaust gas is transferred to determine when they need to be cleaned.
A circulation flow measurement control system must be installed to
the waterside via convection. On the waterside, the heat is transferred by
ensure continuous water circulation. In general, the system should consist
the evaporation of the saturated water adjacent to the tubes where steam
of an orifice, a differential pressure indicator switch, and a reducing
bubbles were formed.
valve. The reducing valve and the orifice will protect the system by
reducing the pump discharge flow variations resulting from different
The generated steam/water mixture is then discharged into the steam
working conditions. The differential pressure indicator switch provides a
space of the auxiliary boiler(s), where the heavier water particles separate
low-circulating-flow alarm and startup of the standby pump.
from the steam.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 117 Part 4. Machinery System

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 118 Part 4. Machinery System

Key
Funnel Top
Steam Line

(250)
Condensate Line
Fresh Water/
(150) (150) Upper Deck Feed Water Line
(150)
(100) Bilge Water/Drain Line
By-pass Pot
No.1 M/E Economizer

(150)
(1.2 T/H x 7.0 bar)

(80)
TI
SB263F (150)
To 7.0 bar

(15)

(15)
(125) (150) (150)
(150) Steam Service
Gauge PIAH TI
C431

Board MM268 MM225 Boiler Power

(15)
Control Panel

(150)
(15)

(125)
(100)

(100)

(100)
PT PI PS PS PI PT
C-deck (P) Upper Deck (P)

(15)

(15)
Sett.
7.7 bar
(40)
C1 C301 C2 C14 ST001F ST002F C14 C2 C301 C1 PIC
(100) Sett. (150) (150) Sett. MM139

C11

C11
9.0 bar 9.0 bar
No.2 M/E Economizer C21
ST003F SB204F ST004F
C21
(1.2 T/H x 7.0 bar) C5 C6 (150) (150) C6 C5 POC
PIAHL LIAHL LIAHL PIAHL
LC LC MM139_1
NC

(25)

(25)
From
TI IAS E/P

SB113F SB120F

SB121F
SB265F (125) To W4 SB111F SB112F W4 To
C3 C4 Scupper S S Scupper C4 C3 Cont.
(125) Air
(32)

(32)
(50)
No.1 Aux. Boiler No.1 Aux. Boiler

ST008F

ST005F
SB115F
(32) (32)
Gauge PIAH TI
(5.0 T/H x 7.0 bar) (5.0 T/H x 7.0 bar)
C431

Board MM270 MM226 C303 C303

(50) (50)

ST009F
SAMSUNG/GASLOG/ABS
Run C24C304 C304C24 Run

ST006F
SB110F
XI C9 (25) (25) C9 XI
C8 C7 ST108F ST109F C7 C8
(32) C25 C25 (32)
(15) (65)
From E/R
C-deck (S) ABN Trip (25) (25) Trip ABN Condensate
C307 C307

ST007F
(32) XA XSH C19 C19 XSH XA (32) System

(65)

(65)
(40)
C308 (25) C308

(25)
To Cond.

(15)

(15)
(40)

Water Sys.

(25)
SD001F
No.1 G/E Economizer 2nd Deck (P) SB114F 2nd Deck (S) (65) (100) From Cargo

(200)
(1.0 T/H x 7.0 bar) To Scupper To Scupper Drain Cooler
(EPDM)
(40)
TI TI TI

SD003F

(EPDM)
SB264F (125)
PI

WG172F WG173F
Gauge PIAH TI SD002F
C431

MM382 (80)
Board MM270
Sampling Water Aux. Boiler (EPDM)

(50)

(50)
Cooling Deice Chemical TI
V5
Dosing Unit
(15)
B-deck (P)
V6

(125)
(65)
(15)
Atmos. Dump/Drain
V3
V1

(40)
V7
(15)
Condenser
From FW From Distilled (40)
(65)
V4 Service Water Tank OAH
PI (25)
No.4 G/E Economizer MM023
(50)

(50)

(1.0 T/H x 7.0 bar) SB203F

2nd Deck (S) (100) (100)
To Bilge Well SB261F
TI NC (50) (50) WG301F LAH
No.4 G/E Obs.
SB266F MM532
Boiler Water SB260F No.1 M/E (50) (50)
Circ. Pump Tank
No.1 G/E Boiler Water (15) (25) WG302F
(8.0 m3/h Boiler Water Circ. Pump (0.3 m3)
TI SB259F No.2 M/E
Gauge PIAH x 4.0 bar) Circ. Pump (6.7 m3/h
C431

Board MM383 Boiler Water Circ. Pump TAHL Vacuum

MM270
(8.0 m3/h x 4.0 bar) x 4.0 bar) For WG303F
SB262F (6.7 m3/h x 4.0 bar) Sampling
MM171
Breaker
SB002F
SB106F

SB103F

SB109F

SB105F

SB102F

SB108F

SB104F

SB101F

SB107F

(25)

(40)
(50)
DPCL DPCL DPCL DPCL SIAH LAL Steam TC
Injector
PP089_1 PP081_1 PP087_1 PP079_1 MM022 MM045 ST083F
Cascade Tank

SB003F
(50)

(50)

(50)
(15)

(15)

(15)
B-deck (S) SB001F
SB258F

SB257F

SB252F

SB251F

SB254F

SB253F

SB256F

SB255F

TI (5.0 m3) (40) (20)

ST084F
PCL

BC014F

BC015F
(50)

(50)

(50)
(40) PS PS PS
(50)

(50)

BC017F
PP041_1

(65)
PI PI PI PI PI PI PI PI PI PI PI Aux. Boiler
No.2 Auto No.2 Auto No.2 Auto No.2 Auto PCL Auto Feed Water From Steam (40)
CH-VR CH-VR CH-VR CH-VR PP042_1 CH-VR Service
No.1 No.1 No.1 No.1 No.3 No.2 No.1 Pump
0F Sett. Sett. Sett. Sett. To Scupper
SB48 PI PI 0.5 bar PI PI 0.5 bar PI PI 0.5 bar PI PI 0.5 bar PCL
PI
MC
PI
MC
PI
MC (9.0 m3/h
(65) 1F PP043_1 PP043 PP042 PP041 x 13.0 bar)
SB30 MC MC MC MC MC MC MC MC
SB210F

SB209F

SB202F

SB201F

SB208F

SB207F

SB206F

SB205F

SB006F

SB005F

SB004F
To Scupper PP080 PP079 PP080 PP079 PP080 PP079 PP088 PP087
(65)

(65)

(65)
(100) (65) (80)
(100)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 119 Part 4. Machinery System

Maker: Shinko Ind., Ltd. When only the economizer is producing steam, one of the boiler water Supplementary heating of the filter tank comes from a heating nozzle fed
Type: SVQ50AMH circulating pumps is operating, and the other is on standby. There is a from the 10 bar steam range. This nozzle is controlled by a temperature-
Capacity: 9 m3/h x 13.0 bar direct connection from the boiler water circulating pumps to the regulated valve that maintains the cascade tank at 80 °C.
Motor: 15.0 kW x 440 V x 3600 rpm economizer as the feedwater is supplied to the auxiliary boilers. As the
No. of sets: 3 water rises through the economizer and receives energy from the exhaust Water from the feed filter tank provides the feedwater pumps with a
gases, it is converted to a mixture of saturated steam and water. Then the positive inlet pressure head at the pump suctions. The outlet temperature
No.1 & 2 Boiler Water Circ. Pump for No. No.1 & 2 M/E water is separated out in the steam space. As the economizer is using from the atmospheric dump/drain condenser is designed to be maintained
other water in the main steam-generating plant, there is a need to supply at 80°C.
Maker: Shinko Ind., Ltd. a separate chemical-treatment inlet.
Type: BT50-4 Oil Contamination
Capacity: 6.7 m3/h x 4.0 bar Should the steam demand fall for any reason, the feedwater regulator

SAMSUNG/GASLOG/ABS
Motor: 3.7 kW x 440 V x 3500 rpm valve will automatically reduce the amount of water fed to the boiler, but If oil contamination occurs, divert the returns to the bilge well by
No. of sets: 4 the feed pumps will continue to operate normally. Each boiler feedwater opening the observation tank drain valve (BD014F). The observation
pump is therefore designed to return a small amount of its discharge back tank scum valve must be opened to remove the oil from the observation
No.1 & 2 Boiler Water Circ. Pump for No. 1 & 4 G/E to the cascade tank to prevent the pumps from overheating in this tank.
eventuality.
Maker: Shinko Ind., Ltd. Check the drain on the drain traps of all the steam services until the
Type: BT50-4 Feedwater is normally supplied through the feedwater regulator, but it defective service is located, then isolate for repair. If any oil is noticed in
Capacity: 8 m3/h x 4.0 bar can also be supplied through a separate auxiliary line, which can be used the observation tank, it should be assumed that some oil could have also
Motor: 5.5 kW x 440 V x 3600 rpm in an emergency. The main feed pumps are normally operated with one entered the boiler and economizer, and steps should be taken to scum this
No. of sets: 4 pump in operation and the other on standby. The standby pump will cut oil from the boiler and economizer.
in on the failure of a running unit.
2. General Description A water test should be carried out to monitor any effect that the oil
Boiler water chemical treatment is administered by injecting chemicals contamination might have had. The boiler feed treatment should also be
The auxiliary boiler feedwater system is the part of the steam-generating from the auxiliary boiler chemical dosing unit directly into the auxiliary adjusted in line with any change in the boiler water condition. When
plant that circulates feedwater from the cascade tank into the boiler via boiler steam drum using a chemical dosing unit. possible, the boiler should be shut down for examination of the steam
the auxiliary boiler feedwater pumps. and water spaces.
Cascade Tank
The amount of water fed to the boiler is automatically controlled by the After repair, flush the drain line of the defective service and clean the
feedwater regulating valve in accordance with the variation in the water The condition of the feedwater is continuously indicated to a salinometer drain trap. Also, clean the atmospheric dump/drain condenser, the
level in the steam drum, and the auxiliary boiler steam pressure. situated in the supply line from the cascade tank to the feedwater pumps. salinometer, the observation tank, and the oil content monitor probe, and
This activates an alarm if high salinity is detected in the water. check if the monitoring and alarm systems are functioning correctly.
Three boiler feed pumps take suction from the cascade tank, and each is
capable of supplying the boilers at a rate of 9 m3/h against a pressure of The dump steam line and other steam drain systems are condensed in the 3. Preparation Procedure for the Boiler Feedwater System
13 bar. These pumps are normally operated with one pump in operation atmospheric dump/drain condenser, which is cooled by water from the
and the others on standby. The standby pump will cut in on the failure of seawater central cooling system. 1) Ensure that the boilers and the exhaust gas economizers to be
a running unit. used are ready for operation.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 120 Part 4. Machinery System

Key
Funnel Top
Steam Line

(250)
Condensate Line
Fresh Water/
(150) (150) Upper Deck Feed Water Line
(150)
(100) Bilge Water/Drain Line
By-pass Pot
No.1 M/E Economizer

(150)
(1.2 T/H x 7.0 bar)

(80)
TI
SB263F (150)
To 7.0 bar

(15)

(15)
(125) (150) (150)
(150) Steam Service
Gauge PIAH TI
C431

Board MM268 MM225 Boiler Power

(15)
Control Panel

(150)
(15)

(125)
(100)

(100)

(100)
PT PI PS PS PI PT
C-deck (P) Upper Deck (P)

(15)

(15)
Sett.
7.7 bar
(40)
C1 C301 C2 C14 ST001F ST002F C14 C2 C301 C1 PIC
(100) Sett. (150) (150) Sett. MM139

C11

C11
9.0 bar 9.0 bar
No.2 M/E Economizer C21
ST003F SB204F ST004F
C21
(1.2 T/H x 7.0 bar) C5 C6 (150) (150) C6 C5 POC
PIAHL LIAHL LIAHL PIAHL
LC LC MM139_1
NC

(25)

(25)
From
TI IAS E/P

SB113F SB120F

SB121F
SB265F (125) To W4 SB111F SB112F W4 To
C3 C4 Scupper S S Scupper C4 C3 Cont.
(125) Air
(32)

(32)
(50)
No.1 Aux. Boiler No.1 Aux. Boiler

ST008F

ST005F
SB115F
(32) (32)
Gauge PIAH TI
(5.0 T/H x 7.0 bar) (5.0 T/H x 7.0 bar)
C431

Board MM270 MM226 C303 C303

(50) (50)

ST009F
SAMSUNG/GASLOG/ABS
Run C24C304 C304C24 Run

ST006F
SB110F
XI C9 (25) (25) C9 XI
C8 C7 ST108F ST109F C7 C8
(32) C25 C25 (32)
(15) (65)
From E/R
C-deck (S) ABN Trip (25) (25) Trip ABN Condensate
C307 C307

ST007F
(32) XA XSH C19 C19 XSH XA (32) System

(65)

(65)
(40)
C308 (25) C308

(25)
To Cond.

(15)

(15)
(40)

Water Sys.

(25)
SD001F
No.1 G/E Economizer 2nd Deck (P) SB114F 2nd Deck (S) (65) (100) From Cargo

(200)
(1.0 T/H x 7.0 bar) To Scupper To Scupper Drain Cooler
(EPDM)
(40)
TI TI TI

SD003F

(EPDM)
SB264F (125)
PI

WG172F WG173F
Gauge PIAH TI SD002F
C431

MM382 (80)
Board MM270
Sampling Water Aux. Boiler (EPDM)

(50)

(50)
Cooling Deice Chemical TI
V5
Dosing Unit
(15)
B-deck (P)
V6

(125)
(65)
(15)
Atmos. Dump/Drain
V3
V1

(40)
V7
(15)
Condenser
From FW From Distilled (40)
(65)
V4 Service Water Tank OAH
PI (25)
No.4 G/E Economizer MM023
(50)

(50)

(1.0 T/H x 7.0 bar) SB203F

Board MM383 Boiler Water Circ. Pump TAHL Vacuum

MM270
(8.0 m3/h x 4.0 bar) x 4.0 bar) For WG303F
SB262F (6.7 m3/h x 4.0 bar) Sampling
MM171
Breaker
SB002F
SB106F

SB103F

SB109F

SB105F

SB102F

SB108F

SB104F

SB101F

SB107F

(25)

(40)
(50)
DPCL DPCL DPCL DPCL SIAH LAL Steam TC
Injector
PP089_1 PP081_1 PP087_1 PP079_1 MM022 MM045 ST083F
Cascade Tank

SB003F
(50)

(50)

(50)
(15)

(15)

(15)
B-deck (S) SB001F
SB258F

SB257F

SB252F

SB251F

SB254F

SB253F

SB256F

SB255F

TI (5.0 m3) (40) (20)

ST084F
PCL

BC014F

BC015F
(50)

(50)

(50)
(40) PS PS PS
(50)

(50)

BC017F
PP041_1

SB209F

SB202F

SB201F

SB208F

SB207F

SB206F

SB205F

SB006F

SB005F

SB004F
To Scupper PP080 PP079 PP080 PP079 PP080 PP079 PP088 PP087
(65)

(65)

(65)
(100) (65) (80)
(100)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 121 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Cascade tank outlet line salinometer Assuming that No.2 Main Engine exhaust gas economizer is operated
SB003F Open
outlet valve with the engines and that No.2 Aux. Boiler System is operating correctly:
No.1 Aux. Boiler feedwater pump
SB004F Open
suction valve 1) Confirm that the exhaust gas economizers are filled with water to
No.1 Aux. Boiler feedwater pump their correct operating levels and that the auxiliary boiler
SB104F Open
discharge valve to the main feed line feedwater pumps are switched to the remote operation mode.
No.1 Aux. Boiler feedwater pump
SB107F Open
return valve to the cascade tank 2) Ensure that the economizers to be used are ready for operation
No.1 Aux. Boiler feedwater pump and that all the valves to the instrument gauges are open.
SB101F Closed
discharge valve to the aux. feed line
No.2 Aux. Boiler feedwater pump 3) Set the valves as in the following table:
SB005F Open
suction valve
No.2 Aux. Boiler feedwater pump Valve Description Position
SB105F Open
discharge valve to the main feed line
Economizer for the No 2 Main Engine
No.2 Aux. Boiler feedwater pump - Open
SB108F Open water inlet valves
return valve to the cascade tank Economizer for the No.2 Main Engine
No.2 Aux. Boiler feedwater pump SB265F Open
SB102F Closed steam outlet valves
discharge valve to the aux. feed line No.2 Boiler mounting valve to the boiler
No.3 Aux. Boiler feedwater pump - Open
SB006F Open circulation pump suction
suction valve
No.2 Boiler water outlet valve to the
No.3 Aux. Boiler feedwater pump - Operational
SB106F Open boiler circ. pump suction
discharge valve to the main feed line No.2 Boiler water circulation pump
No.3 Aux. Boiler feedwater pump SB201F Open
SB109F Open suction valve
return valve to the cascade tank No.2 Boiler water circulation pump
No.3 Aux. Boiler feedwater pump SB251F Open
SB103F Closed discharge valve
discharge valve to the aux. feed line

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 122 Part 4. Machinery System

Operation method: Aux. boiler No.1 covers two(2) M/E economizers

Funnel Top and one(1) G/E economizer

(250)
(150) (150) Upper Deck

CAUTION
(150)
(100)
By-pass Pot
No.1 M/E Economizer

(150)
(1.2 T/H x 7.0 bar)
Main engine load should be increased slowly to avoid water level

(80)
TI
SB263F (150)
To 7.0 bar hunting in Auxiliary boiler.

(15)

(15)
(125) (150) (150)
(150) Steam Service
Gauge PIAH TI
C431

Board MM268 MM225 Boiler Power

(15)
Control Panel

(150)
Burner Inside (15) Burner Inside
C48 C33 C35 C35 C33 C48
Definition of Abnormal Situation

(125)
(100)

(100)

(100)
PT PI PS PS PI PT
C Deck (P) Upper Deck (P)

(15)

(15)
Sett.
7.7 bar
(40)
C1 C301 C2 C14 ST001F ST002F C14 C2 C301 C1 PIC
(100) Sett. (150) (150) Sett. MM139

C11

C11
9.0 bar 9.0 bar
No.2 M/E Economizer
(1.2 T/H x 7.0 bar) C5 C6 PIAHL LIAHL
C21
ST003F
(150)
SB204F
(150)
ST004F
C21
LIAHL PIAHL C6 C5 POC
• Water level hunting
LC LC MM139_1
NC

(25)

(25)
•
From
TI IAS E/P
Noise of Circulation pump

SB113F SB120F

SB121F
SB265F (125) To W4 SB111F SB112F W4 To
C3 C4 Scupper M M Scupper C4 C3 Cont.
(125) Air
(32)

(32)
(50)
No.1 Aux. Boiler No.2 Aux. Boiler

ST008F

ST005F
SB115F
(32) (32)
Gauge PIAH TI
(5.0 T/H x 7.0 bar) (5.0 T/H x 7.0 bar)
C431

Board MM270 MM226 C303 C303

(50) (50)

ST009F
Run C24C304 C304C24 Run
Test Procedure – Aux. boiler No.1: Master boiler

ST006F
SB110F
XI C9 (25) (25) C9 XI
C8 C7 ST108F ST109F C7 C8
(32) C25 C25 (32)
(15) (65)
From E/R
C Deck (S) ABN Trip (25) (25) Trip ABN Condensate
C307 C307

ST007F
(32) XA XSH C19 C19 XSH XA (32) System

(65)

(65)
(25)

(40)
C308 C308

(25)
To Cond.
1) Close the valves (C21 & C19) for Aux. boiler No.2

(15)

(15)
(40)

(25)
Water Sys. SD001F
No.1 G/E Economizer 2nd Deck (P) SB114F 2nd Deck (S) (65) (100) From Cargo

(200)
(1.0 T/H x 7.0 bar) To Scupper To Scupper Drain Cooler
(EPDM)
(40)
TI TI TI

SD003F

(EPDM)
SB264F PI
(125)
2) Open valves(SB204F & SB203F) in the system

SAMSUNG/GASLOG/ABS
WG172F WG173F
Gauge PIAH TI SD002F
C431

MM382 (80)
Board MM270
Sampling Water Aux. Boiler (EPDM)

(50)

(50)
Cooling Deice Chemical TI

B Deck (P)
V5
(15)
Dosing Unit
3) No use G/E No.4 Boiler W. CIRC. PUMP
V6

(125)
(65)
(15)
Atmos. Dump/Drain
V3
V1

(40)
V7
(15)
Condenser
From FW From Distilled (40)
(65)

No.4 G/E Economizer

V4
PI
Service Water Tank (25)
OAH
MM023 4) M/E load up slowly
(50)

(50)

(1.0 T/H x 7.0 bar) SB203F

Board MM270 MM383 Boiler Water Circ. Pump WG303F

TAHL Vacuum
(8.0 m3/h x 4.0 bar) x 4.0 bar) For
SB262F (6.7 m3/h x 4.0 bar) Sampling
MM171
Breaker
SB002F
SB106F

SB103F

SB109F

SB105F

SB102F

SB108F

SB104F

SB101F

SB107F

(25)

(40)
(50)
DPCL DPCL DPCL DPCL SIAH LAL Steam TC
Injector
PP089_1 PP081_1 PP087_1 PP079_1 MM022 MM045 ST083F
Cascade Tank

SB003F
(50)

(50)

(50)
(15)

(15)

(15)
B Deck (S) SB001F
SB258F

SB257F

SB252F

SB251F

SB254F

SB253F

SB256F

SB255F

TI (5.0 m3) (40) (20)

ST084F
PCL

BC014F

BC015F
(50)

(50)

(50)
(40) PS PS PS
(50)

(50)

BC017F
PP041_1

SB209F

SB202F

SB201F

SB208F

SB207F

SB206F

SB205F

SB006F

SB005F

To Scupper PP080 PP079 PP080 PP079 PP080 PP079 PP088 PP087

SB004F
(65)

(65)

(65)
(100) (65) (80)
(100)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 123 Part 4. Machinery System

SAMSUNG/GASLOG/ABS This page is intentionally blank.

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 124 Part 4. Machinery System

Key
Funnel Top
Steam Line

(250)
Condensate Line
Fresh Water/
(150) (150) Upper Deck Feed Water Line
(150)
(100) Bilge Water/Drain Line
By-pass Pot
No.1 M/E Economizer

(150)
(1.2 T/H x 7.0 bar)

(80)
TI
SB263F (150)
To 7.0 bar

(15)

(15)
(125) (150) (150)
(150) Steam Service
Gauge PIAH TI
C431

Board MM268 MM225 Boiler Power

(15)
Control Panel

(150)
(15)

(125)
(100)

(100)

(100)
PT PI PS PS PI PT
C-deck (P) Upper Deck (P)

(15)

(15)
Sett.
7.7 bar
(40)
C1 C301 C2 C14 ST001F ST002F C14 C2 C301 C1 PIC
(100) Sett. (150) (150) Sett. MM139

C11

C11
9.0 bar 9.0 bar
No.2 M/E Economizer C21
ST003F SB204F ST004F
C21
(1.2 T/H x 7.0 bar) C5 C6 (150) (150) C6 C5 POC
PIAHL LIAHL LIAHL PIAHL
LC LC MM139_1
NC

(25)

(25)
From
TI IAS E/P

SB113F SB120F

SB121F
SB265F (125) To W4 SB111F SB112F W4 To
C3 C4 Scupper S S Scupper C4 C3 Cont.
(125) Air
(32)

(32)
(50)
No.1 Aux. Boiler No.1 Aux. Boiler

ST008F

ST005F
SB115F
(32) (32)
Gauge PIAH TI
(5.0 T/H x 7.0 bar) (5.0 T/H x 7.0 bar)
C431

Board MM270 MM226 C303 C303

(50) (50)

ST009F
SAMSUNG/GASLOG/ABS
Run C24C304 C304C24 Run

ST006F
SB110F
XI C9 (25) (25) C9 XI
C8 C7 ST108F ST109F C7 C8
(32) C25 C25 (32)
(15) (65)
From E/R
C-deck (S) ABN Trip (25) (25) Trip ABN Condensate
C307 C307

ST007F
(32) XA XSH C19 C19 XSH XA (32) System

(65)

(65)
(40)
C308 (25) C308

(25)
To Cond.

(15)

(15)
(40)

Water Sys.

(25)
SD001F
No.1 G/E Economizer 2nd Deck (P) SB114F 2nd Deck (S) (65) (100) From Cargo

(200)
(1.0 T/H x 7.0 bar) To Scupper To Scupper Drain Cooler
(EPDM)
(40)
TI TI TI

SD003F

(EPDM)
SB264F (125)
PI

WG172F WG173F
Gauge PIAH TI SD002F
C431

MM382 (80)
Board MM270
Sampling Water Aux. Boiler (EPDM)

(50)

(50)
Cooling Deice Chemical TI
V5
Dosing Unit
(15)
B-deck (P)
V6

(125)
(65)
(15)
Atmos. Dump/Drain
V3
V1

(40)
V7
(15)
Condenser
From FW From Distilled (40)
(65)
V4 Service Water Tank OAH
PI (25)
No.4 G/E Economizer MM023
(50)

(50)

(1.0 T/H x 7.0 bar) SB203F

Board MM383 Boiler Water Circ. Pump TAHL Vacuum

MM270
(8.0 m3/h x 4.0 bar) x 4.0 bar) For WG303F
SB262F (6.7 m3/h x 4.0 bar) Sampling
MM171
Breaker
SB002F
SB106F

SB103F

SB109F

SB105F

SB102F

SB108F

SB104F

SB101F

SB107F

(25)

(40)
(50)
DPCL DPCL DPCL DPCL SIAH LAL Steam TC
Injector
PP089_1 PP081_1 PP087_1 PP079_1 MM022 MM045 ST083F
Cascade Tank

SB003F
(50)

(50)

(50)
(15)

(15)

(15)
B-deck (S) SB001F
SB258F

SB257F

SB252F

SB251F

SB254F

SB253F

SB256F

SB255F

TI (5.0 m3) (40) (20)

ST084F
PCL

BC014F

BC015F
(50)

(50)

(50)
(40) PS PS PS
(50)

(50)

BC017F
PP041_1

SB209F

SB202F

SB201F

SB208F

SB207F

SB206F

SB205F

SB006F

SB005F

SB004F
To Scupper PP080 PP079 PP080 PP079 PP080 PP079 PP088 PP087
(65)

(65)

(65)
(100) (65) (80)
(100)

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 125 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
Clear and Clear and free of
Appearance - 1) Check if the cooling water inlet/outlet valves from the central 5) Open the pump suction and discharge valves, and start the
free of mud mud
cooling freshwater system to the boiler water sample cooler are injection pump. Once the injection pump is running, adjust the
ppm
Hardness 0~5 - open and if the water is flowing through the cooler. stroke of the pump as necessary, to allow the chemicals to enter
CaCO3
the boiler over a period of time.
Chloride content ppm Cl- < 15 <100 2) Open the water sampling valve C9 on the boilers.
ppm 6) When the chemical injection has been completed, switch off the
“P” alkalinity - 100 ~ 150
CaCO3 3) Open the sampling valve and allow water to flow through the pump and close all the valves. Drain the tank of the dosing unit
Total (T) ppm cooler before collecting the sample, to ensure that the sample for any remaining solution.
- < 2x”P”– alkalinity
alkalinity CaCO3 taken is actually water from the boiler and not water from the
PH value at sampling line.
- 8.5 ~ 9.5 10.5 ~ 11.5
25°C
Hydrazine 4) When the sample has been collected, close the sampling valve.
ppm N2H4 - 0.1 ~ 0.2
excess
Phosphate CAUTION
ppm PO4 - 20 ~ 50
excess Boiler water samples are taken from the boiler water drum and are
Specific density therefore taken at high pressure and temperature. Great care must thus
Kg/m3 - < 1.003
at 20°C be taken whenever the valves to the sample cooler are opened. All the
Conductivity at valves must be opened very slowly.
S/cm - < 2000
25°C
Oil content - NIL NIL 5) Record the results of the boiler water analysis, and interpret the
Copper content ppm < 0.02 < 0.3 results to provide the necessary information regarding the
chemical treatment to be used. Record the details of the
The dissolved solids in the boiler water are controlled by using the scum chemical treatment to be added to the boiler water.
lines in the steam drum and/or the blowdown valves in the water drum,

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 126 Part 4. Machinery System

In Purifier Room ST076F ST183F IG Dryer Unit Heater To Accommodation

ST089F (50) (50) To Steam Tracing for
PI No.1 M/E A/C Bilge Primary Part Service
No.1, 2 G/E FO Supply Steam
Chem. Clean. Tank Paint Store (Air Handling

(15)
ST029F VIC Control Air
No.1 FO Heater Tank Steam Heater Unit Room)
for No.1, 2 G/E ST075F ST116F ST110F ST102F Tank Top (P)
M ST032F

(25)
ST025F (50) (50)
LO Out

TIC Sett. (25) (25) 3rd Deck (P) Bilge Holding Separated

ST041F
ST218F
95℃ Steam Tracing
for PORT HFO Purifying Tank Bilge Oil TK
ST026F No.2 FO Heater Lines Upper Deck
No.1 LO Purifier Heater (15) for No.1, 2 G/E No.1 G/E
for G/E ST043F ST106F Steam Tracing
for Boiler FO Lines LO Sett. TK

(50)
(50) (32)

ST029F

ST044F
Steam Tracing
ST027F for FO Auto Filter &
LO Out

TIC Sett. (25)

(100)
(25)

(25)
90℃ (25) Return Pipe Vent Drain
VIC
No.1 FO Heater Line (P)
ST028F

(25)
ST016F

(25)

(25)
No.2 LO Purifier Heater for No.1 M/E ST042F ST101F M ST011F
(50) (32)

Atomizing Steam
for M/E (32)

To IGG Burner
ST154F ST017F

(25)
ST023F ST100F (25) (25) (65) (32) (32) (25) (25)
LO Out

TIC Sett. (25) (25) No.2 FO Heater Control Air ST155F ST088F

(65)

ST030F

ST031F
90℃ (15) (15)
for No.1 M/E ST087F
ST024F Near G/E LO Floor

Supply
To Steam Tracing for
ST019F ST018F (25)
Floor (C)
No.1 LO Purifier Heater No.1 M/E FO Supply Steam

(25)
Sett. Tank for PORT
HFO Out

for M/E TIC Sett. (32) (32) (15) ST094F

(65)
98℃

ST214F
(15)
Calorifier

(65)
Steam Tracing Steam Tracing

(25)
No.1 HFO Purifier

(65)
for Incinerator for Incinerator Tank Top (P)
Waste Oil Waste Oil Heater Sett.
Incin. WO TC Service Lines Settling Lines (65) (100) 70℃ TC
Sett. Tank ST013F Key To
(25) (32) No.1 Main LO Steam Line Scupper
(15)

(25)
Sump Tank
Control

Control
Incin. WO

(25)
ST212F (50) Condensate Line
Service Tank
Air

Air
(Around P/P Suction)

ST096F ST097F
No.1 M/E 2nd Deck (P) Heavy Fuel Oil Line To Hull Part

ST020F
Control Air
ST105F ST103F

(100)
(100)
Safety Filter Lubricating Oil Line Service
(25) (25) (60 μ)
(25)

TC No.1 4th Deck (P) Sett. ST098F No.1 M/E Bilge Water Line
TIC Steam Inlet for
No.1, 2 G/E No.1 M/E 80℃ (32) (32) (150)
No.1, 2 G/E FO Auto Back Fire Extinguishing
HFO

SAMSUNG/GASLOG/ABS
No.1 Puri. ST099F of Cylinder Block
[Incinerator Room] Safety Filter FO Auto Back Flushing Filter Jacket Water E/R Cofferdam
ST010F

(15) Trace Heating

ST012F
No.2 Flushing Filter (10 μ) Sludge Tank Preheater for No.1 M/E Fuel Inlet
4th Deck (P)

ST033F

ST034F
From (150) (150) (150) (150)
Steam Service ST066F

(150)
ST095F ST184F 3rd Deck

(50)
(25) (150)
(50) (50) ST092F FWD Center
TIC (15) TIC
(25) (32) (40) (40) (40) (40)

ST035F
No.1 Low Sett. Sett. No.2 Low
40℃ 40℃ No.2 M/E

(25)

(25)
No.1 FO Heater VIC TBN Cyl. Oil ST223F ST227F TBN Cyl. Oil ST015F
ST118F

ST119F

ST121F

ST125F

ST126F

ST067F
(15) (15) Steam Inlet for (32) (32)
for No.3, 4 G/E

(25)
ST077F ST170F M ST169F Meas. Tank Meas. Tank Fire Extinguishing
4th Deck (S)
(50) (50) ST222F ST226F of Cylinder Block ST021F
Trace Heating (15)

(100)
ST165F TIC TIC Fuel Inlet To
No.2 FO Heater No.1 Sett. Sett. No.2 Scupper
Control Air
for No.3, 4 G/E Cyl. Oil
40℃
ST225F ST229F 40℃
Cyl. Oil
No.1 Low TBN No.1 Cyl. Oil No.1 Main LO No.2 Main LO No.2 Cyl. Oil No.2 Low TBN

(15) ST090F
To Steam Tracing for
(15) (15) Sett.

for STBD
No.3,4 G/E FO Supply Steam Meas. Tank Cyl. Oil Stor. TK Storage Tank Settling Tank Settling Tank Storage Tank Cyl. Oil Stor. TK Meas. Tank TIC 80℃
ST074F ST111F ST224F ST228F ST022F

ST040F

Floor
(32) (32) Jacket Water (50)
ST069F No.2 G/E
HFO Out

Preheater for No.2 M/E ST213F

TIC (32) (32) LO Sett. TK
Sett. (100)
No.1 FO Heater VIC ST070F

(25)
98℃ Steam Tracing
for No.2 M/E (25) 3rd Deck (S)
ST068F ST104F ST014F Separated for FO Auto Filter &
(50) (40) (25)
(32)
M
(32) No.2 HFO Return Pipe Vent
Bilge Heater
Purifier Oil TK Drain Line (S)

ST207F
4th Deck (S) Steam Tracing

ST219F
ST160F

(50)

(25)
for STBD FO Purifying
ST071F
HFO Out

No.2 FO Heater Control Air Lines (No.3)

Near G/E LO ST115F

(100)
ST036F

(25)
TIC (25) (25)
for No.2 M/E To Steam Tracing for Steam Tracing Settling Tank (25) (25)
SW Heater

ST215F
No.2 M/E FO Supply Steam Sett. for STBD HFO
98℃ ST072F ST156F (15) ST117F for BWTS
(65)

Purifying Lines
To No.2 FW Generator
(65) Separated
No.3 HFO (25) Floor (S) No.2 M/E A/C
(32)

(32)
Bilge Heater
Oil TK Heating Steam Supply To (40) ST157F Chem. Clean.
Purifier (15)
ST129F Cascade Tank For STP Cleaning ST045F Tank
LO Out

TIC Sett. (25) (25) (65) (65) (80) (80) (100) (100) (65) (25)
90℃ Near HFO Sett. Tank

(25)
(15)ST091F No.2 Main
ST130F

(50)

(50)
Cont. Air

Cont. Air
No.4 LO Purifier Heater Sump Tank
(25)

(40)

(40)
(25)

(25)

No.1 M/E

ST052F

ST055F

ST046F

ST049F
for G/E (Around P/P Suction)
(32)

Safety Filter (60 μ)

ST020F

Steam Tracing
ST064F ST063F ST062F

ST060F ST059F ST058F

for STBD FO Drain Lines
ST078F Steam Tracing

ST038F

ST039F
LO Out

ST053F

ST047F
TIC Sett. (25) ST206F
Control

Control

90℃ (25) Steam Tracing for G/E Leak Fuel

(32)

(32)
Control Air
4th Deck (S) for PORT FO Drain Lines Drain Lines
Air

Air

ST079F EPCON EPCON Steam Tracing

No.3 LO Purifier Heater Tank Top (S)

(50)

(50)
ST056FST054F

ST050FST048F
ST168F ST166F for Sludge Pump Suction
for M/E No.2 Puri. (40) (40)
(25) (25) Steam Tracing
No.3 Sludge Tank Sett. Sett. for HFO Trans. P/P
FO Drain HFO Clean

ST037F
ST080F
ST065F

ST061F 70℃ 70℃ Suction/Discharge

ST057F

ST051F
LO Out

TIC Sett. (25) (25) Tank Leak Tank

95℃ TC TC TT TT
ST081F No.2 M/E
4th Deck (S)
(25)

No.2 LO Purifier Heater FO Auto Back

In Purifier

(15)
No.4
for G/E Flushing Filter
ST093F

No.3, 4 G/E
Room

4th Deck (S) (10 μ) No.2 HFO No.1 HFO No.2 HFO No.1 HFO FO Overflow
(15)

No.3, 4 G/E FO Auto Back

Service Tank Service Tank Settling Tank Settling Tank Tank
ST082F HFO Safety Filter Flushing Filter

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 127 Part 4. Machinery System

SAMSUNG/GASLOG/ABS
• G/E No.1, 2, 3, & 4 FO Auto-Backflushing Filter heating line until it has condensed.
drain valve is open and the drain trap is working so that all the
• M/E No.1 & 2 Safety Filter
Steam Tracing condensate is drained from the system.
• M/E No.1 & 2 FO Auto-Backflushing Filter
• M/E No.1 & 2 Jacket Water Pre-heater
The steam-tracing pipework is a small-bore pipework that runs alongside All the lines, even the heating lines, must be warmed through before
• Calorifier
the larger bore fuel pipes to provide contact heating, preventing the fluid the steam inlet valve is opened fully. For lines without separate
• The steam inlet for fire extinguishing of the cylinder block (No.1
(usually oil) in the larger pipework from cooling and thus increasing the warming through valves, the steam inlet valve must be cracked open
& 2 M/E)
pumping resistance. The tracing pipework is normally under the lagging initially until the line is warmed through and has reached the operating
• Trace heating fuel inlet (No.1 & 2 M/E)
of the larger pipework, and the contents are treated as contaminated temperature.
• Hull part service
• 3rd-deck FWD Center drains.
• No.1 & 2 FO Heater for No.3 & 4 G/E
• Purifier room 2. Operation
• SW heater for BWTS
• Near the HFO settling tank Preparation for the Operation of the 7-Bar Steam System
• Heating steam supply to the cascade tank
• For STP cleaning All the low-pressure steam services should be shut down when not
• The pure dry heating module required.
• Incinerator waste oil settling tank
• Incinerator waste oil service tank The following preparation of the valves should be carried out prior to
• No.1 & 2 M/E A/C chemical cleaning tank warming through the 7-bar steam system. The line drain valves to the
• No.1 & 2 Main LO Sump Tank bilge should be open when the system is shut down and closed before
• No.1 & 2 G/E LO settling tank warming through.
• No.1 & 2 Purifier sludge tank
• Bilge holding tank
• Separated bilge oil tank
• Bilge primary tank

IMO No. 9855812 / Issue 1 (2021.10.08) 4 - 128 Part 4. Machinery System

In Purifier Room ST076F ST183F IG Dryer Unit Heater To Accommodation

ST089F (50) (50) To Steam Tracing for
PI No.1 M/E A/C Bilge Primary Part Service
No.1, 2 G/E FO Supply Steam
Chem. Clean. Tank Paint Store (Air Handling

(15)
ST029F VIC Control Air
No.1 FO Heater Tank Steam Heater Unit Room)
for No.1, 2 G/E ST075F ST116F ST110F ST102F Tank Top (P)
M ST032F

(25)
ST025F (50) (50)
LO Out

TIC Sett. (25) (25) 3rd Deck (P) Bilge Holding Separated

(50)
(50) (32)

ST029F

ST044F
Steam Tracing
ST027F for FO Auto Filter &
LO Out

TIC Sett. (25)

(100)
(25)

(25)
90℃ (25) Return Pipe Vent Drain
VIC
No.1 FO Heater Line (P)
ST028F

(25)
ST016F

(25)

(25)
No.2 LO Purifier Heater for No.1 M/E ST042F ST101F M ST011F
(50) (32)

Atomizing Steam
for M/E (32)

To IGG Burner
ST154F ST017F

(25)
ST023F ST100F (25) (25) (65) (32) (32) (25) (25)
LO Out

TIC Sett. (25) (25) No.2 FO Heater Control Air ST155F ST088F

(65)

ST030F

ST031F
90℃ (15) (15)
for No.1 M/E ST087F
ST024F Near G/E LO Floor

Supply
To Steam Tracing for
ST019F ST018F (25)
Floor (C)
No.1 LO Purifier Heater No.1 M/E FO Supply Steam

(25)
Sett. Tank for PORT
HFO Out

for M/E TIC Sett. (32) (32) (15) ST094F

(65)
98℃

ST214F
(15)
Calorifier

(65)
Steam Tracing Steam Tracing

(25)
No.1 HFO Purifier

(25)
Sump Tank
Control

Control
Incin. WO

(25)
ST212F (50) Condensate Line
Service Tank
Air

Air
(Around P/P Suction)

ST096F ST097F
No.1 M/E 2nd Deck (P) Heavy Fuel Oil Line To Hull Part

ST020F
Control Air
ST105F ST103F

(100)
(100)
Safety Filter Lubricating Oil Line Service
(25) (25) (60 μ)
(25)

TC No.1 4th Deck (P) Sett. ST098F No.1 M/E Bilge Water Line
TIC Steam Inlet for
No.1, 2 G/E No.1 M/E 80℃ (32) (32) (150)
No.1, 2 G/E FO Auto Back Fire Extinguishing
HFO

SAMSUNG/GASLOG/ABS
No.1 Puri. ST099F of Cylinder Block
[Incinerator Room] Safety Filter FO Auto Back Flushing Filter Jacket Water E/R Cofferdam
ST010F

(15) Trace Heating

ST012F
No.2 Flushing Filter (10 μ) Sludge Tank Preheater for No.1 M/E Fuel Inlet
4th Deck (P)

ST033F

ST034F
From (150) (150) (150) (150)
Steam Service ST066F

(150)
ST095F ST184F 3rd Deck

(50)
(25) (150)
(50) (50) ST092F FWD Center
TIC (15) TIC
(25) (32) (40) (40) (40) (40)

ST035F
No.1 Low Sett. Sett. No.2 Low
40℃ 40℃ No.2 M/E

(25)

(25)
No.1 FO Heater VIC TBN Cyl. Oil ST223F ST227F TBN Cyl. Oil ST015F
ST118F

ST119F

ST121F

ST125F

ST126F

ST067F
(15) (15) Steam Inlet for (32) (32)
for No.3, 4 G/E

(25)
ST077F ST170F M ST169F Meas. Tank Meas. Tank Fire Extinguishing
4th Deck (S)
(50) (50) ST222F ST226F of Cylinder Block ST021F
Trace Heating (15)

(15) ST090F
To Steam Tracing for
(15) (15) Sett.

for STBD
No.3,4 G/E FO Supply Steam Meas. Tank Cyl. Oil Stor. TK Storage Tank Settling Tank Settling Tank Storage Tank Cyl. Oil Stor. TK Meas. Tank TIC 80℃
ST074F ST111F ST224F ST228F ST022F

ST040F

Floor
(32) (32) Jacket Water (50)
ST069F No.2 G/E
HFO Out

Preheater for No.2 M/E ST213F

TIC (32) (32) LO Sett. TK
Sett. (100)
No.1 FO Heater VIC ST070F

ST207F
4th Deck (S) Steam Tracing

ST219F
ST160F

(50)

(25)
for STBD FO Purifying
ST071F
HFO Out

No.2 FO Heater Control Air Lines (No.3)

Near G/E LO ST115F

(100)
ST036F

(25)
TIC (25) (25)
for No.2 M/E To Steam Tracing for Steam Tracing Settling Tank (25) (25)
SW Heater

ST215F
No.2 M/E FO Supply Steam Sett. for STBD HFO
98℃ ST072F ST156F (15) ST117F for BWTS
(65)

Purifying Lines
To No.2 FW Generator
(65) Separated
No.3 HFO (25) Floor (S) No.2 M/E A/C
(32)

(32)
Bilge Heater
Oil TK Heating Steam Supply To (40) ST157F Chem. Clean.
Purifier (15)
ST129F Cascade Tank For STP Cleaning ST045F Tank
LO Out

TIC Sett. (25) (25) (65) (65) (80) (80) (100) (100) (65) (25)
90℃ Near HFO Sett. Tank

(25)
(15)ST091F No.2 Main
ST130F

(50)

(50)
Cont. Air

Cont. Air
No.4 LO Purifier Heater Sump Tank
(25)

(40)

(40)
(25)

(25)

No.1 M/E

ST052F

ST055F

ST046F

ST049F
for G/E (Around P/P Suction)
(32)

Safety Filter (60 μ)

ST020F

Steam Tracing
ST064F ST063F ST062F

ST060F ST059F ST058F

for STBD FO Drain Lines
ST078F Steam Tracing

ST038F

ST039F
LO Out

ST053F

ST047F
TIC Sett. (25) ST206F
Control

Control

90℃ (25) Steam Tracing for G/E Leak Fuel

(32)

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