There are five main bilge wells in the engine room. These can be pumped out by one or more of the engine room bilge pumps, namely the Bilge Pump &
Bilge,Fire & G/S Pump (for emergency flood clearance only), E/R Bilge Pump and Oily Bilge Pump. Note that normally the bilge wells would be pumped by the E/R Bilge Pump to the Holding Tank
The bilge holding tanks are as follows:
- Oily bilge tank (30.0 m3)
- Bilge water holding tank (100.0m3) - Clean Bilge Tank(30.0 m3)
Valve Drain to the Oily Bilge Tank
From Incinerator W.O service tank drain From Burner coaming & cleaning From Incinerator W.O service tank overflow 76V
From S/G room oil coaming drain From Main LO puri. pump & LO trans. pump
coaming drain 40V
From S/T LO pump & tank coaming drain
53V From FO drain tank drain
60V From Oily bilge pump & Bilge primary tank coaming drain
38V Oily bilge from Oily Bilge Separator or Bilge Primary tank overflow
From Oily bilge separator coaming drain 50V From Oily bilge separator out oil
93V From E/R bilge pump & Waste oil trans. pump coaming drain
The oily bilge tank is filled with drains and/or oily residues from the oily water separator, as well as any oily water which may be directed from incinerator waste oil tank, burner cleaning device and E/R bilge pump and waste oil transfer pump coaming. This tank is normally emptied by the waste oil transfer
connection, or to the No.1 waste oil service tank and No.2 waste oil service tank Drain to the Bilge Holding Tank
- From E/R toilet drain
71V From Inspection tank
68V Bilge water from Oily Bilge Separator or Bilge Primary tank overflow
The bilge water holding tank accepts drains from Inspection tank, E/R toilet drain and bilge wells. E/R bilge pump is sending oily water from bilge wells to the bilge primary tank. Clean water which is separated in the bilge primary tank is sent to the bilge holding tank. Bilge holding tank is pumped out using Oily bilge pump and transferred through the bilge water separator unit, before passing overboard.
Drain to the Clean Bilge Tank
94V From steam line drain
From aux. cond. SW drain Form soot blower steam drain
From atmos. cond. drain 58V
From M/T gland steam
90V From atmos. drain tank drain
96V From main LO CLR FW drain
The clean bilge tank accepts drains from steam line drain, soot blower steam drain, etc. Clean bilge tank is pumped out using No.2 Fire, bilge & G/S pump and transferred directly out of ship
There are five main bilge wells in the engine room as follows:
- Port and starboard forward - Port and starboard middle - Aft well
The port and starboard forward bilge wells are fitted with high level alarms, and all of the bilge well can be pumped out by direct suction through Bilge, Fire &
G/S Pump. The port and starboard mid bilge wells are fitted with a high level alarm and level switch.
The aft bilge well collects drains from the save-alls in the steering gear room, F.W tank (P & S) and Dist. Water tank (P & S) which can be emptied into the well through spring loaded valves. The aft well has a high level alarm fitted.
No.1 Main Cool S.W Pump has the engine room emergency bilge suction valve fitted to its suction lines. This can be used in an emergency for direct suction of bilge water and pumped overboard.
2. Bilge Water Separator 1) Technical data
Model (Double stage): HYN05000 Design / Hydro pressure: 0.44/0.66MPa Capacity: 5.0m3/h Operation Temp.: 20~60℃
2) Principal of separation.
The HANYOUNG oily separator HYN-5.0 is combination of a gravity separator with built-in coalesce.
The system works with a completely new principle of hydrodynamics. Latest physical trends concerning oil-in-water dispersion, homogeneous fluid mechanics and coalescence effects are incorporated in the HYN-system.
Not to cause of emulsion when pump run, it is advantageous to use a pump of low revolutions and less emulsification. Such as MONO, PISTON instead of high one such as Centrifugal Pump.
Separator has CPI (Corrugate Plate Interceptor). The oil and water mixtures introduced into square chambers where enhance buoyancy effects from small oil droplets to larger one.
In 1st Filter cartridge and Upper tank, after going through CPI oil coalesced will be accumulated on upper tank and water will be down to the level of oil. But very small disperse oil and oil droplets which is too small to buoyancy will be lowered down to the bottom tank where located 1 filter cartridge. When liquid pass through filter cartridge, oils absorbed by filters.
The oil separated out collets in the upper settling zone of the own. An efficient heating system warms this area to support the separation process, make the oil pumpable and protect the electrodes against clogging. It is recommended to set the temperature approximately 50 degrees.
Oil level detector detects oil level and if detected send signal to solenoid valve open to discharge oil to oil collecting tank. Oil can be discharged by existing tank inside pressure to oil collection (sludge) tank.
Oil content meter monitor works on the light scatter principle and can be relied on to give warning when free oil particles or oil-in-water emulsions cause the 15ppm limit to exceeded. When the alarm is triggered, the pneumatic 3-way valve is switched via a dead contact to re-circulation mode after the set time interval has elapsed to prevent possible outboard oil contamination.
Illustration 2.8b Oily Bilge Separator
Bilge Tank
NAOH(20L)
Control Panel
Emulsion Breaker
(20L)
OLS
N.P.
EH OLS S
S
S
S
S
15 ppm Bilge Alarm
S
Air Supply Inlet Point
To Holding Tank
Back Washing
Bilge In F.W. Inlet To Holding Tank
To Oily Bilge Tank
BoardOver Recirculation
Valve Automatic
Stopping Device
Motor &
Pump
Strainer
P.G
Pressure Gauge
Electric Heater
Dosage
Pump Dosage
Mixing Pump Pump
Mixing Tank
Floating Tank
Separator Tank
Water for backwashing - Water for back washing
Approximately 1~2 bar pressure are required for backwash water from sea or fresh water hydrophor are sed. Backwash are controlled by oil detector and it run until oil purge out of oil collecting tank.
- Backwashing :
Solenoid actuated 2-way valve is operated fully automatically. Separation, backwash are sequenced by controller and valves are controlled by solenoid actuator.
Immediately after discharging the oil the backwashing is started. Clean water is used for backwashing. The coalescer is cleaned from oil and dirt by automatic backwashing. The mixture of oil sludge and water is drained off to the bilge.
2. 15ppm Bilge Alarm
1) Principle of operation a) Measuring principle
An optical sensor array measure a combination of light scattered and absorbed by oil droplets in the sample stream. The sensor signals are then processed by a microprocessor to produce linearized output.
If an alarm (work set point 15ppm) occurs, the two oil alarm relays are activated after the adjusted time delay.
The microprocessor continuously monitors the condition of the sensor components and associated electronics to ensure that calibration accuracy is maintained over time and extremes of environmental conditions.
b) Displays and Alarms
In the unit are two independent oil alarm circuits available. Both can be set separately from 1 to 15 ppm. From the manufacturing both alarms are set to 15 ppm (according IMO). The set points can be changed to 10 ppm or 5 ppm. An alarm point setting above 15 ppm is not possible. The adjustment can be done in the programming mode
In the mode also the individual adjustment of the time delays for the alarms and the possible changing between 0 ~ 20mA or 4 ~ 20 mA output can be done
Both alarm circuits are also related to an alarm LED on the front panel.
In case of malfunction the “System” LED will indicate any type of internal fault of the unit. This LED is flashing green in normal
to an relay output.
Additional to the alarm LED’s each alarm circuit is equipped with a relay with potential free alarm contacts. These contacts can be used for external processing of the signal or for control of further functions.
If a malfunction or failure of the power supply occurs, all 3 relays will switch to alarm condition.
2) Operating procedure
a) Switch on the power supply.
b) Allow a period of time for water entering the sample tube.
c) Flow oil free water through the system for a few minutes
d) Switch the instrument sample supply from the clean water supply to the separator sampling point connection.
e) The instrument is now ready for use.
NOTE
1. When oily water flow through the instrument the display will show the actual value of oil content.
2. If the oil concentration exceeds the adjusted threshold (works adjustment 15 ppm), the alarm indicator 1 will be illuminated in intervals during the selected time delay before it change to steady light and the associated alarm relay will operate. Accordingly also the alarm indicator 2 will be illuminated and its associated alarm relay will take the appropriate shut down action.
Illustration 2.9.1a Control Air System
Key
Drain Line Control Air Line
235V
130V
234V
Stand-by F.D Fan Driven Unit No.1 F.D Fan 153V
Drive Unit 109V Level Trans. for 3rd Stage F.W Heater
193V
Upper Deck (40A) 218V
172V
128V
No.1 Boiler Atomizing Steam Piston Valve (226B) 181V
6.03/0.98 MPa P.R.V.
Atomizing Steam (T-707V) 137V
No.1 Boiler Purge Steam Control Valve (399B) 212V
No.2 Boiler Purge Steam Control Valve (399B) 184V
No.2 Boiler F.O Control Valve (220B)
185V No.2 Boiler Feed W.
Control Valve (26B) 186V No.1 Boiler F.O Control Valve (220B)
187V No.1 Boiler Feed W.
Control Valve (26B) 188V Boiler Soot Blower Steam
Inlet Piston Valve (284B) 173V No.2 Boiler Atomizing Steam Piston Valve (226B)
111V No.1 Boiler Remote Hot Starting Piston Valve (79B)
199V
No.2 Boiler Remote Hot Starting Piston Valve (79B) 200V
0.98/0.6 MPa P.R.V.
(T-402V)
Boiler Upper Part (40A) 214V
156V
124V
M/T Gland Steam Control Valve 158V
Atmos. Drain Tank L.C.V. (M-108V) 144V
No.1 G/T Sealing Steam Controller
145V
No.2 G/T Sealing Steam Controller
160V M/T Astern Spray Water Piston Valve Deaerator L.C.V. 146V (Make-up, M-120V)
147V Deaerator L.C.V.
(Spill, M-116V) 177V Boiler Feed Water Pump Recirc. W. Shut-off Valve (M-824V)
197V Spare
201V Spare
138V
Central F.W Cooling Water T.C.V. (W-12V) 247V
0.18 MPa P.C.V.
4th Deck (PORT) (40A)
207V
143V
165V
M/T Astern Valve Drain 240V
M/Cond. Dump Steam Desuperheater Heating Chamber Water Control Valve 252V
Main Condenser L.C.V. (M-58V) 191V
Spare
Spare 162V
Mid Bilge Well (P) Shut-off Valve
149V No.1 Distilled Plaint Heating
Steam Control Valve No.2 Distilled Plaint Heating 150V Steam Control Valve
159V Boiler F.O Pump 139V P.C.V. (215B)
175V Spare
176V Spare
Purifier Room (40A)
217V
192V
127V
Main Steam Dump Valve Shut-off Valve (T-730V) 166V
To N2 Generator Instrument Air 189V
6.03/0.45 MPa P.R.V.
(T-711V) 133V 6.03/0.32 MPa Aux.
Steam P.R.V. (T-719V) 6.03/0.98 MPa P.R.V. 168V
for Aux. Steam (T-715V) 169V D.S. Heater Control Valve
for Aux. Steam No.1 Excess Steam 243V Dump P.C.V.
No.2 Boiler Soot Blower Steam 190V Vent Piston Valve (285B)
174V No.1 Boiler Soot Blower Steam
Vent Piston Valve (285B) 226V No.2 Main Boiler 2ry Steam Temp. Cont. Piston Valve (133B)
105V No.1 External Desuperheater T.C.V.
Spare
180V
No.2 Excess Steam Dump P.C.V.
248V
8.65/3.0 MPa P.R.V. for Ext. Desuperheater 230V
No.1 Main Boiler 2ry Steam Temp. Cont. Piston Valve (133B) 182V No.2 External
Desuperheater T.C.V.
148V 1st Stage Feed Water Heater L.C.V.
110V Spare
179V
Exhaust Main Dump Valve (X-28V)
No.2 Boiler B.O.G Control Valve 195V
Spare Spare
198V No.1 Boiler B.O.G
Control Valve 196V
To Air Control Unit for S/T L.O System
No.1 Boiler F.O Burner Solenoid Valve Board
(271B-P)
2nd Deck (40A) 213V
134V
123V
1.63/1.03 MPa P.R.V.
157V
M/T L.O T.C.V.
203V
M/T Warming-up Press.
Control Valve (PV-1) 204V
M/T Warming-up Steam Cylinder Valve (PV-2) 140V
HP Turbine Drain Valve 241V HP Bleed Steam
Drain Valve 141V M/T Ahead Valve Drain
161V Mid Bilge Well (S)
Shut-off Valve 209V M/T L.O Press.
Control Valve
135V Spare 126V
Air Purge Type L/G (H.F.O Overflow Tank)
142V G/E F.W Cooler
T.C.V.
131V Spare
4th Deck (STBD) (40A)
224V
PS LL
No.1 Boiler Gas Burner Solenoid Valve Board
(270B-P)
237V 125V
No.2 Boiler F.O Burner Solenoid Valve Board
(271B-S)
No.2 Boiler Gas Burner Solenoid Valve Board
(270B-S)
To No.1/2 Main Boiler Smoke Indicator Receiver To Oily Bilge
Separator 242V
Oil Removal Filter (0.01 Micron)
To Bilge Well Oil Removal Filter
(1 Micron)
Control Air Reservoir (7.5 m3 x 0.9 MPa) Control Air Compressors
(350 m3/h F.A.D. x 0.9 MPa)
From Working Air Compressor
(A)
112V
(3 Micron) (1 Micron)
No.1 Cargo Deck Air Dryer (250 Nm3/h F.A.)
Desiccant Type 115V
(0.01 Micron) (1 Micron)
No.2 Cargo Deck Air Dryer (250 Nm3/h F.A.)
Desiccant Type 113V
170V
114V
No.2 E/R Control Air Dryer (250 Nm3/h F.A.)
Refrig. Type
No.1 E/R Control Air Dryer (250 Nm3/h F.A.)
PIALIAS To I.G.G System
(I.G.G) To Accommodation
To I.G.G System (I.G Dryer) To Cargo Control System (S)
118V 119V
116V 117V
2.9 Compressed Air Systems
2.9.1 Control Air Systems 1. General DescriptionThe control or instrument air system provides dry, clean air at 0.9MPa pressure, to operate control valves (both pneumatic and electro-pneumatic) and dampers throughout the vessel.
Two electrically driven compressors supply air to the control air receiver. From here the air flows through the oil/water separator. If the air is for the cargo operating systems it will then pass through a desiccant type dryer and if for the engine room control systems, it will pass through a refrigerant type air dryer.
1) Air Compressors
The compressors can be started locally, they are normally on remote control, one unit on auto start, the other on standby. The in-use compressor will cut in with the receiver pressure at approximately 0.8MPa and stop when the bottle pressure is raised to approximately 0.9MPa Should the receiver pressure continue to fall to approximately 0.7MPa, the second compressor will start and assist in pumping up the receiver.
If, for any reason, the air pressure in the receiver should fall 0.7MPa below the No.2 compressor’s cut-in pressure, an emergency cross over valve (19V) from the working service air system will open, allowing air to flow from the working air compressors to the control air system.
The receiver is fitted with relief valve set at 0.99MPa. After the receiver, the air passes firstly through a dust filter, which is a cartridge type filter, to remove small solids trapped in the air.
Secondly, the air passes through an oil free filter, to remove any entrained oil droplets.
The air then flows to dryer units:
For the cargo control air system-desiccant type units
For the engine room machinery control system-refrigerant type units 2) Desiccant Type Dryer
There are two units provided, to work in automatic mode, where one unit is operating and drying the air passing through it and the second is having its desiccant regenerated.
The control air passes into the unit and over a desiccant bed, where the moisture in the air is drawn out by the desiccant. The dry air then flows out to the control system, leaving the moisture in the desiccant.
When the desiccant has become saturated, the units will automatically
The first unit will now have its desiccant heated and air circulated over it.
The moisture created is separated out in a cyclone type separator, where the moisture droplets will fall and be drained off, and the dry air allowed to purge the unit. At the end of the regeneration cycle, the desiccant bed will again be in a satisfactory condition to dry the moisture of the incoming control air supply, repeating the process as necessary.
3) Refrigerated Type Dryer
There is one refrigerant type air dryer is provided. This types of units consist of a sealed refrigeration compressor, which flows through an evaporation coil. The control air from the receiver passes around the coil and cooling it, so that moisture droplets in the air become heavy and separate out. An automatic drain in the unit allows the accumulated moisture to flow to the bilge.
An after filter is fitted in the line, to further remove any remaining entrained water droplets.