P&O Aurora. Technical Operating Manual

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Text
                    WARNING!
This manual is intended to be a 'first stop' manual to assist in the understanding of AURORA's
systems and equipment. It does not supersede manufacturer's publications, Fleet Regulations
or Standing Orders, all of which take precedence over this technical operating manual.

P&O Aurora

Technical Operating Manual

Contents

Section 2 Main Machinery and Services

Section 2 Illustrations

Section 1 Ship and Machinery Data

2.1 Main Machinery Layout
2.1.1 Main Machinery Layout Plans

1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8

2.2 Diesel Generators
2.2.1 Diesel Generator Engines
2.2.2 Diesel Generator Engines Control and Safety System
2.2.3 Diesel Generator Operation

2.1.1a
2.1.1b
2.1.1c
2.1.1d
2.2.1a
2.2.2a
2.2.2b
2.2.2c
2.2.3a
2.3.1a
2.3.1b
2.3.2a
2.4.1a
2.4.1b
2.4.2a
2.4.2b
2.4.3a
2.4.3b
2.5.1a
2.5.1b
2.5.1c
2.5.2a
2.5.2b
2.5.2c
2.6.1a
2.6.1b
2.6.2a
2.6.2b
2.7.1a
2.8.1a
2.8.1b
2.8.2a
2.8.3a
2.8.4a
2.8.5a
2.9.2a
2.9.3a
2.9.3b
2.9.4a

Introduction (purpose of manual, scope etc)
Issues, Updates and Amendments
Principal Ship Particulars
Principal Machinery Particulars
Ship's General Arrangement - (Inc. Deck and Tank Plans/Capacities)
Mechanical Symbols and Pipeline Colour Scheme
Electrical and Instrumentation Colour Scheme and Symbols
Conversion Tables

Section 1 Illustrations
1.5a
1.5a1
1.5a2
1.5a3
1.5a4
1.5a5
1.5a6
1.5a7
1.5a8
1.5a9
1.5a10
1.5a11
1.5a12
1.5a13
1.5a14
1.5a15
1.5b1
1.5b2
1.5b3
1.5b4
1.5b5
1.5c
1.6a
1.7a

2.3 Sea Water Systems
2.3.1 Sea Water Systems - General Service and DG SW Systems
2.3.2 Sea Water Systems - Air Conditioning Plant Sea Water System
2.4 Fresh Water Systems
2.4.1 LT Fresh Water Cooling System for Auxiliary Consumers
2.4.2 Diesel Generator HT Fresh Water Cooling System
2.4.3 Diesel Generator LT Fresh Water Cooling System

Ship’s General Arrangement - Elevations
Ship’s General Arrangement - Deck 15 Plan
Ship’s General Arrangement - Deck 14 Plan
Ship’s General Arrangement - Deck 13 Plan
Ship’s General Arrangement - Deck 12 Plan
Ship’s General Arrangement - Deck 11 Plan
Ship’s General Arrangement - Deck 10 Plan
Ship’s General Arrangement - Deck 9 Plan
Ship’s General Arrangement - Deck 8 Plan
Ship’s General Arrangement - Deck 7 Plan
Ship’s General Arrangement - Deck 6 Plan
Ship’s General Arrangement - Deck 5 Plan
Ship’s General Arrangement - Deck 4 Plan
Ship’s General Arrangement - Deck 3 Plan
Ship’s General Arrangement - Deck 2 Plan
Ship’s General Arrangement - Deck 1 Plan
Ship's General Arrangement - Tank Plans Frame 0 - 100
Ship's General Arrangement - Tank Plans Frame 120 - 320
Ship's General Arrangement - Tank Plans Decks 1, 2 and 3
Ship's General Arrangement - Tank Capacities
Ship's General Arrangement - Tank Capacities
Ship's General Arrangement - Construction Blocks
Mechanical Symbols and Pipeline Colour Scheme
Electrical and Instrumentation Colour Scheme and Symbols

2.5 Compressed Air Systems
2.5.1 Compressed Air Systems - Starting Air
2.5.2 Compressed Air Systems - Working and Control Air
2.5.3 Compressed Air Systems - Instrument Air
2.6 Fuel Oil Systems
2.6.1 Diesel Generator Engines Fuel Oil Systems
2.6.2 Fuel Oil Purifier System
2.7 Nozzle Cooling
2.7.1 Diesel Generator Engine Nozzle Cooling System
2.8 Lubricating Oil Systems
2.8.1 Diesel Generator Engine LO Systems - Main System
2.8.2 Diesel Generator Engine LO Systems - Cylinder LO System
2.8.3 Lubricating Oil Purifier System
2.8.4 Propulsion Motor Lubricating Oil Services
2.8.5 Stern Tube Lubricating Oil System
2.9 Machinery Miscellaneous
2.9.1 List of Pumps
2.9.2 Pump Suction and Delivery Schedule
2.9.3 Steam Balance
2.9.4 Electrical Load Balance

Main Machinery Layout Deck 1 Compartments 10 - 15
Main Machinery Layout Deck 1 Compartments 4 - 9
Main Machinery Layout Deck 2 Compartments 10 - 15
Main Machinery Layout Decks 3 and 4 Compartments 11 - 14
Diesel Generator Engine
Diesel Generator Engines Control and Safety System
Engine Control Air System
Governor and Fuel Rack
Diesel Generator Load Dependent Start/stop
Sea Water Systems - General Service and DGs 1 and 2 SW System
Sea Water Systems - General Service and DGs 3 and 4 SW System
Sea Water Systems - Air Conditioning Plant Sea Water System
LT Fresh Water Cooling System for Auxiliary Consumers
LT Fresh Water Cooling System for Auxiliary Consumers
Forward Diesel Generator HT Fresh Water Cooling System
Aft Diesel Generator HT Fresh Water Cooling System
Diesel Generator LT Fresh Water Cooling System
Diesel Generator LT Fresh Water Cooling System
Starting Air Compressors Cooling System
Starting Air System
Emergency Generators Starting Air System
Working and Control Air System
Working and Control Air System
Working and Control Air System Accommodation
Forward Diesel Generators Fuel Oil System
Aft Diesel Generators Fuel Oil System
Fuel Oil Purifier System
Gas Oil/Diesel Oil Purifier System
Diesel Generator Engine Nozzle Cooling System
Diesel Generators 1 and 2 Lubricating Oil Systems - Main System
Diesel Generators 3 and 4 Lubricating Oil Systems - Main System
Diesel Generators LO Systems - Cylinder Lubrication System
Lubricating Oil Purifier System
Propulsion Motor Lubricating Oil Services
Stern Tube Lubricating Oil System
Pump Suction and Delivery Schedule
Steam Balance
Tank Heating Steam Balance
Electrical Load Balance

Contents - Page 1

Issue: First

Contents Page

1

2

3

4

WARNING!
This manual is intended to be a 'first stop' manual to assist in the understanding of AURORA's
systems and equipment. It does not supersede manufacturer's publications, Fleet Regulations
or Standing Orders, all of which take precedence over this technical operating manual.

P&O Aurora
Section 3 Electrical Systems
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19

3.14a
3.15a
3.15b
3.15c
3.16a
3.18a
3.19a

Main Electrical Network
Main Switchboards and Distribution
Main Switchboard Control and Operation
Electrical Switchboard Rooms and Sub Stations
Electrical Safety and the Permit to Work System
Main Alternators
Woodward Governors
Accommodation Distribution
Engine Room Distribution
Galley Distribution
Laundry Distribution
Miscellaneous Distribution
Air Conditioning/Ventilation Distribution
Battery and UPS Power Supplies
Emergency Switchboard and Distribution
Emergency Alternators
Trace Heating System
Shore Supply
Cathodic Protection System

Section 4 Propulsion System
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9

Propulsion Control Stations
Propulsion PMS
Propulsion Control System
Propulsion Converters
Propulsion Transformers
Excitation System
Propulsion Motors
Shafting, Stern Tubes and Propeller Systems
Lips System

Section 4 Illustrations

Section 3 Illustrations
3.1a
3.2a
3.4a
3.5a
3.6a
3.6b
3.7a
3.8a
3.8b
3.8c
3.8d
3.8e
3.8f
3.8g
3.9a
3.9b
3.9c
3.10a
3.10b
3.11a
3.12a
3.12b
3.13a
3.13b
3.13c
3.13d
3.13e

Emergency Lighting UPS Unit
Emergency Switchboard
Emergency Switchboard 690V Distribution
Emergency Switchboard 230V Distribution
Emergency Alternators
Shore Supply
Cathodic Protection System

Main Electrical Network
Main Switchboards and Distribution
Electrical Switchboard Rooms and Sub Stations
Electrical Safety and the Permit to Work System
Main Alternators
Main Alternators
Woodward Governors
Accommodation Electrical Distribution Overview
Accommodation Distribution Zone 1 and 2 MD20
Accommodation Distribution Zone 3 MD30
Accommodation Distribution Zone 4 MD40
Accommodation Distribution Zone 5 MD50
Accommodation Distribution Zone 6 MD60
Accommodation Distribution Zone 7 MD70
Engine Room Distribution ME10.1 ME10.2 ME20.1 ME20.2
Engine Room Distribution ME21.1 ME21.2 ME11 ME12 ME22
Engine Room Distribution ME23 ME24
Galley Distribution GD10
Galley Distribution GD11 GD12 GD13 GD14 GD15 GD16
Laundry Distribution LD10
ECR Bridge Communication Centre UPS Distribution
Miscellaneous Distribution
Air Conditioning/Ventilation Distribution Zones 1 and 2
Air Conditioning/Ventilation Distribution Zones 3 and 4
Air Conditioning/Ventilation Distribution Zone 5
Air Conditioning/Ventilation Distribution Zone 6
Air Conditioning/Ventilation Distribution Zone 7

4.1a
4.1b
4.2a
4.3a
4.4a
4.4b
4.5a
4.6a
4.7a
4.8a
4.9a

Propulsion Control Stations
Propulsion Control Stations
Propulsion PMS
Propulsion Control System
Propulsion Converters
Propulsion Converters Power Circuits
Propulsion Transformers
Excitation System
Propulsion Motor
Shafting, Stern Tubes and Propeller Systems
Lips System

Section 5 Monitoring, Alarm and Control Systems
5.1
5.2
5.3
5.4
5.5
5.6

Integrated Monitoring Alarm and Control System (IMACs)
Power Management System
Screen Displays
General Alarm System (Ship)
Engine Control Room and Safety Centre
Engine Room Alarm and Call Systems

Section 5 Illustrations
5.1a
5.2a
5.3a
5.4a
5.5a
5.6a

Technical Operating Manual
Section 6 Auxiliary Plant Services
6.1 Emergency Diesel Generators
6.2 Steam Generating Systems
6.2.1 Boilers
6.2.2 Economisers
6.2.3 Boiler Feed and Condensate System
6.2.4 Boiler Fuel Oil System
6.2.5 Boiler Control System
6.2.6 Sludge System
6.2.7 Steam System
6.2.8 Accommodation Steam System
6.2.9 Tank Heating System
6.3 Water Systems
6.3.1 Fresh Water Evaporator Plant
6.3.2 Distilled Water Transfer System
6.3.3 Water Treatment Systems
6.3.4 Potable Hot Fresh Water System in Machinery Spaces
6.3.5 Potable Cold Fresh Water System in Machinery Spaces
6.3.6 Non-Potable Water System in Machinery Spaces
6.4 Sewage Systems
6.4.1 Grey Water System
6.4.2 Sewage (Black Water) Vacuum Units
6.4.3 Sewage (Black Water) Treatment Plants
6.5 High Pressure Washing System
6.6 Bilge and Ballast Systems
6.6.1 Oily Bilge System
6.6.2 Oily Water Separator
6.6.3 Main Bilge System
6.6.4 Ballast Water and Heeling System
6.6.5 Remote Valve Control System
6.7 Fuel Oil and Lubricating Oil Transfer and Bunkering Systems
6.7.1 Fuel Oil Transfer and Bunkering System - Fuel Oil
6.7.2 Fuel Oil Transfer and Bunkering System - Diesel Oil
6.7.3 Tank Vents and Overflow Systems
6.7.4 Lubricating Oil Transfer and Bunkering System
6.7.5 Lubricating Oil and Fuel Oil Drain System
6.7.6 Quick Closing Valves

Integrated Monitoring Alarm and Control System (IMACs)
Power Management System
Screen Displays
General Alarm System (Ship)
Engine Control Room and Safety Centre
Engine Room Alarm and Call Systems

Contents - Page 2

Issue: First

Contents Page

1

2

3

4

WARNING!
This manual is intended to be a 'first stop' manual to assist in the understanding of AURORA's
systems and equipment. It does not supersede manufacturer's publications, Fleet Regulations
or Standing Orders, all of which take precedence over this technical operating manual.

P&O Aurora
6.8 Air Conditioning, Refrigeration and Ventilation Systems
6.8.1 Accommodation Air Conditioning Plant
6.8.2 Accommodation Air Conditioning - Services
6.8.3 Machinery Space Ventilation System
6.8.4 Provision Refrigeration System

6.7.5a
6.8.1a
6.8.1b
6.8.2a
6.8.3a
6.8.4a
6.8.4b
6.9a
6.10a

6.9 Engine Room Cranes, Hoists and Lifting Arrangements
6.10 Dry Dock Services
Section 6 Illustrations
6.1a
6.1b
6.2.1a
6.2.2a
6.2.3a
6.2.4a
6.2.5a
6.2.5b
6.2.6a
6.2.7a
6.2.7b
6.2.8a
6.2.8b
6.2.9a
6.3.1a
6.3.2a
6.3.3a
6.3.4a
6.3.5a
6.3.5b
6.3.6a
6.3.6b
6.4.1a
6.4.1b
6.4.2a
6.4.3a
6.5a
6.5b
6.6.1a
6.6.2a
6.6.3a
6.6.4a
6.6.4b
6.7.1a
6.7.2a
6.7.3a
6.7.4a

Lubricating Oil and Fuel Oil Drain System
Accommodation Air Conditioning Plant Chilled Water System
Accommodation Air Conditioning Plant Heating Water System
Accommodation Air Conditioning - Services
Machinery Space Ventilation System
Provision Refrigeration Normal Cooling System
Provision Refrigeration Deep Cooling System
Engine Room Cranes, Hoists and Lifting Arrangements
Dry Dock Services

Section 7 Deck Equipment and Services

Emergency Diesel Generator Engine
Emergency Diesel Generator Engine Services
Boilers
Economisers
Boiler Feed and Condensate System
Boiler Fuel Oil System
Boiler Control System
Boiler Control System
Sludge System
Steam System
Steam System
Accommodation Steam System
Accommodation Steam System
Tank Heating System
Fresh Water Evaporator Plant
Distilled Water Transfer System
Water Treatment Systems
Potable Hot Fresh Water System in Machinery Spaces
Potable Cold Fresh Water System in Machinery Spaces
Potable Cold Fresh Water System in Machinery Spaces
Non-Potable Water System in Machinery Spaces
Non-Potable Water System in Machinery Spaces
Grey Water System
Grey Water System
Sewage (Black Water) Vacuum Unit
Sewage (Black Water) Treatment Unit
High Pressure Washing System
High Pressure Washing System
Oily Bilge System
Oily Water Separator
Main Bilge System
Ballast Water System
Ballast Water and Heeling System
Fuel Oil Transfer and Bunkering System - Fuel Oil
Fuel Oil Transfer and Bunkering System - Diesel Oil
Tank Vents and Overflow Systems
Lubricating Oil Transfer and Bunkering System

7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
7.10
7.11
7.12
7.13
7.14

Safety Management System (SMS)
Anchor and Mooring Arrangements
Windlass and Winches
Deck Cranes
Thrusters
Steering Gear
Stabilisers
Accommodation Ladders
Tender Embarkation Platforms
Shell Doors
Davits
Lifeboats and Tenders
Liferafts
Window Washing Systems

Section 7 Illustrations
7.1a
7.2a
7.2b
7.3a
7.3b
7.4a
7.5a
7.6a
7.6b
7.7a
7.7b
7.7c
7.8a
7.9a
7.10a
7.11a
7.11b
7.12a
7.12b
7.12c
7.12d

Safety Management System (SMS)
Anchor and Mooring Arrangements
Aft Mooring Arrangements
Windlass and Winches
Windlass Portable Console
Deck Cranes
Thrusters
Steering Gear Control
Steering Gear
Stabilisers
Stabilisers Control
Stabilisers - Hydraulic System
Accommodation Ladders
Tender Embarkation Platforms
Shell Doors
Davits
Davits
Lifeboats and Tenders
Lifeboats and Tenders
Lifeboats and Tenders
Lifeboats and Tenders

Technical Operating Manual
7.13a
7.14a
7.14b

Liferafts
Window Washing Systems
Window Washing Systems

Section 8 Hotel Equipment and Services
8.1
8.2
8.3
8.4
8.5
8.6
8.7
8.8
8.9
8.10
8.11
8.12
8.13
8.14
8.15
8.16

Galleys, Pantries and Bars
Garbage Disposal Equipment
Incinerator
Fresh Water Systems
Sewage Treatment and Collection
Laundry and Dry Cleaning Equipment
Swimming Pool and Spa Water Systems
Lifts
Storing Platforms
Automatic Sliding Doors
Ving Card System
Burglar Alarms
Dimmer Systems
Entertainment Systems
Scandisplay System
TV System

Section 8 Illustrations
8.1a
8.3a
8.4a
8.4b
8.4c
8.4d
8.7a
8.7b
8.7c
8.8a
8.9a
8.9b
8.11a
8.12a
8.13a
8.13b
8.13c
8.14a
8.14b
8.14c
8.15a
8.16a

Galleys
Incinerator
Potable Cold Water Accommodation System
Potable Cold Water Accommodation System
Potable Hot Water Accommodation System
Potable Hot Water Accommodation System
Swimming Pool Water Systems
Swimming Pool Water Systems
Spa Water Systems
Lifts
Storing Platforms
Storing Platforms
Ving Card System
Burglar Alarms
Dimmer Systems Decks 5 and 6
Dimmer Systems Decks 7 and 8
Dimmer Systems Decks 11, 12 and 13
Entertainment Systems
Entertainment Systems
Entertainment Systems
Scandisplay System
TV System

Contents - Page 3

Issue: First

Contents Page

1

2

3

4

WARNING!
This manual is intended to be a 'first stop' manual to assist in the understanding of AURORA's
systems and equipment. It does not supersede manufacturer's publications, Fleet Regulations
or Standing Orders, all of which take precedence over this technical operating manual.

P&O Aurora

Technical Operating Manual

Section 9 Navigation and Communication Equipment

Section 10 Safety Systems and Equipment

Section 11 Emergency Procedures

9.1

Bridge Layout

9.2

Navigation Equipment
9.2.1 NACOS System
9.2.2 Bridge equipment

11.1
11.2
11.3
11.4
11.5

9.3
9.4

Navigation and Signal Lighting
Communication Centre

9.5

External Communication Systems
9.5.1 GMDSS
9.5.2 SAT B System

9.6
9.7
9.8
9.9
9.10
9.11
9.12
9.13
9.14

Internal Communication Systems
Propulsion Control
Steering Control
Bridge Alarm System
Lips Joystick System Control
External Sound Equipment
Manoeuvring Information
Crash Stop Manoeuvre
Surveillance TV System

10.1
10.2
10.3
10.4
10.5
10.6
10.7
10.8
10.9
10.10
10.11
10.12
10.13
10.14
10.15
10.16

Blackout
Failure of One Diesel Engine
Failure of One Half Propulsion Motor
Failure of One Propulsion System Component
Watertight Doors Emergency Procedures

Appendix
Machinery Item Photographs

Section 10 Illustrations
10.1a
10.2a
10.3a
10.3b
10.4a
10.5a
10.5b
10.6a
10.6b
10.7a
10.9a
10.9b
10.10a
10.11a
10.13a
10.13b
10.13c
10.16a
10.16b
10.16c
10.16d
10.16e

Section 9 Illustrations
9.1a
9.1b
9.1c
9.2a
9.3a
9.3b
9.4a
9.5.1a
9.5.1b
9.5.1c
9.5.2a
9.6.a
9.6.b
9.6.c
9.7a
9.8a
9.10a
9.11a
9.12a
9.13a
9.14a

Emergency Shutdown (ESD) System
Low Location Lighting
Fire Detection and Alarm System
Fire and Washdeck System
Sprinkler System
CO2 Systems
Fire Fighting Stations
Fire Dampers and Fire Doors
Machinery Space Firefighting Arrangements
Machinery Space Hi-Fog System
Galley Firefighting Arrangements
Smoke Control Strategy
Watertight and Splashtight Doors
Flood Water Removal Systems
Trim and Stability Data
Life Saving Equipment

Bridge Layout: Overhead Consoles
Bridge Layout: Main Console
Bridge Layout: Conning, Steering and Wing Consoles
Navigation Equipment NACOS System
Navigation and Signal Lighting Panels
Navigation and Signal Lighting Layout
Communication Centre
GMDSS Equipment
GMDSS Distress Reactions
Antenna Location
Satcom B System
Automatic Telephone System
Sound Powered Telephone System
Public Address Operating Panel
Propulsion Control
Steering Control
Lips Joystick System Control
External Sound Equipment
Manoeuvring Information
Crash Stop Manoeuvre
Surveillance TV System

Emergency Shutdown (ESD) System
Low Location Lighting
Fire Detection Panel
Fire Detection System
Fire and Washdeck System
Sprinkler System
Sprinkler System
CO2 Main System
CO2 Local Systems
Fire Fighting Stations
Machinery Space Firefighting Arrangements
Machinery Space Firefighting Arrangements
Machinery Space Hi-Fog System
Galley Firefighting Arrangements
Watertight and Splashtight Doors
Watertight and Splashtight Doors
Watertight Doors Control System
Life Saving Equipment Decks 3 and 4
Life Saving Equipment Decks 5 and 6
Life Saving Equipment Decks 7 and 8
Life Saving Equipment Decks 9, 10, 11 and 12
Life Saving Equipment Deck 14 and Elevation

Contents - Page 4

Issue: First

Contents Page

1

2

3

4

P&O Aurora
Section 1 Ship and Machinery Data
1.1 Introduction
General
Although Aurora is supplied with shipbuilder’s plans and manufacturer’s
instruction books, there is no single handbook which gives guidance on
operating complete systems as installed on board, as distinct from individual
items of machinery.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
officers with additional information not otherwise available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.
Information pertinent to the operation of Aurora has been carefully collated in
relation to the systems of the vessel and is presented in one volume: ‘The
Technical Operating Manual’.
In many cases the best operating practice can only be learned by experience.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to the P&O Cruises Technical department, so that
revisions may be made.
The concept of this Operating Manual is to provide information to technically
competent ship’s officers who are unfamiliar to the vessel, in a form that is
readily comprehensible, thus aiding their understanding and knowledge of the
specific vessel. Special attention is drawn to emergency procedures and fire
fighting systems.
The manual also consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.

Technical Operating Manual
Illustrations
All illustrations are referred to in the text and are located either in the text page
where they are sufficiently small, or on the page above the text so that both the
text and illustration are accessible when the manual is laid face down. When
text concerning an illustration covers several pages the illustration is
duplicated above each page of text.
Where flows are detailed in an illustration these are shown in colour. A key of
all colours and line styles used in an illustration is provided on the illustration.
Details of the colour coding used in the illustrations is given in the colour
schemes in sections 1.9 and 1.10.
Symbols given in the manual adhere to international standards. Keys to the
symbols used throughout the manual are also provided in sections 1.9 and 1.10.
Notices
The following notices appear throughout this manual:
WARNING!
Warnings are given to draw the reader’s attention to operation where
DANGER TO LIFE OR LIMB MAY OCCUR!

Safe Operation
The safety of the ship depends on the care and attention of all on board.
Most safety precautions are a matter of common sense and good housekeeping
and are detailed in the various manuals available onboard. However, records
show that even experienced operators sometimes neglect safety precautions
through over-familiarity and the following basic rules must be remembered at
all times.
1. Never continue to operate any machine or equipment which
appears to be potentially unsafe or dangerous and always report
such a condition immediately.
2. Make a point of testing all safety equipment and devices
regularly. Always test safety trips before starting any
equipment.
3. Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major
failure occurs.
4. Never underestimate the fire hazard of petroleum products,
whether fuel oil or vapour.

CAUTION!
Cautions are given to draw reader’s attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.

5. Never start a machine remotely from the control room without
checking visually (if practical) that the machine is ready for
operation.

(Note! Notes are given to draw reader’s attention to points of interest or to
supply supplementary information.)

In the design of equipment and machinery, devices are included to ensure that
as far as possible in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices
are neglected, the operation of any machine is potentially dangerous.

The manual also details the ship’s systems, providing a technical description,
system capacities and ratings, control and alarm settings (where practicable)
and operating details.
The valves’ and fittings’ identifications used in this manual are the same as
those used by the shipbuilder.

Issue: First

1.1 Introduction - Page 1

P&O Aurora

Technical Operating Manual

1.2 Issues, Updates and Amendments
This manual is provided with a system of issue and update control. Controlling
documents ensures that:
• Documents conform to a standard format
• Amendments are carried out by relevant personnel
• Each document or update to a document is approved before issue

1.1 Introduction
1.2 Issues Updates and Amendments
1.3 Principal Ship Particulars
1.4 Principal Machinery Particulars
1.5 Ship’s G.A.
1.6 Mech./Pipeline Symbols/Colours
1.7 Elec./Instr. Symbols/Colours
1.8 Conversion Tables

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Illustrations
1.5a
1.5a1
1.5a2
1.5a3
1.5a4
1.5a5
1.5a6
1.5a7
1.5a8
1.5a9
1.5a10
1.5a11
1.5a12
1.5a13
1.5a14
1.5a15
1.5b1
1.5b2
1.5b3
1.5b4
1.5b5
1.5c
1.6a
1.7a

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Text
2.1.1
2.2.1
2.2.2
2.2.3
2.3.1
2.3.2
2.4.1
2.4.2
2.4.3
2.5.1
2.5.2
2.5.3

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Issue 4

• A history of updates is maintained
• Updates are issued to all registered holders of documents
• Sections are removed from circulation when obsolete
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the page’s section number
and title followed by the page number of the section. In the left hand corner of
each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein
and the professional judgement of such competent officers, must be
immediately resolved by reference to P&O Technical Department.
This manual was produced by:

WORLDWIDE MARINE TECHNOLOGY LTD.
For any new issue or update contact:
The Technical Director
WMT Technical Office
The Court House
15 Glynne Way
Hawarden
Deeside, Flintshire
CH5 3NS, UK
E-Mail: admin@wmtmarine.com

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1.2 Issues, Updates and Amendments - Page 1

P&O Aurora

2.6.1
2.6.2
2.7.1
2.8.1
2.8.2
2.8.3
2.8.4
2.8.5
2.8.6
2.9.1
2.9.2
2.9.3
2.9.4

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Illustrations
2.1.1a
2.1.1b
2.1.1c
2.1.1d
2.2.1a
2.2.2a
2.2.2b
2.2.2c
2.2.3a
2.3.1a
2.3.1b
2.3.2a
2.4.1a
2.4.1b
2.4.2a
2.4.2b
2.4.3a
2.4.3b
2.5.1a
2.5.1b
2.5.1c
2.5.2a
2.5.2b
2.5.2c
2.6.1a
2.6.1b
2.6.2a
2.6.2b
2.7.1a
2.8.1a
2.8.1b

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Issue 4

2.8.2a
2.8.3a
2.8.4a
2.8.5a
2.9.2a
2.9.3a
2.9.3b
2.9.4a

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Text
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19

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Illustrations
3.1a
3.2a
3.4a
3.5a
3.6a
3.6b
3.7a
3.8a
3.8b
3.8c
3.8d
3.8e
3.8f
3.8g
3.9a
3.9b
3.9c

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3.10a
3.10b
3.11a
3.12a
3.12b
3.13a
3.13b
3.13c
3.13d
3.13e
3.14a
3.15a
3.15b
3.15c
3.16a
3.18a
3.19a

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Text
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9

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Illustrations
4.1a
4.1b
4.2a
4.3a
4.4a
4.4b
4.5a
4.6a
4.7a
4.8a
4.9a

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Text
5.1
5.2
5.3
5.4
5.5

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Issue 4
5.6

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Illustrations
5.1a
5.2a
5.3a
5.4a
5.5a
5.6a

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Text
6.1
6.2.1
6.2.2
6.2.3
6.2.4
6.2.5
6.2.6
6.2.7
6.2.8
6.2.9
6.3.1
6.3.2
6.3.3
6.3.4
6.3.5
6.3.6
6.4.1
6.4.2
6.4.3
6.5
6.6.1
6.6.2
6.6.3
6.6.4
6.6.5
6.7.1
6.7.2
6.7.3
6.7.4
6.7.5
6.7.6
6.8.1
6.8.2
6.8.3
6.8.4
6.9
6.10

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Technical Operating Manual
Issue 1

Illustrations
6.1a
6.1b
6.2.1a
6.2.2a
6.2.3a
6.2.4a
6.2.5a
6.2.5b
6.2.6a
6.2.7a
6.2.7b
6.2.8a
6.2.8b
6.2.9a
6.3.1a
6.3.2a
6.3.3a
6.3.4a
6.3.5a
6.3.5b
6.3.6a
6.3.6b
6.4.1a
6.4.1b
6.4.2a
6.4.3a
6.5a
6.5b
6.6.1a
6.6.2a
6.6.3a
6.6.4a
6.6.4b
6.6.5a
6.7.1a
6.7.2a
6.7.3a
6.7.4a
6.7.5a
6.8.1a
6.8.1b
6.8.2a
6.8.3a
6.8.4a
6.8.4b
6.9a
6.10a

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Issue 1
Text
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
7.10
7.11
7.12
7.13
7.14

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Illustrations
7.1a
7.2a
7.2b
7.3a
7.3b
7.4a
7.5a
7.6a
7.6b
7.7a
7.7b
7.7c
7.8a
7.9a
7.10a
7.11a
7.11b
7.12a
7.12b
7.12c
7.12d
7.13a
7.14a
7.14b

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Text
8.1
8.2
8.3
8.4
8.5

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8.6
8.7
8.8
8.9
8.10
8.11
8.12
8.13
8.14
8.15
8.16

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Illustrations
8.1a
8.3a
8.4a
8.4b
8.4c
8.4d
8.7a
8.7b
8.7c
8.8a
8.9a
8.9b
8.11a
8.12a
8.13a
8.13b
8.13c
8.14a
8.14b
8.14c
8.15a
8.16a

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Text
9.1
9.2.1
9.2.2
9.3
9.4
9.5.1
9.5.2
9.6
9.7
9.8
9.9

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Issue 3

9.10
9.11
9.12
9.13
9.14

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Illustrations
9.1a
9.1b
9.1c
9.2a
9.3a
9.3b
9.4a
9.5.1a
9.5.1b
9.5.1c
9.5.2a
9.6a
9.6b
9.6c
9.7a
9.8a
9.10a
9.11a
9.12a
9.13a
9.14a

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10.1
10.2
10.3
10.4
10.5
10.6
10.7
10.8
10.9
10.10
10.11
10.12
10.13
10.14
10.15
10.16

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Issue 1

Illustrations
10.1a
10.2a
10.3a
10.3b
10.4a
10.5a
10.5b
10.6a
10.6b
10.7a
10.9a
10.9b
10.10a
10.11a
10.13a
10.13b
10.13c
10.16a
10.16b
10.16c
10.16d
10.16e

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11.1
11.2
11.3
11.4
11.5

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z
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P&O Aurora
1.3 Principal Ship Particulars
Builders:

Jos. L. Meyer GmbH & Co.
Papenburg,
Germany

Building Number:

S640

Keel laid:

11th May 1998

IMO Number:

9169524

Classification:

Lloyds Register of Shipping
+ 100 A1, passenger Ship
LMC, CCS

Call Sign:

GUSS

Flag:

British

Registered Owner:

P&O Cruises

Ship Manager:

P&O Cruises UK Ltd
Richmond House
Terminus Terrace
Southampton SO14 3PN
United Kingdom

Complement:

Passengers:
Crew:
Total:

Weight:

Light Ship Weight at Delivery:34919 tonnes
Deadweight at 8.09m draught: 6450 tonnes
Deadweight at 8.40m draught: 8486 tonnes

Tonnage:
International:

76, 000

Displacement:

42,036.6t

Max Service Speed:

24 knots

Max 1950
Max 850
2,800

Technical Operating Manual
Dimensions
Length Overall:
Length BP:
Breadth Moulded:
Breadth at Bridge:
Breadth at Deck 9:
Depth to Deck 14:
Depth to Deck 4:
Design Draught:
Freeboard Draught:
Max. Air Draught:

272.10 m
242.60 m
32.20 m (up to deck 9)
36.80 m
33.60 m
42.15 m
11.4 m
8.09 m
8.40 m
54.0 m

Rudders:

2

Thrusters:

3 Forward, 1 Aft

Lifesaving Equipment
Tenders:
Motor Lifeboats:
Fast Rescue Boats:
Lifebouys:
Immersion Suits:
Lifejackets:
Lifejackets on Deck:
Supplementary Lifejackets:
Children’s Lifejackets:

Passenger Accommodation
Penthouses:
Suites with balcony:
Deluxe Cabins with Balcony:
Staterooms with Balcony:
Std Outside Cabin with Balcony:
Std Outside Cabin with Window:
Special Outside Cabin:
Std Inside Cabin:
Special Inside Cabin:
Outside Disabled with Balcony:
Outside Disabled with Window:
Inside Disabled Cabin:
Total Passenger Cabins:
Crew Accommodation
Captain’s Suites:
Officers’ Suites
Special Officers’ Cabins
Officers’ Cabin One Berth:
Officers’ Cabin Two Berth:
Staff Cabin Four Berth:
Leading Hand Two Berth:

Issue: First

4
10
2

2
8
20
96
272
225
16
266
12
8
8
6
939

Rating Cabin Two Berth:
Total Crew Cabins:

248
498

Public Rooms Seating Capacity
Deck 5
Atrium Area

20

Deck 6
Shops
Atrium Area:
Dining Room Forward:
Dining Room Aft:

20
50
525
525

Deck 7
Champions:
Masquerade:
Monte Carlo Club:
Andersons:
Atrium Area:
Shops:
Carmens Lounge:
Curzon Theatre:

220
220
(35)
150
60
5
440
674

Deck 8
Atrium Area:
Vanderbilts:
Library:
The Playhouse:
Teenagers’ Room:
Childrens’ Room:
Business Centre:
Conference Room:
Writing Room:
Cafe Bordeaux:

140
100
10
250
60
60
6
16
12
72

Deck 12
Beauty Salon/Health Club:
Orangery:

56
420

Deck 13
Crow’s Nest etc:

430

2
7
2
75
20
13
131
1.3 Principal Ship Particulars - Page 1

P&O Aurora

Technical Operating Manual

1.4 Principal Machinery Particulars

Economisers

Principal Machinery

Make:
Type:
Model:
Capacity:
No. of Sets:

Main Diesel Generators
Make:
Type:
Serial No.s:
Max. Power:
Speed:
No. of Sets:

MAN B&W
14V 48/60

AEG
S5E1600M54-14SE+WK
99-402071/72/73/74
17,500kVA
1531A at 6,600V, 0.8pf
4

Propulsion Motors
Make:
Type:
Max. Power:
Voltage:
Current:
Speed:
No. of Sets:

AEG
AC Synchronous
20MW
2 x 3,900V
2 x 1624A
0 - 140 RPM
2 (4 Half Motors)

Propulsion Synchroconverters
Make:
Supply Voltage:
Supply Frequency:
Output Voltage:
Output Frequency:
Output Current:

STN Atlas
2 x 2,000V 3-Phase
60Hz
3900V 3-Phase
0-18.67Hz
1,624A

Boilers
Make:
Burners:
Type:
Operating Pressure:
Capacity:
No. of Sets:

Issue: First

Aalborg Industries
Finned tube
AV-6N
3,500kg/h at 9.5bar
4

Evaporators
13,650kW (nominal)
514RPM
4

Main Alternators
Make:
Type:
Serial No.s:
Max. Rated Power:
Max. Current:
No. of Sets:

Emergency Alternators

Aalborg
Saacke DZ 8-355
CPH+4XAV-6N(E)
9 bar
10,000 kg/h
2

Make:
Type:
Capacity:
No. of Sets:

Make:
Type:
Rated:
Speed:
No. of Sets:

STN Atlas
AC, 3 phase 60Hz
1250kVA 1MW 690V 1046A
2

Air Compressors (Starting and Control)
Serck Como
MSF 640 6
640 t/day
2

Make:
Type:
Max. Power:
Capacity:
No. of Sets:

Hamworthy Marine
2TM6
185m3/h at 30 bar
2

Air Conditioning Machinery
Stabilisers
Make:
Unit Type:
Compressor Type:
Motors:
Refrigerant:
Capacity:
No. of Sets:

York
MWCC
Centrifugal YDHA-90 SD EC
DKKSX 4519-2WE 6.6kV 1.35MW 3,570rpm
R134a
6,100 kW
3

Make:
Makers Ref. No.:
Control System Make:
Fin Length:
Fin Width:
No. of Sets:

Provision Refrigeration Machinery

Steering Gear

Make:
Unit Type:
Compressor Type:
Refrigerant:
System Capacity Norm
System Capacity Deep:
Motors Norm:
Motors Deep:
No. of Sets:

Make:
Type:
Model:
No. of Sets:
Range:

Noske-kaeser
MWCC
Screw YDHA-90 SD EC
R404a
:150 kW
35 kW
690V 90kW 98A
690V 75kW 82A
2 Normal, 2 Deep

Emergency Diesel Generators
Make:
Type:
Model:
Max. Power:
Speed:
No. of Sets:
Serial No.s

Mitsubishi
V12 Watercooled 4 stroke Diesel
S12R

Fincantieri
22/1473/665000
Atlas STN
6.37m
3.00m
2

Porsgrunn Steering Gear AS
Rotary Vane
550-165/2
2
45ºP - 45ºS

Thrusters
Make:
Type:
Motor Type:
Power:
Voltage:
Speed:
No. of Sets:

Lips
Electrically Driven, Variable Pitch, Constant Speed
DKKJK 5023-6WF
1.5MW
6.6kV
1,190RPM
3 Forward, 1 Aft

Oily Water Separator
2
Make:
Type:
Capacity:

RWO Water Technology
SKIT S
10m3/h

1.4 Principal Machinery Particulars Page 1

P&O Aurora

Technical Operating Manual

Illustration 1.5a General Arrangement: Elevations

Ship In Contact With The Lock

Ship In Centre Of The Lock
Deck 13
Deck 12

2625

2295

Deck 11
1025

Deck 13

Deck 10

1025
38500

3780

1200

Outside
Balcony

2121

Deck 9
2683

Standard
Outside

Deck 8

Stateroom
Balcony

Deck 7

Outside
Balcony

638

3780

Standard
Outside

Deck 6

19406

228

Deck 5

13043

19406

Inside
Cabin

Deck 11

Inside
Cabin

Inside
Cabin
Inside
Cabin

Inside
Cabin
Inside
Cabin

Inside
Cabin

Inside
Cabin

Standard
Outside
Outside
Balcony
Stateroom
Balcony

Inside
Cabin
Inside
Cabin

Deck 12 Lido Deck

35650 mm

Deck 11 Arcadia Deck

32900 mm

Deck 10 Brittania Deck

30150 mm

Outside
Balcony

Deck 9 Canberra Deck

27400 mm

Standard
Outside

Deck 8 Devanha Deck

23900 mm

Deck 7 Promenade Deck 20400 mm

13043

Deck 4

Standard
Outside

Inside
Cabin

Deck 6

Inside
Cabin

Standard
Outside

Deck 6 Ellora Deck

17000 mm

Deck 3

Standard
Outside

Inside
Cabin

AC

Inside
Cabin

Standard
Outside

Deck 5 Formosa Deck

14250 mm

Deck 4 Granada Deck

11500 mm

Deck 3

8800 mm

Deck 2

6100 mm

Deck 1

1500/2000 mm

Deck 4
32200

Deck 3

8200
12649

12649

16662

Inside
Cabin

Deck 12

38750 mm

Deck 7

Deck 2
8200

Inside
Cabin

Deck 13 Sun Deck

Deck 2

16662
Panama Canal Cross Section

Issue: First

Illustration 1.5a Ship’s General Arrangement - Elevations

P&O Aurora

Technical Operating Manual

Illustration 1.5a1 General Arrangement Deck 15

Deck 15

Funnel

Issue: First

Foremast

Illustration 1.5a1 Ship’s General Arrangement - Deck 15 Plan

P&O Aurora

Technical Operating Manual

Illustration1.5a2 General Arrangement Deck 14

Deck 14

DN

Radio
Equipment
AC

Conv.
Room
DN

Lift
AC

Lift

DN

Issue: First

Illustration 1.5a2 Ship’s General Arrangement - Deck 14 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a3 General Arrangement Deck 13

Deck 13 - Sun Deck

Crows Nest

DN

Himalaya
AC

UP

Eng.
Vent/
Air
Intake

WC
Ladies
WC Dis.
DN
UP

DN

Lift

Lift
Mach.

Pantry
Bar
DN

Cold
Store
DN
WC
Gents

AC

Store

Store

UP

Uganda

AC
DN

Dance
Floor

DN

Band
Stand

DN
Deck
Store

Switchboard Rm.

Air Intake
Eng.
Vent/
Air
Intake

DN

Lift
Mach.
Lift

AC

Magrodome

Casing

AC

Store

Golf
Simulator

DN

Air Intake
Deck
Store

Switchboard Rm.

DN

Issue: First

Illustration 1.5a3 Ship’s General Arrangement - Deck 13 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a4 General Arrangement Deck 12

Deck 12 - Lido Deck
Pass. Cabins

Showers

Hair Beauty
Salon

Chief
Technical
Officer

Sauna

WC Steam
Fem.
Change

WC

Male
Change

UP

Skylight
Atrium

UP

Hydro.

Oasis
Reception

Laundry
DN

UP
DN

Beauty
DN

Stage
Control

DN
UP
UP

Riviera
Bar

Riviera Pool

DN
UP

WC
Dis.
Gents

Cold
Store
Ladies
Change
&
WC

Fast Food

Gents
Change UP
&
WC

Gen.
Sec.

WC
Dis.
Ladies

Safety
Centre
UP

Deck
Office

AC

DN

DN

Pantry
Crystal Bar

Pantry

Cold
Store

Relaxation

Bridge
E-LKR
Bridge
E-LKR

Pantry

DN

UP

Store

Captain
Office

DN

Chart
Room
Staff Capt. WC
Off.

Pantry UPS

DN

DN

UP

UP

LKR

UP

Bridge

Sidewalk Cafe
Captain

DN
UP

Pantry

Dance
Floor

WC
Dis.

Pennant Bar

UP

Band
Store

WC
Gents
DN

Casing
DN
DN
WC
Ladies

C
F
F
F

Store

Crystal Pool

Galley

Cold
Store

Store

The Orangery
UP

UP
DN

Issue: First

Illustration 1.5a4 Ship’s General Arrangement - Deck 12 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a5 General Arrangement Deck 11

Deck 11 - Arcadia Deck

Pass. Cabins

Penthouse
2

Jacuzzi

UP

UP

Pantry

UP

UP
DN

UP

Aerobics
DN
UP

Pass.
Launderette
UP

DN
UP
UP

DN
UP
UP

DN

DN

Beach

Pantry

UP

UP

Store

Penthouse
1

Pass. Cabins

UP
DN

Store

Store

Guarantee
Store
Off.

DN

Pool
Trunk

UP
UP
DN

DN
UP

Pantry

LKR
Hoist
LKR

Casing
Fire
LKR

Store

UP
DN

Issue: First

Illustration 1.5a5 Ship’s General Arrangement - Deck 11 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a6 General Arrangement Deck 10

Deck 10 - Britannia Deck

Pass. Cabins

Penthouse
2

Trolley
Park

Store

Store

DN
UP

DN
UP

Pool
Equip.

UP
DN

Store
DN

UP
DN

UP

Fire
LKR

LKR

Store

Store

Fire
LKR

Trolley
Park

DN
UP

Fire
LKR

Pantry

LKR

LKR

Penthouse
1

Pass. Cabins

UP

DN

LKR

Store

Trolley

Cold
Store
DN
UP
UP
DN

AC
DN
UP

WC

UP

Issue: First

AC
Casing

Blast Dry
Chiller Store

Trolley

DN

Illustration 1.5a6 Ship’s General Arrangement - Deck 10 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a7 General Arrangement Deck 9

Tel/
Central

Deck 9 - Canberra Deck

Store

Store

Pantry

DN

DN
UP

DN

UP

AC

UP

UP

UP
UP

AC

DN

DN

DN
PA/
Central

Pass. Cabins

Pantry

PA/Tel
Central

Pass. Cabins

DN

UP

Pantry

Launderette

Store

Store

DN
UP

AC

UP
DN

Fire
LKR

DN

Issue: First

AC

DN
UP

Casing
PA/TEL
HPP

Store

Store

UP

Illustration 1.5a7 Ship’s General Arrangement - Deck 9 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a8 General Arrangement Deck 8

UP

Deck 8 - Devanha Deck
Soft
Play

Toybox
Monkey
Cage

DN

Pool

Monkey
Cage

Terrace Pool

HPP

Video
Game
Area
Night
Nurse

Cafe Bordeaux

WC

WC
Dis.

Baby
Change

Jumping Jacks

LKR

WC
Ladies

WC
Gents

WC WC
WC
Gents Dis. Ladies

DN

DN

Atrium

Finishing
Galley

UP

Pool

Photo Gallery

UP

Soft Play

WC

Casing

UP

DN

Pantry
Internet
Chill Out

Quarterdeck
Stage

Terrace
Bar

Conference Room

Dance
Floor

Intergalactica

The Playhouse

Dance Floor

Pantry

Vanderbilts

Vanderbilts

DN

Bar
DN

Decibels

UP

HPP

Pass. Cabins

Store
DN
UP

Raffles Court

AC

Theatre
Store

Store
Raffles
Bar

DN

DN
UP

UP

AC

UP
DN
DN

UP

Vanderbilts

Stage
Loft

DN

Theatre
Store

Pantry

Library

Store

Issue: First

Illustration 1.5a8 Ship’s General Arrangement - Deck 8 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a9 General Arrangement Deck 7

Deck 7 - Promenade Deck

Life Jackets

UP

DN

AC

UP

Dress
Room

Andersons
Charlies

UP

DN

Bar
DN
UP

Theatre
Sub
Station

UP

Raised
Area

Crew
Pool

DN

Deck
Store

Mayfair Court
Pantry

Cold
Store

UP

Perfume
Dress
Room
AC

DN

Carmens

Control
Booth

Cold Hotel
Bar
Store Store
WC
Gents

Store

Pantry
Dressing
Room

WC Dis.

DN

Art Gallery

Champions

DN

Fashion Forum

DN
Slot
Maint.

UP

Mayfair

WC
Ladies

DN

DN

AC

UP

Pool
Equip. LKR

Band
Stand

Stage

UP

Bar

Masquerade
Bar

UP

Pool
Equip.
Deck
Store Store

DN

Lift Pantry
Mach.
Cold
Store

UP

Bar

UP

Monte Carlo
DN

Dance
Floor

DN
DN
UP

Band
Stand

AC

Pantry
Cold
Store

WC
Gents
WC
Dis.

Jewellery
Ceramics

WC
Ladies

Issue: First

Illustration 1.5a9 Ship’s General Arrangement - Deck 7 Plan

P&O Aurora

Technical Operating Manual
Deck 6 - Ellora Deck

Illustration 1.5a10 General Arrangement Deck 6
Pass. Cabins

Chlorine
Store
UP
Staff

Off.
Explorers

Electrical
Station

Store
DN
UP

DN
UP

AC

Deck
Store
Painter/
Polisher
Spray
Room

Elect.
Station

LH
AC

Orchestra Pit

Crane

UP

LH

DN

Breath.
App.
Recharg.
Stat.
HPP
Stat.
Oxy.

Piccadilly Court
Pantry
Electronic Goods

Empor.
Off.
Staff

Forward
Mooring
Deck

Acet.
UP

Starter Room
Winches/
Windlasses

Pass. Cabins

Store

UP

Cold
Store
Cold
Store
Cold
Store

Alexandria Restaurant

Medina Restaurant
Store

WC
Ladies

Main Galley

LKR

Wine Bar

UP

AC

UP UP

DN
UP

UP

Casing

UP

UP
UP

Casing

DN
AC

Wine
Bar

DN

WC
WC
Gents

UP

Issue: First

Coffee
Station

Cold
Store

Chef
Office

DN

UP
UP

Coffee
Station

WC
Gents
WC
Ladies
WC
Dis.

Piccadilly

Cold
Store
Blast
Chiller

Illustration 1.5a10 Ship’s General Arrangement - Deck 6 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a11 General Arrangement Deck 5

Deck 5 - Formosa Deck
Pass. Cabins

HPP

Baggage
Store
Purser
Passenger
Services

Meet. Dep.

Communic. Rm. Purse.
Room

Acc.
Off.

AC

Pursers
Private
Office

Pool

DN
UP

DN

AC

UP

AC

UP

Safe

Carpenters Equipment Room
Workshop

Cru.
Dir.
Off.

Chain
Store
Hotel
Store

TV
Centre

Palm
Court

Exting.
Rech.
Station

DN

DN

Ship
Secretar.
Strong
Room

IT
Off.

UP

Computer
Room

UP

Bar Ass.
Serv. Purse.
Man.

AC

Pantry
Paint

Bosuns
Workshop
Store

Locked
deck
Store

Pass. Coxswains Store
Laundry Workshop

HPP

Pass. Cabins

Aft
Mooring
Deck

Emergency
Generator
2

Officer Cabins

Officer Cabins

CO2 Bottle Store
Gents
Toilets

Battery Room

Crew Cabins

DN

Ladies
Toilets

Officers
Officers Mess Wardroom
Room
Pantry

Emergency
Station

Store

DN

Photo
Copy

UP

DN

AC
Emergency
Switchboard

Butane/
Barbecue
Fuel Store

Issue: First

Crew
Office

Pantry

Emergency
Generator
1
Rope
Store

DN

Electrical
Station

LH

UP

AC
Trunk

DN

AC

UP

Crew
Galley

UP
DN

Cold
Store

Electrical
Station

Casing
DN

Casing
Pantry

UP

Emer.
Station

Crew Mess Room
Crew Recreation Room

Crew Mess Room

Pass. Cabins

Illustration 1.5a11 Ship’s General Arrangement - Deck 5 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a12 General Arrangement Deck 4

Deck 4 - Granada Deck

Off. Cabins

Off. Cabins
Bunker Station

ICU
1

Nursing Pantry
Stat.

Store

Pax Waiting

Dispens.

2B
Ward

DN

1B
Ward

Shop
Store

Deputy Accom.
Purser
(Accom.) Office

AC

Consultation
Room

Pax
Toilet

Med.
Centre

HPP

3B
Ward

ICU
2

DN
UP
DN

UP

Treatment
Room

Lab.

Hotel
Stationary
Store

Printer
Shop
&
Store

Bathroom

DN

UP
UP

Emergency
Station

Pantry

Deck
Store

DN

Plumbers
Workshop

AC
Perfume
Store

Emergency Station

Emporium
Store

Off. Cabins
HPP

Bunker Station

C.T.O.
HPP
Room

Root
Vegetables
&
Potatoes

Frozen
Fish

Dairy

Dry Store

Dairy
Steering
Gear

Bone
Crusher
Room

Loading
Platform

UP

DN

Flour
&
Pulses

DN

Ice Cream

AC

Dry Store

Issue: First

Tech.
Office

Ice
Cream
Rm.

UP

Fresh Meat

DN

Stores
Handling
Area

Fish
Thawing

Lifting
Platform

Frozen
Meat

White
Meat

Ice
Blocks

Store
Office

Frozen
Meat

HPP
Room

DN
CO2

Meat
Prep.
Room

HVAC
MSSC
Workroom Room

Veg. Cold
Store

Pot Wash
Room
Poultry
Prep.
Room

DN

UP
Store

Baggage
Store

AC

UP
UP
UP

Casing

Meat
Thawing

EM Inc.
Store Trunk

Pantry
UP

Frozen
Poultry
&
Game

Baggage
Platform

Engine Control
Room

Bunk.
Stat.

DN
UP

Frozen
Vegetables

Decant
Room

Off. Cabins

Lab

DN
DN

Steering
Gear

S.E.O.

DN

Dry Store

Electrical
Room

Vegetable
Prep.
Room

UP

Dairy

Dry Store

Fish
Prep.
Room

S.E.T.O.

Loading
Platform

Garbage

Officers
Laundry

Emergency
Station
DN

DN

HPP
Baggage
Platform Bunk.
Hotel
Main Eng. Security
Maintenance Fire Fire
Stat.
Off.
Workshop Stat. Stat.

DN

Illustration 1.5a12 Ship’s General Arrangement - Deck 4 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a13 General Arrangement Deck 3

Deck 3 - Himalaya Deck

LH Cabins

R Cabins

DN
DN

UP

UP

UP

DN

Crew
Laundrette

DN
UP

UP

UP
UP

UP

UP

AC

DN

Technical Store

DN

Photo
Laboratory

LH Cabins
Tender
Embarkation
Nozzle
Weld. Test Rm.
Shop

Filters

Fresh
Fruit
&
Salad

Hotel Store

Fresh
Veg.

Garbage
Cold
Store

Chem.
Store

Hotel
Store

Store

Trafo

Trafo

UP

Trolley
Wash
Wine & Beer

Office

UP

DN

Oil

Wine & Spirits

DN
UP

Trafo
Minerals

Fat & Butter

M20 Main
Switchboard
Room

Crew
Library
Trafo Trafo

Trafo
Converter

Uniform
Store

Tech.
Learning
Centre

Crew
Laund.

M10 Main
Switchboard
Room

M10

DN
UP

Trafo Garbage Plant
Soft
Fruit

Store

Converter

Minerals

Lifting
Platform

Workshop

DN

Trafo

Decant
Room
Office

Trafo
Converter

UP
DN

Tobacco

UP

Store

UP

Hotel Store

Trafo
Converter

Store

Crew
Gymnasium
UP
Tender
Embarkation

Issue: First

Illustration 1.5a13 Ship’s General Arrangement - Deck 3 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a14 General Arrangement Deck 2

Deck 2

Rating's Cabins

UP
UP
DN

PW Tank

DN
UP

UP

UP

BW
Tank

DN

BW
Tank

PW Tank

Bow
Thruster

DN

Heeling Tank
Electrical
Workshop
PW

DN

UP

UP
UP
DN

DN
UP

PW
Stern
Thruster
Room
PW

Lift
Trunk

HFO Day
Tank

LKR

HFO Sett.
Tank

DN

LKR

HFO Sett.
Tank

Lift
Trunk
Grease
Trap
DN

PW

R Cabins

UP

UP

HFO
Day
TK
LKR

Prov.
Cooler

Prov.
Cooler

Heeling Tank
Garbage

Issue: First

Illustration 1.5a14 Ship’s General Arrangement - Deck 2 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5a15 General Arrangement Deck 1

Deck 1

Heeling Tank
GW
TK
Vacuum Unit

GW
TK

Laundry
AC Unit

Linen Store

HFO Tank

GW
TK

PW Tank

GW TK

Up

PW Tank
PW Tank

Up
Up

BW Tank

AC Unit

HFO Tank

GW
TK

Linen
Keeper
Office

PW Tank

Valet
Room
PW Tank

PW Tank

Bow
Thruster

Dirty Linen

AC Unit
Vacuum Unit

Heeling Tank

GW
TK

GW
TK

Heeling Tank

GW TK

GW TK
Sewage
Unit

Up

Workshop
For
Heavy
Parts

HFO Day Tank
Up

HFO Settling Tank

Vacuum
Unit

PW Tank

PW Tank
Sewage Unit

HFO Settling Tank

GW TK

Sewage Unit
HFO Day Tank
Vacuum
Unit

Sewage
Unit
Heeling Tank

Issue: First

Garbage

Illustration 1.5a15 Ship’s General Arrangement - Deck 1 Plan

P&O Aurora

Technical Operating Manual

Illustration 1.5b1 Tank Plans Frame 0 - 100

Cross Sections
Through Tanks
A. B.

0

C. D.

20

E.

40

F.

60

G.

80

H.

100

120

140

160

180

200

220

240

B. Frame 020

A. Frame 014

Deck 4

Stern Thruster Room

BW/GW Tank 17 (Port)

Stern Thruster Room

BW Tank 18 (Port)

BW Tank 18 (Starboard)

BW DB 18/19 Skeg

Void Space

Deck 2
Stern Thruster
Room

BW DB 18/19 Skeg

380

Deck 4

BW/GW Tank 17 (Starboard)

Deck 3

Void Space

H.F.O. Tank 17
(Centre)

Shaft Tunnel

Deck 1

Basis Line

Deck 1

360

Void Space Tank 17

Deck 3

Deck 3

340

C. Frame 040

BW Tk 18 (Starboard)

Stern Thruster
Room

320

300

Deck 4

BW Tk 18 (Port)

Deck 2

280

Deck 5

Deck 5
EDG Go Service Tank

260

Deck 2

Shaft Tunnel

BW DB 16/17 Skeg

Stern Thruster Room

Deck 1
Basis Line

Basis Line
E. Frame 060

D. Frame 045
PW Tank 16 Outer (Starboard)
Void Space Tank 16 (Port)

Deck 4
Deck 3

PW Tank 16 Inner (Port)

F. Frame 076

PW Tank 16 Inner (Starboard)

PW Tank 16 Outer
(Port)

Deck 4

PW Tank 16 Outer
(Starboard)

Waste Oil Store
Tank 15 (Port)

Deck 3

Waste Oil Store
Tank 15 (Starboard)
Go Service Tank 15
(Starboard)

Deck 4
Deck 3

Void Space Tank 16
Void Space
Tank 17

Void Space
Tank 17
Shaft Tunnel

PW Tank 16 Outer (Port)

Deck 2

Deck 2

Deck 1

Void Space
Tank 16
Deck 1

Basis Line

PW Tank 16 Inner (Port)

PW Tank 16 Inner (Starboard)

BW DB 16/17 Skeg

Void Space Tank 16
Shaft Tunnel

Deck 2
Go Tank 15 (Port)
Well

Basis Line
Shaft Tunnel
Well

BW DB 16/17 Skeg

D.O. Overflow D.B. (Port)
G. Frame 084
Heeling Tank 14 (Port)

H. Frame 100

H.F.O. DB 15 (Centre)

Heeling Tank 14 (Starboard)
Deck 4

Deck 4
D.O. Service Tank 13 (Port)

C/D D.B. 14

C/D D.B. 14

Bilge Water D.B. 14 Bilge Water D.B. 14
(Port)
(Starboard)

Deck 3

Deck 3

Deck 2

Deck 2

D.O. D.B. 13/14 (Centre)
C/D D.B 13

C/D D.B. 13

Basis Line

Issue: First

D.O. D.B. 14 (Starboard)

Oily Bilge Deep
Tank 15
(Starboard)
Waste Oil Collection
Tank 15
Sludge Storage Deep
Tank 15 (Starboard)
C/D D.B. 5(Starboard)

Deck 1

D.O. D.B. 14 (Port)

Deck 1
Basis Line

Leak Oil D.B. 15(Starboard)

Deck 1
Basis Line

D.O. D.B. 13/14 (Port)

D.O. D.B. 13/14 (Starboard)

Illustration 1.5b1 Ship’s General Arrangement - Tank Plans Frame 0-100

P&O Aurora

Technical Operating Manual

Illustration 1.5b2 Tank Plans Frame 120 - 320

Cross Sections
Through Tanks

0

20

40

60

100

80

A.

B.

C.

120

140

160

D.

180

200

E.

F.

220

240

G.

260

280

H.

300

I.

340

320

360

380

C. Frame 160
H.F.O. Settling Tank 10 (port) H.F.O. Settling Tank 10 (Starboard)

B. Frame 140

A. Frame 120

Deck 4

Deck 4
Feedwater Store D.B. 12 (Port)
L.O. D.B. 12 (Centre)
L.O. D.B. 12 (Starboard)

B.W. D.B. 12 (Port)

Deck 2

D.G. 4 Circ. D.B. 12
(Starboard)

D.G. 3 Circ. D.B. 12
(Port)

D.G. 1 Circ. D.B. 11 (Port)

Deck 1
Basis Line
C/D D.B. 11

C/D D.B. 11

Sea Chest (Starboard)

Leak Oil D.B. 10
(Starboard)

H.F.O. D.B. 10 (Starboard)

Deck 4
P.W. Tank 7 Inner (Port)

Deck 4
Pipetunnel Fr. 232-316

Deck 3

Heeling Tank 8 (Starboard)
Deck 2

Deck 2

C/D B.D. 7

Basis Line
P.W. Tank 7 Outer (Port)

Deck 3
Non Potable Water D.B. 6
(Port)

Deck 2

Deck 1

Basis Line

Basis Line

P.W. Tank 7 Outer (Starboard)
B.W./G.W. D.B. 6 (Port)

G. Frame 300

Laundry Water D.B. 6
(Starboard)

Deck 1

Deck 1

H. Frame 315

B.W./G.W. D.B. 6 (Starboard)
I. Frame 320

Deck 4

Deck 4

Deck 4

Deck 3

Deck 3
Emergency Exit
For Pipetunnel Deck 2

Deck 3

Deck 2
P.W. Tank 3-2 (Port)

H.F.O. D.B. 10 (Port)

P.W. Tank 7 Inner (Starboard)

Deck 3

P.W. Tank 3-2
(Starboard)

Leak Oil D.B. 10
(Port)

B.W. D.B. 10
(Starboard)

H.F.O. Overflow D.B. 10
(Centre)

F. Frame 240

Deck 4

Void Space Tk 3

B.W. D.B. 10
(Port)

E. Frame 220

B.W. D.B. 8 (Starboard)
H.F.O. D.B. 8 (Starboard)

Deck 2

Deck 1

Renovated Oil D.B. 11 (Centre)

B.W. D.B. 8 (Port)
H.F.O. D.B. 8 (Port)

Deck 3

Basis Line

Deck 1

D. Frame 204

Heeling Tank 8 (Port)

Separation Drain
Tank 10 (port)

B.W. D.B. 11 (Starboard)

Basis Line
Sea Chest (Port)

Deck 4

H.F.O. Service Tank 10
(Starboard)
Separation Drain
Tank 10 (Starboard)

Deck 2

D.G. 2 Circ. D.B. 11 (Starboard)

B.W. D.B. 11 (Port)

B.W. D.B. 12 (Starboard)

C/D D.B. 12

Deck 3

Deck 3

H.F.O. Service Tank 10
(port)

Void Space Tank 3

Deck 1
Basis Line

Void Space Tank 3

Deck 1

Deck 2
B.W. Tank 2

Deck 1

Pipetunnel Fr. 232-316
Basis Line

Basis Line

Pipetunnel Fr. 232-316

Issue: First

Illustration 1.5b2 Ship’s General Arrangement - Tank Plans Frame 120-320

P&O Aurora

Technical Operating Manual

Illustration 1.5b3 Tank Plans Decks 1, 2, & 3
Below Deck 3

B.W. Tank 19
(Port) Aft. Peak

Void Space
Tank 19

B.W. Tank 18
(Port)
Lift
Trunk
B.W. Tank 18
(Stb'd)
Void Space
Tank 19

Void Space
Tank 17

Stern Thruster
Room

P.W. Tank 16
Outer (Port)

B.W./G.W. Tank
17 (Port)
H.F.O. Tank 17
(Centre)
B.W./G.W.
Tank 17 (Stb'd)

Stern Thruster
Room

Heeling Tank 14
(Port)

Void Space
Tank 16

Void Space
Tank 17

B.W. Tank 19
(Stb'd) Aft. Peak

H.F.O. Settling
Tank 10 (Port)

P.W. Tank 16
Inner (Stb'd)

H.F.O. Settling
Tank 10 (Stb'd)
Waste Oil Store
Tank 15 (Stb'd)

B.W. Tank 2

B.W. Tank 1
Fore Peak

P.W. Tank
3-1 (Port)
P.W. Tank
3-2 (Port)
Bow Thruster
Room

P.W. Tank
3-2 (Stb'd)

H.F.O. Service
Tank 10 (Stb'd)

P.W. Tank
3-1 (Stb'd)
Pipetunnel Fr. 232-316

Separation Drain
Tank 10 (Stb'd)

Heeling Tank 14
(Stb'd)

Sludge Storage Deep
Tank 15 (Stb'd)

Void Space Tank
3 (Port)

H.F.O. Service
Tank 10 (Port)

P.W. Tank 16
Inner (Port)

Void Space
Tank 16

Down Flooding
Duct

Separation Drain
Tank 10 (Port)

Waste Oil Store
Tank 15 (Port)

P.W. Tank 16
Outer (Stb'd)

Down Flooding
Ducts

Down Flooding
Duct

Oily Bilge Deep
Tank 15 (Stb'd)

Down Flooding
Duct

Down Flooding
Duct

Down Flooding
Ducts

Below Deck 2
Stern Thruster B.W./G.W. Tank 17
(Port)
Room
B.W. Tank 18
(Port)

Void Space
Tank 17

B.W. D.B.
16/17 Skeg

Separation Drain Tank 10
(Port)

D.O. Service
Tank 13 (Port)
Heeling Tank
14 (Port)

Void Space
Tank 16

H.F.O. D.B.
10(Port)

P.W. Tank 16
Inner (Port)

H.F.O. Settling
Tank 10 (Port)
H.F.O. Settling
Tank 10 (Stb'd)

H.F.O. D.B.
10(Stb'd)

B.W. D.B.
16/17 Skeg
Void Space
Tank 17

B.W. Tank 18
(Stb'd)
Stern Thruster
Room

Void Space
Tank 16

B.W./G.W. Tank 17
(Stb'd)

H.F.O. D.B. 8
(Port)

P.W. Tank 7
Inner (Port)
P.W. Tank 7
Inner (Stb'd)

H.F.O. D.B. 8
(Stb'd)

P.W. Tank 7
Outer (Stb'd)

H.F.O. Service
Tank 10 (Stb'd)

Separation Drain Tank 10
(Stb'd)

P.W. Tank 3-2
(Port)
Pipetunnel Fr. 232-316

B.W. Tank 2
P.W. Tank 3-1
(Stb'd)

Heeling Tank
8 (Stb'd)

Waste Oil Collection
& Oily Bilge Deep
Tank 15 (Stb'd)

Void Space
Tank 3

P.W. Tank 7
Outer (Port)

Heeling Tank
14 (Stb'd)

Sludge Storage Deep
Tank 15 (Stb'd)

P.W. Tank 3-1
(Port)

H.F.O. Service
Tank 10 (Port)

H.F.O. Overflow
D.B. 10 (Centre)

G.O. Service
Tank 15
(Stb'd)

P.W. Tank 16
Inner (Stb'd)

Stern Thruster
Room

Down Flooding Ducts
Heeling Tank
8 (Port)

G.O. Tank 15
(Port)

B.W. D.B.
18/19 Skeg

Sea Chest

Void Space
Tank 3

B.W. Tank 1
Fore Peak

P.W. Tank 3-2
(Stb'd)

Down Flooding Ducts

Sea Chest

Below Deck 1

Cool Water D.B.
B.W. D.B. 12
12 (Port)
Dirty Oil D.B. 11
(Port)
Bilge Water
L.O. D.B.
H.F.O. Overflow
(Centre)
Feed Water
C/D D.B. 15 (Port)
D.B. 14 (Port)
11
D.G. 3 Circ D.B.
D.B. 10 (Centre)
Leak Oil
Renovated Oil
Storage
12
(Port)
D.B. 11/12
Sea
Stern Tube Oil Store
D.O. Overflow
D.O. D.B.
Leak Oil
D.B. 11
D.B. 12 (Port)
(Stb'd)
Chest
D.B. 15 (Port)
D.B. 15 (Port)
14 (Port)
D.B. 10 (Port)
(Centre)
Void Space
Tank 16
B.W. D.B. 18/19 Skeg

Port Stabiliser
Plant
B.W. D.B. 11
(Port)

C/D D.B.
C/D D.B. 13
14

Shaft Tunnel

H.F.O. D.B.
13/14 (Port)

H.F.O. D.B.
10 (Port)

H.F.O. D.B.
13/14 (Centre)

B.W. D.B. 16/17 Skeg

H.F.O. D.B.
13/14 (Stb'd)
Shaft Tunnel
Void Space
Tank 16

C/D D.B. C/D D.B. 13
14

Stern Tube Oil Store
D.B. 15 (Stb'd)

Leak Oil D.B.
15 (Stb'd)

C/D D.B. 15 (Port)

Issue: First

D.O. D.B.
14 (Stb'd)

Bilge Water
D.B. 14 (Stb'd)

Sea
Chest

B.W. D.B.
10 (Port)

C/D D.B. 12
L.O. D.B. 12
(Centre)
L.O. D.B. 12
(Stb'd)

B.W. D.B. 12
(Stb'd)

H.F.O. D.B.
10 (Centre)
C/D D.B. 11
B.W. D.B. 11
(Stb'd)
Stb'd Stabiliser
Plant

H.F.O. D.B.
10 (Stb'd)
B.W. D.B.
10 (Stb'd)

B/W G.W. D.B.
5 (Port)

B.W. G/W
9 (Port)
H.F.O. D.B.
9 (Port)
H.F.O. D.B.
9 (Centre)
H.F.O. D.B.
9 (Stb'd)

PipeTunnel Fr. 232-316
B.W. Tank 2

B.W Tank 1 Fore Peak

B.W. D.B.
8 (Port)
H.F.O. D.B.
8 (Port)
H.F.O. D.B.
8 (Stb'd)
B.W. D.B.
8 (Stb'd)

Non Potable Water
D.B. 6 (Port)

B/W D.B.
4 (Port)

C/D D.B. 7
B/W D.B.
4 (Stb'd)

Non Potable Water
D.B. 6 (Stb'd)

B.W. G/W
9 (Stb'd)

D.G. 2 Circ D.B.
Leak Oil
Leak Oil
11 (Stb'd)
D.B. 10 (Stb'd)
D.B. 11/12 (Stb'd)
D.G. 1 Circ D.B.
L.O. Overflow
11 (Port)
D.B. 12 (Stb'd)

D.G. 4 Circ D.B.
12 (Stb'd)

B/W G.W. D.B.
6 (Port)

B/W G.W. D.B.
6 (Stb'd)

B/W G.W. D.B.
5 (Stb'd)

Illustration 1.5b3 Ship’s General Arrangement - Tank Plans Decks 1, 2 and 3

P&O Aurora

Technical Operating Manual

Illustration 1.5b4 Tank Capacities

BALLAST WATER

Issue: First

DIESEL OIL

TANK

Identification
No.

BW TK 1 FORE PEAK

6011

BW TK 2

Volume (m3)

GAS OIL

TANK

Identification
No.

418.23

DO DB 14 P

0214

6012

378.63

DO DB 14 S

BW DB 4 P

6214

101.26

BW DB 4 S

6114

101.26

BW/GW DB 5 P

6215

116.72

BW/GW DB 5 S

6115

131.86

BW/GW DB 6 P

6216

131.86

BW/GW DB 6 S

6116

96.30

BW DB 8 P

6218

BW DB 8 S

Volume (m3)

Volume (m3)

TANK

Identification
No.

63.57

GO TK 15 P

7215

22.27

0114

63.57

GO SERVICE TK 15 S

7115

22.27

DO SERVICE TANK 13 P

0213

32.02

EDG GO SERVICE TK

7218

10.64

DO OVERFLOW DB 15 P

0215

20.72
HEAVY FUEL OIL

VOID SPACES
Volume (m3)

TANK

Identification
No.

Volume (m3)

TANK

Identification
No.

145.78

VOID SPACE TK 3

9013

630.99

HFO DB 8 P

1218

346.95

6118

145.72

PIPE TUNNEL Fr 232-316

9023

401.88

HFO DB 8 S

1118

346.95

BW/GW DB 9 P

6219

145.78

C/D DB 7

9017

257.13

HFO DB 9 P

1219

101.40

BW/GW DB 9 S

6119

142.69

C/D DB 8

9018

9.19

HFO DB 9 S

1119

101.40

BW DB 10 P

6210

54.45

C/D DB 9

9019

18.39

HFO DB 9 C

1019

116.72

BW DB 10 S

6110

223.26

C/D DB 10

9010

37.43

HFO DB 10 P

1210

141.87

BW DB 11 S

6111

142.76

C/D DB 11

9011

222.98

HFO DB 10 S

1110

141.87

BW DB 11 P

6211

142.76

C/D DB 12

9012

187.44

HFO DB 10 C

1010

96.30

BW DB 12 P

6212

20

C/D DB 13

9033

135.95

HFO SERVICE TANK 10 P

1220

149.79

BW DB 12 S

6112

20

C/D DB 14

9014

145.82

HFO SERVICE TANK 10 S

1120

142.29

BW/GW TK 17 P

6217

20

C/D DB 15 P

9215

7.19

HFO SETTLING TANK 10 P

1230

149.79

BW/GW TK 17 S

6117

21.17

C/D DB 15 S

9115

28.21

HFO SETTLING TANK 10 S

1130

138.38

BW DB 16/17 SKEG

6016

21.17

VOID SPACE TK 16

9016

849.27

HFO OVERFLOW DB 10C

1020

60.10

BW TK 18 P

6228

25.42

VOID SPACE TK 17

9027

782.78

HFO DB 13/14 C

1013

136.07

BW TK 18 S

6128

25.64

VOID SPACE TK 19

9029

919.54

HFO DB 13/14 P

1213

103.07

BW DB 18 SKEG

6018

25.64

SW CROSSOVER COMP 9

9039

36.60

HFO DB 13/14 S

1113

103.07

BW TK 19 P AFTPEAK

6229

21.79

SW CROSSOVER COMP 11

9021

42.19

HFO DB 15 C

1015

133.21

BW TK 19 S AFTPEAK

6129

12.62

SW CROSSOVER COMP 12

9022

64.36

HFO DB 17 C

1017

265.37

Illustration 1.5b4 Ship’s General Arrangement - Tank Capacities

P&O Aurora

Technical Operating Manual

Illustration 1.5b5 Tank Capacities

POTABLE WATER

HEELING TANKS

TANK

Identification
No.

PW TK 3-1 P

5213

PW TK 3-1 S

Volume (m3)

SPECIAL WATER

TANK

Identification
No.

192.18

HEELING TK 8 P

2218

5113

192.18

HEELING TK 8 S

PW TK 3-2 P

5223

141.20

PW TK 3-2 S

5123

141.20

PW TK 7 OUTER P

5217

138.14

PW TK 7 OUTER S

5117

138.14

PW TK 7 INNER P

5227

118.90

Volume (m3)

Volume (m3)

TANK

Identification
No.

142.88

SEPARATOR DRAIN TK 10 P

8210

22.28

2118

142.88

SEPARATOR DRAIN TK 10 S

8110

22.28

HEELING TK 14 P

2214

185.40

COOLING WATER DB 12 P

8222

8.52

HEELING TK 14 S

2114

185.40
SPECIAL OIL

LUBRICATING OIL

TANK

Identification
No.

TANK

Volume (m3)

Identification
No.

Volume (m3)

PW TK 7 INNER S

5127

118.90

PW TK 16 OUTER P

5216

157.52

DG 1 CIRC DB 11 P

3211

20

LEAK OIL DB 10 P

8220

2.86

PW TK 16 OUTER S

5116

141.47

DG 2 CIRC DB 11 S

3111

20

LEAK OIL DB 10 S

8120

2.86

PW TK 16 INNER P

5226

298.11

DG 3 CIRC DB 12 P

3212

21.5

DIRTY OIL DB 11 C

8011

23.95

PW TK 16 INNER S

5126

298.11

DG 4 CIRC DB 12 S

3112

21.5

RENOVATED OIL DB 11 C

8021

20.53

LO DB 11

3011

23.95

LEAK OIL DB 11/12 P

8211

5.18

LO DB 12 S

3122

71.93

LEAK OIL DB 11/12 S

8111

3.89

LO DB 12 C

3022

51.3

WASTE OIL STORAGE TK 15 P

8225

26.51

LO OVERFLOW DB 12 C

9012

6.81

WASTE OIL STORAGE TK 15 S

8135

24.24

STERN TUBE OIL DRAIN DB 15 S

8145

10.09

STERN TUBE OIL STOR. DB 15 P

8215

15.33

SLUDGE STORAGE DEEP TK 15

8165

9.17

OILY BILGE DEEP TK 15 S

8125

23.93

WASTE OIL COLLECTION TK 15 S

8115

7.14

LEAK OIL DB 15 S

8155

4.95

TECHNICAL WATER
Volume (m3)

TANK

Identification
No.

LAUNDRY WATER DB 4 S

8114

0.79

LAUNDRY WATER DB 6 S

8116

100.81

NON-POTABLE WATER DB 6 P

8216

99.04

FEEDWATER STORE DB 12 S

8212

63.41

BILGE WATER DB 14 P

8214

44.55

BILGE WATER DB 14 S

8124

44.55

FIRST DIGIT: PURPOSE
0: DIESEL OIL
1: HEAVY FUEL OIL
2: FRESH WATER
3: LUBRICATING OIL
5: POTABLE WATER
6: BALLAST WATER
7: GAS OIL
8: SPECIAL TANKS
9: VOID SPACES

THIRD DIGIT:
ORDER NUMBER

3122
FOURTH DIGIT: SLICE NUMBER

SECOND DIGIT:
TRANSVERSE LOCATION
0: AXIS COMPARTMENT
1: STBD COMPARTMENT
2: PORT COMPARTMENT
3: STBD & PORT COMPARTMENT

Issue: First

1: Fr. 344 TO FORE
2: Fr. 316 - 344
3: Fr. 290 - 316
4: Fr. 270 - 290
5: Fr. 254 - 270
6: Fr. 234 - 254
7: Fr. 218 - 234
8: Fr. 201 - 218
9: Fr. 178 - 201

0: Fr. 154 - 178
1: Fr. 128 - 154
2: Fr. 110 - 128
3: Fr. 94 - 110
4: Fr. 78 - 94
5: Fr. 62 - 78
6: Fr. 46 - 62
7: Fr. 26 - 46
8: Fr. 10 - 26
9: Aft - 10

Illustration 1.5b5 Ship’s General Arrangement - Tank Capacities

P&O Aurora

Technical Operating Manual

Illustration 1.5c Construction Blocks

62
61

19

60

56

55

54

53

51

52

15

50

17

16

18

57

48

49

46

47

44

43

42

11

10

39

13

12

59

14
40

45

36

35

34

28

27

33

32

31

25

24

06

08

07

09

29
41

0

20

30

37

38

40

60

29 80

100 23

120

26

140

22 160

21 180

200

02

01

20

220

03

240

260

04

280

300

05

58

340

320

360

380

Arrangement of Construction Blocks

Deck 13
Standard
Outside
Outside
Balcony

Many items of equipment onboard Aurora are
often labelled or designated as within blocks.
This description refers to the construction blocks
used to construct Aurora in the shipyard.
This construction block arrangement shows the
location of the blocks in the final construction.

Stateroom
Balcony
Outside
Balcony
Standard
Outside

Inside
Cabin
Inside
Cabin

Deck 13 Sun Deck

Deck 12

Inside
Cabin

Deck 11

Inside
Cabin

Inside
Cabin
Inside
Cabin

Inside
Cabin
Inside
Cabin

Inside
Cabin

Inside
Cabin

Standard
Outside
Outside
Balcony
Stateroom
Balcony

Inside
Cabin
Inside
Cabin

Deck 12 Lido Deck
Deck 11 Arcadia Deck
Deck 10 Brittania Deck

Outside
Balcony

Deck 9 Canberra Deck

Standard
Outside

Deck 8 Devanha Deck

Deck 7
Deck 7 Promenade Deck
Standard
Outside

Inside
Cabin

Deck 6

Inside
Cabin

Standard
Outside

Deck 6 Ellora Deck

Standard
Outside

Inside
Cabin

AC

Inside
Cabin

Standard
Outside

Deck 5 Formosa Deck

Deck 4
Deck 3
Deck 2

Deck 4 Grenada Deck
Deck 3
Deck 2
Deck 1

Issue: First

Illustration 1.5c Ship’s General Arrangement - Construction Blocks

P&O Aurora

Technical Operating Manual

Illustration 1.6a Mechanical Symbols and Pipeline Colour Scheme

Nozzle Cooling

Stop Valve

Angled Safety Valve

Suction Bellmouth/Foot

Foot Valve with Strainer

Hand Pump

H.T. Cooling Water

Stop Valve Pneum. Operated

Angled Safety Valve
Spring Loaded

Filler

Shore Connection

Mixing Device

L.T. Cooling Water

Stop Valve Screwed
El. Mag. Operated

3 Way Check Valve
with Automatic Bypass

Vent Pipe

Not Connected
Crossing Pipe

Helical Screw Pump

Aux. Consumer's L.T. Cooling Water

Straight Check Valve

3 Way Valve
Elec-Mag Operated

Hose

Connected Crossing Pipe

Diaphragm Pump

Non Return Valve Screwed

Angled Sea Inlet Valve

Penetration Socket

T Piece

Pulsation Damper

Straight Stop Non Ret. Valve

Branch Regulating Valve
Screwed

Penetration (Decks)

Orifice

Automatic Filter

Dom. Fresh Water
/Distillate

Wedge Gate Valve

Branch Regulating Valve
Flanged

Hose Connection

Accumulator

Condensate

Needle Valve

Butterfly Valve Mono
Hydr. Operated

Sounding Head with
Filling Cap

Feed Water

Temp. Valve Regulating
2 Way. Hydr. Operated

Non Return Valve
Sandwich Type

Spectacle Flange

Variable Pump

Temp. Valve Regulating
2 Way Elec. Operated

Non Return Disc Valve

Flanged Strainer

Hydraulic Pressure
Relief Valve

Cock Straight Valve

Butterfly Valve Mono
Hand Operated

Strainer Screwed

Back Flow Preventer

Straight Stop Valve Screwed

Dual Plate Check Valve

Mud Box

Butterfly Valve. Ring
Type. El. Op.

Straight Stop Valve
Elec. Operated

Straight Stop Valve
with Regulating Cone

Oil / Water Seperator

Breather and Vacuum
Breaker Valve

Straight Stop Non Ret. Valve
Screwed

Pressure Reducing Valve

Straight Sea Valve Cock

Pressure Reducing Valve
and Filter Unit

Spindle Pump

Straight Quick Closing Valve
Spring Loaded

Temp. Valve Regulating
3 Way Pneum. Operated

Centrifugal Pump

Oil/Water-Heat Exchanger

Straight Self Closing Valve
Spring Loaded

3 Way Cock

Straight Single Filter

Fan

Pressure Relief Valve

3 Way L Cock

Condensate Trap
Float Type

Chest With Level Switch

Sea Water
Ballast Water
Hydraulic Oil

Fire/Deck Water
CO2 Piping
Refrigeration

M

Marine Diesel Oil

Lubricating Oil
Saturated Steam

M

Air
Bilges
Sewage Discharge

S

Refrigeration Gas

Issue: First

Restrictor

M

Fuel Oil

F

Sounding Cock
Self Closing with Test Cock

Centrifugal Pump
Self-Priming

Ejector

FM

Flow Meter

Illustration 1.6a Mechanical Symbols and Pipeline Colour Scheme

P&O Aurora

Technical Operating Manual

Illustration 1.7a Electrical and Instrumentation Symbols and Colour Scheme

Electrical Signals (Pipeline Drawings)
Electrical Control/Instrumentation
(Electrical Drawings)

XX

Locally Mounted
Instrument (2 letters)

Temperature Indicator

XXX

Locally Mounted
Instrument (3 letters)

Pressure Indicator

XXX

Transformer

PS

Pressure Switch

Circuit Breaker (HV)

TI

Motor

PI
TI

6600 V
M

G

Generator

LAH

Level Alarm High

400 V
LAL

Level Alarm Low

450 V
Thyristor

LI

Level Indicator

230V
690V 400V

24V

Transformer
(Two Sec. Tappings)

PI

Delta Wound
Configuration

PI

Pressure Gauge
with Cock

+ PI

Manometer Gauge
with Cock

Bus Reactor

DPI

Differential Pressure
Indicator

Limit Switch

LS

Level Switch

Triac

Counter Function

Rectifier

FM

Flow Meter

Inverter
Variable Speed Drive
30A

Remote Quantity Indic.
with High/Low Alarm

Star Wound
Configuration

Speaker

R

IAHL

M

6.6kv

Issue: First

XXX
XXXX

Circuit Breaker (MV)

115V

Remotely Mounted
Instrument

XXXX

690 V

Fuse

Remote Pressure Indic.

HH

Letters outside the circle
of an instrument symbol
indicate whether high (H),
high-high (HH), low (L)
or low-low (LL) function
is involved
O = Open
C = Closed

CP
DPI
DPS
DPT
FD
FS
FM
FT
IL
LAH
LAL
LI
LIC
LS
LT
PAH
PAL
PI
PIC
PIAH
PIAL
PIAHL
PS
PT
SAH
TAH
TAL
TI
TIC
TIAH
TIAL
TIAHL
TS
TT
VAH
VAL
VCA
VCI
VCT
VI
VT
XS
ZI
ZS

Compound Gauge
Differential Pressure Indicator
Differential Pressure Switch
Differential Pressure Transmitter
Flow Detector
Flow Switch
Flow Meter
Flow Transmitter
Indication Lamp
Level Alarm High
Level Alarm Low
Level Indicator
Level Indicating Controller
Level Switch
Level Transmitter
Pressure Alarm High
Pressure Alarm Low
Pressure Indicator
Pressure Indicating Controller
Pressure Indicator Alarm High
Pressure Indicator Alarm Low
Pressure Indicator Alarm High Low
Pressure Switch
Pressure Transmitter
Salinity Alarm High
Temperature Alarm High
Temperature Alarm Low
Temperature Indicator
Temperature Indicating Controller
Temperature Indicator Alarm High
Temperature Indicator Alarm Low
Temperature Indicator Alarm High Low
Temperature Switch
Temperature Transmitter
Viscosity Alarm High
Viscosity Alarm Low
Vacuum Alarm
Vacuum Indicator
Vacuum Transmitter
Viscosity Indicator
Viscosity Transmitter
Auxillary Unspecified Switch
Position Indicator
Limit Switch

Illustration 1.7a Electrical and Instrumentation Symbols and Colour Scheme

P&O Aurora

Technical Operating Manual

1.8 Conversion Tables
LENGTH
Multiply
1 metre
1 metre
1 metre
1 metre
1 kilometre
1 inch
1 foot
l yard
1 fathom
1 nautical mile

(symbol)
m
m
m
m
km
in
ft
yd
fm
n mile

By
39.37
3.281
1.094
0.5468
0.5397
0.0254
0.3048
0.9144
1.829
1.853

To obtain value in
Inch
Foot
Yard
Fathom
Nautical mile
Metre
Metre
Metre
Metre
Kilometre

(symbol)
in
ft
yd
fm
n mile
m
m
m
m
km

AREA
Multiply
1 square metre
1 square metre
1 square metre
1 square inch
1 square foot
1 square yard

(symbol)
m2
m2
m2
in2
ft2
yd2

By
1550.0
10.76
1.196
6.452
929.0
0.8361

To obtain value in
Square inch
Square foot
Square yard
Square centimetre
Square centimetre
Square metre

(symbol)
in2
ft2
yd2
cm2
cm2
m2

VOLUME AND CAPACITY
Multiply
1 litre/cubic decimetre
1 cubic metre
1 cubic metre
1 cubic metre
1 cubic metre
1 cubic foot
1 cubic yard
1 UK gallon
1 US gallon

(symbol)
l or dm3
m3
m3
m3
m3
ft3
yd3
UK gal
US gal

By
61.02
35.31
1.308
220.0
264.2
28.32
0.7646
4.546
3.785

To obtain value in
Cubic inch
Cubic foot
Cubic yard
UK gallon
US gallon
Litre or cubic decimetre
Cubic metre
Litre or cubic decimetre
Litre or cubic decimetre

(symbol)
in3
ft3
yd3
UK gal
US gal
l/dm3
m3
l/dm3
l/dm3

MASS
Multiply
1 kilogram
1 tonne(metric ton)
1 tonne (metric ton)
1 tonne (metric ton)
1 pound
1 UK ton (US long ton)
1 UK ton (US long ton)
1 US short ton
1 US short ton

Issue: First

(symbol)
kg
t
t
t
lb
ton
ton
sh ton
sh ton

By
2.205
2205.0
0.9842
1.102
0.4535
2240.0
1016.0
2000.0
907.2

To obtain value in
Pound
Pound
UK ton (US long ton)
US short ton
Kilogram
Pound
Kilogram
Pound
Kilogram

(symbol)
lb
lb
ton
sh ton
kg
lb
kg
lb
kg

FORCE
Multiply
1 Newton
1 Newton
1 kilogram-force
1 pound-force

(symbol)
N
N
kgf or kp
lbf

By
0.1020
0.2248
9.807
4.448

To obtain value in
Kilogram-force
Pound-force
Newton
Newton

(symbol)
kgf/kp
lbf
N
N

PRESSURE
Multiply
1 bar
1 bar
1 pound-force per sq. inch
1 pound-force per sq. inch

(symbol)
bar
bar
lbf/in2 or psi
lbf/in2 or psi

By
105
14.50
6895.0
0.06895

To obtain value in
Pascal/Newton per sq. metre
Pound-force per square inch
Pascal
Bar

(symbol)
Pa or N/m2
lbf/in2 or psi
Pa
bar

POWER: MECHANICAL AND ELECTRICAL
Multiply
(symbol)
By
1 watt
W
0.7376
1 kilowatt
kW
1.360
1 kilowatt
kW
1,341
1 metric horsepower
PS, ch, CV
75.0
1 metric horsepower
PS, ch, CV
735.5
1 horsepower (imperial)
hp
550.0
1 horsepower (imperial)
hp
745.7

To obtain value in
(symbol)
Foot-pound-force per second ft lbf/s
Metric horsepower
PS, ch, CV
Horsepower (Imperial)
hp
Kilogram-force metre per sec. kgf-m/s
Watt
W
Foot-pound-force per second ft lbf/s
Watt
W

POWER: HEAT FLOW
Multiply
1 watt
1 watt
1 calorie per second
1 British thermal unit per hour
1 ‘ton of refrigeration’
1 ‘ton of refrigeration’

(symbol)
W
W
cal/s
Btu/h

By
0.2388
3.412
4.1868
0.2931
12,000.0
3,517

To obtain value in
(symbol)
Calorie per second
Cal/s
British Thermal Unit per Hour Btu/h
Watt
W
Watt
W
British Thermal Unit per Hour Btu/h
Kilowatt
kW

MOMENTS
Multiply
1 foot pound-force
1 foot pound-force
1 metre to the power 4

(symbol)
ft lbf
ft lbf
m4

By
0.138
1.44
115,86

To obtain value in
Kilogram-force metre
Tonne metre
Feet to the power 4

LIGHT INTENSITY
Multiply
1 lux (lumen per sq. metre)

(symbol)
lx=lm/m2

By
0.0929

1 foot-candle

ft-candle

10.76

To obtain value in
(symbol)
Foot-candle
ft-candle
(lumens per square foot)
lm/ft2
Lux
lx

TEMPERATURE
Temperature Kelvin (K)
1
C+273,15
5/9 (F+459.67)

Temperature Celsius (ºC)
K-273.15
1
5/9 (F-32)

(symbol)
kgf-m
t-m
ft4

Temperature Fahrenheit (ºF)
9/5K-459.67
9/5C+32
1
1.8 Conversion Tables

Page Left Intentionally Blank

Section 2: Main Machinery and Services
2.1 Main Machinery Layout
2.2 Diesel Generators
2.3 Sea Water Systems
2.4 Fresh Water Systems
2.5 Compressed Air Systems
2.6 Fuel Oil Systems
2.7 Nozzle Cooling
2.8 Lubricating Oil Systems
2.9 Machinery Miscellaneous

P&O Aurora

Technical Operating Manual

Illustration 2.1.1a Main Machinery Layout Deck 1 Compartments 10 - 15

Non Potable
Water Storage
Terrace
Pool
Water
Stbd Stern
Tube Header Treatment
Unit
Tank

Terrace
Jacuzzi
Water
Treatment
Unit

Grey Water
Tank 10

Non Potable
Hot Water Storage

Stern Tube L.O. Pool Cartridge
Fill/Prim. Pump Cleaning Pump

Grey Water
Tank 9

Alt 3
Earth/
Resistance
Box

Oily Bilge
Reciprocating Pumps

LO Auto
Filter
Feed Water
Transfer Pump

Electric
Hacksaw
Switch Board
ME 21.2

Valve
Control
Cab.

Fire Pump 2

Coolers D/G
3+4

Heeling Pump 2

Incinerator
Sludge
Tank

Incinerator
D.O. Pumps

Auxiliary
S.W. Pump

D.G. 3+4
H.T. Coolers

Bilge Ballast
Pumps & Prim.

Sewage Unit 3

Emergency
Fire Pump

Economiser Circ. Pumps Dirty/Clean
LO Transfer
Pumps

Sludge Pump 1

Alt 4

Alt 2

Vacuum
Unit 3

L.T. Cooling Pump 2 L.T. Cooling Pump 1
D.G. 1+2
L.T. F.W. Coolers

Pre Lube
Pump

L.O. Cooler

Waste Oil Pump

Grey Water
Tank 7

D.G. 2 Pre
L.O. Pump

Diesel Generator No. 4

Reservoir
Tank

Sludge Pump 2

Diesel Generator No. 2

562.1320
LO Auto Filter

Oily Water
Separator
Stbd Stern
Tube Header
Tank

Alt 1

F.O. Separator
Pump

Alt 4
Earth/
Resistance
Box

Pulper
Drain
Tank

G.O./D.O. Purifier

Diesel Generator No. 1

Cooling
S.W. Pumps

Wet Silos

Vacuum
Unit 4

S.W.
Cooling
Pumps

Aux Cons 1
CSW Pump

F.O. Supply
Pumps

D.G. 1+2
H.T. Coolers

H.F.O.
Auto
Filter

L.O. Filters

Stbd Stabiliser

Compartment 13

Compartment 12

Compartment 11

D.G. 3+4 F.O.
Booster Pumps

DG preheater

Hotwell

Compartment 14

Sewage
Treatment
Unit 2

H.F.O. Separator
Pumps 3+4

Grey
Water
D.G. 2
Tank 8 L.O. Cooler

Incinerators

Compartment 15

Sewage
Treatment
Unit 1

H.F.O. Separator
Pumps

Evaporator No. 2

ME 21.1
Switch Board

Stbd
P.E.M.

Grey Water
Pumps

Emergency E.O
Fill Pumps

Process
Station

Bilge
Ballast
Pump 1

LO Cooler

D.G. 3+4
L.T. CFW
Pumps

Bilge & Ballast
+ 2 Primers
D.O. Priming
D.O. Supply
Pumps

Lathe
Switch
Board
ME 22

F.O. Supply
Pumps

Process
Station

Diesel Generator No. 3

Alt. 3

D.O./G.O.
Separation
Pumps

Shaft Thrust
Bearing

Evaporator No. 1

H.F.O. Transfer
Pumps

D.G. 1+2 F.O.
Booster Pumps

L.O. Filters

G.O. Transfer
Pumps

Emergency
Bilge Pump

L.O. Cooler

Grinder

Port
P.E.M.

H.F.O.
Auto
Filter

Pre Lube
Pump

Process
Station

Milling

Grey Water
Tank 11

DG preheater

Port Stabiliser

Paddling
Pool
Water
Treatment
Unit

Process
Station
Boiler F.O.
Pumps
Boiler F.O.
Heater

Boiler Feed
Pumps
Under

Compartment 10

Deck 1

Issue: First

Illustration 2.1.1a Main Machinery Layout Deck 1 Compartments 10 - 15

P&O Aurora

Technical Operating Manual

Illustration 2.1.1b Main Machinery Layout Deck 1 Compartments 4 - 9 and Deck 5 Aft

Riviera
Pool Water
Treatment
Crystal
Unit
Pool Water
Treatment
Unit

Crystal
Jacuzzi
Treatment
Unit

Riviera
Jacuzzi
Treatment
Unit

Grey
Water
Tank 4.1

A/C HTG
Water Hydrophore

Non Potable
Water Hydrophores

Jacuzzi 3
Treatment
Unit
Fire Main Exp. Tank

H.P. Washer

Pool Cleaning Tk
C.W. Pump 1

Riviera Pool Fill Pump
Crew Pool Fill Pump

Non Potable
Water Calorifier
Tank 1

A/C Reheat
Pump

CO2 Bottle Store (Systems)

Vacuum
Unit 1

Emergency Fire Pump

Non Potable Water
Pumps 1+2

Flat Bed
Ironer

Emergency Fire Pump Starter

Battery Room

A/C S.W. Pump 1 Starter

A/C Comp. 1
Grey Water
Tank 6

Hi Fog
Unit

A/C S.W. Pump 1
Sprinkler
F.W. T/U

Potable Water
Pumps

Sprinkler Starter Pump 1
Sprinkler Starter Pump 2

Switchboard
ME11

Valve Control Cab.
A/C S.W. Pump 2

Main Tumble
Driers

Heeling Pump

Sprinkler Pumps &
Hydrophore

Switchboard
ME12

Emergency
Generator 2

Topping Up Fire Pump

A/C Reheater

Terrace Pool Fill Pump
Crystal Pool Fill Pump

Aft
Mooring
Deck

Potable Water
Service Chlorine Analyser

Hot Potable Water
Circulation Tank

Grey
Water
Tank 5

Hot Potable Water
Circulation Pumps

A/C Comp. 2

Laundry
Equipment

Emergency
Switchboard

Main Washing
Machines

C.W. Pump 2
A/C S.W. Pump 3
Evaporator/
Bunkering
Water
Treatment

Emergency
Generator 1

Vacuum
Unit 2

A/C Comp. 3

Crew
Recreation
Room

C.W. Pump 3

Soft
Water
Plant

PW Backflush Tank
A.C.
Service
Comp.

A/C Preheaters 1&2

Grey
Water
Tank 4.2

Chilled Water
Hydrophore

Potable Water
Heaters

Grey
Water
Tank 3

No.1
No.2
Min. Neutraliser
Filters

Deck 5 Zone 7
Compartment 9

Compartment 8

Compartment 7

Compartment 6

Deck 1

Issue: First

Illustration 2.1.1b Main Machinery Layout Deck 1 Compartments 4 - 9

P&O Aurora

Technical Operating Manual

Illustration 2.1.1c Main Machinery Layout Deck 2 Compartments 10 - 15

Mixing Tank
No. 2 Start
Air Compressor

F.O. Table

Starting Air
Compressor Receiver

D.O./G.O.
Separator
L.O. Separator

Electrical
Workshop

F.O. Separator

L.O. Heaters

F.O. Heater
F.O. Heater

Process
Station

Diesel Engine No.3

F.O. Separator
L.O. Separator

Evaporator 1

Process
Station

Evaporator 1 H.T.
Circulation Pump

D.G 3/4
H.T. C.F.W.
Pump 1+2

Port PEM Top

Alt. No.1
Earth/Resistor
Box

Diesel Engine No.1

Evap 2
H.T. Circulation

Diesel Engine No.2

Sewage
Unit 3

Evaporator 2
Alt. No.2
Earth/Resistor
Box

Miscellaneous Oil Tanks
Working
Air Driers

Working
Air Compressors

F.O. Separator
Wet Waste
Silos

F.O. Heater

Diesel Engine No.4

L.T. Cons.
Cooling

Stbd PEM Top
Working Air
Reciever
Cooling
Water
Dosing

Reservoir
Tank

Incinerator

Compartment 14

Process
Station

D.G. 1+2
H.T. C.F.W.
Pumps

Aux Consumers Aux Consumers
2 LT Cooler
LT CFW Pump 2

Compartment 13

Compartment 12

Surplus
Condensors

F.O. Heater
F.O. Separator

Dirty Drain
Coolers

543.5130
Auxiliary Cons.
L.T. Cooling Pumps
Clean Drain
Coolers

Starting Air
Compressor 1

Incinerator

Provision Refrigeration
Compressors

Compartment 15

L.O. Separator

L.O. Heaters

Starting Air
Compressor Receiver

Compartment 11

L.O. Separator

L.O. + F.O.
Separators

F.O. Table
Mixing Tank

Compartment 10

Deck 2

Issue: First

Illustration 2.1.1c Main Machinery Layout Deck 2 Compartments 10 - 15

P&O Aurora

Technical Operating Manual

Illustration 2.1.1d Main Machinery Layout Decks 3 and 4 Compartments 11 - 14

Port PEM
Excitation
Transformers
Oven

Harmonic Filters
Port
Converter
No.2

Propulsion
Transformer

Welding
Shop
502.9220 502.9210 502.9120

502.9110

Fuel pp Ups

Port
Converter
No.1

Ring
Mn Bd Ups Reactor

DG3
Control

Propulsion
Local
Control
Console
Stbd
Converter
No.2

M20.1

Engine Control Room

DG1/2
HT Exp
Tank

HP Air
Fan

TRS
3

TRS
4

HP Air
Blowers
No.1 Start
Air Comp
Clg Tank

Stbd
Converter
No.1

DG1/2
Nozz Clg
Pumps

TRS
1

HP Air
Fan

Garbage
Water
Press

Incinerator

DG1/2
LT Exp
Tank

M20.2

DG 3/4
Nozzle
Clg Pumps
Propulsion
Transformer

Store

Machine
Shop

Boiler/Econ
Cleaning Water
Collection Tank

Ring
Reactor

Technical
Library

Air Comp
CW Header
Tank

Propulsion
Transformer

Propulsion
Transformer

Store

DG2
Control
Process
Station
P5.0
Main
Switch
Board
M10

Main
Switch
Board
M20

Aft
Boiler

TRS
2

Densifier
Shredders

Process/control

DG3/4
HT Exp
Tank

Ash
Bagger

Sorting
Table

Incinerator Control Panels

Compartment 14

Ash Chute

Incinerator

Compartment 13

Compartment 12

Deck 3

Issue: First

Forward
Boiler
Economiser
Wash Water
DrainTank

M10.1
Switchboards
M10.2

DG3/4
LT Exp
Tank

Propulsion
Transformer

Stbd PEM
Excitation
Transformers

SEO
Office

DG1 Control

DG4
Control
Process
Station
P6.0

Propulsion
Transformer

Propulsion
Transformer

SETO
Office
Technical
Office

Grinder
Lathe

Mn Bd Ups
Propulsion
Transformer

CTO
Office

Compartment 11

Compartment 14

Glass
Crusher

Garbage
Lift

Compartment 13

Compartment 12

Deck 4

Illustration 2.1.1d Main Machinery Layout Decks 3 and 4 Compartments 11 - 14

P&O Aurora

Technical Operating Manual

Illustration 2.2.1a Diesel Generator Engine

Exhaust Pipe Outlet
Blow-off Pipe
Fuel Injection
Pump

H.T.
Circulation

Turbocharger Air
Inlets

Charge Air
Manifold

Cooling
Water
Inlet

Cooling
Water
Outlet

Starting
Valve Air
Inlet
Charge Air
Cooler
Drain

Oil Inlet

Charge Air
Cooler

Engine Driven
Cooling Water
Pumps

Engine Driven
Lube Oil
Pumps

Crankcase
Doors

Camshaft
Covers

Side Elevation

*Note: Turbochargers Are Fitted
to Drive End on DGs 3 and 4

N.D.E. Elevation

MAN B&W 14V 48/60 Four Stroke Diesel Engine

Issue: First

Illustration 2.2.1a Diesel Generator Engine

P&O Aurora

Technical Operating Manual

2.2 Diesel Generators

General Engine Description

Lubricating Oil System

2.2.1 Diesel Generator Engines

There are four identical engines, each driving an alternator. The engines are of
the four-stroke, trunk piston type and are unidirectional. Constant pressure
turbocharging is applied, there is one turbocharger to each bank of cylinders.
The temperature of the charge air is reduced in a two stage intercooler.

Lubricating oil for the bearings, cylinders and turbochargers is stored in the
circulating DB and is circulated through the system by two engine driven
pumps. An electrically driven prelubrication pump operates during engine
starting and ensures that there is sufficient oil at all bearing surfaces until the
engine driven pumps are operating. The engine driven LO pumps draw oil
from the circulating DB via magnetic filters and pass it through an automatic
backflush filter. The oil then passes to a cooler and then to the engine LO
distributor pipe via an indicator filter; the distributor pipe is situated between
the two banks of cylinders. A pressure regulating valve at the end of the
distributor pipe regulates pressure in the pipe and excess oil flows back to the
DB. From the distributor pipe, oil is directed to the main bearings, then to the
bottom end and top end bearings and also to the pistons, where it serves as a
coolant. Oil also flows to the camshaft bearings and the cam boxes, the
governor drive and rocker boxes. The cylinder lubricating pump takes from the
LO distributor pipe.

Make:
No. of Sets:
Model:
Type:
Serial No.s (1 to 4):
Max. Power:
Speed:
Direction of rotation:
Cylinder bore:
Piston stroke:
No. of Cylinders:
Fuel consumption:
LO consumption:
Cylinder mep:
Ignition pressure:
Mean piston speed:
Compression ratio:

MAN/B&W
4
14V/48/60
Four-stroke, trunk piston, Vee-form.
Constant pressure turbocharged
13,650kW (nominal)
514rpm
Clockwise
480mm
600mm
14; 7 in each bank
177 g/kWh (based upon 14,700 kW output under ISO
3046/1 reference conditions)
14.7kg/h
22.6bar
180bar
10.3m/s
14.4:1

Timing
Inlet valve opens:
52º before TDC
Inlet valve closes:
38º after BDC
Exhaust valve opens: 63º before BDC
Exhaust valve closes: 44º after TDC
Valve overlap:
96º
Starting air valve open: 2-3º after TDC
Starting air valve close: 116º after TDC
Turbochargers
Make:
No. of sets:
Model:

ABB
Two per engine
NA 48/S

Coupling:

Vulkan RATO-S Series 2300 Rigid Membrane

Pistons are of the composite type with forged steel crowns and modular cast
iron skirts. Cooling of the pistons is provided by oil from the crankcase. Oil
passes up the hollow connecting rod from the main bearing and bottom end
bearing. This oil is then directed to the cooling space in the piston crown by
means of a spring loaded funnel which contacts the upper end of the
connecting rod. Oil falls back to the crankcase through holes in the piston skirt.
Piston crowns are fitted with four piston rings, the upper three being
compression rings and the lower ring acting as a seal between the piston and
cylinder liner. Pistons are of differential form, which means that the crown has
a slightly smaller diameter than the skirt.
The cylinder liners are of a special cast iron which has high mechanical
strength and good self lubricating properties. The liners have a thick wall
section, in order to resist deformation during firing and they are water cooled
at the upper part only. A top land ring (or fire ring) is fitted at the top of the
liner, being held in place by the cylinder cover. This top land ring has a slightly
smaller diameter than the liner itself and this is designed to suit the differential
piston. Any coke or carbon which forms on the edge of the piston crown is
scraped off by the top land ring, thus preventing the build-up of a large coke
layer. Coke layers on the piston crown which come into contact with the liner,
have a polishing effect on the liner surface and a highly polished surface
impedes the formation of an effective oil film on the liner surface. The top land
ring is cooled by water passing up from the top of the liner.
Cylinder liners are splash lubricated from the crankcase and by a forced
lubrication system. Splash oil lubricates the lower part and the upper part of the
liner is lubricated by a pressure pump and quills. Electrical oil pumps supply
pressure oil to a distributor which then supplies the individual lubrication
points at the cylinder liners. Oil scraped off the liner returns to the crankcase.
Cylinder heads are provided with bore cooling at the lower face. There are two
exhaust valves and two air inlet valves in each cylinder head. Exhaust valves
are of the caged type, the cages being water cooled. Exhaust valves are fitted
with valve rotators on the valve stems to provide rotation through the action of
the exhaust gas flowing past. A thrust bearing at the upper end of the valve
stem allows the valve to rotate. This rotation counters the local high thermal
stress and prevents the build-up of deposits on the seat. The air inlet valves are
fitted with mechanical valve rotators. The inlet valve stems and seats are
lubricated at low engine loads from a scavenge air oil injection system.
A single fuel injector is fitted centrally in the cylinder head. The cylinder heads
are also provided with a starting air inlet valve. The engine is started with
compressed air at 30bar, the supply of air to the cylinders being controlled by
a starting air distributor.

Issue: First

Separate oil supply pipes lead from the distributor pipe to the turbochargers.
The engine speed governor has its own LO system.
Main bearing temperatures are monitored by means of temperature probes in
the bearing covers, Pt 100 resistance temperature probes are used. The cables
from the probes run in the crankcase to the height of the cable channel at the
A side of the engine and then run outside the crankcase. The crankcase is
provided with an oil vapour detector in order to safeguard against the risk of
crankcase explosion. It is essential that this detector device be checked
frequently and its alarm operation tested. Splash oil monitoring is fitted to
monitor the main bearing oil outlet temperature and provide early warning of
high temperatures and overloading. Alarms and engine shutdowns will be
initiated when set parameters are exceeded. See the manufacturer’s
documentation for further in-depth information.
Cooling Water System
The engine cylinders and cylinder covers are water cooled in order to keep
temperatures reasonable and so maintain material strength; the cooling system
is designed to prevent high temperature gradients within the engine, these high
temperature gradients result in thermal stress. Fresh water is used for cooling
and this is chemically treated to inhibit corrosion.
Water from the HT CFW system circulates around the cylinder liners and
through the cylinder heads, it also acts as a primary coolant for the combustion
charge air. Water from the LT CFW system acts as the secondary coolant for
the combustion charge air and also as the coolant for the LO circulating in the
system. At the charge air coolers, moisture in the air condenses and this is
removed from the charge air system via condensate traps.
The engine cooling system may be drained in order to allow for maintenance.

2.2.1 Diesel Generator Engines Page 1

P&O Aurora
The turbochargers have non-cooled bearing casings and so no cooling water
supply is required.
Fuel injector nozzles are cooled by circulating FW from a separate system. The
system is separate in order to prevent the risk of contamination of the main
cooling system by fuel oil should leakage occur at one of the injectors.
Fuel Oil System
The DG engines normally operate on HFO which is supplied to them under
pressure by electrically driven pumps. The supply pressure is 1bar above the
evaporation pressure of water, at the temperatures involved in the fuel system;
this prevents gassing up of the fuel injection pumps during their suction
periods, due to evaporation of any water in the fuel. There is a separate fuel oil
supply system for the forward pair of engines, No.s 1 and 2, and another for
the after pair, No.s 3 and 4. The HFO is heated to a temperature which will
provide optimum atomisation at the fuel injectors. Fuel supply pipes are lagged
and trace heated in order to reduce heat loss. There are filters in the fuel supply
system from the HFO service tanks and a final set at the entry to the individual
engines. The fuel supply to the engine is kept at a constant pressure by means
of the pressure control valve located at the end of the engine fuel supply
manifold. Buffer pistons connect with the fuel manifold and these dampen the
shock pressure which can occur in the fuel line.
Each engine cylinder is provided with a cam actuated fuel injection pump of
the helical control type; pipes carrying the fuel to, as well as the return from
the individual fuel injection pumps, are provided with cocks so that individual
pumps can be isolated for removal and replacement. The quantity of fuel
supplied by the fuel injection pump is varied by movement of the fuel rack and
that is under control of the governor system.
Camshaft Drive
The camshafts are rotated by the crankshaft through a system of gears, the gear
drive arrangement being located at the coupling end of the engine. The
flywheel is arranged on the coupling flange. The engine turning gear is situated
at the coupling end of the engine. A torsional vibration damper is fitted to the
crankshaft at its free end. A blocking system prevents the engine from being
started when the turning gear is engaged. LO pumps are driven by the
crankshaft at its free end, a gear wheel being located at the end of the torsional
vibration damper for this purpose.

Issue: First

Technical Operating Manual
Camshaft

Fuel Pump and Fuel Oil High Pressure Pipes

The camshaft sections are joined by means of conical sleeves. Apart from the
starting air cam, the cams are hydraulically shrunk onto the camshaft. For each
unit of the camshaft, there is one fuel injection cam, one air inlet valve cam,
one exhaust valve cam and one starting air cam. All shrunk-on cams have
smooth profiles to allow for controlled lifting and falling of the cam followers.
The starting air cam is split and is bolted to the camshaft; it has a raised section
which contacts the pulse pipe of the starting air pilot valve and prevents
venting during that period of contact.

Fuel injection pumps are of the helical control type and are driven by means of
cams. There is one fuel injection pump and one fuel injector per cylinder. High
pressure fuel from the pump is delivered to the injector by means of a high
pressure fuel pipe surrounded by a protective hose. Any leakage from the high
pressure pipe is contained by the protective hose and directed to an alarmed
collecting tank. Fuel injectors are cooled by circulating water in the nozzle
cooling system. This prevents overheating of nozzle tips which could have an
adverse effect on performance. During periods of low load running, the nozzle
cooling system has the effect of keeping the nozzle temperatures near that
which is required for optimum performance.

Starting Air System
The engines are started using compressed air which is injected into the
cylinders in a timed sequence which causes the crankshaft to turn. In order to
allow for starting at all times, when an engine is designated for starting by the
power management system, the compressed air valves to the engine must
remain open. Starting air pressure is 30bar and for the control equipment, the
pressure is reduced to 8bar. During starting compressed air flows through
engine line 7171 to the main starting valve and then into each cylinder in
sequence via a pneumatically controlled cylinder starting valve. The control air
can come from the same line 7171, but may also be taken from a separate air
receiver and enters the control system via line 7172. When the compressed air
supply valve to the engine is opened, air flows to the main starting valve and
also to the control valve. At the same time air will flow, as control air, through
the air filter to the pilot valve provided that the turning gear blocking valve is
clear and the emergency stop system is not activated. When a start is activated
by the control system or automatic system, air is directed to the starting air
pilot valves and the control valve. The control valve opens the main starting
valve, allowing compressed air to the cylinder valves. The starting air pilot
valves then send pilot air to open the cylinder valves. As the engine rotates, the
starting air pilot valves control the opening and closing of the cylinder starting
valves. The starting signal also sends air to the governor booster servomotor.
When operating on automatic start, there is no opportunity for prior blowing
through the cylinders to check for water or oil. The slow turning device is
activated and turns the engine over slowly for about 2.5 revolutions. When the
2.5 revolutions have been completed, the main air starting system is activated.
Slow turning uses the same system as main starting but air is supplied at a
reduced pressure of 8 bar by throttling in the main supply. If there is a
hydraulic lock, this pressure is insufficient for the engine to turn over against
it, the 2.5 revolutions are not completed in the set time and an alarm sounds.

Governor
The DG engines are provided with a Woodward electronic governor linked to
a Woodward Digital Synchroniser and Load Control (DSLC) system. The
DSLC is a microprocessor based generator load control which operates with
the DG engine Woodward speed control and the automatic voltage regulator to
provide synchronising, parallelling, loading and unloading of the alternators.
The system adjusts the engine fuel rack in order to maintain the required speed
and allows for equal load sharing during multiple engine operation. Digital
signals allow for improved accuracy compared with analogue signal systems.
The load control can be selected as either a proportional or integrating
controller, proportional control providing for smooth load change whilst
integrating load control provides for accurate load sharing when operating in
parallel. The engines have proximity switch speed sensing transducers and an
electro-hydraulic fuel regulating governor (Woodward PG-300). The governor
is provided with a booster servomotor which is activated when starting air is
supplied to the engine. The booster is used to help the DG engine start quickly
as it moves the governor output fuel control linkage towards the maximum fuel
position at engine start. This booster is necessary as it takes time for the
hydraulic part of the electro-hydraulic governor to react at starting speed and
this would result in low fuel injection rates, causing the engine to start slowly.
Turbocharger
There are two turbochargers fitted to each DG engine, one for each bank of
cylinders. The turbochargers operate on the constant pressure system where
exhaust gas from all the cylinders in that bank flow into the large volume
exhaust manifold which then supplies gas to the turbocharger. The turbine is a
single stage radial unit.

2.2.1 Diesel Generator Engines Page 2

P&O Aurora

Technical Operating Manual

Turbocharger Jet Assist System

Exhaust Gas Waste Gate (Blow-off Flap)

Charge Air Bypass System

The NA type turbocharger fitted to the main engine has a short, low mass rotor
which has good acceleration response when the engine load changes. Rapid
response is important as the air supply to the engine is critical to cylinder
combustion and engine performance. Even with the good response of the
turbocharger, there are times when even shorter response times are
advantageous, such as during periods of rapid load change when manoeuvring.
It should be remembered that the main engines are used to drive generators
which supply power to the propulsion motors, the ship’s electrical machinery
and to meet the hotel load. If the engine cannot respond rapidly to the change
in load it can have a detrimental effect on the propulsion motors and the
electrical equipment throughout the ship. Additionally the poor cylinder
combustion can result in soot being emitted from the funnel and soot deposits
on the turbocharger, the uptakes and the economiser surfaces.

The turbochargers are matched to the engine in order to provide for optimum
performance at part load rather than maximum load. This means that at higher
loads there may be more exhaust gas energy than the turbocharger requires to
meet the demand for combustion air. In the upper load ranges, turbocharger
overspeed may occur due to the exhaust gas supply to the turbine being in
excess of that which is required to drive the impeller. In order to prevent
turbocharger rotor overspeed, an exhaust gas waste gate is fitted before the
entry to each turbocharger. The waste gate (or blow-off flap) is a pneumatic
flap valve which diverts some of the exhaust gas around the turbocharger thus
reducing the driving energy directed to the turbocharger and therefore reducing
the rotor speed.

During part load operations of between 25% and 60% of the full load, the
volume of air available for the engine in the charge air manifold may be
insufficient for optimum engine performance. The air pressure in the manifold
will also be low and because of this low pressure, the load increase
characteristics of the engine may be impaired, resulting in exhaust smoke.

An exhaust pipe is fitted between the waste gate and the exhaust gas uptake
after the turbocharger so that exhaust gas, which flows through the waste gate,
may rejoin the main flow to the economiser and funnel uptake. The electropneumatically controlled waste gate is located conveniently on top of the
engine exhaust ducting just before the turbocharger. Indicator handles show the
position of the waste gate.

The throttle valve and ducting are located at the drive end of the engine on
generators 1 and 2 and at the non-drive end of the engine on generators 3 and
4. Control of the throttle valve is by means of a pneumatic actuator and this is
regulated as a function of engine speed from the fuel pump rack setting.

The pneumatic valve which operates the waste gate is supplied with air from
the control air supply to the engine and the air supply is controlled by solenoid
valve M367. The turbocharger speed is used as the criterion for activation of
the waste gate, but if the speed sensing unit becomes inoperative, activation is
governed by fuel admission to the engine.

Exhaust gas leaves the cylinder heads on the opposite side from the charge air
inlet, the exhaust manifolds running the length of the engine in the centre of
the Vee. Temperature monitoring sensors are located at each cylinder exhaust
and at the turbocharger turbine inlet and outlet.

The jet assist system provides a means whereby the turbocharger can be
accelerated when additional air supply is required, in order to meet transient
sudden demand. Compressed air, from the starting air reservoirs, is used to
accelerate the turbocharger rotor. The air is taken from the starting air supply
line after the starting air inlet valve to the engine and is directed to the engine
turbochargers via a pressure reducing valve which is activated by solenoid
valve M307. This solenoid valve is operated by the control system when it
senses that the turbocharger response to a sudden load increase is not rapid
enough to meet the combustion air supply requirement. At the pressure
reducing valve, the starting air supply pressure of 30bar is reduced to 5bar and
this is directed to the compressor casings of the turbochargers. Inclined bored
passageways in the compressor casing direct the air onto the turbocharger
compressor wheel (the impeller) and the effect is to rapidly increase the
rotational speed of the turbocharger rotor. This increase in rotational speed
draws more air into the impeller and so the turbocharger delivers an increased
mass flow of air to the engine. The air injected into the compressor casing to
increase the rotational speed contributes to that increase in air mass delivery.
As soon as the control system senses that the sudden load increase period has
ceased, the solenoid valve is closed and air supply to the jet assist unit ceases.
Operation of the jet assist system is limited to a fixed load range and it is
restricted in operation in order to ensure that there is sufficient starting air
available for engine starting procedures. In order to allow for operation of the
jet assist system, the starting air supply to all operating engines must remain
open.

Charge Air Blow-off
The mass of air delivered to the cylinders for optimum combustion is governed
by the air pressure and its temperature. Depending upon climatic conditions,
particularly with low ambient air temperatures, an excessive air mass may be
delivered at a particular delivery pressure. This high air mass can result in
abnormal engine operation and the pressure must be reduced. The air pressure
limit is set for the engine and if it is exceeded, air must be released from the
air supply manifold after the cooler.

In order to increase the air available to the engine cylinders during low load
operation, some of the charge air from the air manifold is blown into the
exhaust manifold through a throttle valve and ducting. The resultant pressure
increase in the exhaust manifold leads to a higher turbine speed and a
subsequent higher charge air pressure.

Exhaust Gas System

The exhaust manifold is made up of cylinder length sections clamped to the
cylinder heads and joined to each other by means of flexible connection pieces
to allow for thermal movement. The exhaust pipes, from each of the two
turbochargers on an engine, join about 2m above the engine and the single pipe
then proceeds to a water trap and then the exhaust gas economiser associated
with that engine.
After the exhaust gas economiser, there is a silencer and then it finally exits at
the funnel top. Sections of exhaust pipe are joined using bellows pieces to
compensate for thermal movement. All parts of the exhaust pipe system are
lagged with mineral wool.

Reduction in air pressure delivered to the engine air manifold is achieved by
releasing air from that manifold via a flap valve fitted to the blow-off pipe. The
flap valve is electro-pneumatically controlled. Air is released into the engine
room. Air pressure in the charge air manifold serves as the criterion which
controls the opening of the blow-off flap valve. A secondary condition is that
of the air temperature. If the air pressure is below the limit value, the flap valve
remains closed but if it is higher than the limit value and the air temperature is
lower than the limit value, the flap valve is opened to release air.
The system only operates under certain climatic conditions when the suction
air temperature in the engine room is abnormally low.

Issue: First

2.2.1 Diesel Generator Engines Page 3

P&O Aurora
Scavenge Air System
Air intake to the turbocharger is directly from the engine room via a filter and
sound damper. The turbocharger impeller imparts high velocity to the air
which then flows to the volute casing and diffuser where the velocity energy is
converted into pressure energy. Compression increases the air temperature and
from the volute and diffuser, the air then flows to a cooler which reduces the
air temperature, in order to increase its density.
A two stage air cooler reduces the air temperature, the cooler being located in
the air outlet casing from the turbocharger. The cooling process can result in
condensation of water vapour in the air and these condensed water droplets can
remove the oil film from the cylinder walls if they enter the cylinder, thus
increasing cylinder wear. Condensation water pipes in the air discharge casing
allow for the removal of condensed water from the charge air. Air flows into
the charge pipe which runs the length of the cylinders and from there flows to
the individual cylinders in that bank through air inlet valves.
Sections of the charge air pipe are connected elastically to allow for movement
due to temperature variations.

Technical Operating Manual
Procedure for Cleaning the Compressor Side of the Turbocharger
a) Fill the cleaning tank with fresh water to the correct level.
b) Open the air valve to the cleaning tank, in order to pressurise the
tank using the charge air pressure developed by the turbocharger.
c) Ensure that the pipe connections to the cleaning nozzles on the air
system are tightly connected.
d) Note the pressure change across the turbocharger compressor.
e) Open the valve(s) from the cleaning tank to the cleaning nozzles
and discharge the contents of the tank to the cleaning nozzles.
f) Note the pressure change across the turbocharger compressor and
repeat the cleaning procedure if necessary.
(Note! If turbocharger vibration is noticed after the cleaning procedure the
engine must be slowed immediately to prevent damage.)
Procedure for Cleaning the Turbine Side of the Turbocharger

Turbocharger Cleaning
Regular and frequent cleaning of the turbocharger system is essential to
maintain optimum performance. The effectiveness of the cleaning process
should be checked immediately it is completed and cleaning repeated if it has
not improved performance sufficiently.
The charge air cooler is cleaned by injecting special cleaning fluids with the
engine stopped and the cooler isolated, by means of blind discs inserted after
the compressor outlet and before the charge air pipe inlet.
The compressor side of the turbocharger is cleaned by injecting a quantity of
water into the inlet air stream, the water removing the light oily/carbon
deposits for the impeller and air casing surfaces.

The turbine side of the turbocharger is cleaned by injecting pure fresh water
into the exhaust gas flow before the turbine nozzle, using the water lance.
Cleaning should be carried out at about 250 hour intervals, but the interval
between cleaning depends upon the level of fouling on nozzles and blades.
This fouling depends upon the quality of fuel being burned and the quality of
combustion in the cylinders of the engine. Although an interval between
cleaning may be arrived at after a period of time in operation, that interval can
change for the reasons outlined above.
Engine operation should be monitored for signs that the turbochargers are
suffering from fouling on the gas side. Indications of this are a change in
charge air pressure, a change in turbine speed and reduction in exhaust
temperature drop across the turbine at a particular engine output. Turbine
deposits can result in surging and the engine load must be reduced immediately
if surging is experienced and the actual cause determined.
If vibration is experienced this may also be indicative of heavy fouling but it
is unlikely to be cured effectively by in-service cleaning. If turbocharger
vibration is experienced the turbocharger should be inspected to determine the
cause. Cleaning at frequent intervals is easier as the deposits are lighter and
more readily removed.
It is essential that MAN B&W’s instructions regarding turbocharger cleaning
are observed in order to avoid turbine damage. The engine load should be
reduced to a maximum of 10% and more preferably 0%. The conditions should
be allowed to stabilise before starting cleaning. Water is injected using the
washing lance inserted into an opening in the exhaust gas supply duct to the
turbocharger.

Issue: First

Procedure for Water Washing the Turbocharger Turbines
a) Reduce engine load to 10%, or preferably 0% and allow the
engine conditions to stabilise for 15 minutes.
b) Open the drain cocks from the turbocharger turbine casing and
check that the line is clear by the flow of exhaust gas out. If
necessary clear the line.
c) Open the flap on the injection pipe lead-in and insert the injection
lance and clamp in place.
d) Connect the cleaning hose to the fresh water supply pipe located
at the bulkhead, at the turbocharger end of the engine (there are
two connections, one for each turbocharger).
e) Open the stopcock at the injection point and the supply valve at
the hose connection. The valve numbering is in the following
table:
Description

Valve

No.1/2 DG turbocharger turbine cleaning water supply valve

721A1070

No.3 DG turbocharger turbine cleaning water supply valve

721A1075

No.4 DG turbocharger turbine cleaning water supply valve

721A1077

f) Allow water to flow to the turbine cleaning lance for about 10 to
15 minutes until clear water flows from the drain. The time taken
for the water to clear is indicative of the degree of fouling.
g) On completion, close the supply valve and the stopcock at the
turbine injection point.
h) Remove the injection lance and close the injection pipe lead-in
with the flap. Disconnect the supply hose from the supply valve
connection.
i) Drain the injection lance and supply pipe and store them safely.
j) Close the turbine casing drain cocks.
k) Allow the engine to run at low load for 10 minutes to allow the
turbine to dry and then gradually increase engine load.
l) Check for vibration as the engine load is increased. If any
vibration is experienced, immediately remove the load and repeat
the cleaning operation. If vibration is still experienced, the turbine
must be manually cleaned.

2.2.1 Diesel Generator Engines Page 4

P&O Aurora

Technical Operating Manual

Engine Operation

Routine Engine System Checks

Preparation for Starting the Engine after a Prolonged Downtime or an
Overhaul

Checks are as required by MMS, but will include the following:

a) Ensure that the fuel system is fully primed and that all fuel filters
have been cleaned.
b) If an engine has been shut down on HFO, the fuel heating system
must be operated and fuel circulated, so that all parts of the
system are at the required temperature.
c) Circulate the nozzle cooling water, heat the water to
approximately 55ºC and maintain this temperature.
d) Remove sludge from the cooling water system and vent the
system of air.
e) Take a sample of the cooling water and replenish inhibitor
chemicals if necessary.
f) Circulate the cooling water system and bring all the parts to the
same temperature gradually. A temperature of 60ºC must be
achieved and maintained.

a) Fuel should be sampled as bunkers are taken and the samples
should be analysed. The results of the analysis will indicate if any
additional treatment or procedures are necessary before the fuel is
burned in the engines.
b) The LO should be sampled and analysed at recommended
intervals. The results of the analysis will indicate whether any LO
treatment is required or if the charge needs to be replaced.
c) Sample the cooling fresh water (CFW) for the concentration of
corrosion inhibitor and replenish as necessary.
d) During engine operation, the LO and CFW temperatures and
pressures should be checked. Abnormal changes in pressure or
temperature will indicate defective operation or failure of
components. High or low temperatures and pressures will initiate
alarm conditions, but changes in temperature and pressure across
components such as coolers and filters will indicate a need for
cleaning which may be undertaken before an alarm condition is
reached.

g) Take a sample of the system LO and analyse.
e) Check for LO, CFW and fuel oil leaks; rectify as soon as possible.
h) Clean all LO system filters.
i) Switch on the prelubrication pump and turn the engine using the
turning gear for 2 revolutions. Check the freedom of movement of
the engine by noting the turning gear load (particularly important
if engine maintenance work has been carried out). The LO
temperature should be about 40ºC.
j) Check the tightness of cylinder head starting air valves and
injectors

f) Check cylinder performance and balance cylinder power as
required.
g) Check the operation of the crankcase oil mist detector and test the
alarm at least once each day.
h) Check bearing temperatures; even though an alarm trigger
temperature may not have been reached, the gradual increase in
bearing temperature can indicate problems which require
investigation.

Preparation for Starting the Engine after a Short Downtime
Follow the same procedure as above, except that the sampling of LO and
cooling water will not be necessary, nor will the removal of sludge or venting
of the jacket water system. Where engines are shut down for short periods and
remain under the control of the power management system they must always
be ready for restarting, with the cooling water and fuel system kept warm and
circulating.

Issue: First

i) Check engine shutdowns as required by MMS for exhaust
temperatures, bearing temperatures, high lubricating oil
temperature, exhaust scatter etc.

Preparation for Shutting Down an Engine in Local/Remote Control
a) The engine load should be reduced gradually until the engine is
operating on no load.
b) Activate the engine stop in the ECR and the control system will
move the fuel rack to the zero fuel position and stop the engine.
c) The CFW circulation must be maintained and if the engine is to
be taken out of service for maintenance, the temperature can be
allowed to reduce gradually.
d) If maintenance is to be carried out on the fuel system, it should be
changed to DO circulation before stopping if the trace heating or
steam heating have to be shut down during the required
maintenance.
e) If the engine is being shut down because of low load demand but
is to remain on standby duty, the cooling fresh water, nozzle
cooling water and the fuel system must be kept circulating at the
required temperature.
Local Starting and Stopping of the Engine
Although engines would normally be started and stopped from the ECR via the
IMACs system, it is possible, and sometimes necessary, to start and stop an
engine locally from the engine. In the event of an emergency such as
lubricating oil pump failure or failure of the cooling system the control system
will automatically unload and stop the engine.
Procedure for Stopping the Engine Locally
Depending upon the circumstances, the fuel system may be changed over to
diesel fuel oil operation. The load must be removed from the engine before it
is stopped.
a) Check that the engine is unloaded.
b) Press the emergency stop button at the engine control stand. This
activates a pneumatic stop piston which moves all fuel injection
pumps to zero admission.

j) Splash oil monitor alarms and shutdowns in accordance with
MMS.

2.2.1 Diesel Generator Engines Page 5

P&O Aurora
Procedure for Starting the Engine Locally
a) The engine prelubrication system must be operated and the fuel
system heated, if the engine is to start on HFO.
b) Check that the engine is warmed through and that the cooling
system is operational.
c) Check that the turbocharger lubricating system is functioning.
d) Check that there is sufficient compressed air in the starting air
receiver and that all the valves are open.
e) At the local control panel, set the actuating lever to the LOCAL
position.
f) At the local panel, adjust the nominal speed to approximately
30% using the fine regulating valve.
g) Check that the system blocked (do not start) indicator is not
illuminated.
h) Press the START button until the engine starts running.
i) Adjust the nominal speed to that required.
j) Check the operation of the engine and if satisfactory for operation
on load, transfer control to the management system.

Technical Operating Manual
Engine Operation under Emergency Conditions
CAUTION!
If any engine malfunction occurs the engine should ideally, be stopped, the
matter investigated and the fault rectified before the engine is restarted. Under
some circumstances, it may not be possible to stop the engine as it has to be
kept operational. It should be emphasised, however, that if there is a serious
mechanical failure of main components, the engine must be stopped, because
to continue operation under such conditions will inevitably result in major
engine damage and the rapid shutdown of the engine anyway. If a cylinder is
cut-out by stopping the fuel system on that cylinder or by removal of the piston
and connecting rod there may be balance problems. The engine builder should
be consulted regarding critical speeds when cylinders are cut-out. The engine
should not be operated if there is a critical speed close to the engine operating
speed. There may be a risk of the turbochargers surging with particular
cylinders cut-out and the engine must not be operated under turbocharger surge
conditions.
Procedure for Operating the Engine in the Event of Failure of the Fuel
Injection Equipment of One Cylinder
If the fuel injection equipment of one cylinder fails, the engine may still be
operated with that cylinder put out of operation. A check must be made that the
cutting out of that particular cylinder will not result in a critical speed at the
engine operating speed. (Details of the work to be undertaken are to be found
on the engine work card 200.01.)
a) Reduce the engine load as far as possible.
b) Move the stop piston of that cylinder’s fuel injection pump to the
zero admission position in order to shut fuel off that cylinder.
c) The engine governor will adjust the fuel settings of the remaining
fuel injection pumps to maintain engine speed and load.
d) The engine load must not exceed the limit set by the manufacturer
for operation with that particular cylinder cut-out. Engine
operating parameters must be carefully monitored from the
engine room rather than the control room. Limits of exhaust
temperature and turbocharger speed must not be exceeded.
e) As soon as possible, shut down the engine for permanent repair.

Issue: First

Procedure for Operation of the Engine in the Event of Failure of a
Cylinder Cover
(i.e. Exhaust or air inlet valve systems.) (Details of the work required in
removing the rocker arms and push rods is to be found on work cards 111.01
and 112.01.)
a) The engine must be stopped and the exhaust valve and air inlet
valve systems disabled, by removing the valve push rods. Blanks
must be used to seal openings from the cam box. The work to be
undertaken depends upon the nature of the failure and is covered
in the engine maintenance manual.
b) Disable the fuel injection system for the cylinder concerned.
c) Check that there will be no vibration and critical speed problems
with that particular cylinder cut-out.
d) Check the engine operational systems and start the engine locally.
e) Put the engine on load and closely monitor the operating
conditions for the engine room as in the procedure for a cylinder
fuel system failure.
f) As soon as possible, shut down the engine for permanent repair.
Emergency Engine Operation on Failure of One Turbocharger
The main diesel generator engines are of the Vee form with two banks of
cylinders, the exhaust gas from each bank of cylinders supplying a
turbocharger. In the event of one turbocharger failing it is possible to run the
engine, on reduced load, with only one turbocharger operating.
Details of the mechanical work required are to be found in the turbocharger
maintenance manual. The rotor of the failed turbocharger should be removed
so that it does not impede the flow of exhaust gas or air. With the rotor and
bearings removed, the opening between the air side and gas side of the casing
must be blanked on the air and gas sides by means of the special blanks
available for this purpose. The exhaust gas inlet side of the defective
turbocharger must be separated from the gas flow of the second turbocharger
by fitting a blind flange in the exhaust manifold. (Details of the work to be
undertaken are to be found on the turbocharger work card 500.05.)

2.2.1 Diesel Generator Engines Page 6

P&O Aurora
Procedure for Operating the Engine with One Turbocharger
a) Observe the procedures for starting the engine with respect to
cooling, fuel circulation, prelubrication and starting air supply.

Technical Operating Manual
Crankcase Oil Mist Detector
Maker:
Model:
Type:

Visatron
VN215/87 EMC
Light obscuring

b) Start the engine locally and monitor the operation.
Measuring Unit
c) When the engine operation has stabilised without any problems,
increase the engine load to a maximum of 50% full load. Observe
exhaust temperatures and reduce load if any temperature exceeds
the maximum for the engine.

Maker:
Model:

Schaller Automation
10 801

Detector Valve Box
d) Monitor the operating turbocharger and if surging occurs, reduce
the engine load until the surging stops.
e) As soon as possible, shut down the engine for permanent repair to
the turbocharger.

Maker:
Model:

Schaller Automation
10 402

The presence of oil mist in a crankcase poses a hazard as the mist can explode
should its concentration reach a high enough level. The primary explosion may
be mild or severe depending upon the amount of mist present, but a mild
explosion can result in a much more severe secondary explosion.

Visatron Oil Mist Detector.

Any crankcase explosion can be fatal to personnel in the vicinity and it may
trigger fires in the engine room. Explosion doors are fitted to each crankcase
unit and these lift to release the pressure resulting from an explosion In the
event of a severe crankcase explosion they may be insufficient to release the
pressure quickly enough and the crankcase sides may fracture. Crankcase
explosion doors are fitted with a gauze screen which is intended to reduce the
flame temperature, however, under severe cases flames may still enter the
engine room and ignite any combustible material in the vicinity. Combustible
material must never be left in the engine room nor must the gas escape path
from the explosion doors be restricted.
The oil mist detector draws a sample from all units of the crankcase
simultaneously and passes it through a mist detecting chamber, having
extracted larger oil droplets from the sample in a separator. The greater the
amount of mist in the sample, the lower will be the level of light falling on a
receiving photodiode in the detecting chamber. If the light level falls below a
certain value it indicates that the oil mist has exceeded a threshold level and an
alarm is triggered. The mist detector must be checked daily and the test alarm
button activated in order to check that the alarm system is functioning.
(Note! Testing the unit will result in the engine shutting down if on load. The
unit should only be tested with the engine in the standby condition.)

Issue: First

2.2.1 Diesel Generator Engines Page 7

P&O Aurora

Technical Operating Manual

Illustration 2.2.2a Diesel Generator Engines Control and Safety System
Key
IMACs / PMS SYSTEM
Unbalanced
Load Sharing
On/Off
Unbalanced
Load Sharing
Value

DG Remote DG Start
DG Automatic DG Stop

ABC Remote ABC Close
ABC Automatic ABC Open

(SL-H1)

Operator Station Imacs

DG Start Sequence Closed MSWB
DG Start Sequence Port MSWB
DG Start Sequence STBD MSWB
DG Closed/Port MSWB Stop Blocked
DG STBD MSBD Stop Blocked

Software Link H1

(SL)

Software Link

(HW)

Hard Wired

(SL-H1)

Hardware Switch

PMS AS/P5.0 - P6.0

Software Switch

POWER MANAGEMENT
CONTROL
<DG Remote>
<DG Automatic>
(SL-H1)

<DG Start>
<DG Stop>
(SL-H1)

<ABC Remote>
<ABC Automatic>
(SL-H1)

<ABC Close>
<ABC Open>
(SL-H1)
DG Signals MSWB
Engine Signals (SL-H1)

DIESEL CONTROL AS/P1.0-P4.0

DG Start
DG Stop
(SL-H1)

MAIN SWITCHBOARD

PMS
Automatic
Remote

Safety
Signals

DG Start
DG Stop

ACB Close
ACB Open

Remote

Automatic

ACB Open
ACB Close

DG Signals
MSWB (SL)
ACB Open
ACB Close (HW)

DG Start
DG Stop

ACB
Open

GENERATOR
ACB
CONTROL

GENERATOR
PROTECTION

Remote

Unbalance Load
Sharing On/Off (SL)
DG
Emergency
Stop

Local

LOAD
SHARING

Local
Remote

Unbalance Load
Sharing Value (SL)

ACB Open
(HW)

SAFETY SYSTEM

Speed Higher
Speed Lower
(HW)

ACB Open (HW)
DG De-Excitation (HW)

DG De-Excitation (HW)

DG
Emergency
Stop
(HW)

DG Start
DG Stop
(HW)

DG Start
DG Stop
(HW)

Remote

Local

Local Control
Stand
Woodward Governor
Diesel Generator Engine

Issue: First

Illustration 2.2.2a Diesel Generator Engines Control and Safety System

P&O Aurora
2.2.2 Diesel Generator Engines Control and Safety Systems
Introduction
The four main engines drive electrical generators and these provide electrical
power for propulsion, machinery and hotel services throughout the ship.
Depending upon the electrical load one, two, three or even four engines may
be operating at the same time with the total load shared between the engines.
The control system is responsible for ensuring that the engines take an equal
share of the load, if there is more than one engine running. The power
management system is responsible for starting and stopping engines in order to
meet the electrical requirements and ensure that no single engine is overloaded
or more engines are running than the electrical load requires.

Technical Operating Manual
As far as the engine control system is concerned, any manoeuvring is simply a
change in electrical loading and the control system must adjust the fuel setting
of the engine in order to satisfy that requirement. This is done via the engine
governor and the demand for increased electrical power adjusts the governor
spring setting so that the governor increases the output of the fuel injection
pumps.
Other parts of the control system are automatically regulated so that the engine
support systems, such as cooling water, can meet the change in loading and
maintain the engine operating at the required condition. Changes in engine
loading may require changes in the combustion air supply and turbocharger
systems; this may involve operation of the jet assist, the waste gate, charge air
blow off or charge air bypass systems.
Engine Control Cabinet

Under normal circumstances, the ship is manoeuvred from the bridge and the
electrical propulsion load is dictated by the speed of the ship. During
manoeuvring, additional electrical generating power is made available by the
PMS as and when the power demand and reserve calculation requires.
Whenever an engine is operating, its systems are constantly monitored in order
to ensure that the engine operates in a safe manner. The control system ensures
that corrective action is taken which will prevent any possible engine damage
in the case of any failure. The control system can make adjustments to various
engine supply systems, such as cooling water temperature and LO temperature,
to ensure that these engine conditions remain within the defined limits even
during load changes. The control system also monitors engine parameters and
reports on defects such as high or low pressures in cooling and lubricating
systems. Alarms may be triggered when operating parameters drift outside the
set limits. The control system may take corrective action to bring the
parameters back within limits or the alarm may signal the need for manual
intervention.
Manoeuvring does not have any direct impact on the engines apart from
changing the load and that is dealt with by the engine governors. The electrical
propulsion system is the main power user whilst at sea or when manoeuvring,
but the hotel load is also high, particularly when full air conditioning is
required. The engines run at a constant speed of 514rpm to keep the electrical
supply frequency stable at 60Hz.
The engine systems have back-up facilities, so that a failure of the operating
system, such as an LT cooling water pump, triggers an alarm and also activates
the start procedure for the standby pump unit.

Each engine has its own engine and governor control cabinet located within the
main switchboard rooms. DG 1 and 2 cabinets are in M10 main switchboard
room and DG 3 and 4 cabinets are in M20 main switchboard room. The engine
control cabinet is a microprocessor operated unit which takes electronic signals
from various parts of the engine and processes the information before sending
signals to activate the control units. The cabinets control the following
functions:
Starting, stopping and fuel control of the engine
Engine speed sensing
Electronic governor setting
Overspeed protection
Start blocking
Slow turning prior to starting
Turbocharger speed
Cylinder lubrication
Main lubrication
Valve seat lubrication
Turbocharger jet assist
Turbocharger air blow off
Turbocharger waste gate
Turbocharger air bypassing
Charge air pressure
Charge air preheating

Engine temperature and pressure monitoring
Oil mist detection
Safety system
Alarm system
The engine side local control panel has an emergency stop pushbutton which
is used should the engine fail to stop under normal shut down procedures. This
push button activates the fuel pump linkage shut down.
The control system monitors engine systems and activates alarms and
shutdowns (if necessary) should the operating values move from the upper and
lower set limits. The control system also prevents an engine from being started
should any of the system pressures and temperatures not be within
predetermined limits. The engine can not be started should the control system
detect that an interlock or blocking device is engaged (such as the turning
gear).
Governor System
Digital Control Unit
Maker:
Woodward Governor Company
Type:
Electronic
Model:
723 Digital Control with Digital Synchroniser and Load
Control
Governor Actuator
Maker:
Woodward Governor Company
Type:
Hydraulic
Model:
PGG-EG200
There are two arrangements for governing the engine speed, one is an
electronic arrangement and the other is a mechanical system. Both employ the
same hydraulic actuator for moving the fuel pump linkage, the basic difference
is the way in which the speed setting signal is defined. With the electronic
governor operating, the speed setting signal is electronically processed in the
governor control unit and converted into a pneumatic signal by the control
station. The pneumatic signal is then used to load the speed setting spring of
the hydraulic actuator.
For emergency operation, the mechanical-hydraulic governor system is
activated by moving the change-over handle at the control station. This applies
a designated air pressure to the speed setting spring which gives a defined
engine speed. The system is for use in emergencies only. During normal
service the electronic system is used but in the event of failure of the electronic
control system, or some other abnormality in the electronic system, the
mechanical-hydraulic arrangement can be employed.

Fuel system supply

Issue: First

2.2.2 Diesel Generator Engines Control and Safety Systems Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.2.2b Engine Control Air System
Slow
Turn

Starting Engine
Speed Governing

1SSV
1075

M470

M329/1

1SSV
1011

B

3

1

A
C

Main Starting Valve

M359
7171

In
Out

Fuel Admission
Transmitters

2

1GOS
1070

1GT
1022

B

1SSV
1080

C

A

Emergency
Stop

3GT
1022

2 4

E

1SZ
1010

M745/1

Jet Assist

2GT
1022

Fuel Admission
Linkage

Cylinder
Starting
Air Valve

D

1 3
1SC
1010

4

Stop Valve

Shut Down
Solenoid

Woodward
Governor

M307

M409/2

Fuel Injection Pump

1SSV
1070

M317

Turning Gear

4

M470

From Compressed
Air 30 - Bar

M371/1
30 - Bar
4.5 - Bar

1SZV
1012

2SSV
1075

1

7172

Stop
3

M306

M462

2

M329/2

Key

3

Booster

1OTIA
2870

Manual Start
On Engine

Max.
5 - Bar
To Turbocharger

1

2

Air
Oil Mist
Detector

3170

Electrical Signal

From Monitoring Transducers
3470 4170 2170 2570 5070

From Charging Air Pipe

Engine

1SSV
1080

1SZV
1012

M307 Energised
At Jet Assist

M329/2 Energised
At Manual Emerg.
Stop & Autom. Stop

2SSV
1075

1GOS
1070

M371/1 Energised
At Slow Turn

M745/1 Limit Switch Operated
When Turning Gear Engaged

Start

Emergency
Operation With
Mech. Governor
366

1SSV
1011

1SSV
1075

M329/1 Energised
At Start & Slow Turn

M359 Energised
At Slow Turn

1SSV
1070

1-3GT
1022

M306 Operated When
Turning Gear Engaged

M388/1

Inductive Position Sensing
Device 4-20mA
M409
Set Point
8 - Bar

1HS
1016

Engine Speed

Normal
Operation With
Electric Governor

1SI
1000

1Hz
1012

Emergency
Stop

1SH
1010

Machinery Speed
Set Point Max.

1GO
1011

None
Start

1SL
1010

Machinery Speed
Set Point Min.

1GO
1070

Turning
Gear On
Reserve

Reserve

1HS
1014

PI

PI

1PT
7180

1PT
7170
1PT
7170

PI

PI

1PT
7180

PI

1PT
7170
1PT
7170

1PT
7180

PI

1PT
7180
1PT
7170

Starting 0-6 Bar
Air
Cylinder
Cooling Water
0-40 Bar
Starting Air
Emergency
Cut Off

PI

PI

1PT
7180
1PT
7170

1PT
7170
1PT
7170

PI

1PT
7180

1PT
7170
1PT
7170

0-6 Bar
Charging Air
Cooling Water

0-6 Bar
Needle Valve
Cooling Water

PI

PI

PI

1PT
7180

1PT
7180
1PT
7170

0-6 Bar
Turbo Charger
Lubrication Oil

0-10 Bar
Engine
Lubrication Oil

PI
1PT
7180
1PT
7170

1PT
7170

0-6 Bar
Charging
Air
0-10 Bar
Fuel

0-10 Bar
Control
Air

Control Station

Issue: First

Illustration 2.2.2b Engine Control Air System

P&O Aurora
The electronic engine governor consists of two parts:
The digital control unit
The hydraulic actuator unit
The 723 digital control unit (DCU) is located in the engine control panel and
takes speed signals from two digital transducers. These measure the engine
speed at the main output shaft. The DCU also takes signals from engine major
and minor alarms and has a generated power input. Because the engine is
driving an electrical generator (which has to be synchronised with the
electrical supply) the DCU utilises a signal from the digital synchroniser and
load control (DSLC) unit. This is a microprocessor based generator load
control unit which is designed for use with the Woodward speed control unit
in order to provide synchronising, parallelling, loading and unloading of threephase generator sets.
The DSLC unit monitors the following features of the main busbar supply and
the incoming generator:
The number of phases in each system
The direction of rotation of the phases
The voltage amplitudes of the phases
The frequencies of the two systems
The phase angle of the voltage of the two systems
The first two are specified when the system is installed but the remaining three
vary during operation and must be matched before the parallelling generator
circuit breakers are closed. The DSLC unit will adjust the signal sent to the
governor DCU in accordance with the requirements of the incoming generator
for parallelling. The governor will then adjust the engine fuel supply so that the
correct conditions are obtained for parallelling generators. When the busbar
and incoming engine conditions are matched (synchronised), parallelling takes
place automatically under the direction of the engine management system.
The DSLC is programmable, but once set for the engine should not require
reprogramming, unless it has become defective.
The 723 DCU processes the signals from the speed transducers, output load
transducer and the DSLC (together with other engine operating information)
and produces an output signal to the governor actuator unit. The DCU can be
configured using a hand help programmer, but care must be taken in
reconfiguring as an improperly calibrated control can result in engine
overspeed or damage to the engine.
CAUTION!
Do not attempt to programme the DCU unless it is absolutely necessary
and the programming procedure is thoroughly understood.

Issue: First

Technical Operating Manual
The use of two digital speed sensors allows for continued operation should one
of the sensors fail. The two sensors are positioned some distance apart
allowing them to be used to determine the twist in the output shaft and hence
the torque in the shaft can be computed. The control system operates to limit
engine torque by reducing the engine fuel supply. If both speed sensors fail, the
control system will shut down the engine and in no circumstances should the
engine be restarted until the speed sensors have been replaced and checked as
operational.

The governor has an integral oil sump and an integral pump which circulates
the oil through the hydraulic system. Movement of the pilot valve from the
closed position indicates an engine speed increase or reduction from the set
value and this allows oil to flow to or from the governor power cylinder, in
order to increase or reduce the fuel pump settings. Actual engine fuel pump
adjustment takes place via a pneumatic booster cylinder in order to avoid the
governor having to develop the necessary high forces, which would require a
larger hydraulic system which would, in turn, have higher friction losses.

The governor digital control system commences operation when the engine is
started in speed control mode. When the start is initiated, the speed reference
is instantly set to ‘idle speed’ and the engine will commence on fuel and run to
this speed until the rated/idle contactor is closed. This happens as soon as the
control system verifies that the engine has started and is running correctly. The
control system will then accelerate to the rated speed at a predetermined
acceleration rate. The control system software is programmed for the fuel
change to give the required acceleration (and deceleration) rate. When the
engine is operating at the rated speed, the governor’s characteristic must be
selected for operation when the output generator is synchronised and sharing
the load with other machines. There are two possible operating modes; droop
and isochronous/droop. As the engine is to share load with other machines and
is required to operate at a set stable speed for the correct electrical frequency,
the governor must be in isochronous/droop mode. This will have been selected
at commissioning and should not be changed. Load changes between engines
are handled by the control systems according to preprogrammed loading and
unloading rates (ramps), the rates are stored in the system software.

The description of the governor internal hydraulic system can be found in the
Woodward governor manual.

When an engine stop is signalled (after the load has been removed), the control
system instantly sets the speed reference to the ‘idle speed’ and the engine
speed will reduce to that value. The fuel is then shut off and the engine will
stop. When the emergency stop button is pressed at the engine side control
station, the governor control system is bypassed and pneumatic cylinders at the
fuel pumps immediately move the fuel racks to the zero delivery position.

At the local engine control station, there is a switch which can be changed from
the NORMAL OPERATION WITH EL GOVERNOR position to the
EMERGENCY OPERATION WITH MECH GOVERNOR position. This
switch should only be used in the emergency operating position if the
electronic control system or the electronic governor system fails. The hydraulic
part of the governor actuator will function in the same way as for the electronic
governor, but the speed setting arrangement will be under manual control and
will be set at a definite speed value. The governor will only respond to changes
in engine speed which in turn produce movement in the ballhead flyweights.
Great care will be required to adjust the engine speed in order to synchronise
a generator with the main electrical supply.

The hydraulic actuator unit is located at the side of the engine and is connected
to the fuel pump control linkage. The electronic governor system produces an
output signal (the strength of which relates to the required engine speed) which
is converted into an air pressure. The pneumatic signal is then transmitted to
the speed setting cylinder, located above the governor speeder spring in the
ballhead assembly. The ballhead assembly comprises rotating flyweights,
driven from the engine. These flyweights can move outwards under the action
of centrifugal force. Movement of the flyweights causes the pilot valve to
move upwards or downwards depending upon whether the flyweights move
inwards as the engine speed reduces or outwards as the engine speed increases.
The speeder spring exerts a downwards force on the pilot valve and at the
required operating speed the outwards centrifugal force of the flyweights,
which tend to lift the pilot valve, is balanced by the downwards force of the
speeder spring and the pilot valve is closed.

CAUTION!
Governor settings for speed droop, speed control and load limiting can be
changed by means of dials on the governor panel but these must not be
changed without specific reason otherwise the governor could fail to exert
correct control over the engine.
(Note! The governor’s hydraulic oil should be sampled periodically and the
samples analysed. Oil deterioration can result in governor malfunction.
Governor linkages should also be checked periodically for slackness, as lost
motion in linkages has a serious impact on engine performance. Governor oil
sampling and the checking of linkages should only undertaken when the
engine is stopped and the starting system locked out.)
The Emergency Mechanical Governor

Control Systems
Starting and Stopping
Starting and stopping can be initiated by the engine management system or it
can be accomplished manually in the ECR or locally at the engine side. The
actual engine and control procedures involved are the same, but the engine
management system initiates the process automatically whilst manual control
requires positive moves on the part of the operator. At the local engine side
position, starting is initiated by pressing the start button.

2.2.2 Diesel Generator Engines Control and Safety Systems Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.2.2c Governor and Fuel Rack

1

2

3

4

5

6

7

8

9

10

11

12

13

Key

1

-

Articulated Lever

16 -

Scale Ring

2

-

Connecting Rod

17 -

Nut

3

-

Control Rod

18 -

4

-

Pointer

Twist Angle Measuring
Transducer

5

-

Injection Pump

19 -

Connecting Rod

6

-

Shut Down Piston

20 -

Connecting Rod
Fuel Rack Position Transmitter

7

-

Fuel Rack Control Shaft

21 -

8

-

Operating Lever: 'A' Bank Rack

22 -

Fuel Rack Position Transmitter

9

-

Connecting Rod

23 -

Lever

10 -

Lever: 'A' Bank

24 -

Governor

11 -

Bearing Block

25 -

Scale

12 -

Shaft: 'A' Bank

26 -

Control Lever

13 -

Cardan Shaft

27 -

Connecting Rod

Adjusting Device
For Injection Moment

28 -

Lever

29 -

Rocking Lever

Brake

30 -

Eccentric Shaft

14 15 -

30
29

14
15
16

17
28
18

27

19
26
25

20
24
23

21

Drive End
MAN/B&W 14V 48/60

22

Issue: First

Illustration 2.2.2c Governor and Fuel Rack

P&O Aurora
The control and monitoring system monitors the engine systems and will only
release the engine for starting if these systems are within preset limits. Cooling
water temperature and pressure must be correct and there must be lubricating
oil available at the correct temperature and pressure. This oil is supplied by the
prelubricating oil pump which stops when the engine reaches a specific speed.
When a start is initiated, the control system checks that interlocks and blocking
devices are released and that starting air is available. Slow turning is operated
initially with the slow turning system allowing the engine to turn on reduced
air pressure for two complete revolutions. When these have been completed
successfully, indicating that all cylinders are free from fluids, which would
cause a hydraulic lock, the main starting air system is activated.
When the engine attains the correct speed on starting air, control air passes to
the governor booster and the fuel pumps are enabled so that fuel is injected into
the cylinders. The starting air is shut off when fuel is injected. When the
cylinders fire there will be a speed increase which the control system
recognises as indicating a successful start. The governor system then operates
to regulate the engine speed in order to synchronise the generator with the
electrical supply already on the main switchboard.
For stopping, the engine must be unloaded. This is also initiated by the engine
management system. Load change takes place at a predetermined rate (ramp),
the rate of change being held in the controller software. The unloading and
stopping are described in the governor section above.
Should an engine fail to start when the start system is activated, the control
system detects this through the speed sensors and it will immediately trigger
an alarm condition. Failure to start will initiate a shutdown of that engine
system in preparation for investigation before a further starting attempt. A
‘failed to start’ alarm is raised.

Technical Operating Manual
Turbocharger and Charge Air System

Engine Safety Systems

The control unit is also charged with optimising engine performance through
control of the turbocharger and charge air system. Features such as jet assist,
exhaust gas bypass via the waste gate, charge air blow off or charge air bypass
(see section 2.1) are activated and regulated by the control unit according to
predetermined conditions. Activation of such systems is automatic and does
not require any intervention by the operator.

The engine control unit constantly monitors the engine for abnormal
conditions and initiates alarms and even shutdowns, should circumstances
dictate. The individual engine control systems are concerned with one engine
but the units for all four engines communicate with the power management
system. Each control unit is concerned with the safe operation of its engine and
it will initiate action to safeguard the engine and personnel.

Cylinder and Valve Seat Lubrication

The oil mist detector not only triggers an alarm but will initiate an engine shut
down for safety reasons. The control system will give a warning before the
shutdown is initiated. The splash oil monitor is a highly sensitive instrument
and will closely monitor the main bearing oil exit temperature and initiate the
warning alarm and subsequent shutdown of the engine if the preset limits are
exceeded.

The engine cylinders are lubricated by means of injection points around the
cylinder liner, oil being supplied to these injection points by means of an
electrically driven cylinder lubricator pump. When starting and at low load less
cylinder oil is required than at normal speed and high load. At engine start the
cylinder lubricator pump is started and delivers oil at a low rate to the
cylinders. The control system increases the speed of the lubricator pump and
therefore increases the supply of cylinder lubricating oil when the engine is
operating at normal speed on high load, compared with the idle condition.
Valve seat lubrication is also provided by electric motor driven lubricator
pumps, the lubricating oil being sprayed into the intake channels. The
lubrication is load-dependent and is started at 50% load and stopped at 46%
load.

A shutdown would be initiated by the failure of the main lubrication system but
failure of the cylinder or valve seat lubrication system would only raise an
alarm, allowing the watchkeeper to decide upon the action to be taken.
Alarm conditions are raised to warn the watchkeeper of potentially serious
situations and it is left to the watchkeeper to initiate corrective action. If the
watchkeeper is unable to correct the problem within a short period of time, the
engine should be shut down in order to prevent damage and also to allow time
for rectifying action.
(Note! Engines not operating should always be kept in a state of readiness for
operation with starting air, coolant and fuel systems operational. The control
and alarm system should also be in an operational state and the power
management system aware that the engine is ready for operation. If an engine
is not to be operated it should be locked out so that the control system cannot
activate a start.)

Monitoring Systems
During starting and running, engine systems are monitored for performance
and failure. The control system receives signals from transducers on the fuel,
cooling, lubrication, exhaust, turbocharger and charge air systems as well as
the speed and power systems. If the reading from any function moves outside
preset limits, for a particular operating load, the control system will try to
rectify the situation if it can. In the case of cooling, it may open or close the
coolant flow valve.

Issue: First

2.2.2 Diesel Generator Engines Control and Safety Systems Page 3

P&O Aurora

Technical Operating Manual

Illustration 2.2.3a Diesel Generator Load Dependent Start/Stop

60
REMARKS

56 MW
6124A

1. Summary of active power:
Actual power of the running generators.
Power difference between the requested propulsion power and the
actual load if the PEMs are running.
Power difference of the thrusters and AC compressor's
between nominal and actual load if they are running.

50
2. To start a generator, the active power or current limit must be
exceeded for 15 seconds.

4th DG Starts

3. To stop a generator the active power and current must be below

42 MW
4593A

the limits for 3 minutes.

> 38.64 MW Total
OR
> 4227A

40
Stop < 36.40 MW
AND
< 3980A
3rd DG Starts
Active
Power/MW

28 MW
3062A

30

> 25.76 MW Total
OR
> 2818A

Stop < 23.94 MW
AND
< 2618A
20

2nd DG Starts
14 MW
1531A

10

> 12.88 MW
OR
> 1409A

Stop < 11.76 MW
AND
< 1286A

0.00
1

2

3

4

Number Of Diesel Generators

Issue: First

Illustration 2.2.3a Diesel Generator Load Dependent Start/Stop

P&O Aurora
2.2.3 Diesel Generator Operation
Diesel Generator Start Sequence
The setting of the diesel generator automatic start sequence is carried out from
an operator station. As there are two different main switchboard
configurations, which may change over automatically, there are two different
sequences to be preset. One for the CLOSED MSWB and one for P/S MSWB
configuration.
By double clicking in the start sequence window (in Power Management
Control Level 1 Mimic) a sequence parameter window opens. The required
sequence number is entered for each generator.
The operator should note that the P/S MSWB configuration will only allow the
numbers 1 - 2 to be used. Whilst in CLOSED MSWB configuration, numbers
1 - 4 may be used.
Generator Availability
The vessel is designed to run with one diesel generator in port, with no
propulsion in operation. When at sea, with propulsion on, the vessel must run
on a minimum of two generators. These generators will be set with sequence
numbers 1 and 2 in the CLOSED MSWB configuration.
If propulsion is on, or if there is a request for the start of a heavy consumer
(such as a thrusters or AC compressor), the number of generators will depend
on the required power. In case of a standby start signal, the generator with the
next highest number will be started, if ready. Otherwise the start signal is
passed on to the next generator in the sequence.
If there is no stand-by generator available a PMS ‘No stand-by generator
available’ alarm will be raised. The alarm stops automatically when a stand-by
generator becomes available.
Load Down and Stop Sequence
The start sequence also defines the stop sequence which works in the same
manner as the start sequence, only from the other direction. The generator with
the highest start number in the sequence will be the first generator to unload
and stop in the case of low load.
If the main switchboard is in the open configuration (P/S MSWB), the diesel
generators with the start number 1 in each single network will be kept running.
If the generator selected as number 1 fails, the next highest numbered
generator will keep running.

Issue: First

Technical Operating Manual
If the main switchboard is in the closed configuration (CLOSED MSWB), the
diesel generators with start numbers 1 and 2 will not stop on low load if the
propulsion system is in operation. If the propulsion system is not in operation
the diesel generator selected as number 2 will be stopped.
If the automatic load down sequence is not required, the operator selects
‘Blocked’ from the load down sequence window. By selecting ‘Active’ the
load down sequence is active again. The state of the blocking is indicated by a
white background on the icon which is presently enabled.

Starting Preconditions
The preconditions listed are:
CB AUTOMATIC:

The circuit breaker has to be switched to Automatic

CB READY:

Circuit breaker is ready for switching
(Main switchboard signal to IMACS)

CB NOT READY:

This signal is a group signal caused by any of the
following circuit breaker alarms:

The load down and stop sequence is blocked automatically by the PMS if the
main switchboard configuration is switched over by PMS using the main
switchboard configuration icons, or if EMERGENCY MANOEUVRE is
selected in the propulsion system.

Circuit breaker not inserted
Circuit breaker watch dog alarm
Circuit breaker earth switch closed

Automatic Diesel Generator Start from the Power Management System

Circuit breaker tripped
The automatic start of a diesel generator follows a defined start procedure
programmed as a step sequence. Each step in the sequence is carried out by
subroutines within the start program of the diesel generator’s PLC/process
station.

Circuit breaker common alarm
Circuit breaker short circuit trip
Circuit breaker earth fault 6.6kV network

The start sequence is initiated by the operator or by the PMS when in full
automatic mode.

Circuit breaker earth fault

When a diesel generator is ready to start, the icon is black. The diesel generator
icon is blue when on standby. A double click on the ‘info’ icon opens the
preconditions window and the operator can see which start preconditions are
missing (if any).

If the breaker is not ready, this is indicated with a red
circuit breaker icon

Circuit breaker SF6 alarm

DG AUTOMATIC:

The diesel engine must be switched to automatic

A precondition which has been met is indicated by a cross. If one or more
conditions are missing, the icon indicates in red and the message ‘Not Ready
For Start’ is displayed.

DG READY:

The diesel engine must be ‘Ready To Start’

DG STOP:

The diesel engine must be in the stop position

When a step in starting is initiated, for example the prelubrication of the
engine, a specific monitoring time is started (these times are adjustable). A
failure signal is released in the case of a timeout or a failure signal from the
subroutine. If a failure occurs during the start procedure an alarm is raised, the
start is interrupted and the next standby diesel generator is started.

DG LINK OK:

The PMS H1 bus connection to the diesel generator’s
process station is proven

LINK TO MSWB
PANEL OK:

The bus connection from the diesel generator’s
process station to the corresponding diesel generator’s
panel in the main switchboard is proven.

DG NO FAILURE:

This message indicates a fault has cleared but the
failure alarm has not been reset in the diesel
generator’s icon

The diesel generator icon indicates a failure by changing the background
colour to red for alarm. In the window, which indicates the diesel generator
state, the step which caused the failure is indicated.

2.2.3 Diesel Generator Operation Page 1

P&O Aurora

Technical Operating Manual

Diesel Generator Ready for PMS Automatic Connection

Diesel Generator Excitation

Standby Diesel Generator Start

A diesel generator will be ready for PMS automatic connection to the main
switchboard under the following conditions:

After reaching the nominal speed, the PMS monitors the alternator voltage
which must be more than 90%. If the voltage at this time is less than 90%, an
‘Excitation’ alarm is raised and the sequence is stopped.

The following circumstances will initiate a standby diesel generator start.

Diesel engine running at nominal speed
Generator voltage and frequency correct
Diesel engine: no failures
Diesel engine in automatic mode
Generator circuit breaker ready for switching
Diesel generator ready for automatic start
Generator circuit breaker OFF

High active power
Diesel Generator Automatic Synchronising and Connection
If the alternator voltage is correct the PMS sends a circuit breaker close signal
to the main switchboard. The main switchboard control will automatically
synchronise the generator and close the circuit breaker.

The bus connection from the diesel generator’s
process station to the corresponding diesel generator’s
panel in the main switchboard is proven.

The PMS must receive the feedback signal ‘Circuit breaker closed’ from the
main switchboard. On receiving the feedback message ‘Circuit breaker
closed’, the diesel generator start step sequence is complete.
Diesel Generator Loading and Load Sharing

The diesel engine icon is steady green, indicating that the engine is running at
nominal speed. The icon flashes in green when the engine is running with an
excited alternator but not connected to the main switchboard.

After the diesel generator is connected to the network, the STN main
switchboard control system loads the generator according to an MAN B&W
loading ramp. The STN control system then achieves equal load sharing
between all the parallel running generators.

Diesel Engine Emergency Start

Diesel Generator Load Dependant Start

An emergency start can only be carried out in the case of a blackout. The PMS
sends an emergency start command to the diesel engine start step sequence.
The diesel engine start step sequence carries out all necessary steps to start the
diesel engine with the emergency start procedure.

The PMS continuously monitors:

After an emergency start and voltage rise, the PMS sends a ‘Circuit Breaker
Close’ command to the main switchboard. The main switchboard control is in
a blackout condition and so will close the circuit breaker directly without
synchronisation. The PMS must then receive the circuit breaker closed
feedback signal. If the monitoring time for this step is exceeded, the sequence
is stopped with a ‘circuit breaker’ failure message.
On receiving the breaker close feedback signal, the diesel generator start step
sequence is complete.
Diesel Engine Running Up
After a successful start of the engine, the Woodward governor increases the
engine speed according to a defined acceleration ramp to the nominal speed.
The time taken to reach the nominal speed is monitored by the PMS. If the time
taken to run up is too long, a ‘Running Up’ alarm is raised and the sequence is
stopped.
Issue: First

Overcurrent
Underfrequency
Blackout
Engine failure

If a failure occurs or the monitoring time for the synchronisation step is
exceeded, the sequence is stopped and the failure message ‘Synchronisation’
is given.

Generator circuit breaker set to AUTOMATIC
The PMS H1 bus connection to the diesel generator’s
process station is proven.

Load dependant start

Alternator failure
Load demand
Switching of main switchboard configurations
Switching of start sequences
Emergency manoeuvring of propulsion motors
The reason for starting the standby generator is indicated in a window (mimic
3.9). If the PMS tries to start a generator unsuccessfully the next standby
generator starts.
Standby Diesel Generator Starting due to Expected Load Down
In the case of a ‘Load down expected’ or ‘Load down’ signal from the safety
system of a running generator, the standby generator is started in that actual
main switchboard configuration.

Active thruster power

When the standby generator is on load, the PMS sends a ‘Circuit breaker open
command’ to the STN main switchboard control system. The STN control
loads the other generators to 8MW each and then the circuit breaker opens.
When the circuit breaker opens, PMS immediately stops the diesel engine.

Active A.C. compressor power

Standby Diesel Generator Starting due to Expected shut Down

The active power of the generators
The propulsion power and the requested propulsion power

If the load increases (or is expected to increase):
The first standby generator is started if the power on any on-load
generator exceeds 12.88MW or 1409A for a period of 10 seconds.
If two generators are on load and the total load exceeds 25.76MW
or 2818A for a period of 10 seconds, the next standby generator
is started, etc.

In the case of a ‘Shut down expected’ or ‘Shut Down’ signal from the safety
system of one running generator, the standby generator is started in that actual
main switchboard configuration.
PMS tries to connect the standby generator before the abnormal generator
disconnects. However, a safety system ‘Shutdown’ signal means an immediate
and independent stop. If the other (if any) generators then go into overload, the
PMS will firstly limit propulsion power or, if necessary, release non-essential
consumers.

2.2.3 Diesel Generator Operation Page 2

P&O Aurora
Standby Diesel Generator Starting due to Woodward Governor Failure
In the case of a critical failure, the Woodward governor will automatically
switch from electronic governor operation into mechanical governor operation.
The generator can then only be operated locally. The PMS starts the standby
generator after receiving the Woodward failure signal. The standby generator
then connects itself as previously described.
Standby generator starts due to electrical failures are described in section 3.7,
‘Main Switchboard and Generator Control and Operation’
If the mechanical governor fails in operation, the fuel rack moves to the full
admission position. In this case the engine will then stop on overspeed. The
engine can not be started until the governor is repaired.

Technical Operating Manual
The configuration of the main switchboard will remain in the same
configuration as before the blackout. However, if the blackout is caused by a
short circuit then the STN main switchboard control system will open the tie
breaker(s) for protection.
Depending on the configuration and blackout signal, the PMS will start the
standby generator in the corresponding main switchboard. In the case of an
open configuration total blackout, the PMS will start both standby generators
on each main switchboard.

All Diesel Generator Starting due to Emergency Manoeuvre Request
Emergency Operation can be selected in the control panel of the propulsion
system. This signal is sent from the propulsion system independently to all four
generator process stations. All available generators will be started, connected
and loaded.

Standby Diesel Generator Starting due to Large Consumer Start Request

Stop Procedure

The load demand system is a separate function block within the PMS. If the
load demand system receives a start request from a large consumer, such as
thrusters, A.C. compressors and propulsion electrical motors (PEMs), it makes
a load calculation. If there is not enough power available, the load demand
system gives a start signal to the standby generator. After the generator is
connected and loaded, a new calculation is performed. If satisfactory, the load
demand system will release the start signal to the large consumer.

The automatic stopping of a generator follows a definite stop procedure
sequence. The principle of the step sequence is the same as the start step
sequence. Each step in the sequence is a particular subroutine, with the
sequence monitored by the PMS.

Standby Diesel Generator Starting due to Main Switchboard
Configuration Change
For switching between the different main switchboard configurations it may be
necessary to start generators (mainly if the ‘Open’ configuration is required).

Stop Sequence:
1)

Unload and disconnect circuit breaker: 120 seconds

2)

Generator running on no load:

330 seconds

3)

Generator stop:

60 seconds

The stop sequence is complete when the PMS receives a signal that the
generator speed is below firing speed.
An immediate stop with no off load running time is carried out if a generator
receives any of the following signals:
Load down signal

The sequence which changes to the new main switchboard configuration starts
and loads the specific standby generator which will provide a running
generator on each main switchboard before opening the tie breakers.
Standby Diesel Generator Starting due to Blackout

Shut down signal
Woodward governor critical failure
De-excitation
Stopping a Diesel Generator in the case of Underload

The blackout conditions will be monitored separately for the port and starboard
main switchboards. A blackout in part of the main switchboard will be
recognised by the PMS when the busbar voltage is lower than 300V and no
generator is connected to this part of the main switchboard.

Issue: First

4 generators on load - 30% power availability on each - one released
3 generators on load - 40% power availability on each - one released
2 generators on load - 60% power availability on each - one released
Stopping a Diesel Generator by Remote Operation

In the case of a total blackout, the emergency generators will start
automatically and independently by emergency switchboard control.

If the electronic governor fails in operation, the fuel rack moves to the low
admission position. In this case the engine will then stop. The engine can now
be restarted using the mechanical governor if required. The engine can not be
restarted electrically until electrical repairs are carried out.

If the required power is higher than that which is available, or there is no
standby generator available, then the alarm ‘No power available’ is signalled.
The large consumer is not released for starting by the PMS.

time is halted. The time is re-started when the load reduces again. The
underload limit setpoint depends on the number of generators running on load.
The three limits are:

In the case of a generator underload situation, the PMS automatically stops the
diesel generator with the highest start number in the start sequence, after a
delay time of 3 minutes. If the load rises during the delay time, the delay count

Remote control of a diesel generator is possible when the LOCAL/REMOTE
switch at the engine local control stand is in the REMOTE position and the
LOCAL/REMOTE switch at the main switchboard generator cubicle is also in
the REMOTE position. When both selector switches are in the REMOTE
position, the operator then has to select between remote and automatic control
modes in the diesel engine icon and also in the generator circuit breaker icon.
Remote control is indicated by an ‘R’ next to the diesel engine and generator
circuit breaker icons. When the diesel generator is in automatic control, there
are no icons visible.
By switching from remote or automatic control to local control and back, the
previous control level, remote or automatic, is active again.
The remote operation of the diesel engines, and also of the generator circuit
breakers, is carried out for all diesel generators independently in their own
process stations: AS/P1.0 - AS/P4.0.
Remote control from the operator station actually means manual control of the
process from the operator. The operator must check all preconditions before
the process command. preconditions to complete before starting the diesel
engines are indicated in the diesel window. The generator circuit breakers must
be ready for switching, with no alarms indicated in the circuit breaker mimics.
The diesel engine and circuit breaker icons will indicate blue when the diesel
engines and circuit breakers are ready.
If the diesel engine is selected for remote operation, the operator can start and
stop the diesel engine directly. The start and stop commands are direct from the
operator station to the diesel generator process station, where the start and stop
procedures are carried out. The valves at the engine are controlled from this
process station and the start and stop signals are sent to the Woodward
Governor.
CAUTION!
As this is a REMOTE operation, the operator must check that all the
conditions to stop a diesel engine are correct. The operator must ensure
that the number of remaining diesel generators are able to handle the
remaining load.

2.2.3 Diesel Generator Operation Page 3

P&O Aurora
Generator Group Start and Stop Function
The fans and pumps associated with the running of a generator are grouped
together and started automatically in the correct sequence when the start
sequence for a generator is initiated.

Technical Operating Manual
The HT water Cooling Pump and Nozzle Cooling Water Pump are omitted
from the stop sequence, as they are used for standstill heating. The HFO pump
is also omitted from the stop sequence.The HFO pump is required for fuel
circulation.
The group stop sequence for a generator is as follows:

All the pump’s and fan’s starters must be set to the remote control mode. The
master and standby configuration for a pair will be maintained from the last
running condition. If the master is not available , the standby pump/fan is run
up. If, for operational reasons , a pump is in use on local control, this will be
regarded as the master.
The group start facility can be both initiated and blocked from the IMACs
screen mimic.

Delay
Item
All items ten minutes after generator stop plus:
0

Prelubricating Oil Pump

2

Nozzle Cooling Water Pump

4

HT water Cooling Pump

10

Combustion Air Fan

Generator Pump Groups
There is one group for each generator pair (forward or aft).
When the start command is given to a generator, from an operator or from the
PMS, the group start is initiated. The group start sequences are numbered from
one to four, for generators one to four respectively.
The group start sequence for a generator is as follows:
Delay
(Seconds)

Item

0

Prelubricating Oil Pump

0

HFO Booster Pump

2

HFO Supply Pump (If not already running)

4

Sea Water Cooling Pump

6

HT water Cooling Pump (If not already running)

8

LT water Cooling Pump

10

Nozzle Cooling Water Pump (If not already running)

12

Combustion Air Fan

When the stop command is given to a generator, from an operator or from the
PMS, the group stop sequence is initiated. The group stop sequence is delayed
for ten minutes after the engine actually stops, for cooling down purposes. If
the generator is restarted within this ten minute time the stop sequence is
cancelled until the generator stops again.

Issue: First

2.2.3 Diesel Generator Operation Page 4

Page Left Intentionally Blank

P&O Aurora

Technical Operating Manual

Illustration 2.3.1a Sea Water Systems - GS and DGs 1 & 2 Sea Water System

Key
Bunker Station Stbd
In Compartment 11
Deck 4
Dry Dock Connection

MGPS
Control Panel

Sea Water
All Valve No.s
Prefixed At 701A
Unless Stated Otherwise

H.T. Cooling Water

200

To Aux. Cond. 2
1031

L.T. Cooling Water

1200
Electrical Signal
450

300

65
PI
IAHL

300

1070
H.T.
Cooling

DG 1+2
H.T. Fresh Water Cooler 1
6808kW
H.T.
300
Cooling
712A
1318

TI

300

711A
1117

1068

L.T.
Cooling

Ballast System

300

300

100

1072

300

PI
IAHL

PI

300

711A
1118

711A
1104

1043
1047

DG 1+2
L.T. Fresh Water Cooler 2
6696kW

PI

1042

TI

Drain

300

Ballast System

25

1017
15

PI

300

1092

1041

1016

1040

1015
DG 1&2
CSW
Pump 2
1450m3/h

DG 1&2
CSW
Pump 1
1450m3/h
DPI

1197

Auxiliary
Consumers 1
CSW Pump
140m3/h

DPI

15

1011

100

1010

Sewage
Treatment
Unit 1

Sewage
Treatment
Unit 2

Compartment
10

Compartment
10

1198

50
50

1008

DPI

Anodes

+ PI

1088

1034

1087

50

1002

1003

1033

1012

Sea Water Cross over 11

1091
1005

TI

1089

Drain To
Bilge Well

+ PI

Junction
Box

Anodes
1039

1090

+ PI

65

1009

500

1093

To Ballast
System
225m3/h

Working Air

200

To Fire
System
200m3/h

Sea Water
For Fresh Water
Evaporator
526m3/h

450

Working Air
1094

Sea Chest
(Port)

1046

L.T.
Cooling

500

1095

50

450

450

65

150
PI
IAHL
PIAL

50

65

1099

125

PI
IAHL

L.T.
Cooling

1067

50

1098

1021

1051

Drain

1123

TI

PI
PIAL

1048

1097

Auxiliary Consumers 1
L.T. Cooler
1666kW

PI

Drain

300

1071

DG 1+2
H.T. Fresh Water Cooler 2
6808kW

TI

1096

150

L.T.
Cooling

1020

Drain

TI

150

1030

1049

300

PI

L.T.
Cooling

300

TI

H.T.
Cooling

150

300

711A
1103

TI

L.T.
Cooling

H.T.
Cooling

712A
1326

712A
1320

450

1073

PI

450

PI
IAHL

Drain

TI

Issue: First

TI

1069
PI

1022

1199

DG 1+2
L.T. Fresh Water Cooler 1
6696kW

1050

450

Junction
Box

1201
1032

300

712A
1317

Sea Level
125

IMACS

TI

1065

150

1066

1007

1004
Sea Chest
(Starboard)

Drain To
Bilge Well

Illustration 2.3.1a Sea Water Systems - GS and DGs 1 and 2 Sea Water System

P&O Aurora
2.3 Sea Water Systems
2.3.1 General Service and Diesel Generator Sea Water Systems
Sea Water Pumps
Diesel Generator Cooling Sea Water Pump
Make:
Model:
Capacity:

Pompe Garbarino
MU 300/315L
1,450m3/h at 2.8bar

Technical Operating Manual
A dry dock SW connection is located at the starboard bunker station on deck
four. This enables SW to be supplied from ashore to the ship’s forward engines
only.

Open

No.2 CSW pump discharge
valve

701A1041

701A1137

Open

Cooling main inlet valve

701A1046

701A1142

The pipework system enables the cooling SW pumps to discharge to the LT
coolers and then to the HT coolers, but there are facilities which enable the LT
and the HT coolers to be bypassed as a group or individually.

Open

No.1 LT FW cooler inlet valve 701A1049

701A1149

Open

No.1 LT FW cooler outlet valve 701A1050

701A1150

Open

No.2 LT FW cooler inlet valve 701A1047

701A1151

There are two separate auxiliary consumer LT fresh water coolers, one being
located in compartment 11 and another in compartment 12. Each cooler is
served by an auxiliary consumer cooling SW pump, which also supplies SW
to a pair of sewage treatment units.

Open

No.2 LT FW cooler outlet valve 701A1048

701A1152

Open

No.1 HT FW cooler inlet valve 701A1069

701A1167

Open

No.1 HT FW cooler outlet valve 701A1070

701A1168

The two evaporators, one located in compartment 11 and the other in
compartment 12, are served by two pumps, which have SW connections.
Pumps supplying the forward evaporator in compartment 11 take suction from
SW crossover 11 and those serving the after evaporator use SW crossover 13.
The evaporator SW pump supplies water to the low pressure flash evaporator,
where it first serves to cool the vapour in each of the evaporator stages and then
passes to a heater before entering the evaporator. The brine pump removes
brine from the evaporator and pumps it overboard.

Open

No.2 HT FW cooler inlet valve 701A1071

701A1169

Open

No.2 HT FW cooler outlet valve 701A1072

701A1170

Closed

LT FW cooler bypass valve

701A1051

701A1147

Closed

HT FW cooler bypass valve

701A1073

701A1165

Closed

Cooling circuit bypass valve

701A1067

701A1145

Closed

LT cooling circuit recirculation
valve
701A1065

701A1143

HT Cooling circuit bypass
valve

701A1066

701A1144

Open

Cooling circuit outlet valve

701A1068

701A1146

Flap valve

NR overboard discharge valve 701A1096

701A1191

Open

Hydraulic operated overboard
discharge valve

701A1192

Auxiliary Consumers Cooling Sea Water Pump
Make:
Model:
Capacity:

Pompe Garbarino
MU 100/250L
145m3/h at 2.0bar

Evaporator Ejector Pump
Make:
Model:
Capacity:

Serck Como
CLT 50-315 U3-17D W20
100m3/h at 7.5bar

Evaporator SW Pump
Make:
Model:
Capacity:

Pompe Garbarino
MU 200/315
431m3/h at 4.0bar

Evaporator Brine Pump
Make:
Model:
Capacity:

Serck Como
NT 200 400/370 U3-12F W84 B5
420m3/h at 2.3bar

The evaporator ejector pump passes SW through the condensate cooler and
this water then flows through the evaporator ejectors, before passing to an
overboard discharge.
Procedure for the Operation of the Cooling Sea Water System
a) Ensure that all strainers are clear.
b) Ensure that all pressure gauge and instrumentation valves/cocks
are open and that the instruments are reading correctly.
c) Set up the valves as shown in the following table:

The diesel generator cooling sea water pumps circulate SW through the LT and
HT fresh water coolers. There are four cooling SW pumps.
The generator engines are grouped in pairs, No.1 and 2 (the forward pair of
engines in compartment 11) and No.3 and 4 (the after pair of engines in
compartment 12), each pair has two LT and two HT fresh water coolers. The
SW pumps take suction from sea water crossovers at the bottom of the hull,
there being one situated in compartment 11 for the forward engine system and
another, designated SW crossover 13, in compartment 13 for the after engines.
The forward system SW overboard discharge is located below the waterline,
on the starboard side of the ship. The after SW system overboard discharge is
located below the waterline, on the port side of the ship.

Description

Valve
Compt. 11

Valve
Compt. 12

Open

No.1 CSW pump suction valve 701A1034

701A1131

Closed

No.1 CSW pump emergency
bilge suction valve

701A1039

701A1202

Open

No.2 CSW pump suction valve 701A1033

701A1130

Flap valve

No.1 CSW pump discharge
non-return valve

701A1042

701A1138

No.1 CSW pump discharge
valve

701A1043

701A1139

No.2 CSW pump discharge
non-return valve

701A1040

701A1136

Issue: First

Open
Flap valve

701A1097

Flap valve

Inlet N/R valve from shore SW supply 701A1199

Closed

Inlet valve from shore SW supply

701A1032

d) Set one of the CSW pumps to operate and the other to standby.

Position
Introduction

Closed

e) Start the CSW pump and check the pressures and flow throughout
the system. Check for system leaks.

2.3.1 General Service and Diesel Generator Sea Water Systems Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.3.1b Sea Water Systems - GS and DGs 3 & 4 Sea Water System

Key
PI

Sea Level

Sea Water

65

Emergency A.C.
Compressor
For ECR &
Switchboard Room
30m3/h

Ballast System

IAHL
TI

1229

PI
PI

MGPS
Control Panel

1237

TI
IAHL

H.T. Cooling Water

From Dry Dock
Connection

65

L.T. Cooling Water
Electrical Signal

65
150

1123

150

All Valve No.s
Prefixed At 701A
Unless Stated
Otherwise

1122
300

300

100

300

1168
H.T.
Cooling

1143
125

1119
DG 3+4
L.T. Fresh Water Cooler 1
6696kW

300
TI

300

712A
1160

300

TI

Drain

1146

1191

L.T.
Cooling
300

TI

PI
IAHL

1170
300

H.T.
Cooling

200

Drain

1149
PI

PI

100

125

65

TI

1121

Auxiliary Consumers 2
L.T. Cooler
1600kW

1120

PI
PIAL
TI

PI
IAHL

50

1114

PIAL

300

PI
IAHL

25

450

1147
300

TI

1152

711A
1311

711A
1297

1145

15

1142

PI

L.T.
Cooling
300

L.T.
Cooling

Drain

50

1139
1151

DG 3+4
L.T. Fresh Water Cooler 2
6696kW

PI

1138

TI

Drain

50

300

1195

1137

1112

1136

1111
Auxiliary
Consumers 2
CSW Pump
140m3/h

DG 3&4
CSW
Pump 2
1450m3/h

DG 3&4
CSW
Pump 1
1450m3/h

15

1115

1116

Sewage
Treatment
Unit 4

Sewage
Treatment
Unit 3

Compartment
15

Compartment
13

1202
1185

1184

500

1187

1131

1130

+ PI

65

Working Air
To Ballast
System
225m3/h

Sea Water Cross over 13

65

Junction
Box

1100

1101

1103

Anodes

1108

1106
1104
1105

1186

Drain To
Bilge Well

+ PI

DPI

200

+ PI

450

Sea Water
For Fresh Water
Evaporator
526m3/h

DPI

500

1183

To Ballast
System
225m3/h

DPI

450

To Fire
System
200m3/h

Anodes

Sea Chest
(Port)

50

1102

Working Air

1188

1196

50

1190
1189

Issue: First

TI

Drain

1169

DG 3+4
H.T. Fresh Water Cooler 2
6808kW

65

711A
1296

L.T.
Cooling

1118

300

300

PI

Junction
Box

711A
1310

L.T.
Cooling

H.T.
Cooling

712A
1110

712A
1161

150

150

450

1165

300

TI

Ballast System
1167

PI

PI

L.T.
Cooling

PI
IAHL

1150

450

1192

1144
DG 3+4
HT Fresh Water Cooler 1
6808kW
H.T.
Cooling
712A
1170

150

PI
IAHL

IMACS

TI

1107
Sea Chest
(Starboard)

Drain To
Bilge Well

Illustration 2.3.1b Sea Water Systems - GS and DGs 3 and 4 Sea Water System

P&O Aurora

Technical Operating Manual

Procedure for the Operation of the Auxiliary Consumer Cooling Sea
Water System

Closed
Closed

a) Ensure that all strainers are clear.
b) Ensure that all pressure gauge and instrumentation valves and
cocks are open and that the instruments are reading correctly.

Position

Description

Open

Auxiliary consumers CSW pump
suction valve
701A1012

701A1108

Auxiliary consumers CSW pump
non-return discharge valve
701A1015

701A1111

Auxiliary consumers CSW pump
discharge valve
701A1016

701A1112

Auxiliary consumers LT cooler
inlet valve
701A1020

Open
Open
Open
Open
Closed
Closed
Open
Open
Open
Open

701A1031
701A1200

d) Start the auxiliary consumer CSW pump and check for flows and
leaks.
Procedure for the Operation of the Evaporator Sea Water System

c) Set up the valves as shown in the following table:
Valve
Compt. 11

Auxiliary consumers LT cooler shore
connection inlet valve
701A1030
Auxiliary consumers LT cooler shore
connection non-return valve
701A1201

Valve
Compt. 12

a) Ensure that all strainers are clear.
b) Ensure that all pressure gauge and instrumentation valves/cocks
are open and that the instruments are reading correctly.
c) Set the valves as shown in the following table: No.1 evaporator in
compartment 11 and No.2 evaporator in compartment 12
Position

Description

Valve
Compt. 11

Valve
Compt. 12

701A1118

Open

Auxiliary consumers LT cooler
outlet valve
701A1023

Evaporator hydraulic operated
sea suction valve
701A3805

701A3809

701A1121

Open

Auxiliary consumers LT cooler
No.1 bypass valve
701A1021

Evaporator SW pump suction
valve

701A3013

701A3015

701A1120

Open

Auxiliary consumers LT cooler
No.2 bypass valve
701A1022

Evaporator SW pump
discharge valve

701A3807

701A3813

701A1119

Open

Auxiliary consumers LT cooler
non-return overboard discharge valve 701A1098

Evaporator ejector pump
suction valve

701A3014

701A3016

701A1122

Open

Auxiliary consumers LT cooler
overboard discharge valve
701A1099

Evaporator condensate cooler
inlet valve

701A1123

Open

Sewage treatment units
inlet valve

Evaporator condensate cooler
outlet valve

701A1114

Open

Evaporator ejector outlet valve

Flap valve

Evaporator ejector and brine
overboard discharge N/R valve 701A3002

701A3010

Evaporator ejector and brine
overboard discharge valve

701A3003

701A3011

701A1017

No.1 sewage treatment unit
inlet valve

701A1011

Open

No.1 sewage treatment unit line test valve

701A1097

Open

No.2 sewage treatment unit inlet valve

701A1010

Operational

Brine pump discharge valve

701A3803

701A3811

Open

No.2 sewage treatment unit line test valve

701A1098

Operational

Brine pump recirculation valve 701A3821

701A3823

Open

No.3 sewage treatment unit inlet valve

701A1116

Open

No.3 sewage treatment unit line test valve

701A1196

Open

No.4 sewage treatment unit inlet valve

701A1115

Open

No.4 sewage treatment unit line test valve

701A1195

Issue: First

Open

Operation of the evaporator control system activates the brine pump discharge
valves and recirculation valves, so that brine may be discharged overboard or
back to the evaporator SW pump suction upon starting up the unit.
Distillate produced by the evaporator may be returned to the SW pump suction
if its salinity is too high.

2.3.1 General Service and Diesel Generator Sea Water Systems Page 2

P&O Aurora

Technical Operating Manual

llustration 2.3.2a Air Conditioning Plant Sea Water System

Dry Dock Emergency Sea Water
Overboard Discharge And Dry
Dock Connection

Key

Sea Water

Removable
Connection
Pipe

Air

To
Ballast
System

Shell

Discharge
Connection

Note* All valve numbers are
prefixed by 701A unless stated
otherwise.

To
Ballast
System

4
Brackets

Deck 2
Deck 4
Deck 3
Vent
TI

2052

A.C. Unit 1

2033

400

A.C. Unit 2

2034

A.C. Unit 3

Condenser
Pressure

Condenser
Pressure

PI

Condenser
Pressure
PI

PI

Vent

Vent

TI

TI

2051

2053
TI

M

2022

400

TI

TI

TI

M

450

2050
2018

250

Cooling
Sea Water
Pump
1
(1155 m3/h)

Dry Dock
Connection

TI

M

400

400
450

2811

2023

2013

TI

450
450

2031

PDI

+PI

Dry Dock
Connection

2012
2056

250

250
2014

Working
Air

To
Ballast
System

To
Sprinkler
System

To
Fire
System

2024

2006

+PI

50
2011

2045

250

250

65

2809

2042

Cooling
Sea Water
Pump
3
PDI
(1155 m3/h)

PDI

+PI

450

2039

2028

Cooling
Sea Water
Pump
2
(1155 m3/h)

450

2810

2044

To
Swimming
Pools

To
Sprinkler
System

2004

2035

Working
Air

2005
2055

450
450

Sea Chest
(Port)

2003
2008

2007

2059

2009

Drain To
Bilge Well

Issue: First

450

2010
2001
2002

Sea Water Cross Over 9

Sea Chest
(STBD)

Drain To
Bilge Well

Illustration 2.3.2a Sea Water Systems - Air Conditioning Plant Sea Water System

P&O Aurora

Technical Operating Manual
Procedure for the Operation of the Air Conditioning Plant Sea Water
System in Dry Dock

2.3.2 Air Conditioning Plant Sea Water System
A.C. Plant Cooling SW Pump
Make:
Model:
Capacity:

(Note! Only air conditioning machines 1 and 3 can be operated with shore sea
water supply.)

Pompe Garbarino
MU 30/315L
1,155m3/h at 1.2bar

a) Ensure that all instrument valves are open and that instruments
are reading correctly.

Introduction
b) Set up the valves as in the following table:
There are three separate air conditioning units and each has its own cooling
SW pump. All CSW pumps take suction from sea water crossover No.9. The
CSW pump discharges to the air conditioning unit, the SW then passing
overboard or being recirculated back to the pump suction via a three-way
valve. The three way valve is controlled by the air conditioning unit. Two of
the air conditioning plants, No.1 and No.3 have a dry dock connection which
allows water to be supplied to the circulating system, after the pump discharge.
This enables the air conditioning units to remain operational when the ship is
in dry dock.
Procedure for the Operation of the Air Conditioning Plant Sea Water
System
a) Ensure that all instrument valves are open and that instruments
are reading correctly.

Position

Description

Valve
M/C
No.1

Valve
M/C
No.3

Closed

Sea suction valve

701A2014

2035

Open

CSW pump discharge valve

701A2018

2039

Open

Dry dock connection inlet valve 701A2013

2006

Open

Three-way valve inlet valve

701A2050

2042

Operational

Three-way valve

701A2811

2809

Open

Overboard discharge N/R valve 701A2022

2044

Open

Overboard discharge
hydraulically operated valve

2045

701A2023

b) Set the valves as shown in the following table.
Position

Description

Valve
M/C
No.1

Valve
M/C
No.2

Valve
M/C
No.3

Open

Sea suction valve

701A2014

2024

2035

Open

CSW pump discharge
valve

701A2018

2028

2039

Dry dock connection
inlet valve

701A2013

Three-way valve
inlet valve

701A2050

2031

2042

Operational

Three-way valve

701A2811

2810

2809

Open

Overboard discharge
non-return valve

701A2022

2033

2044

Overboard discharge
hydr. operated valve

701A2023

2034

2045

Closed
Open

Open

2006

c) Start the CSW pump and check that the instrumentation is
functioning. Check for leaks.

Issue: First

2.3.2

Air Conditioning Plant Sea Water System Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.4.1a LT Fresh Water Cooling System for Auxiliary Consumers
No.3
TI

No.2

PI
TI
TI

PI
TI

2610

PI
TI

Aux. Consumers
LT Exp. 2 TK

Waste Disposal Equipment

PI
TI

LI
TI

TI

TI

Shredder
2

2767

No.1

2751
2758

Densifier

Shredder
1

TI

2774

PI
TI

Coolers
1,2,3 & 4

TI

TI

2712

2707

2759

2471

2480

2715

Air Comp. 2
Header TK

LI
LI
TI

TI

TI

2479

DECK 3

20 20 20 20
40

40

40

50

50

PI

PI

50

150

2614
15

150
125

125

125

15
15

125
25

25

25

25

2071

50

15

2072

TI

DECK 2

TI

2435

Control
Air Dryer 2

Stern
Thruster

TI

PI

2440

Control
Air Dryer 1

65
100

PI

TI

TI

100

PI

PI

TI

TI

15

15

TI

15
TI

TI

Condensers

1

2502

PI

TI

100
TI

Issue: First

TI

TI

20 20

100

100
TI

Minus
Circuit
Prov.
Comp.s
1&2

2633
150

2

Work/Control
Air
Compressors

2049

2054

2050

2045

Aux. Consumer's
L.T. Fresh Water

Aux.
Cons. 1 LT
Cooler

200

2056
No.1 Aux. Cons.
LT CFW Pump PDI
183 m3/h

2047
2035

Chemical
Dosing

Connection for
Analysing Equipment

2802

2526

150

Sea Water

2509

100

TI
M

200

15

TI

80

150

L.T. Fresh Water
PI

TI

1

20 20

2344

TI

PDI

PIAL

Key
2339

Filling/Drain
DB 12

IMACS
2523

2445

PI

100

200

2065

2340

2

Oil Coolers
2444

150
150

TI

2335

150
150

2777
2778

2077

2079

PI
TI
40
D.O. Cooler100

2776

2076

2078

2495

2488

TI

40

2726

TI

100

2464
PI

PI

2616
2775

150

TI

2066

2343

100

Hydr.
Unit
Incinerator
1

TI

Plus Circuit
Provision
Compressors
1&2

65

Stern Thruster
Motor Cooler

FZ 7

Hydr.
Unit
Incinerator
2

2725

50

TI

PI

PI

TI

PI
TI

150
150

2694

2697

80

Starting Air
Comp. 2
TI

Stern Thruster
Hydraulic Unit
TI

2604

2644

DECK 2

TI

2613

PI
TI

2643

DECK 4

2766

40

50

TI

PI

TI

Steering Gear
Hydraulic
Coolers (P)

Steering Gear
Hydraulic
Coolers (S)

TI

LAL
TI

2704
PI

2750

Sample
Cooler 1

2711

2708

TI

PI
TI

2474
PI
TI

PI

2743

TI

2473

PI
TI

No.4

Sample
Cooler 2

Diesel Oil

40
200

All Valves Prefixed By 711A
Unless Stated
FZ 6

FZ 5

Illustration 2.4.1a LT Fresh Water Cooling System for Auxiliary Consumers

P&O Aurora

Technical Operating Manual
No.2 bow thruster hydraulic unit cooling
inlet valve

711A2687

No.2 bow thruster hydraulic unit cooling
outlet valve

711A2690

Open

Starboard fin unit cooler inlet valve

711A2238

711A2270

Open

Starboard fin unit cooler outlet valve

711A2245

711A2275

Open

No.1 starting air compressor cooling
inlet valve

711A2617

No.1 starting air compressor cooling
outlet valve

711A2618

Open

No.1 sample cooler inlet valve

711A2644

Open

No.1 sample cooler outlet valve

711A2643

Open

No.1 auxiliary consumer LT cooling
system aft line valve

711A2777

No.1 auxiliary consumer LT cooling
system aft line return valve

711A2778

No.1 incinerator hydraulic unit cooling
inlet valve

711A2065

No.1 incinerator hydraulic unit cooling
outlet valve

711A2072

Open

No.1 shredder cooling inlet valve

711A2712

Open

No.1 shredder cooling outlet valve

711A2715

Open

No.1 working air compressor cooling
inlet valve

711A2344

No.1 working air compressor cooling
outlet valve

711A2340

Open

No.1 control air dryer cooling inlet valve

711A2076

Open

No.1 control air dryer cooling outlet valve

711A2077

Open

No.1 plus circuit cooling compressor
cooling inlet valve

711A2443

No.1 plus circuit cooling compressor cooling
outlet valve

711A2495

2.4.1 Low Temperature Fresh Water Cooling System for Auxiliary
Consumers

Open

No.1 clean drain cooler inlet valve

711A2540

Open

No.1 clean drain cooler outlet valve

711A2549

Auxiliary Consumers LT CFW Pump

Open

Separator cooler unit (533.1530) inlet valve

711A2267

Make:
Type:
Capacity:

Open

Separator cooler unit (533.1530) outlet valve

711A2278

Open

Separator cooler unit (533.1540) inlet valve

Open

Separator cooler unit (533.1540) outlet valve

Open

No.1 auxiliary consumer LT cooling system
fore line valve

Pompe Garbarino
MU 100/250L
140m3/h at 3bar

Introduction
This system provides fresh cooling water to the engine room auxiliary services.
There are essentially two separate systems, each with its own pump, header
tank and cooler. The coolers are circulated with SW in order to reduce the
temperature of the FW, the SW being supplied by an auxiliary consumer CSW
pump.

Open
Open
Open

Procedure for Operating No.1 Auxiliary Consumers LT CFW System
a) Check that all instrumentation valves are open and that the
instruments are reading correctly.

Open
Open

b) Set up the valves as in the following table. All other valves are
closed unless stated.
Position

Description

Valve

Open

Pump suction valve

711A2624

Open

Pump non-return discharge valve

711A2623

Open
Operational

Pump discharge valve
No.1 auxiliary consumers LT cooler
three-way valve

Open
Open

711A2622
Open
711A2634

Open

No.1 auxiliary consumers LT cooler inlet valve 711A2633

Open

No.1 auxiliary consumers LT cooler inlet valve 711A2625

Closed

Pump and cooler bypass valve

711A2527

Open

System overflow valve to expansion tank

711A2532

Open

Open

Open
Open

No.1 auxiliary consumer LT cooling system
fore line return valve
Electrical motor AC chiller unit No.2
inlet valve

AC chiller unit No.2 bearing cooling
supply valve

711A2657

AC chiller unit No.2 bearing (a) cooling
outlet valve

711A2658

AC chiller unit No.2 bearing (b) cooling
outlet valve

711A2659

Electrical motor AC chiller unit No.3
inlet valve

711A2591

Electrical motor AC chiller unit No.3
outlet valve

711A2590

AC chiller unit No.3 bearing cooling
supply valve

711A2660

AC chiller unit No.3 bearing (a) cooling
outlet valve

711A2661

AC chiller unit No.3 bearing (b) cooling
outlet valve

711A2652

Open

AC service compressor inlet valve

711A2228

Open

AC service compressor outlet valve

711A2229

Open

No.1 bow thruster motor cooling inlet valve

711A2001

Open

No.1 bow thruster motor cooling outlet valve

711A2004

Open

No.2 bow thruster motor cooling inlet valve

711A2579
711A2577

No.1 auxiliary consumers LT cooler
expansion tank drain valve

711A2605

No.1 auxiliary consumers LT cooler
expansion tank filling valve

711A2611

Open

No.2 bow thruster motor cooling outlet valve

Open

No.1 dirty drain cooler inlet valve

711A2531

Open

No.1 bow thruster hydraulic unit cooling
inlet valve

Open

No.1 dirty drain cooler outlet valve

711A2538

Issue: First

711A2599
711A2598

711A2612

Closed

711A2782

Electrical motor AC chiller unit No.2
outlet valve

No.1 auxiliary consumers LT cooler
expansion tank valve

Closed

711A2781

Open

No.1 bow thruster hydraulic unit cooling
outlet valve

711A2688

Open
Open

Open

Open
Open
Open

Open

Open
Open

No.1 minus circuit cooling compressor cooling
inlet valve
711A2445

Open

No.1 minus circuit cooling compressor cooling
outlet valve
711A2509

Open

Port side steering gear cooler No.1 inlet valve

Open

Port side steering gear cooler No.1 outlet valve 711A2759

Open

Port side steering gear cooler No.2 inlet valve

Open

Port side steering gear cooler No.2 outlet valve 711A2767

711A2766
711A2774

711A2691
2.4.1 LT Fresh Water Cooling System for Auxiliary Consumers Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.4.1b LT Fresh Water Cooling System for Auxiliary Consumers
2611

DECK 4

Aux. Con. 1
LT Exp. 1 TK

LI
TI

LAL
TI

DECK 5
2612

TI
TI

LO Sep. Cooler Unit

Fin Unit
Cooler (P)

2605

2654

PI

DECK 2
TI

PI

TI

20

PI

2655

2690

80

2472
LI
TI

TI

PI

TI

2163

Air
Comp. No.2
Header TK

2575
Starting
Air Comp.
No. 2

2263

TI

TI

PI

TI

TI

PI

PI

20

2656

PI
TI

TI

TI

PI

PI

40

20
TI

2779

100
2618

50

80
PI

PI

TI

50
50

2245

PI

2781

65
65

TI

50

M

2623 2622

TI

125 2549

TI

TI

2633
2632

150

2566
125
40

TI

TI

2574

PI

PI

TI

50

PI

50

40

TI

PI

2577

2004

50

20
50

65

PI

Key
Aux. Consumer's
L.T. Fresh Water

AC Chiller
Unit 3
Motor
Cooler

40

L.T. Fresh Water
Sea Water

PI

2
TI

TI

2558
2561

PI

TI

PI

200

TI

E-Motor Bow
Thruster 1

TI

20

1

2557

2590

2587

TI

2583
TI

TI

PI

PI

E-Motor Bow
Thruster 2

50

200

TI

PI

E-Motor Bow
Thruster 3

50
2591

PI

20

PI

2533
40

2228

TI

20

All Valves Prefixed By 711A
Unless Stated

50
2229

15

2552

2662
20

2661

50

2551
PI

2550
FZ 5

Issue: First

TI

2001

PI

20

2531

200

150

2659
2658

2626

Dirty
Drain Coolers
1&2

PI

20

PI

2543
2540

2625

150

2538

PI

200

PI

50

PI

AC Chiller 80
Unit 2
Motor
Cooler

PI

2532

PIAL

Clean Drain Cooler

125

50

20

15

2634

200
200

2579

TI

TI

PDI

Aux.
Cons. 1 LT
Cooler 150

2545

200

50

PI

2527

100

2530

150

2580

TI

200

IMACS

PI

Clean Drain
Cooler PI
PI

25

TI

100

80

2801

125

25

2657

No.1 Aux. Cons.
LT CFW Pump
183 m3/h

PDI

PI

20

2688

65

2598

TI

LO Sep. Cooler Unit

150
100

2624

2599

50

TI

40

100
100

200

100

2782

2275
PI

Analysis
Equip.
Conn.

TI

2687

65

2780

50

TI

2238

40

Chem.
Dosing

50

2270

2617

80

1

20

TI

50

PI

20

50

65

PI

PI

PI

PI

20

2025
2267

PI

TI

2683

2032

TI

2278

40

TI

PI

TI

Bow
Thruster
Hydr. Units
1,2 & 3

2255

Fin Unit
Cooler (S)

50

2

3

20

TI

20

2686

2170
2266

TI

20

AC Chiller
Unit 1
Motor
Cooler

2258

2691

20

PI

20
2567
LI

PI

FZ 4

TI

AC Service
Compr.

TI

PI

FZ 3

FZ 2

FZ 1

Illustration 2.4.1b LT Fresh Water Cooling System for Auxiliary Consumers

P&O Aurora

Technical Operating Manual

c) Check that power is available at the cooler three-way valve and
that the valve is set for automatic control.

Open

Separator cooler unit (533.1520) inlet valve

711A2258

Open

No.2 working air compressor cooling outlet valve 711A2335

Open

Separator cooler unit (533.1520) outlet valve

711A2263

Open

No.2 control air dryer cooling inlet valve

711A2078

d) Ensure that cooling SW is available at the LT FW cooler.

Open

No.2 auxiliary consumer LT cooling system
fore line valve

Open

No.2 control air dryer cooling outlet valve

711A2079

711A2779

Open

No.2 auxiliary consumer LT cooling system
fore line return valve

No.2 plus circuit cooling compressor
cooling inlet valve

711A2464

711A2780

Elect. motor AC chiller unit No.1 inlet valve

711A2025

e) Start No.1 auxiliary consumer LT CFW pump from the ECR.

Open

f) Operate the individual systems as required.
Open
g) Periodically check for leaks throughout the systems. Ensure that
the expansion tank is maintained at the correct level.
Procedure for Operating No.2 Auxiliary Consumers LT CFW System
a) Check that all instrumentation valves are open and all instruments
are reading correctly.
b) Set up the valves as in the following table. All other valves are
closed unless stated.

Open

Elect. motor AC chiller unit No.1 outlet valve

711A2032

Open

AC machine No.1 bearing cooling supply valve 711A2656

Open

AC machine No.1 bearing (a) cooling
outlet valve

711A2654

AC machine No.1 bearing (b) cooling
outlet valve

Open

Open
Open
Open

No.2 plus circuit cooling compressor
cooling outlet valve
No.2 minus circuit cooling compressor
cooling inlet valve
No.2 minus circuit cooling compressor
cooling outlet valve

711A2488
711A2444
711A2502

Open

Stbd side steering gear cooler No.3 inlet valve 711A2750

711A2654

Open

Stbd side steering gear cooler No.3 outlet valve 711A2743

No.3 bow thruster motor cooling inlet valve

711A2580

Open

Stbd side steering gear cooler No.4 inlet valve 711A2758

Open

No.3 bow thruster motor cooling outlet valve

711A2583

Open

Stbd side steering gear cooler No.4 outlet valve 711A2751

Open

Position

Description

Valve

Open

No.3 bow thruster hydraulic unit cooling inlet valve 711A2683

Open

Stern thruster hydraulic unit cooling inlet valve 711A2694

Open

Pump suction valve

711A2050

Open

No.3 bow thruster hydraulic unit cooling outlet valve711A2686

Open

Stern thruster hydraulic unit cooling outlet valve 711A2697

Open

Pump non-return discharge valve

711A2054

Open

Starboard fin unit cooler inlet valve

711A2263

Open

Stern thruster motor cooling inlet valve

711A2435

Open

Pump discharge valve

711A2056

Open

Starboard fin unit cooler outlet valve

711A2270

Open

Stern thruster motor cooling outlet valve

711A2440

Operational

No.2 auxiliary consumers LT cooler 3-way valve

711A2049

Open

No.2 start air compressor cooling inlet valve

711A2616

Open

No.2 auxiliary consumers LT cooler inlet valve 711A2033

Open

No.2 start air compressor cooling outlet valve

711A2614

c) Check that power is available at the cooler three-way valve and
that the valve is set for automatic control.

Open

No.2 auxiliary consumers LT cooler inlet valve 711A2047

Open

No.1 sample cooler inlet valve

711A2474

d) Ensure that cooling sea water is available at the LT FW cooler.

Closed

Pump and cooler bypass valve

711A2523

Open

No.1 sample cooler outlet valve

711A2473

711A2550

Open

D.O. cooler inlet valve

711A2725

Open

D.O. cooler outlet valve

711A2726

f) Operate the individual systems as required.

711A2613

Open

No.2 auxiliary consumer LT cooling system
aft line valve

711A2775

Closed

No.2 auxiliary consumers LT cooler expansion
tank drain valve
711A2604

g) Periodically check for leaks throughout the systems. Ensure that
the expansion tank is maintained at the correct level.

Open

No.2 auxiliary consumer LT cooling system
aft line return valve

711A2776

Closed

No.2 auxiliary consumers LT cooler
expansion tank filling valve

711A2610

Open

No.2 incinerator hydraulic unit cooling inlet valve 711A2066

Open

No.2 dirty drain cooler inlet valve

711A2551

Open

No.2 incinerator hydraulic unit cooling outlet valve 711A2071

Open

No.2 dirty drain cooler outlet valve

711A2556

Open

No.2 shredder cooling inlet valve

711A2704

Open

No.2 clean drain cooler inlet valve

711A2558

Open

No.2 shredder cooling outlet valve

711A2707

Open

No.2 clean drain cooler outlet valve

711A2566

Open

Densifier cooling inlet valve

711A2708

Open

Separator cooler unit (533.1510) inlet valve

711A2256

Open

Densifier cooling outlet valve

711A2711

Open

Separator cooler unit (533.1510) outlet valve

711A2266

Open

No.2 working air compressor cooling inlet valve 711A2339

Open

System overflow valve to expansion tank

Open

No.2 auxiliary consumers LT cooler expansion
tank valve

Issue: First

e) Start No.1 auxiliary consumer LT CFW pump from the IMACs.

2.4.1 LT Fresh Water Cooling System for Auxiliary Consumers Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.4.2a Forward Diesel Generator HT Fresh Water Cooling System

Key
H.T. Cooling Water

15

Steam
15

Condensate
1068
LI

DG 1 & 2
HT Exp. Tank
2.2 m3

TI

Nozzle Cooling
System

PI

1338

Evaporator 1

LAL

PI

1293

TI

Steam
M

1040

Electrical Signal

M

TI

1069

Sea Water

TIAL

250

65

TIAL

TI

M

TI
65

1298

Diesel Generator
Engine 1
LT Out
M

TI

PIAL

PIAL

200

PI

TI

1291 1290

SW
Heater

M

Evap 1 HT
Circ Pump
300 m3/h
PDI

Condensate

1866

LT In

1299

1891

FIAHL

Drains

4 bar
80

Booster
Heater

250

TIAH

1288

1867

TIAL

200
15

1302

200
TI

1867

TIAHL

DG 1 & 2
HT System

TIAHL

100

1244
TI

LT Vent

32

1314

Diesel Generator
Engine 2

M

PIAL

1309

PIAL

PI

TIAH

701A
1070

1867

1320

TIAHL

1321
TI

LT Vent

PI

PI
TIAH

PI

TI

PI

250

250
PDI

150

Drain

Connection
for Analysing

No.1
701A

DG 1 & 2 HT 1072
Coolers 169 m3
Charge Air Cooling
Regulation Valve

No.2 Cooler

Vent

1866

200
PI

250

1326
701A
1071

TI

1312

TI

125

150

200

200
250

TIAHL

100

1336

1318

1226

200
TI

PI

1317

15

PIAL

TI

200

1230

PI

1238
Drain

1867

TIAL

TI

DG
Preheater
31 m3/h

TI

Fwd SW
Cooling System

Vent

1866

32

1892

200

701A
1069

TI

200

TI

LT In

250

200

LT Out
1307

No.1 Cooler

PI

Steam

Cond.

4 bar

1306

200

TI

1237 1235

M

250

In Combustion
TI
Air Duct

Charge Air Cooling
Regulation Valve

PI

Compt. 12

200

To/From
Diesel Engines
3&4

PI

1263

TI In Combustion
Air Duct

250

TI

1214

1328

PI

1217
250

DG 1 & 2 HT CFW
Pumps 340 m3/h
250

250

1868

No.2 1219
Chemical
Dosing

250

250

1221 1220

IMACS

250
TI

Note* All valve numbers are
prefixed by 712A unless stated otherwise.

PDI

M

TI

1319

PDI

250

200

TI

15

DG 1 & 2 / 3 & 4
Heat Exchanger

65
200

IMACS

1287

TI

PI

1305

1243

1866

TIAH
PIAL

200

PI

250

1231

32

TI

200

1301

PI

125

250

250

1224 1223

1222

80

Issue: First

Illustration 2.4.2a Forward Diesel Generator HT Fresh Water Cooling System

P&O Aurora
2.4.2 Diesel Generator High Temperature Fresh Water Cooling System

Technical Operating Manual
Position

Description

HT CFW Pump
Make:
Model:
Capacity:
Motor:

Pompe Garbarino
MU 150/250L
340m3/h at 2.7bar
32.4kW 1750rpm

Introduction
The high temperature cooling system is used for cooling the diesel generator
cylinder jackets and fuel injector nozzles. Each engine has its own internal
cooling circuit, with water supplied by means of external pumps. There are two
separate HT cooling systems, one for the forward pair of engines and the other
for the after pair of engines.
Each system comprises two CFW circulating pumps, two HT coolers, a nozzle
cooling water cooler, an expansion tank and a multi-stage flash evaporator. The
system for the forward pair of engines is provided with a preheater which is
supplied with steam heating. This preheater enables the HT jacket water
system to be maintained at the correct temperature, when only one engine is
operating under light load. The preheater is also used for warming through the
system when starting from cold. The aft HT cooling system can be warmed
through via a heat exchanger, through which hot water is circulated from the
forward system. The two systems are completely separate and there is no
provision for cross connection.
Procedure for Setting Up and Operating the Diesel Generator Engine
HT FW Cooling System
a) Check that the valves to all the instruments are open and the
instruments are operating correctly.
b) Check that power is available at the temperature control bypass
valves and that the valves are set to operate automatically.
c) Check that the cooling FW is correctly treated to prevent
corrosion, by taking a sample and analysing, if necessary.
d) Set up the system valves as in the following table. Valves are to
be set for all engines, unless an engine has been shut down for
maintenance. In this case, the PMS must be configured so that the
engine cannot be started.
Unless specified all other valves must be closed.

Issue: First

Forward
System
Valve

Aft
System
Valve

Open

No.1 and 2 DG nozzle cooler HT
supply valve No.1

712A1302

No.1 and 2 DG nozzle cooler HT supply
valve No.2

712A1306

Open

No1 and 2 DG nozzle cooler HT inlet valve

712A1298

Open

No.1 and 2 DG nozzle cooler HT outlet valve

712A1293

Closed

Heat exchanger bypass valve

712A1252

Open

No.3 DG engine cooling supply valve

712A1113
712A1283

Open

Open

No.1 CFW pump suction valve 712A1219

712A1266

Open

No.1 CFW pump discharge
non-return valve

712A1220

712A1268

Open

No.1 CFW pump suction valve 712A1221

712A1269

Open

No.2 CFW pump suction valve 712A1222

712A1270

Open

No.2 CFW pump discharge
non-return valve

712A1223

712A1272

Open

No.3 DG engine direct cooling supply valve

Open

No.2 CFW pump suction valve 712A1224

712A1273

Operational

No.3 DG engine three-way temp. control valve 712A1841

Closed

Engine HT bypass valve

712A1217

712A1275

Open

No.3 DG engine cooling inlet valve

712A1116

Operational

HT cooler three-way
temperature control valve

Open

No.3 DG engine cooling outlet valve

712A1118

712A1319

712A1156

Open

No.4 DG engine cooling supply valve

712A1145

Open

No.1 HT cooler inlet valve

712A1218

712A1160

Open

No.4 DG engine direct cooling supply valve

712A1279

Open

No.1 HT cooler outlet valve

712A1217

712A1170

Operational

No.4 DG engine three-way temp. control valve 712A1861

Open

No.2 HT cooler inlet valve

712A1326

712A1161

Open

No.4 DG engine cooling inlet valve

712A1143

Open

No.2 HT cooler outlet valve

712A1320

712A1110

Open

HT expansion tank
connection valve

Open

No.4 DG engine cooling outlet valve

712A1148

712A1040

712A1138

Open

Closed

HT expansion tank drain valve 712A1069

712A1111

No.3 and 4 DG nozzle cooler HT
supply valve No.1

712A1188

Closed

HT expansion tank filling valve
from LT system
712A1068

712A1108

No.1 and 2 DG nozzle cooler HT
supply valve No.2

712A1192

Open

Preheater FW inlet valve

712A1243

Open

No.3 and 4 DG nozzle cooler HT inlet valve

712A1210

Open

No.3 and 4 DG nozzle cooler HT outlet valve

712A1129

Open

Preheater FW outlet valve

712A1238

Closed

Preheater bypass valve

712A1237

All engines are now ready for starting.

Open

No.1 DG engine HT cooling supply valve

712A1301

Open

No.1 DG engine direct cooling supply valve

712A1231

Operational

No.1 DG engine three-way temp. control valve 712A1891

Open

No.1 DG engine cooling inlet valve

712A1301

(Note! The charge air intercoolers are supplied with fresh cooling water from
the HT and LT diesel generator systems. Both of these systems must be in
operation when an engine is started. Pneumatically actuated valves at the
intercoolers provide for connection between the HT and LT diesel generator
cooling systems.)

Open

No.1 DG engine cooling outlet valve

712A1305

Open

No.2 DG engine cooling supply valve

712A1307

Open

No.2 DG engine direct cooling supply valve

712A1230

Operational

No.2 DG engine three-way temp. control valve 712A1892

Open

No.2 DG engine cooling inlet valve

712A1309

Open

No.2 DG engine cooling outlet valve

712A1312

Open

e) With the valves set, select one pump as operational and the other
as standby from the IMACS mimic. Start the operational pump.
f) Check for the correct operation of the system and ensure that the
correct temperature is maintained.

2.4.2 Diesel Generator HT Fresh Water Cooling System Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.4.2b Aft Diesel Generator HT Fresh Water Cooling System
15

DG 3 & 4 Nozzle Cooler

TI

15

PI

Deck 3

65

1210

65

80

1129

Nozzle Cooling System
PI

1108

TI

1339

Evaporator 2

15

LI

15

Deck 2

Steam

1111

Drains
1847

TIAL
M

4 bar

TI

LT In

M

200

200

PIAL

1116

1188

PIAL

PI

80

TI
250

Booster
Heater

FIAHL

Key

1846

TIAL

TI

TI

TIAH

H.T. Cooling Water
SW
Heater

M

Cond.

Electrical Signal

15
200
TI

TI

TIAHL

Steam

1846

Condensate

TIAHL

250

1113 1283

PI

TI

LT Vent

PI

PI

TI

PIAL

Sea Water

250

1847

TIAH

Note* All valve numbers are
prefixed by 712A unless stated otherwise.

PI

Charge Air Cooling
Regulation Valve

1118

No.1 Cooler 701A
1167

TI
TI

PI

SW Cooling
System

200

1105
Vent

65

Diesel Generator
Engine 4

200

1192
LT Out
1145

M

LT In
PIAL

1143

200

4 bar
PIAL

PI

TI

TI

701A
1168

250

Drains

TI

TI

250

701A
1169

PI

1161

TIAH

Vent
701A
1170

TI

1248

Drain

200

1846

TIAL

TI

1158

PI

1247
TI

PI

1244

80

No.2 Cooler

1251 100

From
DGs 1 & 2
Preheater

100

80

1846
TI

200

PI

15

1861

TI

TIAHL

250

TIAHL

1260

250
PI

TI

LT Vent

TI

1847
No.1

1275

1266

PDI

TI

In Combustion
Air Duct

1264
1269
PDI

M

1156

250

1263

250

TI

1273

To
DGs 1 & 2
Preheater

100

1255

Deck 2
IMACS

TI

TI

No.2

1268

Charge Air Cooling
Regulation Valve

PI

PI

DG 3 & 4 HT
CFW Pumps
340 m3

200

250

250

250

200
250

Vent

DGs 1, 2, 3 & 4
HT Heat
Exchanger
31 m3

1254

PI

1148

1259

Vent

1252

150

PDI

TIAH

250

PIAL

PI

PI

80

TI

1273 1272

250

1270

1869
250

Conn. for
Analysis Point
Chemical
Dosing Unit 5

Evap. 2 HT Circ.
Pump 300 m3

PDI

80
250

250

From Diesel
Engines 1 & 2

1160
150

1109

To Cooling Water
Drain DB 12.5

1159
Drain

PI

1277

1110

1847

DG 3 & 4 HT
Coolers 169 m3

200

1170

32

NC

1279

DG 3 & 4
HT Exp. Tank
2.2 m3

1138

M

Diesel Generator
Engine 3

LT Out
1841

LAL

M

TI

NC

LT
CFW
System

250

TIAL

1331 1332

200

250

1330

200

200
80

Issue: First

Illustration 2.4.2b Aft Diesel Generator HT Fresh Water Cooling System

P&O Aurora
Procedure for Warming Through an Engine Prior to Starting
If an engine in the system is currently operating, the other engine is maintained
in a heated condition by cooling water circulating in the HT system, provided
that the engine valves are open and the three-way temperature control valve is
operational.

Technical Operating Manual
d) Open the heat exchanger inlet valve (712A1251), from the aft HT
system.
e) Open the heat exchanger outlet valve (712A1255), from the aft
HT system.

If neither engine in a system is operating, the heating must be supplied by an
external means.

f) Start one of the aft HT system FW circulating pumps and put the
other on standby. Water passing through the heat exchanger will
be heated by the water from the forward HT system.

Forward HT Cooling FW System

g) When the engine is up to the correct temperature, start the engine.

a) Set the valves as in the procedure described above. Start the
circulating pump. The coolers are bypassed as the temperature is
too low for cooling.

h) When the aft HT system is stable, shut the heat exchanger valves.

b) Check that the preheater FW inlet valve (712A1243) and outlet
valve (712A1238) are open.
c) Open the preheater condensate discharge valve (732A1189).
d) Open the steam supply valve to the preheater (731A1252) and
from the ECR open the motorised preheater steam inlet valve
(731A1250).
e) FW will be drawn through the heater and the temperature
gradually increased. Note that the rate of temperature increase in
the HT system must be within the limits set by MAN B&W in
order to reduce the risk of differential expansion problems in the
engine system.
f) When the engine has been started and is on load, the steam supply
can be shut off and the coolers allowed to control the FW
temperature in the HT system.
Aft HT Cooling FW System
This system has no steam preheater, but has a heat exchanger utilising heat
from the forward HT system. In this case the forward system is warm.
a) Set the valves as in the main operating procedure and start a
circulating pump.
b) Open the heat exchanger inlet valve (712A1244), from the
forward HT system.
c) Open the heat exchanger outlet valve (712A1263), from the
forward HT system.

Issue: First

2.4.2 Diesel Generator HT Fresh Water Cooling System Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.4.3a Diesel Generator LT Fresh Water Cooling System
15

15
PI
TI

TI

1769

TI
Synchro Conv.
2 PEM 1 Thyristor
Cooling (15 m3/h)

TI

1679

1685

PI
TI
PI
TI

TI

1478

PI
TI

Propulsion Transf.
TRS. 1 PEM 1
(7 m3/h)

TI

1540
1618

TI

Coolers
PI
TI

Fresh Water
1659
1732

TI

1619

Shaft
Bearing
P
(0.5 m3/h)

Shaft
Bearing
P
(0.5 m3/h)
TI

TI

TI

TIAH

TIAH

TIAH

TIAH

TIAH

Propulsion Transf.
TRS. 2 PEM 1
(7 m3/h)

1656
1622

1590

1589

1591

TI
PI

TI
PI
25

25

1425

1424

1422

1423

1421

1420

1419

80

32

TI

TI
PI

80

TI
PI

1585

32
32

150
150
150

32

200

1433

1432

1431

1430

1429

1428

TI

100

1586

150

80

1730

80

100

1582

TI

TI

125
125

1588

200

1262
125

25

80

Starboard
Propulsion
Electric
Motor

Shaft
Bearing
S
(0.5 m3/h)

TIAH

Shaft
Bearing
S
(0.5 m3/h)

Shaft
Bearing
S
(0.5 m3/h)

Thrust
Bearing
S
(1.5 m3/h)

TI
PI
TI

1577

TI

25

1579

PI
TI

1578

TI

TI

TI
PI

TI
PI

40

32

TI

Propulsion Transf.
TRS. 7 PEM 2
(7 m3/h)
32

80

TI
PI

Coolers

Note* All valve
numbers are
prefixed by
711A unless stated
otherwise.

32

TI

Propulsion Transf.
TRS. 8 PEM 2
(7 m3/h)
32

TI
PI

1691
65

1771

TI

TI
PI

65
40

1724
TI
TI

TI

80

TI

TI
PI

Propulsion Transf.
TRS. 5 PEM 2
(7 m3/h)
32

Coolers
1646

40

TI

TI
PI

65

1697

1770

1696

1719 25

80
1550

TI
PI

TI
15

TI
PI

65

1717

25
125

250

300

TI

I

1327

1652

Synchro Conv.
3 PEM 2 Thyristor
Cooling (15 m3/h)

PDI

TI
PI
TI

Propulsion Transf.
TRS. 6 PEM 2
(7 m3/h)
32

65

TI

TI

40

32

40

1645

Synchro Conv.
4 PEM 2 Thyristor
Cooling (15 m3/h)

H

TI

25

1638

32

1632

40
TI
PI

TI

1575

Deck 3

TI

40

1639

TI

0.6m3/h

25

TI
PI

1625

1723

80

TI

100
100
1631

200

Main
Altern.
DG 4

1580

Deck 3

25
1718

1716

TIAH

G

PI

TI

65

F

300

25

1584

E

200
200
250

150
150
150
200

100

1583

D

200

1194

TI

TIAH

200

PI

TI

TIAH
TIAH

0.6m3/h

25

100
TIAH

C

1729

1751

25

TI
PI

100

1576

TI

TI

TI
PI

1587

65

1581

100

1727

25

25

1427

80

25

25

TI

Main
Alternator
DG 3

150

25

1434

TI

25

TI

1426

TI

125
1725

TI

80

TI
PI

1543

80

25

100

Port
Propulsion
Electric
Motor

TIAH

25

TI

TI

TI
PI

25

PI

1663

1592

TI

TI

Deck 2

TI

Deck 3

80

Thrust
Bearing
P
(1.5 m3/h)

Shaft
Bearing
P
(0.5 m3/h)

PI
TI

TI

Deck 3

Deck 3

PI
TI
TI

Propulsion Transf.
TRS. 4 PEM 2
(7 m3/h)

15

Electrical Signal

TI

PI
TI
TI

B

L.T. Cooling Water

1690

TI

PI
TI
TI

Propulsion Transf.
TRS. 3 PEM 1
(7 m3/h)

A

Key

1753

PI
TI

TI

Synchro Conv.
1 PEM 1 Thyristor
Cooling (15 m3/h)

1684

PI

TI

PI
TI

150

40

300

TI
PI

J

TI
TI

1702

TI
PI

1755

15

65

Comp. 17

Issue: First

Comp. 16

15

Comp. 14

Comp. 13

Comp. 12

Illustration 2.4.3a Diesel Generator Low Temperature Fresh Water Cooling System

P&O Aurora
2.4.3 Diesel Generator Low Temperature Fresh Water Cooling System

Technical Operating Manual
Position

Description

a) Check that the valves to all instruments are open and that the
instruments are operating correctly.

Closed

b) Check that power is available at the temperature control bypass
valves and that the valves are set to operate automatically.
c) Check that the cooling FW is correctly treated to prevent
corrosion, by taking a sample and analysing if necessary.

Procedure for Setting up and Operating the Diesel Generator Engine LT
CFW System

Forward
System
Valve

Aft
System
Valve

Chemical dosing plant supply
valve

711A1819

711A1820

Open

Exp. tank connection valve

711A1147

711A1148

Closed

Expansion tank drain valve

711A1143

711A1142

Closed

Expansion tank filling valve

711A1141

711A1140

Open

LT CFW No.1 D/G engine
supply valve

LT CFW Pump
Make:
Model:
Capacity:
Motor:

Pompe Garbarino
MU 200/250L
685m3/h at 2.8bar
75kW 1800rpm

CFW Transfer Pump
Make:
Model:
Capacity:
Motor:

Pompe Garbarino
MU 32/250 MA
6.5m3/h at 2.5bar
4kW 1800rpm

Introduction
The diesel generator engine LT fresh water cooling system provides cooling
for the engine systems that are not subjected to the high temperatures found in
the engine jacket system.
The charge air is cooled in two stages, the second stage is the LT cooling
system. The LT system also provides cooling for the engine lubricating oil,
main alternators and bearings, propulsion motors and bearings, thrust bearings,
propeller shaft bearings and the propulsion motor transformers. Cooling water
is also supplied to the surplus steam condensers.
There are two separate LT CFW systems, each with two pumps and two
coolers. A chemical dosing unit is also provided to allow for the introduction
of corrosion inhibiting chemicals; a connection is available for drawing water
samples for analysis. An expansion tank allows for thermal expansion of the
water in the system and maintains a pressure head.
Water level in the header tanks is maintained by pumping water to the tanks
from the cooling water drain double bottom. This is achieved using the CFW
transfer pump, which has a local stop and start.

d) Set up the system valves as in the following table; valves are to be
set for all engines, unless an engine has been shut down for
maintenance. In this case the PMS must be configured so that the
engine cannot be started.
Unless specified all other valves must be closed.
Position

Open
Open
Open
Open
Open
Open
Open

(Note! It is important not to shut down the DG LT system if the boilers could
dump steam to the dump condensers, which are cooled by the LT system.)

Issue: First

Operational

Description

No.1 LT CFW pump suction
valve

Forward
System
Valve

Aft
System
Valve

711A1121

711A1315

No.1 LT CFW pump discharge
N/R valve
711A1125

711A1319

No.1 LT CFW pump discharge
valve
711A1129

711A1323

No.2 LT CFW pump suction
valve

711A1122

711A1316

No.2 LT CFW pump discharge
N/R valve
711A1126

711A1320

No.2 LT CFW pump discharge
valve
711A1130

711A1324

Branch regulating valve
engine bypass

711A1327

711A1133

711A1561

Operational

No.1 D/G temperature control three-way valve 711A1827

Open

LT CFW No.1 D/G engine inlet valve

711A1033

Open

LT CFW No.1 D/G engine outlet valve

711A1035

Closed

LT CFW No.1 D/G engine overflow valve A

711A1469

Closed

LT CFW No.1 D/G engine overflow valve B

711A1468

Open

No.1 D/G governor oil cooler inlet valve

711A1456

Open

No.1 D/G governor oil cooler outlet valve

711A1457

Open

No.1 D/G alternator cooling supply valve

711A1044

Open

No.1 D/G alternator oil cooler inlet valve

711A1739

Open

No.1 D/G alternator oil cooler outlet valve

711A1733

Open

No.1 D/G alternator bearing (a) inlet valve

711A1740

Open

No.1 D/G alternator bearing (a) outlet valve

711A1734

Open

No.1 D/G alternator bearing (b) inlet valve

711A1741

Open

No.1 D/G alternator bearing (b) outlet valve

711A1735

Open

No.1 D/G alternator cooling discharge valve

711A1056

Open

No.1 D/G engine L.O. cooler inlet valve

711A1036

Open

No.1 D/G engine L.O. cooler outlet valve

711A1005

Closed

No.1 D/G L.O. cooler outlet cross-connection valve 711A1756

CFW system temperature
control three-way valve

711A1119

711A1312

Open

LT CFW No.2 D/G engine supply valve

Open

Cooler bypass valve

711A1568

711A1569

Operational

No.2 D/G temperature control three-way valve 711A1828

Open

No.1 LT cooler inlet valve

711A1103

711A1296

Open

LT CFW No.2 D/G engine inlet valve

711A1060

Open

No.1 LT cooler outlet valve

711A1117

711A1310

Open

LT CFW No.2 D/G engine outlet valve

711A1062

Open

No.2 LT cooler inlet valve

711A1104

711A1297

Closed

LT CFW No.2 D/G engine overflow valve A

711A1465

Open

No.2 LT cooler outlet valve

711A1118

711A1311

Closed

LT CFW No.2 D/G engine overflow valve B

711A1464

711A1562

2.4.3 Diesel Generator Low Temperature Fresh Water Cooling System Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.4.3b Diesel Generator LT Fresh Water Cooling System
32

15
1140

DG 3&4 LT
Expansion
Tank
1.5m3

LAL

Nozzle Cooling
1763

200

PIAL

C

PIAL

1180

15

200

1182

TI

TI

15

Diesel
Generator 3

TIAHL

PI

PI

TI

TIAH

TIAL

TI

Governor
Oil Cooler
1461

15

D

1184

TI TIPI

DG 3 LO Cooler

200

PI
TI

TI

1190

1774

32

32

PIAL

TI

TI

15

1559

PI

PI

TI

TIAHL

To CFW LT Aux. Con. 2&3
To CFW HT DG 3&4

1761

To CFW HT DG 1&2

TI

0.6m3/h
TIAH

TI

Governor
Oil Cooler
1457
1739

15

1456
15
200

1036

1037

PI
TI

TI

1252

G

300

OIL

PI
TI

TI

200

1760

1463

80

PI
TI

1756

PIAL

1250
1830

PI

TI

TI

TIAL

150

TI

Diesel
Generator 4
PI

PI

TI

TI

TIAHL

1562

TIAH

1044

PI

Charge
Air Cooler
Stage 2

15

M

1248

TI

15

15

I

300

No.1

No.1

300

1308

1315

DG 3&4 LT CFW
Pumps 1& 2
(665 m3/h)

J

1324

1320

PDI

300

No.2

1316
1820

TI
PI

1311

PDI

PI

TI

DG 3&4 LT FW
1296
Coolers 1& 2 250
1298
PI
TI
1312

No.2
1309

TIAL

TI

TIAH

25

PI

Comp. 12

Nozzle Cooling

Charge
Air
Cooler
Stage 2

1060 TI

PI

TI

M

300

1297

Main
Alternator
DG 2

TIAH

1749

Governor
Oil Cooler

TI

1745

TI

80

25

15 15

PI

80

1299
TI

PI

TI

250
DG 1&2 LT FW
Coolers 1& 2

1121
PDI

1126

No.2

1117

1122
1516

300

1116
1118

PDI

80
200

Aux. Consumers 2 CFW LT
200
200

Chemical Dosing
Plant 1

No.1

PI

PI

1104

PI

200
TI

1169
TI

200

1103
1105

1568
1106
TI

No.2

1671

PI

PI

TI

200
250

250

1672
TI

Comp. 11

TI

1670
150

Nozzle Cooling
10

1083

250

1115
300

TI

300

300
1819

80

300

1119

No.1

1125

TI

1750

TI
TI

DG 1&2 LT CFW
Pumps 1& 2
(665 m3/h)
1130

250

TI

1744

80

25

0.6m3/h

TIAHH

150

IMACS
1129

25

80

1743

TI
TIAHL

M

DGs 3&4 CFW HT
Chemical
Dosing
Plant 2

1742

1459

PIAL

PI

Aux. Consumers 1 CFW LT
DGs 1&2 CFW HT
15

Issue: First

TI
PI

200

1310

300

M

300

1571

TI

TI

PI

1133

1462

PI

TI

PI

TI

150

Governor
Oil Cooler
15

15

1319

PIAL

TI

150

1465

TI

1323

PIAL

15

TIAH

150

IMACS

1071

150
PDI

TI

125
PI

125

1070

PI
TI

TI

Diesel
Generator 4

TI

150

H

PI
TI

300

OIL

1062
TI

TIAHH

TI

125

1043

1828

PIAL

200

TI

150

1464
200

200

PIAL

1474

1064

DG 2 LO Cooler

15
150

1757

15

1258

TI

1741

OIL

200
125

15

TI

1063

200

200
1251 TI

80
25

200
PI
TI

TI

DG 1 LO Cooler

200

DG 4 LO Cooler

80

1740

125
15

125

Cool Water
Drain DB 12
(9.47 m3)

TI

Main
Alternator
DG 1

25

32

200

1735
80

TIAH

TIAHH

150
150
TI
1469

32

1762

1734

200
200

F

80

TIAL

TI

TI

1558

1733

1035

200

50

CFW Transfer
Pump 6.5m3/h

32

32 1758

32

200

E

S

Local
Start/
Stop

OIL

1759

PIAL

1033

15

Diesel Generator 1
Charge Air Cooler
Stage 2
TI

TI

150
15

To CFW LT Aux. Con.
1&3

200

200

1552

TI

1458

150
150

M

200

1555

TIAH

TI

1183

Deck 4

PIAL

PI

TI

1827

1561

TIAHH

TI

80
1553

Non
Potable
Water
System 4

Charge
Air Cooler
Stage 2

150
150
1470

TI

1460

TI

80

1056

300

M

200

PI

25

To Oily Bilge

TI

150 1471
150

PIAL

PI

TI

1147

200

15

1829

Electrical Signal

To/From
HT CFW
System for
Diesel
Generators

LAL

1143

80
15

32

LI

1142

1148

Sea Water

15

1144

DG 1&2 LT
Expansion
Tank
1.5m3

200

LI

15

15

L.T. Cooling Water

200

To/From
HT CFW
System for
Diesel
Generators

15

200

B

Key

Note* All valve numbers are
prefixed by 711A
unless stated otherwise.

200

A

To LT CFW System
for Aux. Consumers

32

15

1

200

PI

1676

200
1168

PI

200

2

1677
150

1675

200

TI

PI

Surplus
Condensers
1&2
(200 m3/h)

Illustration 2.4.3b Diesel Generator Low Temperature Fresh Water Cooling System

P&O Aurora

Technical Operating Manual

Position

Description

Valve

Position

Description

Valve

Position

Description

Open

No.2 D/G governor oil cooler inlet valve

711A1458

Open

LT CFW No.4 D/G engine supply valve

711A1575

Open

No.1 PEM forward bearing cooling outlet valve 711A1592

Open

No.2 D/G governor oil cooler outlet valve

711A1457

Operational

No.4 D/G temperature control three-way valve 711A1830

Open

No.1 PEM aft bearing cooling inlet valve

711A1585

Open

No.2 D/G alternator cooling supply valve

711A

Open

LT CFW No.4 D/G engine inlet valve

711A1248

Open

No.1 PEM aft bearing cooling outlet valve

711A1589

Open

No.2 D/G alternator oil cooler inlet valve

711A1742

Open

LT CFW No.4 D/G engine outlet valve

711A1250

Open

Port thrust bearing cooling inlet valve

711A1419

Open

No.2 D/G alternator oil cooler outlet valve

711A1749

Closed

LT CFW No.4 D/G engine overflow valve A

711A1473

Open

Port thrust bearing cooling outlet valve

711A1420

Open

No.2 D/G alternator bearing (a) inlet valve

711A1743

Closed

LT CFW No.4 D/G engine overflow valve B

711A1474

Open

Port No.1 shaft bearing cooling inlet valve

711A1421

Open

No.2 D/G alternator bearing (a) outlet valve

711A1745

Open

No.4 D/G governor oil cooler inlet valve

711A1462

Open

Port No.1 shaft bearing cooling outlet valve

711A1422

Open

No.2 D/G alternator bearing (b) inlet valve

711A1744

Open

No.4 D/G governor oil cooler outlet valve

711A1461

Open

Port No.2 shaft bearing cooling inlet valve

711A1423

Open

No.2 D/G alternator bearing (b) outlet valve

711A1750

Open

No.4 D/G alternator cooling supply valve

711A1262

Open

Port No.2 shaft bearing cooling outlet valve

711A1424

Open

No.2 D/G alternator cooling discharge valve

711A1083

Open

No.4 D/G alternator oil cooler inlet valve

711A1723

Open

Port No.3 shaft bearing cooling inlet valve

711A1425

Open

No.2 D/G engine LO cooler inlet valve

711A1063

Open

No.4 D/G alternator oil cooler outlet valve

711A1724

Open

Port No.3 shaft bearing cooling outlet valve

711A1426

Open

No.2 D/G engine LO cooler outlet valve

711A1070

Open

No.4 D/G alternator bearing (a) inlet valve

711A1718

Open

No.1 PEM transformer No.1 cooling inlet valve 711A1618

Closed

No.2 D/G LO cooler outlet cross-connection valve 711A1757

Open

No.4 D/G alternator bearing (a) outlet valve

711A1719

Open

No.1 PEM transf. No.1 cooling outlet valve

Open

LT CFW No.3 D/G engine supply valve

711A1576

Open

No.4 D/G alternator bearing (b) inlet valve

711A1716

Open

No.1 PEM transformer No.2 cooling inlet valve 711A1622

Operational

No.3 D/G temperature control three-way valve 711A1829

Open

No.4 D/G alternator bearing (b) outlet valve

711A1717

Open

No.1 PEM transf. No.2 cooling outlet valve

Open

LT CFW No.3 D/G engine inlet valve

711A1080

Open

No.4 D/G alternator cooling discharge valve

711A1550

Open

No.1 PEM transformer No.3 cooling inlet valve 711A1478

Open

LT CFW No.3 D/G engine outlet valve

711A1082

Open

No.4 D/G engine LO cooler inlet valve

711A125x

Open

No.1 PEM transf. No.3 cooling outlet valve

Closed

LT CFW No.3 D/G engine overflow valve A

711A1470

Open

No.4 D/G engine LO cooler outlet valve

711A1258

Open

No.1 PEM transformer No.4 cooling inlet valve 711A1619

Closed

LT CFW No.3 D/G engine overflow valve B

711A1471

Closed

No.4 D/G LO cooler outlet cross-connection valve 711A1760

Open

No.1 PEM transf. No.4 cooling outlet valve

711A1656

Open

No.3 D/G governor oil cooler inlet valve

711A1460

Surplus Steam Condenser

Open

No.1 PEM converter No.1 cooling inlet valve

711A1685

Open

No.3 D/G governor oil cooler outlet valve

711A1461

Open

No.1 surplus steam condenser CFW inlet valve 711A1671

Open

No.1 PEM converter No.1 cooling outlet valve 711A1690

Open

No.3 D/G alternator cooling supply valve

711A1194

Open

No.1 surplus steam condenser CFW outlet valve 711A1672

Open

No.1 PEM converter No.2 cooling inlet valve

Open

No.3 D/G alternator oil cooler inlet valve

711A1729

Open

No.1 surplus steam cond. CFW bypass valve

711A1670

Open

No.1 PEM converter No.2 cooling outlet valve 711A1684

Open

No.3 D/G alternator oil cooler outlet valve

711A1727

Open

No.2 surplus steam cond. CFW inlet valve

711A1676

Closed

No.1 PEM vent valve 1

711A1772

Open

No.3 D/G alternator bearing (a) inlet valve

711A1751

Open

No.2 surplus steam cond. CFW outlet valve

711A1677

Closed

No.1 PEM vent valve 2

711A1769

Open

No.3 D/G alternator bearing (a) outlet valve

711A1725

Open

No.2 surplus steam cond. CFW bypass valve

711A1675

Closed

No.1 PEM system vent valve

711A1753

Open

No.3 D/G alternator bearing (b) inlet valve

711A1730

Open

No.3 D/G alternator bearing (b) outlet valve

711A1732

Open

No.3 D/G alternator cooling discharge valve

711A1543

Open

No.3 D/G engine LO cooler inlet valve

711A1183

Open

No.3 D/G engine LO cooler outlet valve

711A1190

Closed

No.3 D/G LO cooler outlet cross-connection valve 711A1759

Issue: First

Valve

711A1659

711A1663

711A1540

711A1679

No.2 Propulsion Electric Motor and Shaft System

No.1 Propulsion Electric Motor and Shaft System
Open

No.1 PEM forward cooling inlet valve

711A1587

Open

No.2 PEM forward cooling inlet valve

711A1583

Open

No.1 PEM for cooling outlet valve

711A1591

Open

No.2 PEM forward cooling outlet valve

711A1579

Open

No.1 PEM aft cooling inlet valve

711A1586

Open

No.2 PEM aft cooling inlet valve

711A1582

Open

No.1 PEM aft cooling outlet valve

711A1590

Open

No.2 PEM aft cooling outlet valve

711A1578

Open

No.1 PEM forward bearing cooling inlet valve 711A1588

Open

No.2 PEM forward bearing cooling inlet valve 711A1767

2.4.3 Diesel Generator Low Temperature Fresh Water Cooling System Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.4.3b Diesel Generator LT Fresh Water Cooling System
32

15
1140

DG 3&4 LT
Expansion
Tank
1.5m3

LAL

Nozzle Cooling
1763

200

PIAL

C

PIAL

1180

15

200

1182

TI

TI

15

Diesel
Generator 3

TIAHL

PI

PI

TI

TIAH

TIAL

TI

Governor
Oil Cooler
1461

15

D

1184

TI TIPI

DG 3 LO Cooler

200

PI
TI

TI

1190

1774

32

32

PIAL

TI

TI

15

1559

PI

PI

TI

TIAHL

To CFW LT Aux. Con. 2&3
To CFW HT DG 3&4

1761

To CFW HT DG 1&2

TI

0.6m3/h
TIAH

TI

Governor
Oil Cooler
1457
1739

15

1456
15
200

1036

1037

PI
TI

TI

1252

G

300

OIL

PI
TI

TI

200

1760

1463

80

PI
TI

1756

PIAL

1250
1830

PI

TI

TI

TIAL

150

TI

Diesel
Generator 4
PI

PI

TI

TI

TIAHL

1562

TIAH

1044

PI

Charge
Air Cooler
Stage 2

15

M

1248

TI

15

15

I

300

No.1

No.1

300

1308

1315

DG 3&4 LT CFW
Pumps 1& 2
(665 m3/h)

J

1324

1320

PDI

300

No.2

1316
1820

TI
PI

1311

PDI

PI

TI

DG 3&4 LT FW
1296
Coolers 1& 2 250
1298
PI
TI
1312

No.2
1309

TIAL

TI

TIAH

25

PI

Comp. 12

Nozzle Cooling

Charge
Air
Cooler
Stage 2

1060 TI

PI

TI

M

300

1297

Main
Alternator
DG 2

TIAH

1749

Governor
Oil Cooler

TI

1745

TI

80

25

15 15

PI

80

1299
TI

PI

TI

250
DG 1&2 LT FW
Coolers 1& 2

1121
PDI

1126

No.2

1117

1122
1516

300

1116
1118

PDI

80
200

Aux. Consumers 2 CFW LT
200
200

Chemical Dosing
Plant 1

No.1

PI

PI

1104

PI

200
TI

1169
TI

200

1103
1105

1568
1106
TI

No.2

1671

PI

PI

TI

200
250

250

1672
TI

Comp. 11

TI

1670
150

Nozzle Cooling
10

1083

250

1115
300

TI

300

300
1819

80

300

1119

No.1

1125

TI

1750

TI
TI

DG 1&2 LT CFW
Pumps 1& 2
(665 m3/h)
1130

250

TI

1744

80

25

0.6m3/h

TIAHH

150

IMACS
1129

25

80

1743

TI
TIAHL

M

DGs 3&4 CFW HT
Chemical
Dosing
Plant 2

1742

1459

PIAL

PI

Aux. Consumers 1 CFW LT
DGs 1&2 CFW HT
15

Issue: First

TI
PI

200

1310

300

M

300

1571

TI

TI

PI

1133

1462

PI

TI

PI

TI

150

Governor
Oil Cooler
15

15

1319

PIAL

TI

150

1465

TI

1323

PIAL

15

TIAH

150

IMACS

1071

150
PDI

TI

125
PI

125

1070

PI
TI

TI

Diesel
Generator 4

TI

150

H

PI
TI

300

OIL

1062
TI

TIAHH

TI

125

1043

1828

PIAL

200

TI

150

1464
200

200

PIAL

1474

1064

DG 2 LO Cooler

15
150

1757

15

1258

TI

1741

OIL

200
125

15

TI

1063

200

200
1251 TI

80
25

200
PI
TI

TI

DG 1 LO Cooler

200

DG 4 LO Cooler

80

1740

125
15

125

Cool Water
Drain DB 12
(9.47 m3)

TI

Main
Alternator
DG 1

25

32

200

1735
80

TIAH

TIAHH

150
150
TI
1469

32

1762

1734

200
200

F

80

TIAL

TI

TI

1558

1733

1035

200

50

CFW Transfer
Pump 6.5m3/h

32

32 1758

32

200

E

S

Local
Start/
Stop

OIL

1759

PIAL

1033

15

Diesel Generator 1
Charge Air Cooler
Stage 2
TI

TI

150
15

To CFW LT Aux. Con.
1&3

200

200

1552

TI

1458

150
150

M

200

1555

TIAH

TI

1183

Deck 4

PIAL

PI

TI

1827

1561

TIAHH

TI

80
1553

Non
Potable
Water
System 4

Charge
Air Cooler
Stage 2

150
150
1470

TI

1460

TI

80

1056

300

M

200

PI

25

To Oily Bilge

TI

150 1471
150

PIAL

PI

TI

1147

200

15

1829

Electrical Signal

To/From
HT CFW
System for
Diesel
Generators

LAL

1143

80
15

32

LI

1142

1148

Sea Water

15

1144

DG 1&2 LT
Expansion
Tank
1.5m3

200

LI

15

15

L.T. Cooling Water

200

To/From
HT CFW
System for
Diesel
Generators

15

200

B

Key

Note* All valve numbers are
prefixed by 711A
unless stated otherwise.

200

A

To LT CFW System
for Aux. Consumers

32

15

1

200

PI

1676

200
1168

PI

200

2

1677
150

1675

200

TI

PI

Surplus
Condensers
1&2
(200 m3/h)

Illustration 2.4.3b Diesel Generator Low Temperature Fresh Water Cooling System

P&O Aurora

Technical Operating Manual

Position

Description

Valve

Open

No.2 PEM forward bearing cooling outlet valve 711A1580

Open

No.2 PEM aft bearing cooling inlet valve

711A1581

Open

No.2 PEM aft bearing cooling outlet valve

711A1577

Open

Stbd thrust bearing cooling inlet valve

711A1428

Open

Stbd thrust bearing cooling outlet valve

711A1427

Open

Stbd No.1 shaft bearing cooling inlet valve

711A1430

Open

Stbd No.1 shaft bearing cooling outlet valve

711A1429

Open

Stbd No.2 shaft bearing cooling inlet valve

711A1432

Open

Stbd No.2 shaft bearing cooling outlet valve

711A1431

Open

Stbd No.3 shaft bearing cooling inlet valve

711A1434

Open

Stbd No.3 shaft bearing cooling outlet valve

711A1433

Open

No.2 PEM transformer No.5 cooling inlet valve 711A1632

Open

No.2 PEM transformer No.5 cooling outlet valve 711A1638

Open

No.2 PEM transformer No.6 cooling inlet valve 711A1646

Open

No.2 PEM transformer No.6 cooling outlet valve 711A1652

Open

No.2 PEM transformer No.7 cooling inlet valve 711A1625

Open

No.2 PEM transformer No.7 cooling outlet valve 711A1631

Open

No.2 PEM transformer No.8 cooling inlet valve 711A1639

Open

No.2 PEM transformer No.8 cooling outlet valve 711A1645

Open

No.2 PEM converter No.3 cooling inlet valve

Open

No.2 PEM converter No.3 cooling outlet valve 711A1697

Open

No.2 PEM converter No.4 cooling inlet valve

Open

No.2 PEM converter No.4 cooling outlet valve 711A1696

Closed

No.2 PEM vent valve No.1

711A1771

Closed

No.2 PEM vent valve No.2

711A1770

Closed

No.2 PEM system vent valve

711A1756

f) When the LT system temperature is at the correct level, the engine
may be started and loaded. As the engines must be available for
duty at most times, it is normal for the cross connection valves to
be open when both engines in that particular LT system are shut
down. This ensures that the cooling system is at the correct
temperature.
g) Operate each system as required. Check that water is flowing and
that the correct temperature is being maintained.
Procedure for Replenishing the Expansion Tanks
a) Open the CFW transfer pump suction valve from the cooling
water double bottom drain tank (711A1774). Open the transfer
pump discharge valve (711A1552).
b) Open the expansion tank filling valve (711A1141 for the forward
system tank, 711A1140 for the aft system tank).
c) Start the CFW transfer pump locally and fill the tank to the correct
working level.
d) When the working level is reached, stop the pump and close all
valves.

711A1702

711A1691

e) At the ECR console, set one of the CFW pumps to operate and the
other to standby. Start the operational pump. The cross connection
valves between the forward and aft systems at the L.O. cooler
may be opened to enable one system to warm through the other
system.

Issue: First

2.4.3 Diesel Generator Low Temperature Fresh Water Cooling System Page 3

P&O Aurora

Technical Operating Manual

2.5.1a Starting Air Compressors Cooling System

2472

2471

LI

Normally
Closed

2480

Air Compressor No.2
Cooling Water Header Tank
0.5m3

TI

LI

TI

Air Compressor No.1
Cooling Water Header Tank
0.5m3

32

Normally
Closed

2479

2567

2575
32

25

TI

PI
TI

TI

PI
TI

40
Plate
Cooler

Plate
Cooler

40

25
2618

2614
4.0 m3h

4.0 m3h
PI

TI

PI

TI
PI

PI

2617

2616

Starting Air Compressor No.1
27kW / 8.52m3/h

Starting Air Compressor No.2
27kW / 8.52m3/h

From Aux. L.T.
Consumer System

50

Drain To
Bilge Well

To Aux. L.T.
Consumer System

Key

From Aux. L.T.
Consumer System

50

Drain To
Bilge Well

To Aux. L.T.
Consumer System

Auxiliary Consumer's L.T. Cooling
Compressor L.T. Cooling Circuit
All Valve No.s
Prefixed At 711A
Unless Stated

Issue: First

Illustration 2.5.1a - Starting Air Compressors Cooling System

P&O Aurora
2.5 Compressed Air Systems
2.5.1 Starting Air

Technical Operating Manual
The starting air compressors are provided with automatic solenoid-operated
unloading and cooler drain valves. The compressors will start off load and stop
with the cooler drain valves open. The cooler drain valves are also opened
automatically and periodically whilst the compressors are in operation.

Starting Air Compressors
Make:
Type:
Capacity:
Pressure:

Hamworthy Marine
2TM6
185m3/h
30bar

Introduction
Starting air for the main diesel generator engines is provided by two
Hamworthy starting air compressors which are of the reciprocating, twocylinder, two-stage, single-acting, water-cooled, electrically driven type.
Compressors have their own cooling circuit for cylinder jackets, air intercooler
and air aftercooler. A compressor driven water pump circulates the cooling
water through the circuit which includes an external heat exchanger. The heat
exchangers are cooled by water circulating in the low temperature auxiliary
consumers fresh water system. Each compressor has its own cooling water
header tank; these tanks have a capacity of 0.5m3. Make-up water comes from
the distilled water system.
The starting air compressors discharge to two starting air receivers. No.1
compressor discharges directly to No.1 receiver and No.2 compressor
discharges directly to No.2 receiver. Each starting air receiver has a capacity of
5,500 litres and a maximum operating pressure of 30bar. Air flows to the
starting air receivers via an oil/water separator. It is possible to use either
compressor to fill either, or both, starting air receivers, crossover valves
(751A1041 and 751A1004) being provided for this purpose.
In addition to supplying starting air to the main diesel generator engines, the
system also supplies the following:
Working air system (via a 30/10bar reducer, but normally
supplied by dedicated compressors)
Control air system
No.1 emergency diesel generator starting air receiver
No.2 emergency diesel generator starting air receiver

One of the two starting air compressors is selected for duty and the other for
standby by means of a selector switch located on the ECR console. Each
compressor may be used to fill the receiver to which it is directly connected,
or they may be used to fill both receivers at the same time, one being the duty
compressor and the other the standby.
Starting and stopping the starting air compressors is controlled through
pressure switches mounted on the air receivers. Normally the air compressor
will cut in at 26bar and cut out at 30bar. If the selected duty air compressor
does not start, or if the air pressure continues to decrease, the standby starting
air compressor starts at 25bar and stops at 30bar. If the pressure continues to
fall, an alarm is raised.
Each starting air compressor starter is provided with the following means for
control and monitoring:
Heater on light
Local/remote stop switch
On pushbutton/running light
Off pushbutton
Ammeter
Local panel for:
High air/water temperature alarm

Diesel Generator Starting Air System
Starting air is supplied to each diesel generator main starting air control valve
and, via pneumatically controlled cylinder starting valves, to the cylinders.
Individual starting valves on each cylinder are opened in the correct sequence
by pilot air from cam-operated starting pilot valves. The main starting valves
open in sequence, each admitting air to the cylinder, forcing the piston down
and turning the engine. Mains air also acts as pilot air, but can only function as
such to open the cylinder starting air valves if the stop control valves and
interlocking valves are clear. The main control valve, which sends starting air
to the cylinder valves and air to the starting pilot valves, will only open after it
receives a starting signal from the automatic power management system or
from the local control stand.
Interlocking valves prevent the engine from starting when the turning gear is
engaged or other starting interlocks are present. The stop control valves are
actuated by emergency stop signals and supply air to shift the fuel racks on
individual fuel pumps to the ‘No Fuel’ position.
The engines have a slow turning facility in order to reduce the risk of engine
damage should oil or water be present in one or more of the cylinders when the
engine is started. When operating on automatic start, the slow turning system
is activated before full pressure main air is sent to the cylinder valves. Air at a
reduced pressure of 8 bar is directed to the starting air system which functions
as normal but, because of the reduced air pressure, there is insufficient force
on the pistons to turn the crankshaft over against a hydraulic lock caused by oil
or water in one of the cylinders. The system functions until the engine has
completed about 2.5 revolutions and when this has been achieved, full starting
air pressure is allowed into the starting air system and the engine starts
normally. If the 2.5 revolutions are not completed in the designated time
interval, the engine will not start and the alarm is sounded.

Low oil pressure alarm
Fault reset and auto start pushbuttons
At the ECR console each compressor is provided with a REMOTE/AUTO
selector switch with START/STOP facility in remote. When remote is selected,
the compressor will not run under the control of the pressure switches as stated
above.

The two starting air compressors are connected by means of two air ring mains,
which means that either of the two receivers can supply starting air to all four
engines. Under normal conditions isolating valves in the ring mains are closed
so that No.1 starting air compressor and receiver supply air to DGs 3 and 4,
whilst No.2 starting air compressor and receiver supply air to DGs 1 and 2.

On restoration of power supplies following a blackout and after resetting the
restarting sequence, the selected duty starting air compressor will start
automatically after a time delay.

Sprinkler system pressure tank
Each starting air compressor is provided with the following alarms:
Should a prolonged power failure occur, compressed air for starting the
emergency generators may be provided by the emergency diesel engine driven
starting air compressor located in the emergency generator room on deck 5 aft.

Low oil pressure
High air outlet temperature
Voltage failure

Issue: First

2.5.1 Compressed Air Systems - Starting Air Page 1

P&O Aurora

Technical Operating Manual
PI

Illustration 2.5.1b Starting Air System

Set Point 11 Bar
To Open Deck
Emergency Diesel
Generator No.1

PI

30 - 10 Bar

20

PI

Pipe
To Funnel

15

PIAL

PI

1041
Starting Air Receiver
3,500 litres / 30 Bar

1824

1045

F

1038

1037

25

To Sprinkler
System
25 25 25

20

100

1001

20

1809
25

706A1009

1018

1042

1031

1024

1012
1013

F

Sprinkler
Pressure
Tank

PIAHL

Emergency Start
Air Receiver
250 litres / 30 Bar

1032

PI

25

Drain
PI

PI

Start Air Compressor No.1
185m3/h 30 Bar
Fed From Emergency Switch Board

25

Drain To Bilge

1816
Oil Water
Trap

1030 1818

25

Drain

40

1070

1046

1823

Set Point
31 Bar

40

1043

Emergency Start
Air Compressor
Hand Starting
30 Bar / 20m3/h

1,400 litres
Capacity
Vol. 2.979m3
9.8 Bar

25

1044

1036

1048

IMACS

25

100

1017

20

1811

25

100

1016

Diesel Engine No.1
MAN 14V 48/60

100

25

To Open
Deck

1025

Diesel Engine No.3
MAN 14V 48/60

1019
1020

2002
1026

1015

2001

Drain

1071

Drain

PI

TI

Drain

50

1014

PI

1072

25

Emergency Diesel
Generator No.2

1009

20

1027
1810

1047

1065

15
20
100

1021
1033

1068

25

1812
Set Point
31 Bar

Drain

Diesel Engine No.2
MAN 14V 48/60

100

1028
PI

PIAHL

Emergency Start
Air Receiver
250 litres / 30 Bar
100

1050

25

1040

50

1073

1049

1039

Drain

1074

Drain

25

1010

PI

PIAL

PI

100

25

1006

1003

1815

1813
Oil Water
Trap

PI

IMACS

40

25

PI

1825

1057

1002

1008
25

1034
F

1035

1007

25
25

Air
L.T. Cooling

40

Starting Air Receiver
5,500 litres / 30 Bar

Drain To Bilge

Issue: First

1004

1005

1011
25

To Working & Control
Air System

Key

40

Pipe
To Funnel

Drain

1059

25

1029

1023

20

F

Diesel Engine No.4
MAN 14V 48/60

1022

20
40 25

Electrical Signal
Start Air Compressor No.2
185m3/h 30 Bar
Fed From Emergency
Switch Board

All Valve No.s
Prefixed At 751A
Unless Stated

Illustration 2.5.1b Starting Air System

P&O Aurora

Technical Operating Manual
charge the air receivers to a working pressure of 30 bar. Each
compressor will react to the pressure in its connected air receiver.

Procedure for Filling the Starting Air Receiver
For this procedure starting air compressor No.1 is filling air receiver No.1
(No.2 starting air compressor is filling No.2 receiver).
Normally the air compressors will be arranged with one as the duty compressor
and the other as standby, both receivers being filled at the same time.
a) Check the level of oil in the air compressor.
b) Ensure that the air compressor cooling water header tanks are
filled to working level. Replenish as necessary from the distilled
water system.

i) As air pressure becomes available in the receivers, open the
discharge valves to the services as required. Ensure that the air
supply valve to the ship's air whistle is locked open.

Procedure for Supplying Starting Air to the Diesel Generator Engines

k) Whilst the compressors are running, check the oil pressure and
cooling temperature.

a) Check the air receiver pressure and ensure that the automatic
drain trap is functioning.

Procedure for Recharging Both Air Receivers from Both Compressors

b) Open the following valves: This arrangement has No.1 starting air
receiver supplying air to diesel generator engines No.s 3 & 4 and
No.2 starting air receiver supplying diesel generator engines No.s
1 & 2. The correct actual receiver valves must also be opened;
these are on the air receiver and are not numbered.

For this procedure No.1 compressor is duty and No.2 is on standby.

Position

Description

Valve
No.1 Comp.

No.2 Comp.

Open

Header tank outlet valve

711A2575

711A2479

Closed

Header tank return valve

711A2567

711A2480

Open

CW inlet valve from LT
auxiliary cooling system

711A2617

711A2616

CW outlet valve from LT
auxiliary cooling system

711A2618

711A2614

Set
Open

e) Check that the air receiver automatic drain traps are functioning
and that the compressor L.O. pressure and cooling temperatures
are within set limits.

j) Ensure that the compressors stop in sequence at the pressures set
by the pressure switches.

c) All system valves are to be initially closed.
d) Open the following valves. The correct actual receiver valves
must also be opened; these are on the air receiver and are not
numbered.

charge the air receivers automatically, when the working pressure
of 30 bar is reached the compressor will stop. If the pressure in the
receivers falls below 26 bar the standby compressor will start.

a) Set up the compressor cooling system and make the checks as for
a single compressor supplying a single air receiver as described
previously.
b) Open the following valves. The correct actual receiver valves
must also be opened; these are on the air receiver and are not
numbered.

Position

Description

Valve

Open

No.1 DG engine inlet valve (7171 connection) 751A1025

Open

No.1 DG engine inlet valve (7172 connection) 751A1024

Open

No.2 DG engine inlet valve (7171 connection) 751A1028

Position

Description

Valve

Open

No.2 DG engine inlet valve (7172 connection) 751A1027

Open

Air outlet valve from No.1 starting air comp.

751A1030

Open

No.3 DG engine inlet valve (7171 connection) 751A1019

Open

Air outlet valve from No.2 starting air comp.

751A1003

Open

No.3 DG engine inlet valve (7172 connection) 751A1018

Open

Crossover filling valve at No.1 compressor

751A1041

Open

No.4 DG engine inlet valve (7171 connection) 751A1021

Air outlet valve from
starting air compressor

751A1030

751A1003

Open

Crossover filling valve at No.2 compressor

751A1004

Open

No.4 DG engine inlet valve (7172 connection) 751A1022

Closed

Crossover filling valve

751A1041

751A1004

Open

Compressor line valve to No.1 receiver

751A1070

Open

7171 Ring air main link valve No.s 1 & 2 DGs 751A1014

Open

Compressor line valve
to receiver

751A1070

751A1002

Open

Compressor line valve to No.2 receiver

751A1002

Open

7172 Ring air main link valve No.s 1 & 2 DGs 751A1015

Open

Receiver filling valve

751A1824

751A1825

Open

No.1 air receiver filling valve

751A1824

Closed

7171 Ring air main link valve No.s 1 & 3 DGs 751A1013

Open

Receiver drain valves to
drain traps

Open

No.2 air receiver filling valve

751A1825

Closed

7172 Ring air main link valve No.s 1 & 3 DGs 751A1012

Open

No.1 air receiver drain valve to drain trap

751A1036

Closed

7171 Ring air main link valve No.s 2 & 4 DGs 751A1010

Open

No.1 air receiver drain valve to drain trap

751A1034

Closed

7172 Ring air main link valve No.s 2 & 4 DGs 751A1011

Open

No.1 air receiver outlet valve to 7171 air line

751A1044

Open

No.1 air receiver outlet valve to 7172 air line

751A1043

Open

No.2 air receiver outlet valve to 7171 air line

751A1006

Open

No.2 air receiver outlet valve to 7172 air line

751A1005

751A1036

751A1034

e) Ensure that water is available at the compressor. Check that the
receiver drain trap is functioning
f) Ensure that electrical supplies are available and position the
LOCAL/REMOTE/STOP selector switches on each starter to
REMOTE. Press the alarm reset pushbuttons.
g) At the ECR console, set each compressor AUTO/REMOTE
switch to AUTO. The compressors will start automatically to

Issue: First

c) Ensure that electrical supplies are available and position the
LOCAL/REMOTE/STOP selector switches on each starter to
REMOTE. Press the alarm reset push buttons.
d) At the ECR console select the duty air compressor (No.1) and
standby starting air compressor (No.2). Set each compressor
AUTO/REMOTE switch to AUTO. The compressor will start and

2.5.1 Compressed Air Systems - Starting Air Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.5.1c Emergency Generators Starting Air System
Starboard Emergency Generator Room

To Open
Deck
Set Point 11 Bar
PI

20

30 - 10 Bar

Emergency Diesel
Generator No.1

15
20

1823

1038

1048
Set Point
31 Bar

Drain

Drain

Emergency Start
Air Compressor
Hand Starting
30 Bar / 20m3/h

PIAHL

PI

Emergency Start
Air Receiver
250 litres / 30 Bar
20

1032
1042
F

20

1031

1001
25
25

Port Emergency Generator Room
To Open
Deck
Set Point 11 Bar
PI

20

30 - 10 Bar

Emergency Diesel
Generator No.2

15

25

From Starting Air System
(see Illustration 2.5.1b)

20

1033
Set Point
31 Bar

Drain

PI

PIAHL

Key

Emergency Start
Air Receiver
250 litres / 30 Bar

Air

20

1039
1050
F

1040

Drain

Issue: First

1049

All Valve No.s
Prefixed At 751A
Unless Stated

25
25

Illustration 2.5.1c Emergency Generators Starting Air System

P&O Aurora
Emergency Starting Air Compressor
Make:
Type:
Capacity:
Pressure:

Hamworthy Marine
2SM10A44
20m3/h
30bar

Introduction
Starting air for the emergency diesel generators is provided by one Hamworthy
air compressor which supplies two emergency diesel engine starting air
receivers. The emergency diesel generator receivers each have a capacity of
250 litres at a pressure of 30 bar and they can also be pressed up by the main
air compressors. The emergency diesel generators, emergency starting air
receivers and emergency compressor are located on Deck 5 aft.
The emergency starting air compressor is a reciprocating, two-cylinder, twostage, double-acting, air-cooled, diesel engine driven machine with an output
capacity of 20m3/h at a pressure of 30 bar. The diesel engine driving the
emergency compressor is started by hand.

Technical Operating Manual
Procedure for Filling the Emergency Diesel Engine Starting Air Receivers
Using the Emergency Starting Air Compressor
a) Check the oil level in the emergency air compressor and the diesel
engine.

a) Check that the air pressure in the main starting air receiver, from
which air is to be taken, is at the correct level.

b) Check the fuel level in emergency air compressor diesel engine
fuel tank and ensure that fuel flows to the engine.

b) Check that the automatic drains on the main and emergency
starting air receivers are functioning.

c) Check the operation of the automatic drains on the emergency
diesel starting air receivers.

c) Open the following valves: The correct actual receiver valves
must also be opened.

d) Open the following valves: The correct actual receiver valves
must also be opened.
Position

Description

Open
c
Open

Emergency starting air compressor outlet valve 751A1823

Open
Air from the emergency compressor is directed to both emergency air receivers
via an oil/water separator and discharge valve 751A1823. Filling valves on
both emergency air receivers are of the screw down stop type and each filling
line has a non-return valve. The emergency air receivers can be filled from the
main starting air receivers via valves 751A1001 or 751A1045 on No.1 and
No.2 main receivers respectively.
In the event of a blackout due to complete main engine shutdown, the
emergency diesel generators will start and supply power to the emergency
switchboard automatically. The air start system must be set so that air is
available to allow the engines to start and the engines must also be in a
condition that allows the duty engine to be started immediately. The starting air
line drains should be operated periodically to ensure that any water in the line
from the receiver to the engine is drained. Drain valves on the receivers
(751A1032 and 751A1039) should be open and the receiver drain traps
(751A1031 and 751A1040) should also be checked periodically for
satisfactory operation

Procedure for Filling the Emergency Diesel Engine Starting Air Receivers
from the Main Starting Air Receivers

Open

Emergency starting air compressor outlet
drain valve

Valve

751A1038

Filling valve to emergency starting air
receiver (581.3100)

751A1001

Filling valve to emergency starting air
receiver (581.3200)

751A1049

Position

Description

Valve

Open

Filling valve to emergency starting air
receiver (581.3100) from main air receiver

751A1042

Filling valve to emergency starting air
receiver (581.3200) from main air receiver

751A1049

Open

Outlet valve on No.1 starting air receiver

751A1045

Open

Outlet valve on No.2 starting air receiver

751A1007

Open

d) The emergency starting air receivers will be raised to the pressure
in the main starting air receiver which has been opened.
e) When the emergency starting air receivers have reached the
required pressure, close the filling valve and then close all other
valves.

d) Start the emergency air compressor diesel engine and supply air
to the receivers.
e) Shut outlet drain 10 seconds after compressor has started.

(Note! The emergency receivers are normally kept topped up from the main
bottles; valves 1050 and 1042 being left OPEN for this purpose.)

f) When the receivers are at the correct pressure, stop the emergency
air compressor diesel engine and close all valves.

s

The emergency diesel generator starting air receivers have a low pressure
alarm set at 20bar. The set value of the relief valves is 31bar.
Starting air pressure for the emergency diesel generator engines is 10bar and
there is a reducing valve fitted at the starting air supply inlet to the each engine.

Issue: First

2.5.1 Compressed Air Systems - Starting Air Page 3

P&O Aurora

Technical Operating Manual

Illustration 2.5.2a Working and Control Air System
Control Air Pressure
Reducing Station

1182
20
1075

1183

1074

1175
Elec.
25 Workshop

Separators

1176

1181
1177
25

20

Stern Thruster
Room

1028

32

40

Controller Air To
Boiler Burner

1029

To
Accommodation

1261

F

1178
1180

Separators

1179
To Sludge Burner
No.1.1 & 1.2

Deck 2

1076
20

To Sludge Burner
No.2.1 & 2.2

1077

1184

Compartments
19

18

17

16

15

14

13

12

11

Deck 3

10

Deck 4 FZ 6
To Funnel

1251

1187

11786

1189

1188

PIAL

IMACS

PI

15

10 bar

PI

40

40

32
1002

1190

1005
From
32
Starting
1011
Air System
1003
1001
32

Working & Control
Air Receiver
3000L 10 Bar

20
Workshop
F

1018

32

1010

1009

32
753A
3029

32
Drain To
Bilge

1197

Working &
Control Air
1016
Compressor No.2
252m3/h

To
Accommodation

1008
32

FZ 6

1006

Collecting
Pipe In Funnel

1007

32
753A
3028

1.5 bar
1124

1012

1185
1121 1122

L.T.
Cooling

1123

1017

40
1126
Discharge
Chute

1013

Garbage

20
1273

32
Working &
Control Air
Compressor No.1
252m3/h

PC
F

13

12

11

F

1129

T

40
Control Air
Dryer 1
15

1015
Aux.
Cons. L.T.
System Cooling

F

T

32

Compartments

PC

15
Drain To
Bilge

L.T.
Cooling
Aux. Cons.
System

Control Air
Dryer 2

1014

Drain To
Bilge

L.T.
Cooling
Aux. Cons.
System

1127

Garbage

1198

Key
Air
Electrical Signal

Note* All valve numbers are
prefixed by 752A unless stated
otherwise.

L.T. Cooling Water

Issue: First

Illustration 2.5.2a Working and Control Air System

P&O Aurora
2.5.2 Compressed Air Systems -Working and Control Air
Working and Control Air Compressors

Technical Operating Manual
The principal air consumers within the machinery spaces are as follows:
Sea chest for weed clearing
Charging chilled water expansion tank (632.7110)

Make:
Type:
Capacity:
Pressure:

Tamrotor Enduro Marine
EM 44-10 EWNA
252m3/h
10bar

Working and Control Air Dryers
Make:
Type:
Pressure:

Ultratroc
5D0630 W/314
Max. 16/20bar

Charging heating water expansion tank (633.3110)
Charging hot potable water circulating tank (602.2310)
Charging non-potable water hydrophore tanks (602.2110/20)
Hull services
Risers for compressed air system within the accommodation
Hose connections for general service
Laundry

Introduction

Workshop services

The working/control air at 10bar is supplied from the dedicated
dryer/compressor system, however, an emergency supply can be provided
from the the starting air system through a 30/10bar reduction valve
(751A1059). This cross connection is normally kept SHUT.

Sludge burner atomising air

Air at 10 bar is discharged into the working and control air main which is also
connected to the working and control air receiver. This receiver has a capacity
of 3m3. The receiver provides a buffer in the event of any loss of air from the
main starting air system and can be filled from that system through the stop
valve on the receiver valve block. The working and control air receiver,
compressors and dryers are located on Deck 2, compartment 11.
The working and control air receiver can also be supplied with air from one or
both of the two working and control air compressors. The compressors are
electrically driven and of the single stage screw type. They are water cooled
with the water supply fed from the LT FW system for auxiliary consumers.
One compressor is set as the working compressor and the other as the standby
to cut in if the air pressure falls below 7bar or if the main compressor fails to
start. The compressors have a cut-out pressure of 10bar and the main (lead)
compressor cuts in at 7.5bar whilst the standby (lag) compressor cuts in at 7bar.
Changeover and control is carried out via the IMACs mimic.

Hose connections for general service
Garbage room
Boiler burner atomising air
Infrasonic system

Procedure for Filling the Working and Control Air Reservoir and
Supplying Air to the Working and Control Air Systems
a) Open the following system valves:
Position

Description

Valve

Open

No.1 control air dryer cooling water inlet valve

711A2076

Open

No.1 control air dryer cooling water outlet valve 711A2077

Open

No.2 control air dryer cooling water inlet valve

Open

No.2 control air dryer cooling water outlet valve 711A2079

Open

Control and working air receiver outlet valve

Open

No.1 control air dryer inlet valve from working
air receiver

752A1002

No.2 control air dryer inlet valve from working
air receiver

752A1001

Open

No.1 control air dryer drain valve

752A1015

Open

No.2 control air dryer drain valve

752A1014

Open

No.1 control air filter drain valve

752A1012
752A1013

Open

Open

No.2 control air filter drain valve

The working air and control air systems use the same receiver and the same
supply from the starting air system via the 30/10bar reduction valve. The
control air dryers ensure that moisture is removed from the air in the combined
system.

Closed

No.1 air dryer inlet valve from starting air system 752A1005

Closed

No.1 air dryer inlet valve from starting air system 752A1006

Open

Control air dryer No.1 outlet valve

752A1006

Supply to the hull services is taken from the working compressed air system
main within the machinery spaces. Some items of equipment have fixed
connections, but most have socket and quick coupling connections which
incorporate a valve in the connector. This allows items of equipment to be
disconnected and reconnected readily; care must always be exercised when
handling such items and leaking connections should be rectified as quickly as
possible in order to avoid wastage of air.

Open

Control air dryer No.2 outlet valve

752A1007

Open

Working and control Air Receiver drain valve

751A1018

Open

Working air supply valve to system A

752A1010

Open

Working air supply valve to system A

752A1009

Closed

Crossover valve from cooler 2 to outlet line B

752A1008

Open

No.1 control air compressor cooling water
inlet valve

711A2344

No.1 control air compressor cooling water
outlet valve

711A2340

No.2 control air compressor cooling water
inlet valve

711A2339

No.2 control air compressor cooling water
outlet valve

711A2335

Open

No.1 control air compressor air outlet valve

752A1017

Open

No.2 control air compressor air outlet valve

752A1016

Open
Air from the air receiver is directed to the control air dryers which are
refrigeration type units cooled by water from the LT FW system for auxiliary
consumers. Both dryers operate together and each supplies a working air
distribution main. No.1 dryer supplies the main on the port side of the ship
whilst No.2 dryer supplies the main on the starboard side of the ship. Crossover
valves in the system allow one of the dryers to supply all of the working air if
necessary. The working air distribution main runs along Deck 1.

Issue: First

711A2078

Open
Open

2.5.2 Compressed Air Systems - Working and Control Air Page 1

P&O Aurora

Technical Operating Manual
2.2 bar

Illustration 2.5.2b Working and Control Air System

Sea
Chest
Stern
Tube

Timer Control
Box

2.2 bar

1041 PI

1214

15

753A3018

1043

Sea
Chest

PI

1064

1063
1811

Workshop

1810

1812
Stern Tube Air Space Drain Pump

1209

1168

8

1216

753A3009 15
20

1211

1206

1166

F

20

1051

1213

1203

20

1199
1200

1215

20

40
40

1201
1167
20
1169

8

Stern Tube Air Space Drain Pump

20

Oily Bilge
Sep.

Oily Bilge
Sep.

To Evap. 2
Dest. Module

1262

Deck 1

Stern
Tube

753A
3005

To Evap. 2
Vacuum Break

Coalescer

753A
3013
7 bar

753A
3016
753A
3015

753A
3006

25

753A
3012

753A
3010

40
15

753A
3004

25

1219

753A
3007
15

1034

1217
2.2 bar
1048

F

Timer Control
Box

753A
3003
20

1221

1056 753A
3017

Evap. 1
Vacuum
Break
1218
Evap. 1
Dest.
Module
20 32

8.5 bar
753A
32 3001

1806

1220

40

40

1205
1807
1808

Drain To
Bilge

1050

1204

1202

Evap.1
Inlet
Valve

Garbage
1208

Sea
Chest

1062
To Evap. 2
Inlet Valve

1222

753A3014
1061
2.2 bar

PI

PI 1046

Sea
Chest

753A3008

Compartments
19

18

17

16

15

14

13

12

11

Key
1000
1224

Sea
Chest

PI

1223

Non Potable Water
Pressure Tanks

1110
1109

1112
1111

Air

1090

1149

1230

1089

20
1272

25

40

1236

1234

1271

1102

Pot Water Pump 1
Pot Water Pump 2
Pot Water Pump 3

1225
Pressure Tank
0.3m3

20

Note* All valve numbers are
prefixed by 752A unless stated
otherwise.

1260

2.2 bar

1107

40
1239

1106

1113

To Consumers In
Laundry Area
753A
3035
7 bar

1174

1079

40

1105

1233

20

F

1103

40

1080
20

753A
3021

1229
A.C. and Final Preheaters
753A
3033

753A
3034

753A
3059
753A
3020

753A3031

1269
1226
1087

1148

753A3032

1263

1096
F

1081
2.2 bar
1083

Issue: First

753A3038
753A
3022

753A3037

1231

1117

1246

20
1237

F

1240

Drain

From
Accommodation

1116

1238

Drain To
Bilge
Pot Water
1232

753A
3025

753A
3024

7 bar

1268
PI

1086

Sea
Chest

9

Deck 1

753A3027

2

753A3026

Chilled Water
Expansion Tanks

10

1235

To
Accommodation

1264 32

1228

Compartments

1095

Bow
Thruster

To
Accommodation

8

7

6

5

4

Illustration 2.5.2b Working and Control Air System

P&O Aurora
Open

No.1 control air compressor air receiver
filling valve

Open

No.2 control air compressor air receiver
filling valve

Technical Operating Manual
Procedure for the Supply of Working and Control Air from the Main
Starting Air System
a) Open the following system valves:

b) Check the lubricant levels in the working and control air
compressors and check that the cooling water is flowing.

Position

Description

Valve

Open

No.1 control air dryer cooling water inlet valve

711A2076

c) Ensure that the control air dryer and control air filter are prepared
and brought into service in accordance with the manufacturer`s
instructions with the dryer cooling water inlet and outlet valves
open to allow the supply of water from the LT FW cooling for the
auxiliary consumers’ system.
d) Check that the working and control air receiver drain valve is
open and that the receiver automatic drain trap is functioning.

Open

No.1 control air dryer cooling water outlet valve 711A2077

Open

No.2 control air dryer cooling water inlet valve

Open

No.2 control air dryer cooling water outlet valve 711A2079

Open

Control and working air receiver outlet valve

Open

Air supply valve from starting air system to
No.1 air dryer

e) Ensure that electrical supplies are available and position the
LOCAL/REMOTE/STOP selector switches on each starter to
REMOTE. Press the alarm reset push buttons.

Open

No.1 control air dryer inlet valve from
working air receiver

752A1002

No.2 control air dryer inlet valve from
working air receiver

752A1001

Open

No.1 control air dryer drain valve

752A1015

Open

No.2 control air dryer drain valve

752A1014

Open

No.1 control air filter drain valve

752A1012

Open

No.2 control air filter drain valve

752A1013

Closed

No.1 air dryer inlet valve from starting
air system

752A1005

No.1 air dryer inlet valve from starting
air system

752A1006

Open

Control air dryer No.1 outlet valve

752A1006

Open

Control air dryer No.2 outlet valve

752A1007

Open

Working and control air receiver drain valve

751A1018

Open

Working air supply valve to system A

752A1010

Open

Working air supply valve to system A

752A1009

Closed

Crossover valve from cooler 2 to outlet line B

752A1008

Open

Air supply valve from starting air system

751A1057

Closed

Issue: First

The working and control air receiver and system should charge to a pressure of
10 bar via the reducing valve, 751A1059, located immediately after the air
supply valve from starting air system, 751A1057.

752A1005
752A1003

Open

c) Open the in-line valves to supply the service air locations as
required.

Procedure for Supplying Air to the Working and Control Air Systems
From the Receiver

Air supply valve from starting air system to
No.2 air dryer

Open
f) Set each compressor AUTO/MAN switch to AUTO and position
the STOP/RUN TPL to RUN. The compressors will start
automatically to charge the air receivers to a working pressure of
10 bar. The main compressor cutting in at 7.5 bar and the standby
compressor cutting in if the pressure falls to 7.0 bar.

711A2078

b) Ensure that the control air dryer and control air filter are prepared
and brought into service in accordance with the manufacturer`s
instructions, with the dryer cooling water inlet and outlet valves
open, to allow the supply of water from the LT FW cooling for
auxiliary consumers’ system.

The receiver has a limited capacity and is not intended to work in isolation.
The receiver acts as a reservoir and maintains pressure in the system if there is
any fluctuation in the supply pressure from the working and control air
compressors or the main starting air system. If there is a failure of the working
and control air compressors and the starting air supply, the use of working air
should be reduced in order to conserve the supply in the working and control
air receiver until the compressed air supply can be restored.

2.5.2 Compressed Air Systems - Working and Control Air Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.5.2c Working and Control Air System Accommodation

(Port)
AC Room
2110
(Port)

2115

2121
(Stbd)

2201
(Port)

2117
(Port)
AC Room

2205

(Stbd) 2114

2111

(Port)
2116
AC Room

2112

2208
(Stbd)

2266

2207

2122

2119

2118

2124

(Stbd)

(Stbd)

2123
(Port)

21XX

2134

2125
AC Room

2127
(Port)

2202
(Port)
2136

2204

2135

2129

Deck 13

2200
2126

(Stbd)

2130

(Stbd)

(Port)

(Port)

(Stbd)

2120
AC Room

Deck 14

2113

2158

2108

Deck 12

(Stbd)

(Stbd)

2137
AC Room

Deck 11

2140
AC Room

2138
AC Room

Deck 10

(Port)
2148

2147

AC Room

2143

(Stbd)

2145
AC Room

2146

2149

2144
AC Room

(Port)

2142
AC Room

Deck 9

2151

(Port)
(Stbd)

2150

2155

2154
AC Room

2152
(Port)

(Port)

Deck 8

(Port)

2211

(Port)

2167

(Stbd)

2210

(Stbd)

(Stbd)

2212

2168

(Port)

2162
(Port)

2165

2209
(Stbd)

40

40

40

(Stbd)
2163
(Stbd)

AC Room

40

2177

2179

2180

2181

2171

2184
AC Room

2185
AC Room

2309
AC Room

2174

2172
(Port)
2186
AC Room

2189

Deck 6
2173

2195

(Stbd)
2192

2190

2193

Deck 5

(Port)
2303

2308
(Stbd)

25

2170

2187
2183
AC Room

(Port)
2307
(Port)

(Port)
(Stbd)

2178
2182
AC Room

Deck 7

2161

2175
AC Room
40

(Stbd)

2157

2159

(Stbd)

(Port)
2176

2158

2166
(Port)

2164

(Port)

2160

2169
40

2156

2306

F

2301

2302

2300

2199

(Stbd)

(Stbd)
2304

2305

2198
AC Room

40
2203

2096
Deck 4

40
Bunker
Station
Connections
From Machinery Space Distribution (See Illustration 2.5.2a)

Issue: First

2310

2311
AC Room

2214
Deck 3

From Machinery Space Distribution (See Illustration 2.5.2a)

Illustration 2.5.2c Working and Control Air System Accommodation

P&O Aurora

Technical Operating Manual

2.5.3 Compressed Air Systems - Instrument Air
Introduction
The control air system is supplied from the working and control air system.
Dry control air at 10bar is used by the following machinery:
L.O. purifier units
F.O. purifier units
Diesel generator L.O. autofilters
Steam dump control valves
Drain valves on drop lines are located throughout the system. The drain valves
are to be opened periodically to remove any moisture which may have
accumulated.
Procedure for Supplying Control and Instrument Air
These are the same as for the working air system supplying service air
throughout the ship as described in section 2.5.2., Compressed Air Systems Working and Control Air.

Issue: First

2.5.3 Compressed Air Systems - Instrument Air Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.6.1a Forward Diesel Generators Fuel Oil System
Leakage Oil
From Auto-Filter

50

5 bar

32

D.G. 1 & 2
F.O. Supply Pumps
10.2m3/h

1220
65

743A3024

65

50
743A
3027

TI

Aux LT
Cons. System

50

65

PI

PDLAH

PI

PDI

H.F.O. Settling Tank 10
(Port) 149.79m3

1010

80

65 1019

H.F.O. Settling Tank 10
(Stb'd) 138m3

1011

D.G. 1 & 2 F.O.
Booster Pump 2
10.2m3/h

1023
PI

PI

65

80

1020

Tube Radiators

80

1192

5 bar
PI

743A3018

D.O. Supply Pump 1
10.2m3/h
+ PI

PI

65
65
1101

1126 65

Leakage Oil

Automatic Filter

65

PDI

1134

F.O. Final Heater 1130

1131
20

1133

To D.G.s 3 & 4
System

TI

PDI

Viscometer
Control
Air

65
20

32

1135

65
1041
65

65

Leakage Oil
To DB 10P

65
1037

65

1089

1219

743A3021

65

To D.G.s
3&4
System

65

65

65
1217

32
1136

1138

65

65

To D.G.s 3 & 4
System

50
1148

PI

65
1042

1221
32
743A
3031

PDLAH

PDLAH

65

65

1036

1040

1096

5 bar

65
743A
3010

65

IMACS

32

From D.G.s 3 & 4
System

1102

1118

TI

1128 D.G. 1 & 2

80

1103
65

1129
TI

1004

1005 100

1006

LAL

VI

To Boiler F.O.
Supply Pumps

50

65

1021
5 bar

1105

D.G.s
1&2
Mixing
Tube

25

PI

80

65

1106

65
743A
3009

80

743A
3002

PI

65
1107

1112

65

1124

1087

65

80

TI

1116

5 bar

D.O. Supply Pump 2
10.2m3/h

1117

M

80

Leak Oil
D.B. 10
(Stb'd)

H.F.O. Service Tank 10
(Stb'd) 142m3

80

1003

From
D.G.s
3&4
System

743A
3012

PI

1108

65

80

1009
100

1085

65

1123

80
PI

H.F.O. Overflow D.B.
(Centre)
50

Diesel Oil
Service
Tank 13
(Port)
37.36m3

+ PI

25
1110

PI

65
1008

Leak Oil
D.B. 10
(Port)

60

1025

743A
3001

1111

PI

80

Leakage
Oil

65

1002

1088

743A
3030

Diesel
Oil Cooler

1001

25

PI

743A
3022

TI

100

H.F.O. Service Tank 10
(Port) 149.79m3

32

743A
3026

D.G. 1 & 2 F.O.
Booster Pump 1
10.2m3/h

M

50

50

50

1807
5 bar

65
1046
65

PAL

65
PDLAH

65

Leakage
Oil

PDI

1224
65
1223

To DGs 3&4
System

50
1139
1140 1141

To D.O.
Transfer Pump

D.Gs. 1 & 2
50

Leakage Oil

1159
+ PI

From
Service
Tank

PI

32
1230

32

PI

PAL

1231
PDLAH

Key

PDI

D.G. 1&2 Cold Start Fuel Pump
0.6m3/h
(UPS Supply)

50

Fuel Oil

1150
1151 1152

Note* All valve numbers are
prefixed by 745A unless stated
otherwise.

Steam
Diesel Oil

Leakage Oil

Issue: First

Illustration 2.6.1a Forward Diesel Generator Engines Fuel Oil System

P&O Aurora
2.6 Fuel Oil Systems

Technical Operating Manual
(Note! All tank drain valves should be opened regularly to check for the
presence of water and should remain open until all water has drained.)

Open

No.2 FO BST pump outlet valve

745A1124

Open

HFO heater inlet valve

745A1126

Procedure for Setting Up the Diesel Generator Engine HFO System From
Cold

Closed

HFO heater bypass valve

745A1128

Open

HFO heater relief valve

745A1129

Port system supplying engine No.1 and No.2.

Closed

HFO heater drain valve

745A1130

Open

Viscometer inlet valve

745A1134

Open

Viscometer outlet valve

745A1135

Closed

Viscometer bypass valve

745A1133

Open

No.1 and No.2 DG engines HFO manifold
inlet valve

745A1221

No.1 and No.2 DG engines HFO manifold
bypass valve

745A1236

2.6.1 Diesel Generator Engines Fuel Oil Systems
DG FO Booster Pumps
Make:
Type:
Model:
Capacity:
Motor:

Imo
Self Priming IMO Screw Pump
ACG 060N6 NTBP
10.2m3/h 7bar
F265 5.5kW 690V 1140rpm

a) Supply steam to HFO service tank 10P and raise the temperature
to the required value. The maximum temperature depends upon
the HFO in the tank and the safety precautions with respect to the
heating of fuels must be observed.

DG FO Supply Pumps
Make:
Type:
Model:
Capacity:
Motor:

Imo
Self Priming IMO Screw Pump
ACG 060N6 NTBP
10.2m3/h 7bar
F265 5.5kW 690V 1150rpm

b) Set up the system valves as follows (all valves are presumed to be
closed prior to this procedure):
Position

Description

Valve

Open

No.10P HFO service tank quick closing valve

745A1001

Open

No.10P HFO service tank N/R line valve

Open
Open

No.1 and No.2 DG engines HFO 2nd manifold
bypass valve
745A1238

745A1002

Open

No.1 DG engine fuel line inlet valve

745A1139

Closed

No.10P and No.10S HFO tank crossover valve 745A1003

Open

No.1 DG engine fuel line outlet valve

745A1148

Open

No.1 HFO supply pump suction valve

745A1010

Open

No.2 DG engine fuel line inlet valve

745A1150

Open

No.2 HFO supply pump suction valve

745A1011

Open

No.2 DG engine fuel line outlet valve

745A1159

Open

No.1 HFO supply pump discharge valve

745A1019

Open

Open

No.2 HFO supply pump discharge valve

745A1020

No.1 and No.2 DG fuel return line pressure
relief valve

745A1807

Open

HFO supply pump discharge line relief valve

745A1021

Open

No.1 and No.2 DG fuel return line valve

745A1217

Open

HFO supply pump discharge line valve

745A1023

Open

Return fuel to mixing tube three-way cock

745A1107

Open

HFO supply pump discharge line 3 way cock

745A1042

Closed

Mixing tube top drain valve

745A1108

Open

HFO supply line filter inlet valve

745A1041

Closed

Mixing tube bottom drain valve

745A1116

Open

HFO supply line filter outlet valve

745A1040

c) Supply heat tracing to all HFO lines.

Closed

HFO supply line filter bypass valve

745A1096

Radiator

Open

HFO flowmeter inlet valve

745A1102

d) Open the viscometer bypass valve and supply steam to the HFO
heater.

Fuel flowmeter

Open

HFO flowmeter outlet valve

745A1105

e) Put one FO supply pump on standby and start the other pump.

FO mixing tube

Closed

HFO flowmeter bypass valve

745A1103

Viscometer

Open

Mixing tube inlet valve

745A1106

Heater

Open

Mixing tube quick closing outlet valve

745A1112

f) Circulate HFO through the engine system and when the
temperature approaches that which gives the required fuel
viscosity, close the viscometer bypass valve and allow the
viscometer to regulate the steam supply to the FO heater.

Two electrically driven FO booster pumps, one with
a power supply from the emergency system

Open

No.1 FO BST pump inlet valve

745A1117

Open

No.1 FO BST pump outlet valve

745A1123

Automatic back-flushing filter, straight single filter
and duplex fuel filter

Open

No.2 FO BST pump inlet valve

745A1118

The four diesel generator engines operate on HFO (Heavy Fuel Oil) at all
times, including stopping and starting. There are two fuel systems, one
supplying the forward pair of engines (engines No.1 and No.2) and the other
supplying the after pair (engines No.3 and No.4). These systems are totally
separate and they cannot be cross-connected for safety reasons.
HFO service tanks are heated and all fuel lines are lagged and provided with
electric trace heating.
Each fuel system has the following main components:
Two electrically driven fuel oil pumps which take suction from the
HFO service tank. One pump is fed from the emergency system.
The starboard pumps normally take suction from the starboard
HFO service tank and the port pumps from the port tank. Manual
crossover valves allow suction to be taken from either HFO
service tank

Issue: First

g) The fuel passing to the engine will be a mixture of recirculated FO
and fuel from the service tank but the actual amount of fuel used
will be indicated on the flowmeter as this is positioned before the
mixing tube.

2.6.1 Diesel Generator Fuel Oil Systems Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.6.1b Diesel Generator Aft Engines Fuel Oil System
50
743A3024
50

50

Aux LT
Cons. System

D.O. Supply Pump 2
10.2m3/h
+ PI

PI

65
743A
3001
80

+ PI

From
D.G.s 1 & 2
System

50

H.F.O. Overflow D.B.
(Centre)

To Boiler F.O.
Supply Pumps

1192

32

1085

Auxiliary Consumers
LT Cooling Water

Note* All ValveNumbers are
prefixed by 745A unless
stated otherwise

PI

80

65

1028

1034

D.G. 3 & 4
F.O. Supply Pump No.2
10.2m3/h

PDLAH

1004

50

1025

PDI

65

80
Leak Oil
D.B. 10
(Stb'd)

H.F.O. Settling Tank 10
(Stb'd) 138m3

1184
PI

PI

80

65

1029

80

1005

1027

To DGs 1&2
System

5 bar

80

65

1188

Tube Radiators

1042

1087

65
1046

Leakage Oil

743A
1224
65

1006

1035

1026

100

H.F.O. Service Tank 10
(Stb'd) 142m3

To D.G.s
1&2
System

PI

743A3031

50

50

65

65

65

65

PI

10 bar
5 bar

50
743A
3002

D.G. 3 & 4
F.O. Supply Pump No.1
10.2m3/h

1003

50

743A
3009

D.O. Supply Pump 1
10.2m3/h

Diesel Oil

To DGs 1 & 2
System

743A
5 bar
3012

65

80

80

Leak Oil
D.B. 10
(Port)

PI

Leakage
Oil

Diesel Oil
Service
Tank 13
(Port)
37.36m3

80

Steam

1002

H.F.O. Settling Tank 10
(Port) 149.79m3

743A
3030

Diesel
Oil Cooler

1001

1088

743A
3022

TI

100

H.F.O. Service Tank 10
(Port) 149.79m3

65

TI

Fuel Oil

1173

743A
3010
PI

743A
3021

PAL

Leakage Oil

D.G. 3 & 4 F.O.
Booster Pump 1
10.2m3/h

From
D.G.s 1 & 2
System

1060

PI

PI

TI

PI

PDI

65

50

D.G. 3 & 4 F.O.
Booster Pump 2
10.2m3/h

32

D.G.s 3&4

PI

1061
PI

PI

50

1180 1182

1172
PI

1049

1050

1062

65

1071

Leakage Oil
65

65

1065

80

1052

D.G.s
3&4
Mixing
Tube

LAL

80

1064

65

1055

PDLAH

1070

65
1054

25

80

To D.O.
Transfer Pump

65

IMACS

M

PAL

1048

65
65

PDI

5 bar

50

65

743A
3018

65

1223

1160

1183

32

65

1815 5 bar

Leakage Oil

65
1222

+ PI

1232

Issue: First

65

1227

D.G.s 3 & 4
Cold Start Fuel Pump
0.6m3/h (UPS Supply)

From
Service Tank

PDLAH

32

1079

PDI

PDLAH

Control
Air

Viscometer
1080
65

TI

1081
32
65

32
32

Automatic Filter
PDI

VI

1072

65
PI

32

65

1218
1216

1043

65
TI

D.G. 3 & 4
1082
F.O. Final Heater 15 1076 1077

1163
1164 1165

20

TI

65

1181

1039

1044

1075
PDLAH

65

25
1053

65

65

M

743A
3027

50
1220

100

743A
3026

Key

From D.G.s 1&2
System

1045
65

65

1185

1038

50

Illustration 2.6.1b Aft Diesel Generator Engines Fuel Oil System

P&O Aurora

Technical Operating Manual

Diesel generator engines No.1 and No.2 are now operating on HFO and the
fuel system is charged with HFO.

i) Turn the three-way cock 745A1042, so that DO is supplied to the
HFO BST pumps.

The procedure for starting the fuel system supplying diesel generator engines
No.3 and No.4 is the same except for different valve numbering.
Procedure for Running the Port Engine System (DG1 and DG2) on Diesel
Oil

j) Shut down the HFO supply pump, ensuring that the standby HFO
supply pump does not start. The engine is now being supplied
with DO and the HFO in the system will gradually be used up, the
DO replacing it. Overflow oil from the mixing tube will pass to
the HFO service tank.

Under normal circumstances the engines will be shut down and started on HFO
but it can be advantageous to shut down the system with DO in the lines in
order to ease maintenance.

k) After about 15 minutes of operation, the fuel system of the engine
should be fully charged with DO and the engine can be shut down.
This can be confirmed by the viscosimeter reading.

Two diesel generator engines are supplied by the same fuel supply system and
it is necessary to put both engines on DO supply if both are running. If one of
the engine has already been shut down, its system will be charged with HFO
unless it has already been charged with DO.
There are two DO supply pumps and one of these has an electrical supply taken
from the emergency system. The DO supply pumps take suction from the DO
Service Tank.
The procedure described below assumes that only one engine on the fuel
system is actually running and that is to be charged with DO before being shut
down.
a) Unload the engine which is to be shut down (with its fuel system
charged with DO).
b) Ensure that there is sufficient fuel in the DO service tank and
sludge the tank to remove any water.
c) Confirm that the quick closing suction/filling valve on the DO
service tank, 743A2026, is open.
d) Ensure that the relief valve, 743A3012, on the DO supply pump
discharge line is open and able to release pressure back to the DO
service tank. The valve is set to a pressure of 5bar.
e) Open No.1 DO supply pump suction valve, 743A3002, and
discharge valve, 743A3010. If No.2 DO supply pump is to be
used, the valves are 743A3001 and 743A3009 respectively.
f) Open the DO supply valve, 745A1224, to the HFO BST pump
suction.

k) Turn three way cocks, 745A1042 and 745A1046 in order to
supply DO to the HFO BST pumps of both systems and isolate the
HFO supply pumps.
l) Shut off steam to the heaters.
m) Shut down the HFO supply pumps ensuring that the standby
pumps do not cut-in.
DO is now being supplied to the engines from the DO service tank by means
of the DO supply pump and the HFO BST pumps. The HFO in the systems will
be used and the fuel systems will eventually be completely charged with DO

The heater, mixing tube, filter unit and BST pumps will be charged with DO
and this will be purged when the system is restarted using HFO as described
above for starting the system from cold.

For prolonged engine operation on DO, the HFO part of the system should be
isolated. DO is supplied to the engines from the DO service tank and returned
to the DO tank via the DO cooler.

The procedure for charging the fuel system of diesel generator engines No.3
and No.4 is the same except that the valve numbering is different.

The following additional procedures are used:

Procedure for Emergency Operation of All DG Engines on Diesel Oil
a) Ensure that there is sufficient DO in the DO service tank and
sludge the tank to remove any water.
b) Remove the blanks 743A3020 isolating the HFO return oil system
from the DO return oil system.
c) Ensure that the pressure release valve, 743A3021 is open and
operational.
d) Open DO cooler inlet valve, 743A3022, and outlet valve,
743A3026.
e) Open the DO cooler water supply inlet valve, 711A2725, and
outlet valve, 711A2733, from the LT cooling system for auxiliary
consumers.
f) Open the DO service tank quick closing valve, 743A2026.

n) Open the DO return valve to the DO service tank, 743A3027.
o) Open the DO return line outlet valves from the engine fuel
systems, 745A1219 and 745A1218.
p) Open the DO engine fuel system inlet valves 745A1224 and
745A1223.
q) Close the DO supply pump outlet valve to the HFO BST pumps,
743A3031.
r) Close the fuel return valves to mixing tubes 743A1217 and
743A1216.
s) Shut down the HFO booster pumps.
The engines are now operating on DO which is supplied directly to the fuel
lines by the DO supply pump. The HFO system is shut down and is charged
with DO.

g) Open No.1 DO supply pump suction valve, 743A3002, and
discharge valve, 743A3010. If No.2 DO supply pump is to be
used, the valves are 743A3001 and 743A3009 respectively.
h) Open the DO supply pump outlet valve to the HFO BST pumps,
743A3031.

g) Shut off heat tracing and steam supply to the HFO heater.
h) Start the selected DO supply pump.

i) Shut off the fuel line trace heating.
j) Start the DO supply pump and put the other on standby.

Issue: First

2.6.1 Diesel Generator Fuel Oil Systems Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.6.2a Fuel Oil Purifier System

753A5001

40

753A5801

TI

50

TI

TAHL

3029

3013

3073

+ PI

PI

3005

3002

H.F.O. Service Tank 10
(Port) 149m3

3108

3806
Steam

PS

3018

3016

3076

40

3011

40
3805

3006
+ PI

PI

50
3007

40
TI

TI

40

40
TAHL

F

50
PS

3025

3812

3024
3026

H.F.O. Separator 2

TI

3808
40
TI

TI

+ PI

50

3050

40

F

Steam

PS

40

3057

3084

50

3045

3109
125

H.F.O. Separator 3

LAH

3817

1x
MDO Sep.
2x
HFO Sep.

FI

40

3083
TI

TI

TAHL

3058
3055

3823

Starboard side
Valves

3056
40

3086

3097
3098

3095

3110

H.F.O. Separator
Heater 4
40

3088
3053

3096 3099

3112 3115

To Leak oil Tank 10
(Port & Starboard)

PAL

QIAHL

753A
5812

50

80

753A
5814

125

3062

150

3824
H.F.O. Separator 4

TI

3114

3111

3059

TIAHL

3061
753A
5004

Steam

Deck 2
3113

Steaming Out
Connection
PS

3060

M

F

LAH

40
50

M

Port side
Valves

3094

753A
5810

3813

3085

Separator Drain Tank 10 etc
(P/S) 21m3

50

3052

TI

40

Sludge
System

Separator Drain Tank 10
(Port)

PAL

3051

H.F.O. Separator
Heater 3
H.F.O. Separator Pump 4
3,700 l/h

150

50

M

3043

50

F

3048

3082
3044

PI

To Sludge
System

3816

3047

3049

3040

2x
LO Sep.

40
TAHL

3081
H.F.O. Separator Pump 3
3,700 l/h

To Bilge
System

FI

3039

3070

Vent
Pipe

3079

3021

PI

3036

125

3080

3035

Issue: First

50

3028

3811
Steam

40

Well

PAL

TIAHL

QIAHL

753A
5807

3027

3090

+ PI

To Sludge
System

Steaming Out
Connection

3023

M

H.F.O. Separator Pump 2
3,700 l/h

3093

LAH

3807

H.F.O.
Separator
Heater 2

3078

3010

65

H.F.O. Settling Tank 10
(Starboard) 138m3

125

H.F.O. Separator 1

3020

40

FI

3075

3077

To Oily
Bilge
System

50

TI

H.F.O. Separator Pump 1
3,700 l/h

65
3001

TIAHL

753A
5803

50

3069

Separator Drain Tank 10
(Port)

PAL

3017
3019

3014

3011

3092

H.F.O. Service Tank 10
(Starboard) 142m3

50

40

M

3015
50

H.F.O. Settling Tank 10
(Port) 149m3

F

40

40

H.F.O.
Separator
Heater 1

3074

3091

3030

FI

250

M

Compressed
Air

Top Of
Funnel

Port FO Sep.
Cleaning Tables

753A5002
3 bar

3820

3087
50
50

Compressed
Air

To Bilge
System

Key

753A
5003

Fuel Oil

Note* All valve numbers are
prefixed by 745A unless stated
otherwise.

3067

3068

To Sludge
System

Air
Steam

Stbd FO Sep.
Cleaning Tables

Illustration 2.6.2a Fuel Oil Purifier System

P&O Aurora
2.6.2 Fuel Oil Purifier System
HFO Separator Pumps
Make:
Type:
No. of sets:
Capacity:

IMO
ACG 045K6 IVBO
4
3.7m3/h 2bar

Introduction

Technical Operating Manual
(Note! Starting and stopping the purifiers and the setting up of system valves
for tanks etc must be carried out locally. The IMACs system only has
monitoring facilities for these systems. There is an emergency stop button
located outside the door of the separator room and this allows for immediate
action in the event of a problem.)

No.1 separator bypass valve to settling tank

745A3014

Open

No.1 separator outlet valve to service tank

745A3108

Open

Filling valve on HFO service tank

745A3091

Closed

Crossover filling valve between HFO
service tanks 10P and 10S

745A3092

Preparation for the Operation of the HFO Purifying System
To Operate the Separator
For this procedure the port HFO separators have a single separator operating.
In this example No.1 separator is operating alone.

There are separate systems for HFO and for DO For the centrifugal separation
of HFO there are two separate systems, one which takes fuel from the HFO
settling tank 10P and discharges it to the HFO service tank 10P, and the other
which deals with the starboard HFO settling and service tanks. Both HFO
purification systems are identical and comprise two centrifugal separators,
each with its own dedicated supply pump and heater. A drain tank is provided
for the port separator system and another for the starboard separator system.

a) Ensure that the settling tank contains HFO in sufficient quantity
to enable the separator to function correctly.

Each separator system normally draws from its own settling tank (although
when required, each can be cross connected via valve 745A3090) and can
discharge purified HFO to either service tank. The purified oil is pumped to the
service tank by the separator’s own pump. The separators have a maximum
throughput of 3.7m3/h.

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

Separators are designed to operate continuously and excess filling of the
service tank, because the usage of HFO is less than the output of the separators,
flows from the service tank into the settling tank. The settling tanks are
replenished by the HFO transfer system when the tank level falls to a
predetermined value and the pump automatically stops when the maximum
tank level is reached.

Open

a) Open the instrument air supply to the separator to be used.
b) Ensure the separator brake is off and the separator is free to rotate.
c) Ensure that the correct gravity disc is fitted.

b) Check and record the level of oil in all fuel tanks.
d) Check the separator gear box oil level.
c) Open the self-closing test cock on the HFO settling tank, closing
it again when any water has drained.

e) Open the valves, as indicated in the table below, to take suction
from the HFO settling tank 10P and using HFO separator No.1
pump and No.1 separator, discharge to HFO service tank 10P.
(Note!: The port and starboard separator system have two separators with their
support pumps and heaters and they would normally be used as individual sets.
However, it is possible to use No.2 pump and heater to supply No.1 separator
and vice versa. For the situation considered, No.1 separator is used with No.1
pump and No.1 heater.)

e) Check that the strainers are clean.
f) Start the separator supply pump. Oil will bypass the separator,
returning to the settling tank through the three-way recirculating
control cock.
g) Slowly open the steam supply to the heater.
h) Set the steam temperature control valve to required set point.
i) HFO will now be circulating through the heater and returning to
the settling tank.
j) Open the technical water supply to separator.

Position

Description

Open

HFO settling tank 10P quick closing
suction valve

745A3001

Crossover valves between HFO service
tanks 10P and 10S

745A3090

Open

No.1 supply pump suction valve

745A3002

m) Start up the separator.

Open

No.1 supply pump discharge valve

745A3005

Closed

No.2 supply pump suction valve

745A3007

n) When the separator is up to speed, press the control panel start
button for automatic control of the unit.

Closed

No.2 supply pump discharge valve

745A3010

Operating water for the separators comes from the technical water system via
a pressure reducing valve which reduces the pressure from 6 bar to 2 bar.

Closed

No.s 1 and 2 supply pumps discharge
crossover valve

745A3006

The DO/GO (gas oil) separator is used to purify the DO and fill the DO service
tank from the DO DB tanks. It can also be used for purifying gas oil and
delivering it to the GO service tank from the GO tank 15P.

Open

No.1 heater inlet valve

745A3011

Active

No.1 separator valve to separator suction
recirculating cock

745A3806

Separators are of the self cleaning type and the bowls automatically open to
discharge sludge at timed intervals.
Centrifugal separation is improved when the difference in relative density
between the fuel, water and solids in the fuel are as great as possible and the
difference in relative densities can be increased if the temperature of the fuel
being treated is raised. Manufacturer’s recommendations with respect to
operating temperatures should always be followed. The temperature of the fuel
flowing to the separators can be adjusted by means of the thermostat control
on the heater control unit.

Issue: First

Closed

Valve
k) Open the flushing and operating water supplies to the separator.
l) Switch on the power to the control panel of No.1 separator (this is
the separator being used in this example.)

When the HFO has reached the correct temperature and the separator is at
operating speed, the automatic control system will change the position of the
three-way recirculating control cock and allow oil to flow to the separator.
The flow can be regulated by using the separator outlet valve.
o) Check that the separator is operating correctly with adequate
throughput.

2.6.2 Fuel Oil Purifier System Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.6.2a Fuel Oil Purifier System

753A5001

40

753A5801

TI

50

TI

TAHL

3029

3013

3073

+ PI

PI

3005

3002

H.F.O. Service Tank 10
(Port) 149m3

3108

3806
Steam

PS

3018

3016

3076

40

3011

40
3805

3006
+ PI

PI

50
3007

40
TI

TI

40

40
TAHL

F

50
PS

3025

3812

3024
3026

H.F.O. Separator 2

TI

3808
40
TI

TI

+ PI

50

3050

40

F

Steam

PS

40

3057

3084

50

3045

3109
125

H.F.O. Separator 3

LAH

3817

1x
MDO Sep.
2x
HFO Sep.

FI

40

3083
TI

TI

TAHL

3058
3055

3823

Starboard side
Valves

3056
40

3086

3097
3098

3095

3110

H.F.O. Separator
Heater 4
40

3088
3053

3096 3099

3112 3115

To Leak oil Tank 10
(Port & Starboard)

PAL

QIAHL

753A
5812

50

80

753A
5814

125

3062

150

3824
H.F.O. Separator 4

TI

3114

3111

3059

TIAHL

3061
753A
5004

Steam

Deck 2
3113

Steaming Out
Connection
PS

3060

M

F

LAH

40
50

M

Port side
Valves

3094

753A
5810

3813

3085

Separator Drain Tank 10 etc
(P/S) 21m3

50

3052

TI

40

Sludge
System

Separator Drain Tank 10
(Port)

PAL

3051

H.F.O. Separator
Heater 3
H.F.O. Separator Pump 4
3,700 l/h

150

50

M

3043

50

F

3048

3082
3044

PI

To Sludge
System

3816

3047

3049

3040

2x
LO Sep.

40
TAHL

3081
H.F.O. Separator Pump 3
3,700 l/h

To Bilge
System

FI

3039

3070

Vent
Pipe

3079

3021

PI

3036

125

3080

3035

Issue: First

50

3028

3811
Steam

40

Well

PAL

TIAHL

QIAHL

753A
5807

3027

3090

+ PI

To Sludge
System

Steaming Out
Connection

3023

M

H.F.O. Separator Pump 2
3,700 l/h

3093

LAH

3807

H.F.O.
Separator
Heater 2

3078

3010

65

H.F.O. Settling Tank 10
(Starboard) 138m3

125

H.F.O. Separator 1

3020

40

FI

3075

3077

To Oily
Bilge
System

50

TI

H.F.O. Separator Pump 1
3,700 l/h

65
3001

TIAHL

753A
5803

50

3069

Separator Drain Tank 10
(Port)

PAL

3017
3019

3014

3011

3092

H.F.O. Service Tank 10
(Starboard) 142m3

50

40

M

3015
50

H.F.O. Settling Tank 10
(Port) 149m3

F

40

40

H.F.O.
Separator
Heater 1

3074

3091

3030

FI

250

M

Compressed
Air

Top Of
Funnel

Port FO Sep.
Cleaning Tables

753A5002
3 bar

3820

3087
50
50

Compressed
Air

To Bilge
System

Key

753A
5003

Fuel Oil

Note* All valve numbers are
prefixed by 745A unless stated
otherwise.

3067

3068

To Sludge
System

Air
Steam

Stbd FO Sep.
Cleaning Tables

Illustration 2.6.2a Fuel Oil Purifier System

P&O Aurora
p) Ensure there is no abnormal discharge from the water outlet or
sludge discharge.

Technical Operating Manual
Position

Description

Valve

g) Slowly open the steam supply to No.2 heater.

Open

HFO settling tank 10 P quick closing
suction valve

745A3001

h) Set the steam temperature control valve to required set point.

Crossover valves between HFO
service tanks 10 P and 10 S

745A3090

i) HFO will now be circulating through No.2 heater and returning to
the settling tank.

The separator will now operate on a timer, discharging sludge at preset
intervals.

Closed

To Stop the Separator

Closed

No.1 supply pump suction valve

745A3002

a) Shut off the steam to the heater, allowing the unit to continue to
operate for a short period.

Closed

No.1 supply pump discharge valve

745A3005

Open

No.2 supply pump suction valve

745A3007

k) Open the flushing and operating water supplies to separators.

b) Press the program stop button on the control panel. The automatic
control system will change the position of the three-way
recirculating control cock and oil will to flow to the settling tank.

Open

No.2 supply pump discharge valve

745A3010

Closed

No.s 1and 2 supply pumps discharge
crossover valve

l) Switch on the control panel for No.1 and No.2 separators.
m) Start up the separators.

745A3006

Open

No.2 heater inlet valve

745A3021

Active

No.1 separator valve to separator
suction recirculating cock

745A3806

No.2 separator valve to separator
suction recirculating cock

745A3811

Open

No.1 separator bypass valve to settling tank

745A3014

e) Stop the supply pump.

Open

No.1 separator outlet valve to service tank

745A3108

When the HFO has reached the correct temperature and the separators are at
operating speed, the automatic control system will change the position of the
three-way recirculating control cock and allow oil to flow to No.2 separator.
The outlet from No.2 separator will flow to No.1 separator HFO supply line
just before the three-way cock and the HFO will pass through No.1 separator
before being discharged to the service tank.

f) Shut off the water supplies.

Open

No.2 separator bypass valve to settling tank

745A3024

The flow can be regulated by using No.2 separator outlet valve.

Closed

No.2 separator outlet valve to service tank

745A3109

Closed

No.2 separator outlet valve to No.1 separator
three-way valve

745A3020

Open

Filling valve on HFO service tank

745A3091

Closed

Crossover filling valve between HFO
service tanks 10P and 10S

745A3092

j) Open the technical water supply to separators.

The separator will commence the shut down sequence. The pump will continue
to run for 20 minutes after the shutdown is initiated to cool the heater.
c) On completion of the sequence press the motor stop button.
d) Apply the brake during the run down period.

g) Shut all valves.
Preparation for the Operation of the HFO Purifying System with Two
Separators in Series
Port HFO separator system; No.2 separator operating in series with No.1
separator.
a) Ensure that the settling tank contains HFO in sufficient quantity
to enable the separator to function correctly.
b) Check and record the level of oil in all fuel tanks.
c) Open the self-closing test cock on the HFO settling tank, closing
it again when any water has drained.

Active

To Operate the Separator

o) Check that the separator is operating correctly with adequate
throughput.
p) Ensure that there is no abnormal discharge from the water outlet
or sludge discharge.
The separator will now operate on a timer, discharging sludge at preset
intervals.

a) Open the instrument air supply to the separators.
b) Ensure the separator brakes are off and that the separators are free
to rotate.
c) Ensure the correct gravity discs are fitted.

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

d) Check the oil level in the separator gear boxes.

e) Open the valves, as indicated in the table below, to take suction
from the HFO settling tank 10 P, using HFO separator No.2 pump.
Passing HFO through No.2 heater, then No.2 separator, followed
by No.1 separator; discharge to HFO service tank 10P.

e) Check that the strainers are clean.

Issue: First

n) When the separators are up to speed, press the control panel start
button for automatic control of the units.

f) Start No.2 separator supply pump. Oil will bypass the separator,
returning to the settling tank through the three-way recirculating
control cock.

2.6.2 Fuel Oil Purifier System Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.6.2b Gas Oil/Diesel Oil Purifier System
GO & DO
Separator Heater
(850 l/h)
1020

Control Air System
20
TI

TI

TAHL

20

1021

1806

Non-Potable Water System

1022
3001

32

20

1019

25
1023
M

Gas Oil and
Diesel Oil
Separator Pump
(850 l/h)

1017
1802

1028

PI
TI

TI
PS

1018

PI
TI

1015

1010
32

Heating

1807
32

40

1006

1005

1004

1025

1024

1014

GO Tank 15P
(22.27 m3)

1003
1007

DO
Service
Tank 13S
(32.02 m3)

32

PI
TI

Gas Oil and
Diesel Oil
Separator
(850 l/h)

40
1002

40

40

PAL

1013

40

32

DO DB Tank 14P
(64 m3)

25

1026

25

1012

1029
25
40

40

1011

DO DB Tank 14S
(64 m3)

32
25

Separator
Drain
Tank 10P

1001

GO
Service
Tank 15S
(22.27 m3)

Key
32

Note* All valve numbers are
prefixed by 743A unless stated
otherwise.

Marine Diesel Oil
Air

Dom. Fresh Water
Steam
Comp. 15

Issue: First

Comp. 14

Comp. 13

Comp. 12

Comp. 11

Comp. 10

Illustration 2.6.2b Gas Oil/Diesel Oil Purifier System

P&O Aurora
Diesel Oil Purifying System

Technical Operating Manual
Preparation for Purifying Gas Oils

Preparation for Purifying Diesel Oil

Diesel Oil/Gas Oil Separator Pump

a) Ensure that there is sufficient DO in the DO storage tank from
which the oil is to be taken.

Make:
Type:
Capacity:

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

IMO
ACE 032L1 IVBO
850l/h

There is one separator dedicated to Diesel Oil (DO) and Gas Oil (GO) and this
is used to transfer DO from one of the two DO storage tanks to the DO service
tank, and GO from the GO storage tank to the GO service tank.
The separator is provided with a heater and a supply pump. The integral pump
in the separator pumps the DO or GO to the storage tank.
Note! The heavy fuel oil purifiers are self-cleaning, however, the DO/GO
purifier is not self-cleaning.)

b) Check and record the level of oil in all the G.O tanks.
c) All valves in the separator system are to be closed.

c) All valves in the separator system are to be closed.
d) Open the valves, as indicated in the table below, to take suction
from the DO D.B. storage tank 14P, returning the purified oil to
the DO service tank.
Position

Description

Open

DO D.B tank 14P suction valve
to separator pump

743A1005

DO D.B tank 14S suction valve
to separator pump

743A1006

DO service tank suction valve
to separator pump

743A1003

GO storage tank 15S suction valve
to separator pump

743A1004

GO service tank 15S suction valve
to separator pump

743A1007

Open

DO and GO separator pump discharge valve

743A1010

Open

DO and GO separator heater inlet valve

743A1015

Open

DO and GO separator heater bypass valve

743A1028

Active

Three-way control recirculation cock

743A1806

Open

Three-way return cock to DO D.B. tanks
(set to return to the tank from which DO
suction is currently taken)

743A1029

Open

DO and GO separator discharge valve

743A1807

Open

DO service tank filling valve

743A1013

Closed
Closed
Closed
Closed

Valve

e) Operate the DO and GO separator in the same way as the HFO
separator except that, depending upon the oil temperature, the
heater may not be required. The need for the heater must be
checked with information relating to the oil to be purified and the
temperature of the DO in the storage tanks.
(Note! Regulations regarding the heating of oils and their flash points must be
observed.)

Issue: First

a) Ensure that there is sufficient GO in the GO storage tank 15P.

d) Open the valves as indicated below, taking suction from the GO
storage tank 15P and returning the purified oil to the GO service
tank.
Position

Description

Valve

Open

GO storage tank 15P suction valve
to separator pump

743A1004

DO D.B tank 14S suction valve
to separator pump

743A1006

DO D.B tank 14P suction valve
to separator pump

743A1005

DO service tank suction valve
to separator pump

743A1003

GO service tank 15S suction valve
to separator pump

743A1007

Open

DO and GO separator pump discharge valve

743A1010

Open

DO and GO separator heater inlet valve

743A1015

Open

DO and GO separator heater bypass valve

743A1028

Active

Three-way control recirculation cock

743A1806

Open

Three-way return cock to DO D.B. tanks
(set to discharge GO to one of the DO
storage tanks)

743A1029

Open

DO and GO separator discharge valve

743A1807

Open

GO service tank filling valve

743A1011

Closed
Closed
Closed
Closed

e) Operate the DO and GO separator in the same way as the HFO
separator except that, depending upon the oil temperature, the
heater may not be required. The need for the heater must be
checked with information relating to the oil to be purified and the
temperature of the DO in the storage tanks.
(Note! Regulations regarding the heating of oils and their flash points must be
observed.)

2.6.2 Fuel Oil Purifier System Page 3

P&O Aurora

Technical Operating Manual

Illustration 2.7.1a Diesel Generator Engine Nozzle Cooling System
50

HT Cooling
Water Inlet

Oil
Detector

2026
50

2912

HT Cooling
Water Inlet

PI

OIL

50

PI

32

Connection
For Analysing
Equipment

50

Heat
Exchanger

32

o

80-85 C

2909

2910

PI

32
PI

32

o

2908

80-85 C

HT Cooling
Water Outlet

IMACS

TI

50

IMACS

TI

Nozzle Water
Circulating
Pumps
8 m3/h

Nozzle Water
Circulating
Pumps
8 m3/h
32

32

32
32

32

LAHL

Insulation

25

TAH

TS

25

TAH

2906

Diesel Generator 3&4 Electric Heating
22.5kW

To Oily Bilge
Deep Tank
15S 3

Compartment 12, Deck 3
15

Chemical Dosing Unit 2

2902

25
25

32
LAHL

Insulation
TS

2907

PI

PI

50

2911

OIL

Connection
For Analysing
Equipment

HT Cooling
Water Outlet

Oil
Detector

2027

25

From
CFW
Transfer
Pump

2901
25
25

2904

2905

Diesel Generator 1&2 Electric Heating
22.5 kW

25

25

25

2903

Compartment 11, Deck 3
15

Deck 2

Chemical Dosing Unit 2

Deck 2

2812

2811
32

32

Diesel Generator Engine 3

50

Diesel Generator Engine 1

2002

2004

50
32

2003

o

1.5 bar

2005

o

3499

95 C
TIAH

32

2001

2012

3499

95 C

PIAL

1.5 bar

TIAH

32

PIAL

32
2011

2006

3471

3471

PI
TI

PI
TI

32

32

32

32
2015

Diesel Generator Engine 3

32

2014

2008

Key

2007

2013

2010

Nozzle Cooling

3499
o

95 C

H.T. Cooling Water

TIAH

Diesel Generator Engine 2

32

1.5 bar

PIAL

o

3499

95 C
TIAH

1.5 bar

PIAL

Electrical Signal
2017

3471
PI
TI

Engine Valves 3499 and 3471: No Prefix Number
Compartment 12, Deck 1

Issue: First

Note* All valve numbers are
prefixed by 712A unless stated
otherwise.

2009

3471
PI
TI

Compartment 11, Deck 1

Illustration 2.7.1a Diesel Generator Engine Nozzle Cooling System

P&O Aurora
2.7 Nozzle Cooling
2.7.1 Diesel Generator Engine Nozzle Cooling System
Nozzle Cooling Pumps
Maker:
Type:
Capacity:

Pompe Garbarino
8m3/h at 3.1 bar

Introduction
Fuel injector nozzles have an important effect upon fuel atomisation and
effective atomisation is essential to engine performance. During engine
operation, a fuel injector nozzle can become overheated and this leads to an
increase in fuel temperature in the nozzle fuel sac, with possible early ignition
and burning of the nozzle tip. Burning of the nozzle tip causes defective fuel
atomisation and subsequent poor combustion. Cooling of the fuel injector
nozzles minimises overheating problems and ensures optimum combustion.
During periods of reduced load, or when on standby, the nozzle temperature
may fall below the level required for good performance. This in turn can have
a detrimental effect upon fuel atomisation. In this case the nozzle temperature
has to be increased and the nozzle cooling system becomes a heating system.
Each pair of diesel generator engines has a nozzle cooling system comprising
a 500 litre coolant storage tank, two coolant circulating pumps, a plate type
heat exchanger and associated pipework and valves, including a three-way
temperature control cock. The coolant tank is provided with a 22.5kW electric
heater. Water from the diesel generator high temperature (HT) cooling system
is circulated through the plate heat exchanger in order to remove heat from the
nozzle cooling water before it flows to the engines. The circulating pumps
have a capacity of 8m3/h at 3.9 bar. The heat exchanger is rated at 66kW.
This system of nozzle cooling enables the temperature of the fuel injector
nozzles to be accurately controlled and this avoids contamination of the main
cooling system, as any leakage of fuel from the nozzles will only enter the
nozzle cooling flow. Pump suction is taken from the bottom of the storage tank
and any oil contamination remains at the top of the tank. A test cock is
provided on the coolant storage tank to test for the presence of oil.

Technical Operating Manual
Procedure for Setting Up the Nozzle Cooling System
a) At each nozzle cooling unit, check the level of water in the
storage tank and replenish from the cooling fresh water system if
required.
b) At each nozzle cooling unit, set up the valves as follows:
Position

Description

Open

No.1 pump suction valve
from storage tank

Issue: First

Valve
D/Gs 3&4

Description

Valve

Open

No.1 D/G engine nozzle cooling inlet valve

712A2006

Open

No.1 D/G engine nozzle cooling outlet valve

712A2005

Closed

No.1 D/G engine nozzle cooling bypass valve

712A2001

Open

No.1 D/G engine nozzle cooling return valve

712A2002

Open

No.2 D/G engine nozzle cooling inlet valve

712A2009

Open

No.2 D/G engine nozzle cooling outlet valve

712A2010

Closed

No.2 D/G engine nozzle cooling bypass valve

712A2007

Open

No.2 pump suction valve
from storage tank

Open

No.2 D/G engine nozzle cooling return valve

712A2008

Open

No.1 pump discharge valves
from storage tank

Open

No.3 D/G engine nozzle cooling inlet valve

712A2011

Open

No.3 D/G engine nozzle cooling outlet valve

712A2012

Closed

No.3 D/G engine nozzle cooling bypass valve

712A2003

Open

No.3 D/G engine nozzle cooling return valve

712A2004

Open

No.4 D/G engine nozzle cooling inlet valve

712A2017

Open

No.4 D/G engine nozzle cooling outlet valve

712A2013

Closed

No.4 D/G engine nozzle cooling bypass valve

712A2014

Open

No.4 D/G engine nozzle cooling return valve

712A2015

Open

No.2 pump discharge valves
from storage tank

Open

Heat exchanger coolant inlet
valve

Open

Heat exchanger coolant
outlet valve

Operational

Three-way temperature control
valve

Open

Cooling unit outlet valve
to D/G engines

2911

Coolant return valves from
No.1 engine

2907

Coolant return valves from
No.2 engine

2908

Open
Open
Open
Open
Closed

Water is drawn from the coolant storage tank by one of the circulating pumps,
one being operational and the other on standby, for automatic cut-in, should the
operational pump fail. The pump forces the water through the heat exchanger
where it is cooled by water from the HT engine cooling system. A three-way
temperature control valve at the cooler outlet allows uncooled water to mix
with the water passed through the heat exchanger, thus the temperature of the
water passing to the engine nozzles is controlled to suit the required nozzle
temperature. The outlet temperature from the temperature control valve is in
the range 80ºC to 85ºC. Cooling water leaving the unit is directed via an inline
oil detector to each of the two engines served and then returns to the coolant
storage tank.

Valve
D/Gs 1&2

Position

Closed

2912

2909

Coolant return valves from
No.4 engine

2910
712A2027

712A2026

Connection to chemical
dosing unit

712A2812

712A2811

Storage unit oil in water
test valve

2905

2906

Closed

Storage unit filling valve

2901

2902

Closed

Storage unit drain valve

2903

2904

Closed

Position

Description

Valve

Open

No.1 and No.2 D/G nozzle cooler heat
exchanger HT CW inlet valve

712A1298

No.1 and No.2 D/G nozzle cooler heat
exchanger HT CW outlet valve

712A1293

No.3 and No.4 D/G nozzle cooler heat
exchanger HT CW inlet valve

712A1210

No.3 and No.4 D/G nozzle cooler heat
exchanger HT CW outlet valve

712A1129

Open

Coolant return valves from
No.3 engine

Connection for analysing
equipment

d) At the unit heat exchangers set up the following HT cooling water
system valves:

c) At the diesel generator engines, set the nozzle cooling inlet and
outlet valves as follows:

Open
Open

e) At the ECR mimic select the engine nozzle cooling system for
generators 1 and 2 and select AUTO control, with one pump set as
duty and the other as standby. Switch the heater control to AUTO
and start the system. Repeat the operation for generators 3 and 4.
f) The nozzle cooling units will operate to keep the engine fuel
injector nozzle temperatures within the limits set for the system.
Heating is supplied by the thermostatically controlled electric
heater and the cooling is supplied by water circulating from the
diesel generator HT cooling system.
2.7.1 Diesel Generator Engine Nozzle Cooling System Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.8.1a Diesel Generator Engines 1 and 2 Lubricating Oil Systems Main System

Funnel Top

200

200
150

Key
32

Emerg.
LO
Tank 2
(94L)

Lubricating
Oil
65

150

32

Emerg.
LO
Tank 1
(94L)

Emerg.
LO
Tank 2
(94L)

Dom. Fresh Water

65

2041

Air

32

32
32

32
125

125

50

Control
Air

M

50

Fresh
Water

2084

PDAH

200
H20

PDAH

200

2081

PDI

2036

Control
Air
PDAH

IT

PDAH

IT

2031

TI

250

250
2034

PDI

2087

H20

2040
100

2038

TI

Plate
Cooler

2030

2236

2027

PI
TI

2026

2022

2019
100

Engine
Driven
L.O.
Pumps

2020
2817
2225
TI

2240

+PI
-

PI

2248

150

(308 m3/h)

+PI
-

100

Pre-LO
Pump
(81 m3/h)

100

2247
100

2245

100

2246
100

100

100
TI

200

200
PI

2878

2007
125

2056

2882
125

100

100

150

150
300

40
2012

2880

2053

2009

2879

200

2881

TI

200
2877

PI

From/To
Separators
2

+PI
-

2067

2065

100

Pre-LO
Pump
(81 m3/h)

2835

2066

TI

TI

150

Engine
Driven
L.O.
Pumps

2069

2224

Auto
Filter

50

2017

2070
100

2238

Fresh
Water

PI
TI

IT

(308 m3/h)

2071

IT

+PI
-

2044

2018

PI

2239
250

2075

2079

Diesel Generator
2

2088

250
2076

2235

Auto
Filter

2086

TI

250

2237

Fresh
Water

PI
TI

100

Plate
Cooler

Diesel Generator
1

2037

250

2058

250

250
PI
TI

32

2857
PI
TI

M

Fresh
Water

32

32

TI

TI

32

32

2856
PI
TI

2060

32

Note* All valve numbers are
prefixed by 741A unless stated
otherwise.

32

Emerg.
LO
Tank 1
(94L)

100

From/To
Separators
2

300
2003

2002

300

40
2061

100

2051

300
2052

2043
200

Separate
Chamber

Issue: First

Circulating Deep
Ballast Tank 11
(P)

200

200

Separate
Chamber

200

2054

Circulating Deep
Ballast Tank 11
(S)

Illustration 2.8.1a Diesel Generator Engines 1 and 2 Lubricating Oil Systems - Main System

P&O Aurora
2.8 Lubricating Oil Systems
2.8.1 Diesel Generator Engine Lubricating Oil Systems - Main System
Prelubricating Pumps
Make:
Type:
Model:
Motor:
No. of Sets:
Capacity:

Imo
Self Priming IMO Screw Pump
BGR562 E2 NR01
690V 18kW 1185rpm
4
81m3/h

Lubricating Oil Circulating Pumps
Maker:
Type:
Capacity:

MAN B&W
Engine driven
308 m3/h at 8 bar

Introduction
Each diesel generator engine has its own self-contained lubrication system for
the lubrication of engine bearings, turbocharger bearings and cylinders.
The LO sump is the circulating DB tank immediately below the engine. This
serves as the LO reservoir from which the pumps draw suction and to which
the oil returns after serving the engine.
There are two main lubrication pumps and a prelubrication pump which also
draws suction from the circulating D.B. tank.
The electrically driven prelubrication pump runs before the engine starts and
ensures that there is oil at all the working surfaces. The pump stops when the
engine reaches operating speed and the main engine driven pumps are
supplying oil at pressure. The pump cuts in again when the engine slows at
shutdown.
The main pumps have a delivery rating of 308m3/h at a pressure of 8bar. A
pressure regulating valve at the end of the LO supply pipe to the engine
maintains the LO pressure in the engine system at a constant level.
The engine driven main LO pumps supply oil under pressure to the main
bearings, the bottom end bearings, top end bearings, camshaft bearings,
camshaft gear wheel drive system and turbocharger bearings. The circulating
oil also acts as a piston coolant, being supplied to the piston space by means of
a bore in the connecting rod. From the top of the oscillating connecting rod, oil
is transferred to the piston through a funnel on spring bearings which keep the
lower end of the funnel in contact with the outer face of the connecting rod
upper end.

Issue: First

Technical Operating Manual
The inlet valve stems are lubricated at high engine loads by two load controlled
oil pumps. The pumps use oil from the cylinder lubricating oil system and
inject the oil into the scavenge air. Each bank of seven cylinders has its own
pump. The pumps automatically start at 50% load and cut-out at 46% load.
Piston cooling is by a combination of shaker effect and bore cooling. After
extracting heat from the piston crown, the oil drains to the sump through return
holes in the piston skirt.
The turbocharger rotors are supported on two plain bearings, located between
the compressor wheel and the turbine rotor. The bearing at the compressor end
is used for axial location and to absorb axial thrust. Both bearings are supplied
with LO by two separate supply pipes, which are connected to both sides of the
bearing casing. The LO supply pressure to the turbocharger bearings should be
adjusted so that it is between 1.3 bar and 1.5 bar. The pressure reducing valve
in the supply pipe is used for this purpose.

Procedure for Setting Up the Engine Main Lubricating Oil System
a) Ensure that the LO level in the diesel generator engine circulating
D.B. tank (sump) is adequate. If necessary, supply clean LO from
the storage system (see section 6.7.4 LO Transfer and Bunkering
System).
b) If necessary, raise the temperature of the LO by opening the steam
supply to the sump heating coil (see section 6.2.7, Steam System).
c) With all valves initially closed, prepare the LO circulation system
by setting the valves as follows:
Position

Description

Open

Emergency LO header tanks are provided, two for each engine, in order to
supply oil to the turbochargers in the event of lubrication system failure. The
94 litre capacity of these tanks is sufficient to supply oil to the turbocharger
bearings during their run-down period after the engine has been stopped.
During normal operation, the engine driven pumps supply oil to the
turbocharger bearings with branches to the tanks. These branches keep the
tanks fully charged. There are no valves on the lines to and from these tanks.
During normal stopping periods, the pre-lubrication pump will maintain an oil
supply to the turbochargers after the engine has stopped.

Open

Valve
No.1 D/G

Valve
No.2 D/G

Prelubrication pump
discharge valve

741A2018

741A2066

Engine main LO pump
outlet valve

741A2019

741A2070

Operational

Auto backflush filter
three-way inlet cock

Operational

Auto backflush filter
three-way outlet cock

Open

LO cooler inlet valve

741A2027

741A2076

Open

LO cooler outlet valve

741A2034

741A2084

The lubrication of cylinder liner running surfaces is carried out via splash
lubrication and the cylinder lubrication system. The piston rings pick up oil
from the cylinder grooves which are supplied with oil from the bore holes in
the cylinder liner, these bore holes are supplied with oil by an electrically
driven pump. One pump supplies each bank of seven cylinders. These pumps
are two speed and operate according to the load on the engine. They draw oil
from the main LO distributing pipe and pass it to hydraulically controlled
block distributors which send the oil to individual cylinder lubrication points.

Operational

LO temperature control valve

741A2856

741A2857

Open

LO cooler LT FW inlet valve

711A1036

711A1063

Open

LO cooler LT FW outlet valve 711A1043

711A1070

Position

Description

Valve
No.3 D/G

Valve
No.4 D/G

Open

Prelubrication pump
discharge valve

741A2107

741A2066

Suction for the main LO pumps and the pre-lubrication pump is through nonreturn valves and magnetic filters in the suction pipelines. The oil then flows
through the automatic back-flush filter to the cooler, where it is cooled by fresh
water circulating in the LT diesel generator fresh water cooling system. The oil
flows to the engine through a final filter and is distributed to the various
locations by the engine`s internal LO pipework.

Open

Engine main LO pump
outlet valve

741A2110

741A2070

Remote temperature and pressure indicators, with alarms, are fitted to the LO
inlet line to the engine. A high LO temperature alarm is triggered if the inlet
temperature exceeds 60ºC and a low pressure alarm if the pressure falls to 3.5
bar. There is an oil temperature shutdown which is initiated at 64ºC.
The engine governor has its own lubrication system and is not part of the
engine system.

Operational

Auto backflush filter
three-way inlet cock

Operational

Auto backflush filter
three-way outlet cock

Open

LO cooler inlet valve

741A2119

741A2076

Open

LO cooler outlet valve

741A2126

741A2164

Operational

LO temperature control valve

741A28xx

741A2875

Open

LO cooler LT FW inlet valve

711A1183

711A1251

Open

LO cooler LT FW outlet valve 711A1190

711A1258

2.8.1 Diesel Generator Engine Lubricating Oil Systems - Main System Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.8.1b Diesel Generator Engines 3 and 4 Lubricating Oil Systems Main System

Upper Deck

200

200
150

Key

Lubricating
Oil

32

Emerg.
LO
Tank 2
(94L)

65

150

32

Emerg.
LO
Tank 1
(94L)

32

Emerg.
LO
Tank 2
(94L)

65

32

Emerg.
LO
Tank 1
(94L)

Dom. Fresh Water
2128

Air

2170

32

32

32

32

32
125

Note* All valve numbers are
prefixed by 741A unless stated
otherwise.

125

250

Fresh
Water

2126

Control
Air

Fresh
Water
250

H20

250
2234

TI

2233
250

Plate
Cooler

2122

PI
TI

2118
2112

2111

2232

2854
2226
TI

2108

2107

(308 m3/h)

+PI
-

2229

2152

100

2242

2243
100

TI

200

200

2098

2140

2888
125

100

150
300
100

2095

From/To
Separators
2

300
2096

300

40
2141

100

2135

300
2136

2097
200

Separate
Chamber

Issue: First

100

150

40
XXXX

2886

2138

2100
125

200

2887

PI

2883

2885

100

2244

100
TI

200

+PI
-

50

100
2884

(308 m3/h)

150

Pre-LO
Pump
(81 m3/h)

100

PI

+PI
-

2148

2146

100

From/To
Separators
2

2876

2147

PI

2241

Diesel
Driven
L.O.
Pumps

2150

2227

Auto
Filter

100

Pre-LO
Pump
(81 m3/h)

2151

2228

2230

50
150

PI
TI

250

2157

TI

TI

PI

Diesel Generator
4

2166

250

Fresh
Water

2106

2169

IT

+PI
-

H20

2167

2156

IT

Auto
Filter

PDI

2165

TI

2160

Diesel
Driven
L.O.
Pumps

2110

2231

Fresh
Water

PI
TI

250

250

2119

PDAH

100

Plate
Cooler

Diesel Generator
3

2115

PDAH

250

100
PI
TI

Control
Air

200

2085

50

IT

2161

PDI

2116

M

2164

PDAH
PDAH

200

TI

250

50

IT

2123

32

2875
PI
TI

M

TI

TI

32

32

2855
PI
TI

32

32

Circulating Deep
Ballast Tank 12
(P)

2137
200

200

Separate
Chamber

200

Circulating Deep
Ballast Tank 12
(S)

Illustration 2.8.1b Diesel Generator Engines 3 and 4 Lubricating Oil Systems - Main System

P&O Aurora
d) Ensure that fresh water is flowing through the LO cooler.
e) Open the compressed air supply to the automatic backflush filter
and check that it is able to function. (See section 2.5.3.
Compressed Air Systems - Instrument Air.)
f) Ensure that the pre-lubrication pump is switched to automatic.

Technical Operating Manual
2.8.2 Diesel Generator Engine Lubricating Oil Systems - Cylinder
Lubricating Oil System

Illustration 2.8.2a Cylinder Lubrication

Running surfaces of the engine cylinders are lubricated by means of splash
from the crankcase. This arrangement provides a fresh film of oil on the liner
surface every time the lower part of the liners are uncovered by the piston skirt.
This is adequate for the lower liner lubrication, where temperatures and
pressures are not severe.

The engine is now ready to start.
g) Upon initiating the start procedure for the engine, the prelubrication pump starts and circulates oil around the system.
Check that the LO pressure rises to an acceptable level.
h) When the engine has started, check that the LO pressure is correct
and that the pre-lubrication pump has stopped.
i) Start the LO purifier for the engine and ensure that it runs
continuously whilst the engine is running.

Because of the higher pressures and temperatures existing at the top of the liner
additional cylinder lubrication is provided. Oil is injected into the cylinder by
means of bores, the piston ring pack then carries the oil upwards and
distributes it over the liner surfaces.
There are two electrically driven pumps, one for each bank of seven cylinders.
These pumps draw oil from the main LO distributing pipe and send it under
pressure to a hydraulically controlled distributor. These send the oil, at
regulated intervals, to the cylinders through small bore pipes. The distributors
operate by sending a measured quantity of oil to the lubrication bore holes at
the cylinders and this oil enters the cylinder through small radial bores. These
are located at a point where the ring pack will be when the piston is at the
bottom of its stroke, a location not readily reached by splash lubrication. The
piston rings carry the oil upwards and spread it over the liner surface to give
an effective lubricant film.

Cylinder Liner

Lubrication
Bore Hole
Cylinder
Crankcase

Lubrication Bore Hole

The pumps are two speed and operate according to the load on the engine.
There are no valves on the pressure cylinder lubrication system and the electric
pumps start automatically when the engine operates. It is important to ensure
that the pumps are set to automatic.
Proximity Switch
Inlet Pipe

Connection Pipes

Drainage
Pipe
Drainage Pipe
Block Distributor

Oil Pump
Drive
Motor

Drainage Pipe

Inlet Pipe

Issue: First

2.8.2 Diesel Generator Engine Lubricating Oil systems - Cylinder Lubricating Oil System Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.8.3a Lubricating Oil Purifier System

P

Key

P

Comp.
Air

50

Lubricating Oil
Note* All valve numbers
are prefixed by 741
unless stated
otherwise.

Fresh
water

50

A3097

Electrical Signal

6-10 bar

JB

Steam

JB

A3022

A3034

Fresh Water
TI

TI

Air

TAHL

50

A3036

A3010

+ PI

L.O.
Separator
No.2

A3810

50

A3011

LO Separator
Pump 1
(4.800 l/h)

65

DG 1 Circ.
DB 11
(P)

A3070

IT

TI

50

A3032

50

TIT

I

TIP

50

50

50

I

TI

TI

TAHL

A3059

40

A3049
A3066

A3067

L.O.
Separator
No.4

40

I

6 bar

I

PAL
TI
PI
TI

A3054

Control
Unit

IMACS

A3055

A3845
50

I

TIP

50

A3053
A3051

I

TIP

PI
TI

A3048

I

L.O.
Separator
No.3 Heater

A3052

TIP

Control
Unit

A3061

A3008
TI

I

PAL
TI

TIP

TIP

50

TIP

40

A3084

TI

Oil Cooler

40

I

40

A3068

IMACS

A3073

A3065

50

A3060

50

A3063

I

TIP

LO
Separator
Pump 2
(4.800 l/h)

A3818

40
M

L.O.
Separator
No.4 Heater

+ PI

TAHL

A3047

A3064

50

PI

40
TIP

A3017
65

JB

TI

TI

A3823

40
M

DG 2 Circ.
DB 11
(S)

A3079

6-10 bar
A3046

65

LO Separator
Pump 4
(4.800 l/h)

50

JB

PI

A3020

Fresh
water
Comp.
Air

P

65

A3078

A3809

Separator Drain Tank 10
(P)

A3058

Renovated
Oil DB 11C

A3072

A3071
50

125

P

Oil Cooler
50

Dirty Oil
DB 11C

A3005

50

50

L.O.
Separator
No.1

A7534807

125

A3092

65

A3031

A3805

50

65

PI

IMACS

A3096

IT

50

A3015

+ PI

A3030

Control
Unit

50
PI

A3016

A3075

I

PI
TI

A3814

50

65

40

I

PAL
TI

753A4805

A3009

A3076

A3029

A3027

I

6 bar

A3043

A3044

DG 3 Circ. DB 12
(P)

50

A3024
A3026

Control
Unit

IMACS

L.O.
Separator
No.1 Heater

50

A3042

6 bar
65

PI
TI

40

I

A3037

LO Separator
Pump 3
(4.800 l/h)

I

TIP

50

TIP

PI

A3001

40

I

PAL
TI

I

TIP

A3004

50

A3041

A3028

TIP

A3014

Oil Cooler

A3039

40

TIP

L.O.
Separator
No.2 Heater

TIP

PI

I

TIP

TI

TI

40

M

50
PI

A3808

40

M

PI

TAHL

A3023
TIP

65
A3102

65

40
A3040

A3069
+ PI

50

TI

TI

A3813

40

A3035

50

A3056

50

L.O.
Separator
No.3

6 bar

PI

50

753A4812

A3820

50
125

DG 4 Circ. DB 12
(S)

A3074

PI

A3077

50

A3819
TI

PI

50
50

A3085

125
A3824

TI

50

A7534814

A3090

Separator Drain Tank 10
(S)

Oil Cooler

Issue: First

Illustration 2.8.3a Lubricating Oil Purifier System

P&O Aurora
2.8.3 Lubricating Oil Purifier System
Lubricating Oil Purifiers

Technical Operating Manual
Procedure for Purifying and Returning Lubricating Oil From a Diesel
Generator DB (Sump)

Open

All system valves initially closed.
Maker:
Type:
Model:
Capacity:

Westfalia
Self Cleaning Centrifugal
OSC 30-96-066
4,850 l/h

Lubricating Oil Purifier Supply Pumps
Maker:
Type:
No. of sets:
Capacity:

IMO
ACG 045N6 IVBO
4
4.8m3/h

a) Set the system valves as follows:
Position

Description

Valve
No.1 DG

Valve
No.2 DG

Open

DG sump suction valve

741A3011

741A3017

Closed

LO separator pump line
suction valve

741A3010

741A3072

Open
Open

Introduction
The purpose of the Lubricating Oil (LO) purifier system is to remove water and
solid impurities from the LO in the diesel generator engines. Each engine is
provided with its own purifier system, comprising a Westfalia OSC 30-96-066
centrifugal separator, a LO separator heater, a LO separator pump and a LO
cooler.

Operative
Open

LO separator pump
discharge valve
LO separator heater
inlet valve
Three-way temperature
control valve
LO separator bypass
non-return valve

Operative

741A3013

741A3051

741A3063

LO return line valve

741A3054

741A3068

Open

LO return cooler inlet valve

741A3084

741A3090

Open

LO return cooler outlet valve

741A3079

741A3085

Open

D/G LO sump inlet valve

741A3076

741A3077

Open

LO separator heater steam
1st inlet valve

731A1830

731A1827

LO separator heater steam
2nd inlet valve

731A1265

731A1263

LO separator heater electrical
steam inlet valve

731A1832

731A1829

Open

LO cooler LT FW inlet valve

711A2267

711A2270

Open

LO cooler LT FW outlet valve 711A2278

711A2275

741A3037
741A3813
741A3039

LO separator bypass
non-return valve

Open

741A3020

741A3027

741A3823

LO separator outlet valve

Operational
741A3808

741A3818

Open

Open
741A3026

Three-way temperature
control valve

Open

LO separator outlet valve

Although the purifier systems are arranged to serve a particular engine, a
system of crossover valves enables any of the four purifier systems to serve
any of the four engines.

Open

LO return line valve

741A3030

741A3042

Open

LO return cooler inlet valve

741A3097

741A3096

Open

LO return cooler outlet valve

741A3102

741A3092

For any system, the separator pump takes suction from the engine circulating
D.B. (sump), passing the oil through a heater and then to the separator. The
separator`s own pump returns the purified oil to the engine`s sump, via a cooler
if the temperature is too high. The separators discharge sludge into a separator
drain tank, there is one tank for two separators. A three-way temperature
control valve at the heater outlets allows the LO to be circulated back to the
sump when the purifier is on its sludge cycle, thus avoiding any system oil loss.

Open

DG LO sump inlet valve

741A3009

741A3078

Open

LO separator heater steam
1st inlet valve

731A1824

731A1821

LO separator heater steam
2nd inlet valve

731A1276

731A1292

LO separator heater electrical
steam inlet valve

731A1826

731A1823

Open

LO cooler LT FW inlet valve

711A2258

711A2255

Open

LO cooler LT FW outlet valve 711A2263

711A2266

f) Ensure that the correct gravity disc is fitted.

Position

Description

Valve
No.3 D/G

Valve
No.4 D/G

g) Ensure that the separator gear box oil level is correct.

Open

DG sump suction valve

741A3001

741A3005

Closed

LO separator pump line
suction valve

h) Switch on the separator control panel and check that the system is
functioning satisfactorily.

741A3069

741A3075

LO separator pump
discharge valve

741A3004

741A3008

LO separator heater
inlet valve

741A3049

741A3061

Any of the separators can take suction from the dirty oil tank and discharge to
any of the diesel generator engine sumps or the renovated oil tank. The
separators automatically discharge sludge from the bowl at timed intervals.
(Note! Care should be taken to prevent contamination of the oil in any of the
engine sumps, from contaminated oil in the dirty oil tank. Although water and
solids are removed from the LO during operation of the centrifugal separator,
this is not so for chemical contaminants or even bacteria. LO from the dirty oil
tank should be purified to the renovating tank and a test should then be carried
out on the LO in the renovating tank to ensure that it is safe to transfer to one
of the engine sumps.)
Purifier heaters are supplied with steam, the flow of which is regulated to
maintain the correct temperature.

Issue: First

Open
Operational

Open
Open

b) Ensure that the steam supply is available and that the LT FW
cooling system for auxiliary users is operational.
c) Open the instrument air supply to the separator room and ensure
that air is available at the separator(s) to be used. Check that the
air pressure reducing valve (753A4001) is functioning to supply
air at 3 bar to the temperature control valves.
d) Open the water supply valve from the technical water system and
check that the reducing valve (721A2001) is functioning and
supplying water at 3 bar to the separator bowls.
e) Ensure that the separator brake is off and that the purifier bowl is
free to rotate.

i) Start the separator supply pump. LO will bypass the separator via
the three-way temperature regulating valve.

2.8.3 Lubricating Oil Purifier System Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.8.3a Lubricating Oil Purifier System

P

Key

P

Comp.
Air

50

Lubricating Oil
Note* All valve numbers
are prefixed by 741
unless stated
otherwise.

Fresh
water

50

A3097

Electrical Signal

6-10 bar

JB

Steam

JB

A3022

A3034

Fresh Water
TI

TI

Air

TAHL

50

A3036

A3010

+ PI

L.O.
Separator
No.2

A3810

50

A3011

LO Separator
Pump 1
(4.800 l/h)

65

DG 1 Circ.
DB 11
(P)

A3070

IT

TI

50

A3032

50

TIT

I

TIP

50

50

50

I

TI

TI

TAHL

A3059

40

A3049
A3066

A3067

L.O.
Separator
No.4

40

I

6 bar

I

PAL
TI
PI
TI

A3054

Control
Unit

IMACS

A3055

A3845
50

I

TIP

50

A3053
A3051

I

TIP

PI
TI

A3048

I

L.O.
Separator
No.3 Heater

A3052

TIP

Control
Unit

A3061

A3008
TI

I

PAL
TI

TIP

TIP

50

TIP

40

A3084

TI

Oil Cooler

40

I

40

A3068

IMACS

A3073

A3065

50

A3060

50

A3063

I

TIP

LO
Separator
Pump 2
(4.800 l/h)

A3818

40
M

L.O.
Separator
No.4 Heater

+ PI

TAHL

A3047

A3064

50

PI

40
TIP

A3017
65

JB

TI

TI

A3823

40
M

DG 2 Circ.
DB 11
(S)

A3079

6-10 bar
A3046

65

LO Separator
Pump 4
(4.800 l/h)

50

JB

PI

A3020

Fresh
water
Comp.
Air

P

65

A3078

A3809

Separator Drain Tank 10
(P)

A3058

Renovated
Oil DB 11C

A3072

A3071
50

125

P

Oil Cooler
50

Dirty Oil
DB 11C

A3005

50

50

L.O.
Separator
No.1

A7534807

125

A3092

65

A3031

A3805

50

65

PI

IMACS

A3096

IT

50

A3015

+ PI

A3030

Control
Unit

50
PI

A3016

A3075

I

PI
TI

A3814

50

65

40

I

PAL
TI

753A4805

A3009

A3076

A3029

A3027

I

6 bar

A3043

A3044

DG 3 Circ. DB 12
(P)

50

A3024
A3026

Control
Unit

IMACS

L.O.
Separator
No.1 Heater

50

A3042

6 bar
65

PI
TI

40

I

A3037

LO Separator
Pump 3
(4.800 l/h)

I

TIP

50

TIP

PI

A3001

40

I

PAL
TI

I

TIP

A3004

50

A3041

A3028

TIP

A3014

Oil Cooler

A3039

40

TIP

L.O.
Separator
No.2 Heater

TIP

PI

I

TIP

TI

TI

40

M

50
PI

A3808

40

M

PI

TAHL

A3023
TIP

65
A3102

65

40
A3040

A3069
+ PI

50

TI

TI

A3813

40

A3035

50

A3056

50

L.O.
Separator
No.3

6 bar

PI

50

753A4812

A3820

50
125

DG 4 Circ. DB 12
(S)

A3074

PI

A3077

50

A3819
TI

PI

50
50

A3085

125
A3824

TI

50

A7534814

A3090

Separator Drain Tank 10
(S)

Oil Cooler

Issue: First

Illustration 2.8.3a Lubricating Oil Purifier System

P&O Aurora
j) Operate the control to open the electrically activated heater steam
supply valve. LO will now circulate through the heater but will
still be returned to the engine sump.

Technical Operating Manual
To Stop the Separator
a) Press the stop button on the control panel; the separator will go
through the shutdown cycle including sludging of the bowl.

k) Start the separator.

Procedure for Purifying Oil from the Dirty Oil Tank and Returning it to
the Renovated Oil Tank
Any of the four LO separators can be used for this purpose. For the example
shown, No.1 LO separator system will be used.

b) Shut off the steam supply to the heater.
l) When the separator has reached operational speed, press the
separator control button. The separator will now function
automatically with the three-way valve directing LO to the
separator bowl and the heater steam supply controlled to give the
correct LO temperature at the separator.
m) Check the operation of the separator and if necessary, adjust the
LO flow.
n) Ensure that there is no abnormal discharge from the water outlet
or sludge discharge.
o) Check that all alarms are operational.
The separator will operate continuously with timed opening of the bowl to
discharge sludge.

c) When the LO temperature has fallen to an acceptable level stop
the separator LO supply pump.

a) Open the steam supply valve to the dirty oil tank in order to warm
the oil ready for purification.
b) Set up the valves as follows (No.1 separator system in use):

d) In the separator room, shut the water and air supply valves to the
separator.
e) Apply the separator bowl brake to stop the bowl rotating.
f) Shut all valves.
(Note! There is no start/stop control of the separators or pumps from the
IMACs system, only monitoring. The separators can be stopped locally or via
the SMS system in an emergency.)

Position

Description

Valve

Open

Dirty oil tank D.B. 11C suction valve

741A3015

Open

No.1 LO separator pump line suction valve

741A3010

Open

LO separator pump discharge valve

741A3013

Open

LO separator heater inlet valve

741A3026

Operative

Three-way temperature control valve

741A3808

Open

LO separator bypass non-return valve

741A3027

Open

LO separator outlet valve

Open

LO return line valve

741A3030

Open

LO return cooler inlet valve

741A3097

Open

LO return cooler outlet valve

741A3102

Open

Renovated oil return line valve

741A307

Open

Renovated oil DB 11C inlet valve

741A3016

Open

LO separator heater steam 1st inlet valve

731A1824

Open

LO separator heater steam 2nd inlet valve

731A1276

Operational

LO separator heater elec. steam inlet valve

731A1826

Open

LO cooler LT FW inlet valve

711A2258

Open

LO cooler LT FW outlet valve

711A2263

c) Operate the separator as for the diesel generator sump operation
described above.

Issue: First

2.8.3 Lubricating Oil Purifier System Page 2

P&O Aurora

Technical Operating Manual

Illustration2.8.4a Propulsion Motor Lubricating Oil Services
Non-Drive End
Bearing
TI

JOP-Unit NDE

Key
Hydraulic Oil

DPI

LI

Feed Water
Electrical Signal

M

Thrust
Bearing

Shaft Line
Locking
Device

M

PEM Non-Drive End Bearing Jack Up Hydraulic Circuit
Propulsion
Motor

Drive End
Bearing
TI

JOP-Unit DE

DPI

LI

Water Out
Water In

20 bar
M

IMACs Process Station

M

Propeller Shaft Thrust Bearing Oil Circuit

Issue: First

M

M

PEM Drive End Bearing Jack Up Hydraulic Circuit

Illustration 2.8.4a Propulsion Motor Lubricating Oil Services

P&O Aurora
2.8.4 Propulsion Motor Lubricating Oil Services
Bearing Maker:
Type:

Renk
Hydrostatic jack-up

Introduction
Each propulsion electric motor is provided with two pedestal bearings, one at
each end of the motor, to support the rotor. These pedestal bearings are of the
oil lubricated white metal type with labyrinth type seals at the ends of the
bearing unit to prevent the escape of oil.
During the normal operation of oil lubricated white metal bearings, an oil
wedge forms between the rotating shaft and the bearing due to the relative
movement between shaft and bearing. This is hydrodynamic lubrication and
the oil wedge is strong enough to keep the shaft and bearing apart thus
preventing metal to metal contact and possible bearing failure. The relative
speed between the two surfaces, caused by the rotational speed of the shaft, is
critical to the formation of the hydrodynamic oil wedge and if the speed is too
low an effective oil wedge does not form and contact can take place between
the shaft and the bearing.
The propulsion motor and the propeller shaft rotate at a relatively low speed
and the motor pedestal bearings are provided with a hydrostatic form of
lubrication, to ensure that the shaft and bearing are kept apart at all times. Oil
is supplied under pressure to the space between the bearing and the shaft and
that pressure, about 100bar, is sufficient to keep the bearing and shaft apart
even when the shaft is not turning. The bearing is specially designed with a
pocket to allow for effective support of the shaft in the bearing by means of the
pressurised oil.
Two electrically driven oil pumps, one operational and the other on standby if
the main pump fails, take suction from the sump of the pedestal bearing. The
sump is provided with a cooling coil, through which flows circulated water
from the cooling fresh water diesel generator’s LT system. This cooling
maintains the oil in the sump at a constant temperature. A pressure relief valve
connected to the pump discharge line maintains the oil delivery pressure at a
set value by discharging the excess back to the pump suction. Oil from the
operational pump flows through a filter unit and a flow sensor before entering
the bearing via a non-return valve.

Issue: First

Technical Operating Manual
The system is provided with a temperature and pressure sensor and the sump
has a level gauge and a low level sensor which raises an alarm if the sump level
falls below a set value.
In the case of a failure of more than one of the pumps per side or an IMACs
fault, it is still possible to operate the lubrication oil pumps manually from their
relevant motor control centre. The propulsion converter control system
requests operation of the pumps and then receives a running acknowledgement
signal that the pumps are in operation.

Procedure for Preparing the Propulsion Motor Bearings for Operation
a) Check that electrical power is available at the pump motor
switchboards and that all instrumentation is functioning correctly.
b) Check that the oil level in the sump is correct (at the top of the
indicator when the motor is not turning) and replenish the sump if
necessary.
c) Check that the pump pressure relief valve is set correctly.

Operation
The pumps are in operation during the motor speed range of zero to 30 rpm.
The pumps are automatically started at 30 rpm decreasing and are stopped at
35 rpm increasing.
The converter control system will generate a start command for the pumps if
the propulsion system is not switched on but the shaft is turning due to a
windmill effect. Therefore it is essential that the 690V for the pump control
circuits is provided continuously.
The pumps are also automatically started, if not already running, when the
shaft turning gear is started
If the supply is switched off for a particular reason, the shaft speed must be
monitored manually or the shaft must be blocked.
CAUTION!
Slow turning without lubrication will cause damage to the bearings.

d) Open the cooling water valves to the pedestal bearings as in the
following table:
Description

Valve

Port motor forward bearing cooling water inlet valve

711A1588

Port motor forward bearing cooling water outlet valve

711A1592

Port motor aft bearing cooling water inlet valve

711A1585

Port motor aft bearing cooling water outlet valve

711A1589

Starboard motor forward bearing cooling water inlet valve

711A

Starboard motor forward bearing cooling water outlet valve

711A1580

Starboard motor aft bearing cooling water inlet valve

711A1581

Starboard motor aft bearing cooling water outlet valve

711A1577

e) Select the operational pump and switch to AUTO; set the other
pump as the standby pump.
f) Start the pump and check that the oil is flowing in the system and
that the gauges are functioning.
g) The propulsion motor lubrication system is now ready and the
motor may be started when required.

2.8.4 Propulsion Motor Lubricating Oil Services

Page 1

P&O Aurora

Technical Operating Manual

Illustration 2.8.5a Stern Tube Lubricating Oil System

Key
Load Water Line

Load Water Line
Stern Tube Vent
40

Oil Stern Tube
Seal (FWD P)
Tank

20
Fore
Centre
Aft
Bearing Bearing Bearing

Lip Seal Oil Vent

TAH

TAH

Lubricating
Oil

32
20

20

30 L

2209

Air Space Vent
2313
Drip Feed
Rate Set
(P)

Note* All valve numbers are
prefixed by 741A unless stated
otherwise.

LI

2208

2192

2203

Air

20

Stern Tube
Header Tank
(P) 400 L

LI

TAH

Electrical Signal

2314

LAL

32

20

To Drip
Tray

40

12
40

Air Space Drain

12

15

Air Space
Drain Pump
(P)

To the Stern
Tube Deep Point
For Oil Test And
Stripping

15

2201
25
LAH

Air Space
Drain Tank
(P)

Stern Tube Oil
Supply And Drain
Stern Tube
Oil test

2202

2200

Working Air
(Max. 6 bar)

2312

30 L

Leakage
10

2198

15

Load Water Line

Load Water Line

2197
40

Oil Stern Tube
Seal (FWD S)
Tank

20

Stern Tube Vent

TAH

TAH

LI

2194

Fore
Centre
Aft
Bearing Bearing Bearing

Lip Seal Oil Vent

32

Stern Tube
Header Tank
(S) 400 L

30 L

2310

LI

TAH

2311

LAL

20

32

Air Space Vent
12

2191

2193

Drip Feed
Rate Set
(S)

40

12

Air Space
Drain Pump
(S)

To the Stern
Tube Deep Point
For Oil Test And
Stripping

2309

Stern Tube
Oil test

Issue: First

Stern Tube Oil 2182
Filling & Drain
Pump
32
(2.5 m3/h)

2190

2185

2184

25
25

2303

2302

15

2189

Leakage Tray

2306

Air Space
Drain Tank
(S)

2178

Working Air
(Max. 6 bar)

30 L
10

Leakage

2301

15

2186

15
15

32

2174

2307

32
2300

32

2175
2177

15

Located
Near
Pumps

Located
Near
Pumps
32

25
LAH

Stern Tube Oil
Supply And Drain

15

2183

2188

15

32

40

To Drip
Tray
40

Air Space Drain

32

2304

2176
40

Stern Tube
Oil Store
DB 15 C
17 m3

Stern Tube
Oil Drain
DB 15 C
17 m3

Illustration 2.8.5a Stern Tube Lubricating Oil System

P&O Aurora
2.8.5 Stern Tube Lubricating Oil System
Stern Tube Lubricating Oil Filling Pump
Make:
Type:
Model:
Motor:
Capacity:

Imo
Self Priming IMO Screw Pump
ACE 038K1 IVBO
F165 690V 0.75kW 1150rpm
2.5m3/h: 2.5bar

Air Space Drain Pump
Maker:
Type:
Capacity:

Pneumatically driven

Introduction
Each of the two stern tubes has its own lubricating oil (LO) system, which
operate independently.
The stern tube system is designed to provide support for the propeller shaft in
an oil lubricated bearing and prevent leakage of oil from the bearing into the
shaft tunnel. The system also prevents leakage of oil to the sea and prevents
leakage of water into the oil lubricated region. This would result in
contamination of the LO with the consequent risk of corrosion.
The provision of an oil lubricated bearing reduces the amount of heat generated
in the stern tube, but that which is generated has to be dissipated and this is
achieved by three methods:
Dissipation through the stern tube housing into the surrounding
space which is cooled by the sea water flowing past the stern area
Dissipation along the propeller shaft to the propeller and hence
into the sea water
Dissipation into the LO circulating in the stern tube bearing

Technical Operating Manual
The outer after seal prevents the ingress of sea water and the leakage of oil
outwards. This seal is of the lip type with the outer pair designed to prevent
ingress of water and the inner pair to prevent the escape of oil from the bearing
region. The seals are dry and the air space between the lips is constantly
drained by a pneumatic air pump. The pump discharges to an air space drain
tank which is fitted with a high level alarm. The top of the air space also vents
to this tank. Activation of the level alarm will indicate water or oil leakage at
the after seal. The space between the outboard and inboard pairs of lip seals is
supplied with oil from the bearing circulation system. Should the outboard
seals leak, the tendency will be for oil to flow outwards along the shaft rather
than water flowing inwards.

Open

The stern tube has its own LO circulation system, the oil being directed to the
bearing space between the stern tube forward and after seals. Oil circulation in
the stern tube is natural and not forced, oil being supplied by a header tank to
make up any loss from the system. The header tank capacity is 3.7 tonnes and
the level is maintained by means of a pump which draws oil from the stern tube
storage DB tank. In the event of pump failure, a hand pump allows the level in
the header tank to be maintained manually.

Closed

(Note! It can take up to 10 hours to fill the stern tube system in cold conditions.
Consideration should be given to preheating the oil to decrease its viscosity
when charging the system.)

Open

Stern tube pump discharge
valve to stbd header tank

741A2182

Stern tube pump discharge
valve to drain tank

741A2304

Normally
closed

Port hand LO pump
discharge valve

741A2185

Normally
closed

Starboard hand LO pump
discharge valve

Closed

Stern tube oil header tank
drain valve No.1

741A2313

741A2310

Stern tube oil header tank
drain valve No.2

741A2314

741A2311

Quick closing header tank
outlet valve

741A2208

741A2194

Three-way cock (directed
from tank to stern tube)

741A2202

741A2190

Open
Open

741A2304

741A2184

Open

Forward stern tube seal
header tank outlet valve

Closed

Forward stern tube seal
header tank drain valve

741A2192

741A2193

The stern tube forward seal is designed to prevent oil leakage into the tunnel
space and this is also of the lip seal type. It is supplied with oil under a static
pressure head from the header tank which is positioned lower than the
circulation system header tank. Therefore the pressure will be lower than in the
circulation system.

Open

Lip seal oil vent 3-way cock

741A2209

741A2197

Open

Air space vent valve

741A2203

741A2191

Open

Air space drain pump
discharge valve

741A2201

741A2189

Procedure for Setting Up the Stern Tube Lubrication System

Open

Air space drain 3-way cock
(to drain tank)

741A2200

741A2188

Stern tube oil test valve

741A2312

741A2309

Both port and starboard systems are identical and valves are shown for both.
a) Ensure that there is an adequate oil supply in the stern tube oil
storage DB 15C. The stern tube drain DB 15C normally only
contains oil if the system has been drained down for maintenance
and not as a clean storage tank.

Closed

d) Start the stern tube pump and check that oil returns through the
stern tube header tank drain line by viewing the sight glass.
Returning oil signifies that oil is filling the header tank.
e) Check that the inner seal is not leaking.

It is essential that an adequate LO supply is maintained to the stern tube in
order to reduce friction and cool the working surfaces. Oil in the stern tube
system should be sampled periodically and tested. The presence of water
indicates leakage at the after seal, whilst the presence of metal particles
indicate failure of the bearing.

b) Check the level of oil in the forward stern tube seal oil tank and
replenish if necessary.

Outer after seals
Stern tube, incorporating the bearing support for the propeller
shaft and the inner after seals
Forward seals

Issue: First

f) Check that the temperature sensors are reading normally.

c) Set up the valves as follows:
Position

Description

Open

Stern tube LO pump
suction valve

741A2178

Stern tube pump discharge
valve to port header tank

741A2183

The stern tube system is divided into three sections:

Open

The system is now operative.

Port
Valve

Starboard
Valve

g) During operation, periodically draw samples of oil from the oil
test valve for analysis.

741A2178

h) Periodically check if any oil or water is discharging from the after
seal pneumatic pump.
i) The air space vent valve (741A2203 or 741A2191) must always
be open to ensure that the after seal air space is correctly vented.

2.8.5 Stern Tube Lubricating Oil System Page 1

P&O Aurora
2.9.1 List of Pumps
Main and Emergency Fire Pumps
Manufacturer: Garbarino
Model/Type: MU 100/250 L
Rating:
67kw 9bar 200m3/h 3500rpm
Fire Top-Up Pump
Manufacturer: Garbarino
Model/Type: MU 32/200 L
Rating:
12m3/h
Sprinkler Top-Up Pump
Manufacturer: Garbarino
Model/Type: BT 304 (Four Stage)
Rating:
4Kw 9.5bar 4.5m3/h 1750rpm
Sprinkler Fire Pumps
Manufacturer: Garbarino
Model/Type: MU 50/250 L
Rating:
45Kw 90m3/h 9.5bar 3500rpm
Engine Room Hi-Fog System Supply Pump
Manufacturer: Asdesmit
Model/Type: PVLN 1050.22-017
Rating:
24.5m3/h 3430rpm
Passenger Swimming Pool Filling Pump
Manufacturer: Garbarino
Model/Type: MU 65/315 L
Rating:
60m3/h 14.5kW 1800rpm
Crew Swimming Pool Filling Pump
Manufacturer: Garbarino
Model/Type: MU 40/250 L
Rating:
15m3/h 2.5kW 1800rpm
Passenger Swimming/Paddle Pool Circulating Pump
Manufacturer: Speckpumen
Model/Type: Badu Block 32/200 FM
Rating:
15m3/h 2.5bar 1800rpm H=20mtr 2.2kW
Swimming Pool Circulating Pump
Manufacturer: Speckpumen
Model/Type: Badu Block 40/250 FM
Rating:
32m3/h 2.5bar 1800rpm H=25mtr 4kW

Issue: First

Technical Operating Manual
Paddle Pool Circulating Pump
Manufacturer: Speckpumen
Model/Type: Badu Block 32/200 FM
Rating:
10m3/h 2bar 1800rpm H=20mtr 2.2kW

Main Engine High Temperature Fresh Water Cooling Pump
Manufacturer: Garbarino
Model/Type: MU 150/250 L
Rating:
32.4kW 2.7bar 340m3/h 1750rpm

Crew Swimming Pool Circulating Pump
Manufacturer: Speckpumen
Model/Type: Badu Block 32/200 FM
Rating:
10m3/h 1.5bar 1800rpm H=15mtr 1.5kW

Main Engine Fresh Water Cooling Transfer Pump
Manufacturer: Garbarino
Model/Type: MU 32/250 MA
Rating:
2.3kW 2.5bar 6.5m3/h 1750rpm

Passenger Swimming Pool Effect Pump
Manufacturer: Speckpumen
Model/Type: Badu Block 32/200 FM
Rating:
20m3/h 2bar 1800rpm H=20mtr 3kW

Main Engine Fuel Oil Booster Pump
Manufacturer: Imo
Model/Type: ACG 060N6 NTBP
Rating:
10.2m3/h 7 bar 1180 RPM 5.5 kW

Pool and Spa Bromine Dosing Pump
Manufacturer: Speckpumen
Model/Type: NPY-2251.05/VA/MK
Rating:
0.55kW 400/690v 60hz

Main Engine Fuel Oil Supply Pump
Manufacturer: Imo
Model/Type: ACG 060N6 NTBP
Rating:
10.2m3/h 7 bar 1150 RPM 5.5 kW

Passenger Jacuzzi Circulation Pump
Manufacturer: Speckpumen
Model/Type: Badu Block 40/250 FM
Rating:
24m3/h 2bar 1800rpm H=25mtr 3kW

Stern Tube Lubricating Oil Filling Pump
Manufacturer: Imo A/B
Model/Type: ACE 038K1 IVBO
Rating:
2m3/h 2.5 bar 1150 RPM 0.75 kW

Jacuzzi Massage Pump
Manufacturer: Schmalen
Model/Type: Type NB 6516/4-2.2
Rating:
24m3/h 1.1bar 2.2kW

Boiler Fuel Oil Supply Pump
Manufacturer: Aalborg Industries
Model/Type: SPF 40R 54 U8.3-W8
Rating:
3320ltr/h 1670rpm 17bar

Air Conditioning Chilled Water Pump
Manufacturer: Klaus Union
Model/Type: SLM N 250-315-250 S4
Rating:
875m3/h 1750rpm 138Kw

Boiler Feed Water Pump
Manufacturer: K.S.B Pump Ltd
Model/Type: MULTITEC MTC A 65/8C-06.1 11-62
Rating:
43.7m3/h

Air Conditioning Reheat Circulating Pump
Manufacturer: Klaus Union
Model/Type: SLM N 150-315-220 S2
Rating:
355m3/h 38.8Kw 1750rpm

Exhaust Gas Economiser Circulating Pumps
Manufacturer: Klaus Union
Model/Type: SLM N 50-315-160 S1G
Rating:
28m3/h 7.3kW 1750rpm 3.5bar

Main Engine Pre-Lub Oil Pump
Manufacturer: Imo
Model/Type: ACF 110l4 IRBO
Rating:
81m3/h 3 BAR 1180 RPM 18.5 kW

Hotwell Pumps
Manufacturer: K.S.B Pump Ltd
Model/Type: MTC A 65/88-6.1-11.62
Rating:
1755rpm

Main Engine Low Temperature Fresh Water Cooling Pump
Manufacturer: Garbarino
Model/Type: MU 200/250 L
Rating:
65.3kW 2.8bar 665m3/h 1750rpm

Boiler Feed Water Transfer Pump
Manufacturer: Garbarino
Model/Type: MU 32/160 LA
Rating:
1.92kW 1.5bar 16m3/h 1750rpm

2.9.1 List Of Pumps Page 1

P&O Aurora

Technical Operating Manual

Heavy Fuel Oil Transfer Pump
Manufacturer: Imo A/B
Model/Type: ACF 110L4 IRBO
Rating:
50m3/h 5 BAR 1150 rpm 18.5 kW

Lubricating Oil Separator Pump
Manufacturer: Imo
Model/Type: ACG 045N6 IVBO
Rating:
4.8m3/h

Evaporator Ejector Pump
Manufacturer: Garbarino
Model/Type: MU 80/400
Rating:
100m3/h 28.6kW 1750rpm

Heavy Fuel Oil Separator Pump - ClockWise Rotation.
Manufacturer: Imo
Model/Type: ACG 045K6 IVBO (Stober gearbox)
Rating:
3.7m3/h

Pump, Water Softener Plant
Manufacturer: Allweiler
Model/Type: NT 25-160/159 U3D-W18
Rating:
3500rpm 1.9kW 5m3/h

Evaporator Distillate Pump
Manufacturer: Allweiler
Model/Type: CLT 50/315/320 GX W20
Rating:
29m3/h 8kW 1750rpm

Diesel Oil Transfer Pump
Manufacturer: Imo
Model/Type: ACG 070N6 IVBO
Rating:
1m3/h 5 BAR 1150 rpm 5.5 kW

Potable Water Circulating Pump
Manufacturer: Garbarino
Model/Type: MU 80/400 LE
Rating:
42.7kW 140m3/h 1750rpm

Evaporator Sea Water Pump
Manufacturer: Garbarino
Model/Type: MU 200/315
Rating:
445m3/h 60kW 1750rpm

Gas Oil Transfer Pump
Manufacturer: Imo A/B
Model/Type: ACG 052N6 IVBO
Rating:
5m3/h 3.5 BAR 1150 rpm 2.2 kW

Hot Potable Water Circulating Pump
Manufacturer: Garbarino
Model/Type: 50 G 5 V Multistage (5)
Rating:
7.1kW 7.5bar 22m3/h 1750rpm

Evaporator Brine Pump
Manufacturer: Allweiler
Model/Type: NT 200/400/01/370 U3.12D W84 V5
Rating:
420m3/h 37.3kW 1185rpm

Emergency Generator Diesel Filling Pump
Manufacturer: Imo
Model/Type: ACG 052N6 IVBO
Rating:
0.5m3/h 2.5 1200 rpm

Non Potable Water Circulating Pump
Manufacturer: Garbarino
Model/Type: 50 G 5 V Multistage (5)
RATING:
7.5kW 6bar 30m3/h 1750rpm

Evaporator High Temp. Circulating Pump
Manufacturer: Garbarino
Model/Type: MU 150/250 L
Rating:
17.5kW 1.5bar 300m3/h 1750rpm

Main Engine Black-Out Diesel Pump
Manufacturer: Allweiler
Model/Type: SPF 10R46 G8.3-W8
Rating:
0.7m3/h 5 bar

Non Potable Hot Water Circulating Pump
Manufacturer: Garbarino
Model/Type: MUR 32/160 M
Rating:
0.3kW 1bar 1m3/h 1770rpm

Evaporator Condensate Heating Pump
Manufacturer: Allweiler
Model/Type: NT 25/200
Rating:
9m3/h 3kW 3400 rpm

Diesel Oil Separator Pump - ClockWise Rotation.
Manufacturer: Imo
Model/Type: ACE 032L1 IVBO
Rating:
0.8m3/h

Laundry Water Pump
Manufacturer: Kuyl & Rottinghuis
Model/Type: B40BV GS+M+F
Rating:
15m3/h 2.2kW 2900 rpm

Main Engine Sea Water Cooling Pump
Manufacturer: Garbarino
Model/Type: MU 300/315 LDS
Rating:
160kW 2.8bar 1450m3/h 1750rpm

Diesel Oil Supply Pump
Manufacturer: Imo
Model/Type: ACG 060N6 NTBP
Rating:
10.2m3/h 7 bar 1150 rpm 5.5 kW

Laundry Water Pump
Manufacturer: Kuyl & Rottinghuis
Model/Type: B85BV GS+M+F
Rating:
58m3/h 5.5kW 1800 rpm

Air Conditioning Plant Sea Water Cooling Pump
Manufacturer: Garbarino
Model/Type: MU 300/315 LDS
Rating:
50.2kW 1.2bar 1155m3/h 1150rpm

Main Engine Clean Lubricating Oil Transfer Pump
Manufacturer: Imo
Model/Type: ACG 060K6 IVBO
Rating:
10m3/h 5 bar 1200 rpm 4 kW

Galley Water Pump
Manufacturer: Herboner Pumps
Model/Type: 5.5/QSH 101-2-160-F-W1 A1G-131
Rating:
60m3/h 0.8 bar 1800 rpm

Auxiliary Consumers Low Temperature Sea Water Cooling Pump
Manufacturer: Garbarino
Model/Type: MU 100/250 L
Rating:
10kW 2bar 145m3/h 1750rpm

Main Engine Dirty Lubricating Oil Transfer Pump
Manufacturer: Imo
Model/Type: ACG 060K6 IVBO
Rating:
10m3/h 5 bar 1200 rpm 4 kW

Auxiliary Consumers Low Temperature Fresh Water Cooling Pump
Manufacturer: Garbarino
Model/Type: MU 100/250 L
Rating:
14.13kW 3bar 140m3/h 1750rpm

Heeling Pump
Manufacturer: Frank Mohn
Model/Type: RBP 250-3ISO 10F350V28/18
Rating:
640m3/h-8 MWC 2270 rpm 24.6kW

Issue: First

2.9.1 List Of Pumps Page 2

P&O Aurora

Technical Operating Manual

Illustration 2.9.2a Pump Suction and Delivery Schedule

Pump Suction

or
s
Di
er
Se
r
at
or ect
G
p
s
ar
O
v
a
/D
ia
to
O
Fi
Bo
Se rs
lte
i le
rs
pa
rB
/H
ra
ea
to
ur
r
te
ne
rs
rs
HF
O
S
HF erv
ice
O
Ta
Se
nk
HF
ttl
s
i
n
O
St g Ta
or
ag nks
e
Ta
DO
nk
s
Se
DO rvic
DB e Ta
nk
s
G
s
O
St
or
ag
e
Ta
nk
DG
s
Ci
rc
ul
at
in
g
DB
W
as
s
te
O
Di
rty il St
o
O
il D rage
Sl
ud
B
Ta
ge
nk
s
O
il T
an
k
Sh
or
e
Co
nn
ec
tio
n
O

HF

el

G

en

en
G
es

el

Di

Di

DO

es

St

DO

DO

Se
rv

ice

er
at

Ta
or
nk
ag
DB e Ta
nk
s
G
O
Ta
HF nks
O
S
HF erv
ice
O
Ta
Se
n
HF
ttl
i
ng ks
O
S
Ta
HF tor
ag nks
O
e
D
Ta
DG ay
Ta nks
Ci
nk
rc
s
ul
Di
at
r ty
in
g
O
DB
il D
St
er
s
B
n
Tu
LO
be
O
DB
il D
Re s
ra
in
no
Ta
va
nk
BW ted
O
/G
il D
W
Se
B
Ta
pa
nk
ra
s
Le tor
Dr
ak
a
O
il D in T
Bs ank
s

Pump Discharge

Fuel Pumps

X

DG FO Supply Pumps

X
X

HFO Separator Pumps
Boiler FO Supply Pumps

X

HFO Transfer Pumps

X X X

X
X
X

X X

DO Transfer Pump

X

X X

GO/DO Separator Pump

X

X X

DO Supply Pumps

X

X

DO Blackout Pumps

X

X

X

X X

X

X

LO Pumps
Clean LO Transfer Pump
Dirty LO Transfer Pump

X X X

X

X X X

X
X

X

Misc. Pumps
Sludge Pumps
Grey Water Discharge
Pumps

Issue: First

X

X X
X

X

X

X
X

Illustration 2.9.2a Pump Suction and Delivery Schedule

P&O Aurora

Technical Operating Manual

Illustration 2.9.2b Pump Suction and Delivery Schedule

Fi

re
Fi

re

M
ai

n
M
a
in
Sp
Ex
r in
kle pa
ns
Sp
r
io
rin Ma
n
kle in
Ta
nk
rM
ai
n
Ex
Po
pa
ta
ns
bl
e
io
Po
W
n
a
Ta
ta
t
er
bl
nk
e
W Tan
No
a
k
nte
s
P
rD
Sw ota
i
s
tri
im ble
bu
m
W
tio
at
Ho ing
n
e
tw
Po r D
el
o
i
s
l
s/
t
Bo l
Sp ribu
ile
tio
as
rs
n
Bl
ac
k
W
G
re ate
rT
y
W
at ank
er
s
Ta
nk
O
s
ily
Bi
l
g
Bi
e
lg
De
e
wa ep
O
Ta
te
ve
n
rb r D
Bs k
oa
Sh
r
or d
e
Co
nn
ec
tio
n

s
se
r

er

en

nd

ol

AC

Co

ol
Co

HT

LT

DG

DG

Co

er

s

s

Pump Discharge

os

Cr

SW

SW

Cr

os

so
ve
r9
SW
so
v
er
Cr
os
11
so
ve
r1
No
3
nPo
No tab
le
nW
P
Po otab ater
ta
le
DB
bl
W
6
at
Po e W
e
at
rS
ta
er
bl
y
e
W Tan stem
at
ks
er
Dr
Ba
ai
n
lla
Ta
st
nk
M
Bi
ai
lg
n
e
M
ai
O
n
ily
Bi
lg
e
Sy
st
em
Ev
ap
o
Ho rato
rs
tw
el
l
Ta
Fe
nk
ed
wa
te
rS
to
ra
ge

Pump Suction

Sea Water Pumps

X

DG 1 and 2 CSW Pumps

X

DG 3 and 4 CSW Pumps
AC SW Pumps

X

X X

X

X X

X
X

X
X

X X

Bilge/Ballast Pumps

X
X

X

Oily Bilge Pumps

X

Emerg. Bilge Pump

X X
X
X X

Water Pumps
Note:

X

X

Potable Water Pumps
Potable Water Backflush
Pump
Non-Potable Water
Pumps

X

X

X* :

X

X

X

Via Sprinkler/Fire Main
Cross Connection

X
X

X

Evap. Distillate Pumps
Feed Water Transfer
Pumps

X

X

X

Boiler Feed Pumps

X

X

X

Fire Pumps

X

Emerg. Fire Pump 1

X

Emerg. Fire Pump 2
Fire Pump

X

Fire Topping Up Pump

X

Sprinkler Pumps

X

Sprinkler
Topping Up Pump

Issue: First

X

X*

X

X*

X

X*
X

X
X*
X

X
X

Illustration 2.9.2b Pump Suction and Delivery Schedule

P&O Aurora

Technical Operating Manual

Illustration 2.9.3a Steam Balance

Conditions At Sea:

Summer
In Port

Summer
At Sea

Winter
In Port

Winter
At Sea

70% MCR

85% MCR

50% MCR

85% MCR

TANK HEATING

400

750

950

1500

LO SEPARATOR HEATING

175

700

175

350

HFO SEPARATOR HEATING

82

246

82

164

HFO FINAL HEATING

225

840

225

420

GALLEY EQUIPMENT

600

600

600

600

SANITARY WATER HEATING

1800

1800

2000

2000

AIR CONDITIONING

3300

3300

13000

13000

SWIMMING POOLS

700

700

SUMMARY

7312

8966

17032

18034

STEAM PRODUCTION
EXHAUST GAS BOILER

3700

16400

3000

7000

STEAM PRODUCTION
OIL FIRED BOILER

3612

-7434

14032

11034

Capacity/Demand

25% of Entire Steam Demand

Winter: 2 Engines
Summer: 4 Engines
In Port: 1 Engine

25% of Entire Steam Demand

All values in kg/h

STEAM CONSUMPTION
EVAPORATOR
STEAM PRODUCTION
OIL FIRED BOILER
(Evaporator Consumption Taken into Account)

Issue: First

7300

3612

0

14032

Steam Demand: 2 X 7300 kg/h

18334

Illustration 2.9.3a Steam Balance

P&O Aurora

Technical Operating Manual

Illustration 2.9.3b Tank Heating Steam Balance
Summer Calculation (SW Temperature 32 degrees C)
TANK

Identification
No.

Volume (m3)

Steam
Consumption
Warming Up
Summer (kg/h)

Steam
Consumption
Heat Losses
Summer (kg/h)

Winter Calculation (SW Temperature 0 degrees C)
Summer
At Sea

Summer
In Port

TANK

Identification
No.

Volume (m3)

Steam
Consumption
Warming Up
Winter (kg/h)

Steam
Consumption
Heat Losses
Winter (kg/h)

Winter
At Sea

Winter
In Port

HFO DB 8 P

1218

378.63

204

39.4

204

204

HFO DB 8 P

1218

346.95

488.1

94.3

488.1

488.1

HFO DB 8 S

1118

378.63

204

39.4

39.4

39.4

HFO DB 8 S

1118

346.95

488.1

94.3

94.3

94.3

HFO DB 9 P

1219

101.26

HFO DB 9 P

1219

101.40

159.5

76.7

HFO DB 9 S

1119

101.26

HFO DB 9 S

1119

101.40

159.5

76.7

HFO DB 9 C

1019

116.72

HFO DB 9 C

1019

116.72

181.8

85

HFO DB 10 P

1210

131.86

HFO DB 10 P

1210

141.87

205.9

96.9

HFO DB 10 S

1110

131.86

HFO DB 10 S

1110

141.87

205.9

96.9

HFO DB 10 C

1010

96.30

HFO DB 10 C

1010

96.30

151.1

72

HFO DAY TANK 10 P

1220

145.78

HFO DAY TANK 10 P

1220

145.78

510.2

33.6

HFO DAY TANK 10 S

1120

143.72

HFO DAY TANK 10 S

1120

143.72

503.2

33.6

HFO SETTLING TANK 10 P

1230

145.78

241.6

3.3

241.6

3.3

HFO SETTLING TANK 10 P

1230

145.78

250.2

11.9

250.2

11.9

HFO SETTLING TANK 10 S

1130

142.69

236.4

3.3

3.3

3.3

HFO SETTLING TANK 10 S

1130

142.69

244.9

11.9

11.9

11.9

HFO OVERFLOW DB 10C

1020

54.45

HFO OVERFLOW DB 10C

1020

54.45

87.6

11.9

HFO DB 13/14 C

1013

223.26

HFO DB 13/14 C

1013

136.07

333.7

139

HFO DB 13/14 P

1213

142.76

HFO DB 13/14 P

1213

103.07

219.4

99

HFO DB 13/14 S

1113

142.76

HFO DB 13/14 S

1113

103.07

219.4

99

DG1 CIRC DB 11 P

3211

20

DG1 CIRC DB 11 P

3211

20

71.3

19.3

DG2 CIRC DB 11 S

3111

20

DG2 CIRC DB 11 S

3111

20

71.3

19.3

DG3 CIRC DB 11 P

3212

20

DG3 CIRC DB 11 P

3212

20

71.3

19.3

DG4 CIRC DB 11 S

3112

20

DG4 CIRC DB 11 S

3112

20

71.3

19.3

SEPARATOR DRAIN TANK 10 P

8210

21.17

28.4

10.7

10.7

10.7

SEPARATOR DRAIN TANK 10 P

8210

21.17

60.9

22.9

22.9

22.9

SEPARATOR DRAIN TANK 10 S

8110

21.17

28.4

10.7

10.7

10.7

SEPARATOR DRAIN TANK 10 S

8110

21.17

60.9

22.9

22.9

22.9

DIRTY OIL DB 11 C

8011

25.42

9.3

2.9

2.9

2.9

DIRTY OIL DB 11 C

8011

25.42

46.4

14.7

14.7

14.7

WASTE OIL STORAGE TANK 15 S

8135

25.64

34.2

12.6

12.6

12.6

WASTE OIL STORAGE TANK 15 S

8135

25.64

73.3

27

27

27

WASTE OIL STORAGE TANK 15 P

8225

25.64

34.2

12.6

12.6

12.6

WASTE OIL STORAGE TANK 15 P

8225

25.64

73.3

27

27

27

RENOVATED OIL DB 11 C

8021

21.79

RENOVATED OIL DB 11 C

8021

21.79

40.3

13.1

OILY BILGE DEEP TANK 15 S

8125

12.62

55.9

42.3

42.3

42.3

OILY BILGE DEEP TANK 15 S

8125

12.62

81.7

62.2

62.2

62.2

WASTE OIL COLLECT. TANK 15 S

8115

7.14

10.3

4.9

4.9

4.9

WASTE OIL COLLECT. TANK 15 S

8115

7.14

22.1

10.4

10.4

10.4

BILGE WATER DB 14 P

8214

38.54

43.1

28.7

28.7

28.7

BILGE WATER DB 14 P

8214

38.54

215.55

143.5

143.5

143.5

BILGE WATER DB 14 S

8114

38.54

BILGE WATER DB 14 S

8114

38.54

215.55

143.5
1508.8

936.8

139.5

58.1

SUMMARY

Issue: First

139.5

753.2

375.4

SUMMARY

333.7

Illustration 2.9.3b Tank Heating Steam Balance

P&O Aurora

Technical Operating Manual

Illustration 2.9.4a Electrical Load Balance

Notes:
A) Operating Factor 1: Otherwise factor is shown in Brackets
B) Deck Services include:
Steering Gear
Thrusters
Mooring Winches
Stabilisers
C) Safety equipment includes:
Fire Pumps
Lifeboat Winches
Watertight Doors etc
D) Accommodation services include:
Elevators
Pool Equipment
Laundry
Garbage Disposal Equipment
E) Propulsion Loads at Maximum Service Speed
When at Sea

Summary Data

Total Power
(kW)

At Sea Summer
(kW)

At Sea Winter
(kW)

Manoeuvring
(kW)

In Port Service
(kW)

Emergency Service
(kW)

Deck Services

7051

113 (0.8)

113 (0.8)

5611 (0.8)

113 (0.8)

80 (0.8)

Safety Equipment

872

34 (0.5)

34 (0.5)

34 (0.5)

34 (0.5)

363 (0.3)

Propulsion

43172

42726

42726

13256

100

0

Engine Services

2901

1393

1393

1393

905

0

Air Conditioning

8331

6838

4795

4795

4795

290

Galley Services

1200

600 (0.5)

600 (0.5)

600 (0.5)

600 (0.5)

0

Accomodation Services

1069

577 (0.5)

577 (0.5)

577 (0.5)

577 (0.5)

20 (0.2)

Lighting

1000

1000

1000

1000

1000

0

TOTAL POWER REQUIREMENT

65596

53281

51238

27266

8124

753

One Generator

Two Generators

Three Generators

Four Generators

Issue: First

Illustration 2.9.4a Electrical Load Balance

Page Left Intentionally Blank

Section 3: Electrical Systems
3.1

Main Electrical Network

3.2

Main Switchboard and Distribution

3.3

Main Switchboard Control and Operation

3.4

Electrical Switchboard Rooms and Sub Stations

3.5

Electrical Safety and the Permit to Work System

3.6

Main Alternators

3.7

Woodward Governors

3.8

Accommodation Distribution

3.9

Engine Room Distribution

3.10

Galley Distribution

3.11

Laundry Distribution

3.12

Miscellaneous Distribution

3.13

Air Conditioning/Ventilation Distribution

3.14

Battery and UPS Power Supplies

3.15

Emergency Switchboard and Distribution

3.16

Emergency Alternators

3.17

Trace Heating System

3.18

Shore Supply

3.19

Cathodic Protection System

P&O Aurora

Technical Operating Manual

Illustration 3.1a Main Electrical Network

Generator No.1
6.6kV 17.5mVA
514 RPM

G

Generator No.2
6.6kV 17.5mVA
514 RPM

G

Generator No.3
6.6kV 17.5mVA
514 RPM

G

Generator No.4
6.6kV 17.5mVA
514 RPM

G

Harmonic
Filters

Harmonic
Filters

M

M

Main Switchboard M10
6.6kV 60HZ

M

M

M

M

M

M

M

M

Neutral
Earthing
Resistor

M

M

M

M

M

TRS 3

TRS 1

M

M

M

M

M

M

M

R

Motor
Excitation

R

R

R
G

Propulsion
Converters

G

M

M

M

690 V

Excitation
Transformers

450 V

M

20MW
0-140 RPM

M

M

M

Port
Propulsion
Motor

TRS 2

TRS 4
Ring
Bus R
Reactor

Emergency
Generators
690V 1.25mVA
1800 RPM

Key
6600 V

M

A.C.
Bow
Stern
Comp. Thruster Thruster
No.3
No.3 1.5MW
1.4MW 1.5MW

A.C.
A.C.
Bow
Bow
Comp. Comp. Thruster Thruster
No.1
No.2
No.1
No.2
1.4MW 1.4MW 1.5MW 1.5MW

Ring
R Bus
Reactor

M

M

Emergency
6600/690V
Transformer
3MVA

Propulsion
Transformers
6600/2000V
8.8MVA

M

Main Switchboard M20
6.6kV 60HZ

M

M

Engine Room
Distribution
Transformers
1.8MVA
M

M

M

Starboard
Propulsion
Motor

Emergency
Switchboard
690V Section
Emergency
690/230V
Transformers
225kVA

230V

Emergency
Switchboard
230V Section
Engine Room Switchboard ME10.1

Engine Room Switchboard ME10.2

Engine Room Switchboard ME20.1

Engine Room Switchboard ME20.2

M

6600V
1.1MVA

690V

6600V
1.1MVA

230V

Substation MD20

Issue: First

M

690V

M

6600V
1.6MVA

230V

Substation MD30

690V

230V

Substation MD40

M

M

M

6600V
1.5MVA

6600V
1.5MVA

6600V
1.5MVA

450V

450V

690V

Galley Substation GD10

Galley Substation GD10

M
6600V
1.1MVA

230V

Substation MD50

690V

M
6600V
1.1MVA

230V

Substation MD60

690V

230V

Substation MD70

Illustration 3.1a Main Electrical Network

P&O Aurora

Technical Operating Manual

3.1 Main Electrical Network

Accommodation Electrical Network

Machinery Spaces Electrical Network

The electrical power and generation distribution system is designed according
to the ‘power station’ principle. The four diesel generators feed a common
6.6kV 60Hz busbar which then feeds the propulsion system and other high
voltage consumers.

The main accommodation load of the ship is supplied from the ring main
system.

The engine room 690 volt consumers are fed from engine room switchboards
ME10 and ME20. Each of these switchboards is divided into two physically
separate switchboards with a tie-connection.

There are also two 690V 1MW emergency generators which supply the
emergency switchboard. The emergency switchboard supplies essential
consumers in the event of loss of power at the main switchboards. The
generators are located in separate rooms in zone 7 on deck 5, forward of the aft
mooring deck. The emergency switchboard is located in a further separate
room between the two emergency generator rooms. The emergency
switchboard is normally fed via a 3MVA 6,600/690V transformer which can
be supplied from either of the main switchboard’s emergency switchboard
transfer lines.
The common busbar can, however, be split into two physically separate main
switchboards M10 and M20, by opening one of the tie breakers.The tie breaker
on each main board feeds a transfer line to the other main board’s transfer line
breaker. This can be carried out as one command via the IMACs system, which
will ensure that each switchboard has at least one generator supplying it, before
splitting the switchboards.
The network features a system of harmonic filters to provide a stable electrical
supply for the ship’s sensitive consumers.
The alternator’s star points are brought out and connected to earth, enabling
earth monitoring, via an earthing resistor arrangement. This resistor box is
mounted close to each alternator.
The propulsion load of the ship is fed from 8 transformers, 4 for each
propulsion system. The propulsion transformers lower the generated 6,600
volts to 2,000 volts, this is carried out for the supply to the synchroconverter.
One main board breaker feeds 2 transformers, one is a star/delta wound
transformer and the other is delta/delta wound. This arrangement gives a 30º
shift in the electrical supply to each synchroconverter, effectively supplying
each propulsion motor with a 6-phase feed. Each pair of transformers feed one
synchroconverter, these then supply one half motor of each propulsion motor.
Other high voltage consumers are the ring line, the transformers for the engine
room services and the high voltage motors of the air conditioning compressors
and the thrusters.

Issue: First

The ring line feeds 6 accommodation substations (MD20 - MD70) and the
galley substation (GD10). The accommodation substations feed all the general
accommodation domestic load for each zone. Substation MD20 in zone 2 also
feeds the supplies for zone 1, which is a much smaller zone than the others.
The ring can be opened at any of the substations and each substation on the
ring will then be fed radially, from the respective end of the ring. Each end of
the ring is fed from a breaker on the main board, MD20 end ring line feed is
from main switchboard M10 and MD70 end ring line feed is from main
switchboard M20. The ring system allows for several methods of feeding
consumers in the event of any failures. The rings have bus reactors fitted after
each feeding circuit breaker which suppress surging. The reactors are located
in each main switchboard room.
At each substation is a high voltage transformer which has a secondary
winding with two tappings, 690V and 400V. These tappings feed a vertical
busbar system rising and falling within each zone. At each substation is also a
690V to 115V transformer VT2-7 which feeds a vertical 115V busbar system.
The 115V transformers are fed from the 690V section of the substation.

ME10 is divided into ME10.1 and ME10.2, which are fed from transformers
TRS1 and TRS2 respectively. These switchboards and transformers are located
in a dedicated room in compartment 11 on deck 3. These switchboards feed the
propulsion auxiliaries. Switchboard ME10.2 contains a 120kvA 690/400 volt
transformer to feed 230 volt consumers and lighting in the machinery spaces.
ME20 is divided into ME20.1 and ME20.2, which are fed from transformers
TRS3 and TRS4 respectively. Switchboard M20.1 and TRS4 transformer are
situated in M20 main switchboard room and M20.2 and TRS3 transformer are
situated in M10 main switchboard room. Both main switchboard rooms are
located in compartment 13 on deck 3. Switchboard ME20.2 contains a 50kvA
690/440 volt transformer to feed 440 volt consumers in the machinery spaces.
Switchboard ME20.1 contains a 120kvA 690/400 volt transformer to feed 230
volt consumers and lighting in the machinery spaces.
The 690/400V transformers have a neutral point which is brought out and run
to the fourth conductor to provide the required voltage for the 230V
consumers.

In the middle of the ring line is the galley substation GD10. This is divided into
two switchboards. Each switchboard has a 1.5mVA 6,600/450V transformer
which supplies the 450V switchboard. These two switchboards have a
connecting link, the link is normally left open. There is also a network of
pantry distribution boards (GD11 - GD16) around the ship, for supplying the
forward and aft accommodation pantries.

Emergency Distribution

An unusual feature of Aurora’s electrical network is the provision of a neutral
system. The 6,600/400V transformers have a neutral point which is brought
out and run to the fourth conductor on the busbar systems. The 230V
accommodation distribution supply originates from a single 400V phase and
the neutral.

The UPS units utilise an inverter to provide AC power from a DC battery
source. The batteries are usually Nicad maintenance-free batteries fitted
locally, either in the cabinet or adjacent.

Each low voltage distribution system has it’s own earth monitoring system
which raises an alarm via the IMACs system when a circuit’s earth impedance
falls to a low level.

There are several uninterruptible power supply (UPS) units fitted to supply
power to specific essential consumers in the event of power loss from the
emergency switchboard or main switchboards. These UPS units provide a
seamless transition to a battery supplied power source.

The main UPS unit is fitted in the emergency switchboard room and can
provide power for the ship’s emergency lighting for at least 30 minutes in the
event of total power failure.

3.1 Main Electrical Network Page 1

P&O Aurora

Technical Operating Manual

Illustration 3.2a Main Switchboards and Distribution

1

0000

2

000

0000

GMM 10

3

000

0000

GMM 10

5

6

7

8

000

9

0000

GMM 10

Generator
4

Stbd
Propulsion
Converter 1

4

Bus
Riser

Engine
Rm TRS2

Bow
Thruster 2

Harmonic
Filter 3

Substation
MD70/MD20

10

000

TPM 10

Generator
3

Transfer
Line
M10

Emer.
TRS Feed 2

Engine
Rm TRS4

Stern
Thruster

0000

11

TPM 10 Unit 4B

0000

000

0000

000

0000

000

0000

000

MPM 10 Unit 6A

0000

000

MPM 10 Unit 6B

0000

000

TPM 10 Unit 7A

0000

000

MPM 10 Unit 7B

0000

000

0000

000

000

TPM 10

Port
Propulsion
Converter 1

Harmonic
Filter 4

A.C.
Comp. 3

Cubicle Number

TPM 10 Unit 5A
TPM 10 Unit 5B

TPM 10 Unit 8A
TPM 10 Unit 8B

Main Switchboard
STBD
M20
HA3 Circuit Breaker

Cubicle Number

TPM10 Unit 4A

1

2

0000

000

0000

000

TPM10 Unit 5A

0000

000

MPM10 Unit 6A

0000

000

MPM10 Unit 6B

0000

000

MPM10 Unit 7A

0000

000

0000

000

0000

000

TPM10 Unit 8B

0000

000

TPM10 Unit 9B

0000

000

0000

TPM10 Unit 4B

TPM10 Unit 7B

3

000

0000

4

5

6

7

8

9

000

TPM 10

GMM 10

Port
Propulsion
Converter 1

Generator
1

10

0000

Harmonic
Filter 1

Substation
MD20/MD70

A.C.
Comp. 1

Bow
Thruster 1

Engine
Rm TRS1

Bus
Riser

11

000

0000

12

000

0000

000

TPM 10

TPM 10

TPM 10

Transfer
Line M20

Generator
2

Stbd
Propulsion
Converter 2

TPM10 Unit 8A
Harmonic
Filter 2

Spare

A.C.
Comp. 2

Main Switchboard
PORT
M10

Issue: First

Bow
Thruster 3

Engine
Rm TRS3

Emer.
TRS Feed 1

Main Switchboard M10

Illustration 3.2a Main Switchboards and Distribution

P&O Aurora

Technical Operating Manual
SACE HA3/ZC

3.2 Main Switchboards and Distribution
9
E

SF6 CHARGING PRESSURE

D

Related Pressure In Bars

There are two main switchboards, M10 and M20. Each is fed from two of the
four main generators. M10 is fed from diesel generators 1 and 2 whilst M20 is
fed from diesel generators 3 and 4. These switchboards are each located in a
dedicated room in compartment 11 on deck 3.

C

ATTENZIONE:
See instruction manual
ATTENZIONE:
See instruction manual
ATTENZIONE:
See instruction manual
ATTENZIONE:
See instruction manual

8
7
6
5
4
3
2
1

10
-10 0

10 20

30 40

50

60

Temperature in oC

The usual mode of operation of these switchboards is when they are connected
together, via a transfer line, to form a common busbar. For operational
requirements, the boards may be split with one command via the IMACs
system, which will ensure that each switchboard has at least one generator
supplying it, before splitting the switchboards. For full automatic power
management the switchboards must be in the closed configuration. The
configurations are called CLOSED MSWB and P/S MSWB.

K

The opening and closing operation of the breaker is achieved using springs
which are normally charged by a spring charging motor. In the case of a failure
of this motor, the springs may be manually charged using a lever.

ALARM
low pressure

11
CHARGED

Opening
Spring

Closing
Spring

CHARGED

5

12

ATTENTION

red signalling;
insufficient pressure

99834

CIRCUIT BREAKER
SACE HA3/ZC-12-15-50
NR. ML043360
RATED VOLTAGE
LIGHTNING IMP. WITHSTAND VOLT.
RATED FREQUENCY
RATED THERMAL CURRENT
CLOSING TIME/OPENING TIME
ABSOLUTE PRESSURE
BREAKING CAPACITY
MAKING CAPACITY
AT THE VOLTAGE OF
OPERATING SEQUENCE

4

OPERATING MECHANISM
SACE GV3V/22
NR.MLO43360
YO
24
YO
24
YO
24
YO
24
YO
24
YO
24

V
V
V
V
V
V

-------------------------------

J
A
G

H

3

1

2

F

I

A:
B:
C:
D/E:
F:
G:
H:
I:
J:
K:

Circuit Breaker Truck
Front Protection Sheet
Control Connector Plug
Lock Strikers
Racking-in Lock Pivot
Earth Switch Lock Chute
Truck Cross Piece
Segregation Activation Lever
Segregation Shutter Chute
Tulip Contacts

Main Switchboard Circuit Breakers
The switchboard enclosure is explosion-proof and fully enclosed. No live parts
can be accessed without the safety isolation and earthing procedure being
correctly followed (see section 3.5).

6

B

When the Power Management System is in automatic control, it is possible to
switch over automatically between the two configurations from an operator
station by selecting the required mode from the IMACS system.

The switchboard consists of the main busbars with risers connecting the circuit
breaker housing to the main busbar. Breakers are of the withdrawable type,
using a special truck to withdraw the breaker when required. Each breaker has
an earthing switch to earth the outgoing circuit when required. The breaker
must be in the withdrawn position before the earthing switch can be applied.

7

OK
normal pressure

LOCKOUT
insufficient pressure

CLOSED MSWB configuration is when the two main switchboard
interconnecting tie-breakers are closed. The two main switchboards then
effectively act as a single main switchboard. This is the normal operating
mode. P/S MSWB configuration applies when one or both tie breakers are
open. The switchboards then act as two separate independent switchboards.

The switchboards contain the circuit breakers for the two incoming feeds from
the generators and the outgoing feed circuit breakers for the consumers.

8

SFG CONTROL

Manufacturer: ABB Sace
Type:
HA3

1:
2:
3:
4:
5:
6:
7:
8:
9:
10:
11:
12:
13:

Manual Charging Lever Receptacle
Manual Charge Close Operation Button
Manual Charge Open Operation Button
Key Lock
SF6 Gas Pressure Alarm/Indicator
SF6 Low Gas Pressure Indicator
SF6 Normal Pressure Indicator
Breaker Open (O) or Closed (I) Indication
SF6 Gas Pressure/Temperature Graph
SF6 Gas Fill/Drain Valve
Springs Charged (Yellow)
or discharged (White) Indication
Spring Charge Motor Protection/Reset
Indicator/Pushbutton
Operation Counter

Circuit Breaker Front Panel
The circuit breakers have the following alarms:

Each circuit breaker has a controlling PLC linked to the switchboard control
system, this in turn is linked to the PMS and IMACs systems.

Issue: First

The circuit breakers fitted to the main switchboards are of the SF6 type. SF6
is a gas called Sulphur Hexaflouride which fills the contact arcing chambers
during operation. There is a gas nozzle which is fully open when the circuit
breaker is in the fully open position. The nozzle is sealed by the moving arcing
contacts when the breaker is in the closed position and in the initial phase of
the opening operation.

CB NOT INSERTED
CB EARTH SWITCH CLOSED
CB COMMON ALARM
CB EARTH FAULT 6.6kV NET
CB SF6 ALARM

CB WATCH DOG ALARM
CB TRIPPED
CB SHORT CIRCUIT TRIP
CB EARTH FAULT

3.2 Main Switchboards and Distribution Page 1

P&O Aurora

Technical Operating Manual

3.3 Main Switchboard and Generator Control and Operation

Remote Control from an IMACS Operator Station

Diesel Generator Automatic Control by the Power Management System

Diesel Generator Control

Remote control of a diesel generator, from an IMACS operator station, is
possible when the LOCAL/REMOTE switch at the engine local control stand
is in the REMOTE position and the LOCAL/REMOTE switch at the main
switchboard generator cubicle is also in the REMOTE position.

For the full automatic control of a diesel generator the engine and circuit
breaker must be switched over using the automatic command available from
within the engine and circuit breaker icons. The indication of control level is
now not shown.

When both selector switches are in the REMOTE positions, the operator then
has to select between remote and automatic control modes in the diesel engine
icon and also in the generator circuit breaker icon.
Remote control is indicated by an ‘R’ icon next to the diesel engine and the
generator circuit breaker. When the diesel generator is in automatic control,
there are no icons visible.

The diesel generator and circuit breaker control PLCs will now only accept
start and stop commands from the PMS.

Control of the diesel generators is available at three levels:
Local control
Remote control from an IMACS operator station
Automatic control from the power management system
Generator protection is carried out from the corresponding generator panel.
The protection works independently in all three control levels.
The diesel engines are protected by the engine safety system which is located
in the corresponding process station of each diesel engine. The safety system
protects the diesel engine and works independently from the diesel control at
all three control levels.

By switching from remote or automatic control, to local control and back, the
previous control level, remote or automatic, is active again.

Local Control

The remote operation of the diesel engines and also of the generator circuit
breakers, is carried out for all diesel generators independently in their own
process stations: AS/P1.0 - AS/P4.0.

At the engine local control panel is a LOCAL/REMOTE switch. When
switched to the LOCAL position, the diesel engine can be started and stopped
from the local control stand.
In the generator’s respective main switchboard, a LOCAL/REMOTE switch is
located at the generator cubicle. When switched to the LOCAL position the
circuit breaker can be controlled from that generator cubicle panel in the main
switchboard. If the diesel engine has already been started locally, the speed of
the generator can be controlled with the SPEED HIGHER/LOWER switch at
the generator cubicle on this control panel. After synchronising the generator
the circuit breaker can then be closed using the CLOSE push button.

Remote control from the operator station actually means manual control of the
process from the operator. The operator must check all preconditions before
the process command. Preconditions to complete before starting the diesel
engines are indicated in the diesel window. The generator circuit breakers
must be ready for switching with no alarms indicated in the circuit breaker
mimics. The diesel engine and circuit breaker icons will indicate blue when the
diesel engines and circuit breakers are ready.

A generator on load can be unloaded using the SPEED LOWER switch and
disconnected from the switchboard using the circuit breaker OPEN
pushbutton.

If the diesel engine is selected for remote operation the operator can start and
stop the diesel engine directly. The start and stop commands are direct from the
operator station to the diesel generator process station where the start and stop
procedures are carried out. The valves at the engine are controlled from this
process station and the start and stop signals are sent to the Woodward
Governor.

Local operation is indicated at the operator station with an ‘L’ icon next to the
diesel engine icon and also with an ‘L’ icon next to the generator circuit
breaker icon.

If the engine is running, the operator can close the generator circuit breaker
with the ‘Close’ command. Synchronising, breaker closing and loading are all
carried out automatically.

If the engine safety system initiates an emergency stop, the safety system will
send a circuit breaker ‘Open’ command directly to the generator panel in the
main switchboard. The breaker trips immediately and the diesel engine is
stopped by activation of the shut down valve.
The power management system is described in section 5.2.
Generator Protection by Power Limitation
The PMS sends a load limitation signal to each propulsion converter at 95%
diesel generator load.
Generator Protection by the Release of Non-Essential Consumers
The release of non-essential consumers (preferential tripping), to protect the
diesel generators, is part of the function of the main switchboard and is
indicated on the IMACS for information only. Preferential tripping stages 1
and 2 are carried out directly by the main switchboard. Stages 3 and 4 are
carried out by a signal from the main switchboard to the ESD system which
releases the relevant consumers.

If the diesel generator is running on load, the operator can open the generator
circuit breaker with the ‘Open’ command. Unloading and breaker opening are
all carried out automatically.
It must be noted that the PMS will not consider a diesel generator in the remote
mode for use in an automatic standby start sequence/situation.

Issue: First

3.3 Main Switchboard and Generator Control and Operation Page 1

P&O Aurora

Technical Operating Manual

Primary Main Switchboard Generator Protection

Generator Short Circuit Trip

Generator Circuit Breaker Trip

Primary generator protection is an independent function of the STN main
switchboard control system. In the case of an active generator protection signal
the PMS receives signals from the main switchboard for alarm and control
only.

In the case of a main switchboard initiated generator short circuit trip, the
generator protection unit will:

In the case of a generator circuit breaker trip (not short circuit trip) the PMS
receives a signal from the generator protection unit. The PMS starts and
connects the standby diesel generator, leaving the abnormal generator running.
The operator must then:

A main switchboard command to trip a circuit breaker occurs independently of
the PMS. Operator stations will only show ‘Breaker Tripped’ indication. If the
circuit breaker was in automatic mode before the trip, the PMS switches to
REMOTE mode automatically. The operator must then:

a) Isolate the short circuit by firstly tripping the main switchboard
tie breaker.
b) After a small delay trip the generator circuit breaker.

a) Clarify the cause of the trip, attending to the fault as necessary.
b) Reset the fault at the generator protection unit at the main
switchboard.

c) Send a short circuit trip signal to the PMS.
c) Reset the failure in the icon of the circuit breaker.

a) Attend to the fault as necessary.

d) The diesel engine remains running.
d) Stop or run the generator as necessary.

b) Reset the fault in the main switchboard.
c) Reset the failure in the icon of the circuit breaker.

If, on the main switchboard with the short circuit, a standby generator is
available, the PMS will start it. However, the circuit breaker is not released for
switching unless the main switchboard short circuit is cleared.

Generator Winding High Temperature Protection
The temperature of the alternator windings are constantly monitored.

d) Switch the circuit breaker back to automatic mode to
use the generator in full automatic PMS control mode.

The circuit breaker tripping in the case of a short circuit is a function
independent of the PMS. The circuit breakers at the operator station show the
failure ‘Breaker tripped’. If the circuit breaker was in the automatic control
mode before the trip, the PMS switches to remote automatically. The operator
must then:
a) Attend to the fault as necessary.

A temperature higher than 130ºC initiates a pre-alarm and after reaching a
value higher than 140ºC the standby diesel generator is started. After the
standby diesel generator is connected and loaded, the diesel generator with the
high winding temperature is then disconnected from the network and remains
running. The operator must decide wether to use the generator again or stop it
manually.

b) Reset the fault in the main switchboard.

Alternator Protection by Diesel Engine Stop

c) Reset the failure in the icon of the circuit breaker.

If the circuit breaker of a generator is tripped by the STN main switchboard
generator protection system, the PMS receives a circuit breaker tripped signal.
The safety system of the diesel engine receives a ‘Diesel stop’ signal from the
generator protection system and executes an immediate stop by generator deexcitation.

d) Switch the circuit breaker back to automatic mode to
use the generator in full automatic PMS control mode.
The main switchboard tie breaker tripping changes the main switchboard
configuration from CLOSED MSWB configuration into P/S MSWB
configuration. The PMS will now automatically operate in single networks
PORT MSWB and STBD MSWB.
After elimination of the fault, it is possible to manually or automatically switch
back to the CLOSE MSWB configuration.

Issue: First

3.3 Main Switchboard and Generator Control and Operation Page 2

P&O Aurora

Technical Operating Manual

Illustration 3.4a Electrical Switchboard Rooms and Substations

ME20.1

ME20.2
Filters

Heeling Tank

GW
TK

Deck - 1
Electrical
Switchboard Rooms
and Substations

Deck - 3
Electrical
Switchboard Rooms
& Substations

GW
TK
Linen Store

AC Unit

DN

Trafo
Converter

Office
UP

Store

Trafo

PW Tank

GW TK

LD10

Up

ME12

Trafo

ME11

ME21.1

Trafo

Linen
Keeper
Office

PW Tank

AC Unit

M10

M20
Trafo

Dirty Linen

Converter
Vacuum
Unit

DN

UP

DN

ME22
ME21.2

Store

Trafo
Converter

M10.1
DN

Trafo Garbage Plant

AC Unit

M10.2
UP

GW
TK

Heeling Tank

Crew
Gymnasium

Trafo
Converter
Zone 2

Compt 15

Compt 14

Aft
Mooring
Deck

Deck - 5
Electrical
Switchboard Rooms
& Substations

Compt 9

Compt 7

Emergency
Generator
2

Officers
Officers Mess Wardroom
Room

CO2 Bottle Store

DN
Emergency
Switchboard

Deck - 6
Electrical
Substations

Pantry

Battery Room

MD50

LH

Crew
Office

Pantry

Emergency
Generator
1

Photo
Copy

Comm.s
Centre

DN

MD70

Zone 5

Zone 6

AC

UP

Trunk

MD20

MD30
Store

Meet.
Rm.

Telephone
Exchange

UP
DN

MD60

DN

GD10

TV
Centre

MD40

Pantry

Pantry

Crew Mess Room

Rope
Store

Zone 7

Zone 7

Zone 6

Zone 5

Zone 4

Zone 2

Zone 3

Zone 3

MD23

UP

Deck - 7
Electrical
Switchboard Rooms

Deck - 9
Electrical
Switchboard Rooms

UP

Tel.
Central

Zone 2

Pantry

DN

DN
UP

UP

Casing

UP
DN
UP

DN

PA/TEL
UP

Store

Zone 6

Air Intake

Store
DN

Theatre
Distrib.
MD29

Deck - 13
Electrical
Switchboard Rooms

Zone 5

PA/
Central

PA/
Central

DN

Zone 2

Zone 5

Air Intake
MD24

Issue: First

Illustration 3.4a Electrical Switchboard Rooms and Substations

P&O Aurora

Technical Operating Manual

3.4 Electrical Switchboard Rooms and Substations

Accommodation Distribution Substations

Accommodation Substation Switchgear

Manufacturer: STN Atlas

The electrical substations are located in their respective zones on deck 5 or 6.
In the substation rooms are the switchboards (MD20 - MD70) and the
6,600/690/400 transformers:

Make:
Type:

The accommodation ventilation and air conditioning switchboards are located
within the fan rooms.

Substation Transformers MD20 AND MD50
The switchboards have process stations fitted within for linking to the IMACs
system for monitoring and control.
At each switchboard is an incoming supply isolator/circuit breaker. This is of
the moulded case type and is fitted with an inverse current trip and an
instantaneous short circuit trip. This supply then feeds busbars mounted in the
top section of the panels which have a perspex cover over them for local
protection. The busbars then have dropper bars at intervals to feed the
individual cubicles.
In each cubicle there may be withdrawable motor starters, which have plug-in
main contacts enabling the starters to be removed for maintenance. For
distribution there are withdrawable moulded case circuit breakers fitted with
inverse current and instantaneous short circuit trips.
Groups of circuit breakers and starters may have a group section fuse for
protection and isolation if required. The arrangement of the individual
switchboards can be seen from the switchboard diagrams in sections 3.8.
The cables enter and leave the switchboards through the base. Each
switchboard has a control transformer to provide the control voltage for the
starters as well as the supply voltage for the fans and monitoring equipment.
This is fitted with primary and secondary protection and indication lamps.
Some of the air conditioning switchboards have UPS units fitted, these can be
seen on the air conditioning switchboard diagrams n section 3.8. The UPS
units supply a control and operating voltage for the dampers associated with
specific air conditioning and ventilation units, enabling them to controlled
from the safety management system in the event of a power failure.

Manufacturer's No.s
Specification:
Manufacturer:
Type:
Output Power:
Prim/Sec Voltage:

201465, 201466
Three phase, dry, air cooled
SGB Starkstrom
DTTHCG 1250/10
1500kVA
6,600/690V

Substation Transformers MD30, MD40, MD60, MD70
Manufacturer's No.s
Specification:
Manufacturer:
Type:
Output Power:
Prim/Sec Voltage:

201461, 20146, 201463, 201464
Three phase, dry, air cooled
SGB Starkstrom
DTTHCG 1000/10
1100kVA
6,600/690V

Galley Transformers GD TRS1 and GD TRS2
Manufacturer's No.s
Specification:
Manufacturer:
Type:
Output Power:
Primary Voltage:

201467, 201468
Three phase, dry, air cooled
SGB Starkstrom
DTTHC 1250/10
1500kVA
6,600/450V

Also in the substations are the 690/115V 60kVA transformers.

Merlin Gerin
RM6

The disconnector switch arrangement houses high voltage HRC fuses in the
supply to the transformers.
The two breakers at the ring ends, MD20 and MD70, are interlocked with M10
and M20 main switchboard breakers respectively. The MD breakers must be
open before the main switchboard breaker feeder earths can be applied.
Engine Room Distribution
The four engine room distribution switchboards M10.1 M10.2 M20.1 and
M20.2 each have a supply transformer:
Engine Room Transformers TRS1, TRS2, TRS3, TRS4
Manufacturer's No.s
Specification:
Manufacturer:
Type:
Output Power:
Primary Voltage:
Secondary Voltage:

201456, 201457, 201458, 201459
Three phase, dry, air cooled
SGB Starkstrom
DTTHC 1600/10
1800kVA
6,600V
690V

The transformers have temperature monitoring in the form of PT100 sensor
probes embedded within the windings of each low voltage (secondary) coil and
in the central core. There is also a spare probe embedded in the windings
should the first one fail. These sensors are connected to the IMACs system and
will raise an alarm should the temperature of the windings reach above 135ºC.
The switchboards have withdrawable motor starters and have ventilation fans
fitted.

Accommodation Ring Main Feeder System
The accommodation substations are fed via a ring system. The ring can be
broken at any substation to enable local maintenance. In this situation the
switchgear allows the substation transformer to be earthed using a built-in
earthing switch. The outgoing/incoming cables at each substation can also be
earthed according to the isolation required.

These switchboards feed the other switchboards fitted in the machinery spaces,
such as ME11, ME12, ME22, ME23 and ME24.
The electrical supply arrangements can be seen from the illustrations in section
3.8.

Local high voltage test points are also provided to prove the circuit dead before
the earth connections are applied and any maintenance is carried out.

Issue: First

3.4 Electrical Switchboard Rooms and Substations Page 1

P&O Aurora

Technical Operating Manual

3.5 Electrical Safety and the Permit to Work System

High Voltage

Filter Circuits Interlocking System

Electrical Safety

High voltage circuits are potentially more dangerous than low or medium
voltage circuits. This is not only due to the increased voltage, but also the
explosion risk and because, under certain circumstances, high voltage circuits
can retain a lethal charge even when switched off. In addition, dangerous
potentials exist some distance from the actual live high voltage conductors, the
distance being determined by the conductor voltage and the dielectric strength
of the insulating materials (including air) surrounding the conductor.

The filter circuits are located in a separate room on the port side of the two
main switchboards. This room is locked by a normal lock, so an additional
interlocking system is provided.

Before carrying out maintenance on any electrical systems the following
conditions are to be complied with:
a) The on-watch engineer should be informed of any maintenance
on any electrical equipment within the machinery spaces.
b) Approach to the maintenance should be fully discussed at the
work planning discussion.
c) Work on electrical systems should be carried out only by suitably
trained personnel.
d) The breaker for the apparatus under maintenance should be
opened.
e) Fuses should be removed.
f) The opened breaker should be locked and the key kept in the
possession of the person carrying out the maintenance.
g) When working in cubicles such as starter boxes, insulated shields
indicate live components and should not be tampered with. Work
in this area will require isolating at a more primary level.
h) A caution notice (Caution Men Working) should be attached to
the breaker isolating the circuit under maintenance.
i) The circuit should be tested to check that it is dead and that no
auxiliary supply is present.
j) All officers and technical staff should be competent in the
treatment of electric shock.

It is therefore essential that all persons who may be required to work on, or
operate high voltage apparatus are fully aware of the hazards and how to avoid
the associated danger.
Personnel carrying out high voltage isolation, earthing, maintenance and
inspection should have attended the company’s high voltage safety training
course.
High voltage apparatus is classified as any apparatus, equipment and
conductors which are normally operated at a voltage exceeding 690 volts.
A permit to work should be issued by the Staff Electrotechnical Officer or the
First Electrotechnical Officer to the authorised person in charge of work to be
carried out on the earthed high voltage apparatus, detailing exactly what
apparatus is dead, isolated from all live conductors, discharged, connected to
earth and on which it is safe to work.
A key interlocking system is provided for 6.6 kV parts, where access to live
electrical parts can be reached without using tools. This is applicable for the
propulsion converter and for the filter circuits. All other parts like generators,
motors or the ring main components are closed and can be opened only by
skilled personnel using tools.
The key interlocking system for the converters and harmonic filters allows for
safe access to the equipment for maintenance and repair. It ensures, that the
access to high voltage parts is prohibited in all cases, where the correct switch
off/down and earthing procedure of the main breaker is not performed
completely or in the wrong order. A specific step by step procedure is required
to gain access to the keys for the converter cubicles and filter rooms. The key
interlocking system ensures also the correct step by step procedure for
switching on the propulsion system, up to the closing of the HV breaker. The
interlocking system ensures, that the converter and filter room doors can only
be opened (and therefore access to live parts of the system is given) only if:
The 6.6kV supply breaker is off and the outgoing circuit
is earthed by the earth connector.
For the converters, the connection between the motor
and converter is interrupted by open isolator switches.

Issue: First

The condition to be fulfilled for entry is that both filter supply circuit breakers
are in an earthed condition, before access is possible to the filters. Here the
door is provided with two additional locks. Only if both of the keys are
available, can the door be opened. The keys are trapped in the switchboard,
until the output is grounded. When used, they are trapped in the filter door,
until the door is closed. The filter doors have to remain open, until the work is
complete and the filter rooms are vacated.
Generator Access
The generators are locked until the engine start air valve is locked closed and
the engine fuel valve is locked closed. These keys are then released and placed
in a lock which releases the access keys to enable the generator breaker to be
earthed down.
‘Permit to Work’ Procedure
If maintenance or inspection is required to be carried out on any high voltage
equipment, a permit to work certificate must be obtained and completed.
The permit to work certificate is to be signed by the Chief Technical Officer,
the Staff or the First Electrotechnical Officer and the Senior Watchkeeping
Engineer.
The permit to work certificate is in duplicate form. The duplicate copy must be
held by the person undertaking the work and the first copy is to be kept in the
engine control room.
‘Caution’ and ‘Danger Live’ notices are to be displayed at all points where the
work is being carried out and near parts that are live or may be made live.
Prior to any work being carried out, the item of equipment or circuit is to be
isolated from all sources of possible supply, earthed and tested to ensure that
the circuit or equipment is ‘dead’.
Cancellation of the permit to work certificate must be signed by the person
actually carrying out the work and the Staff or the First Electrotechnical
Officer.
Earthing
Earthing a circuit or item of equipment can be carried out using the earthing
device at the circuit breaker, or locally by the use of portable earthing leads.

3.5 Electrical Safety and the Permit to Work System Page 1

P&O Aurora
Earthing leads should always be connected to earth before attachment to the
conductors. At the end of the work the leads should be removed from the
conductors before removing the earth connection.

Technical Operating Manual
Illustration 3.5a Permit To Work

P&O Cruises
HIGH VOLTAGE ELECTRICAL
PERMIT TO WORK

If work is to carried out on an item of equipment remote from its circuit
breaker (a thruster motor for example), the earthing leads should be applied
locally at the motor as well as using the circuit breaker earthing device.
All items and parts of the circuit that have been earthed are to be identified on
the permit to work certificate.

Serial No..........................
Vessel...............................

1)

Issue
To................................................................Employed By.....................................................................................

2)

I hereby declare that:(I) It is safe to Work on the following apparatus....................................................................................................
which is Dead, Isolated from all points of supply,
connected to Earth and Caution Notices posted......................................................................................................

All fuses that have been removed and the points of isolation are to be identified
on the permit to work certificate.

ALL OTHER PARTS ARE DANGEROUS

The Staff or the First Electrotechnical Officer is responsible for the
disconnection of the earthing leads and the return of the circuit or item of
equipment to normal service.

(II) The apparatus Isolated at the following
points.
....................................................................................................................
............................................................................................................................................................................
(III) The apparatus if efficiently Earthed
with Circuit Main Earths at the following...............................................................................................................
Points.

Sanction for Test
The sanction for test is a document similar to a permit to work. The sanction
for test form identifies the responsibility for testing and ensures that the
necessary isolation and earthing procedures have been followed before a
responsible person performs a test (high voltage pressure test, insulation test
etc) on any high voltage apparatus.

............................................................................................................................................................................
(IV) Caution Notices have been posted at the
following points....................................................................................................................................................
............................................................................................................................................................................
(V) The following work is to be
carried out on the apparatus..................................................................................................................................
Signed.................................................................Time...............................Date.................................
Being authorised to issue this Permit to Work.

Permit to Work/Sanction for Test Procedure
a) Switch OFF the equipment on which the permit to work or
sanction for test is to be issued.

Issued with the Consent of:Signed.................................................................Time...............................Date.................................SETO/IETO.
Signed.................................................................Time...............................Date.................................CTO

b) Isolate from all sources of supply (including voltage transformers.
Where physical isolation of the primary is not possible, remove
secondary fuses and secure to prevent replacement.)

Signed.................................................................Time...............................Date.................................Senior Watchkeeper

3)

c) Prove the circuit dead.
d) Discharge to earth (wherever possible through a circuit breaker or
earth switch).
e) Apply CIRCUIT MAIN EARTHS and secure to prevent removal.

Signed.................................................................Time...............................Date.................................

4)

f) Prove the circuit dead at the point of work to the person who is to
receive the permit to work or sanction for test.
g) Issue the permit to work or sanction for test.
The named authorised person is responsible for carrying out the above steps in
a safe manner.

Issue: First

Receipt.
I Hereby declare that I have read the above and accept responsibility for carrying out the work detailed on this Permit
that no attempt will be made by me or by the men under my supervision to carry out work on any other apparatus.

Clearance.
I Hereby declare that the work for which this Permit was issued is now completed / suspended and that all men under
my supervision have been withdrawn and warned that it is no longer safe to Work on the apparatus specified on this
Permit and that all gear.tools and temporary earthing connections are clear.
Signed.................................................................Time...............................Date.................................

5)

Cancellation.
This Permit to Work and all copies of it are hereby cancelled.
Signed.................................................................Time...............................Date.................................
being authorised to cancel this Permit to Work.

3.5 Electrical Safety and the Permit to Work System Page 2

P&O Aurora

Technical Operating Manual

Illustration 3.6a Main Alternators

Cooling Water Inlet

Stator Core Centre Line
Emergency Air Openings
Cooling Water Inlet

Cooling Water Outlet
Leakage Detector

Emergency Air Openings

Cooling Water
Outlet

Lifting Jacks

Bearing
Cooling Water
JB3
JB1

Bearing
Cooling Water

JB5
Circulating
Pump
Unit
Bearing
Insulation

Bearing
Insulation

Space Heater 230V/600W

Issue: First

Illustration 3.6a Main Alternators

P&O Aurora
3.6 Main Alternators
Type:
Manufacturer:
Model type:
Serial No.s:
Rated power:
Voltage:
Current:
Max. load:
Speed:
Frequency:
Connection:
Power factor:
Excitation:
IP rating:
Thermal class:
Cooling:
Anti cond. Htg:
Total weight:
Rotor weight:

12/24 Pole
AEG Order No. 98-400401
S 5 E 1600 M 54-14 SE+WK
99-402071 (No.1) - 99-402074 (No.4)
17,500kVA
6,600V
1531A
14MW
514 rpm
60Hz
Star
0.8
73V 7.2A
IP54
F
Enclosed forced air, hydrocoolers
690V 2,400W
67,200 kg
33,700 kg

The four main synchronous alternators are driven by the MAN B&W 14V
48/60 diesel engines at a constant speed of 514rpm. These units make up four
independent generator sets.
Generators 1 and 2 are situated in compartment 11 and generators 3 and 4 are
in compartment 12. Each pair feed a separate main switchboard, M10 and M20
respectively. The main switchboards are, however, usually connected to form
one main switchboard. Each generator develops 17,500kVA at 6,600V, to give
14MW at a power factor of 0.8.

Technical Operating Manual
The coils are held in the stator grooves by retaining wedges. Separation of the
layers is achieved using laminated plastic layers. The coil connections and
main connections are hard soldered. After installation, the winding is
impregnated in a vacuum and hardened out whilst rotating. The beginnings and
ends of the phase windings are brought out to the connection junction box, at
the side of the stator.

The bearing at the drive end of the machine is also insulated but is normally
bridged. The bridge can be opened when required for measuring the insulation.
The bearing insulation resistance must be measured every two years. Refer to
the manufacturer's manual for detailed information.

There is an earthing terminal provided at a highly accessible and visible point
of the housing, for connection of the protective conductors and the earth
conductors. The star point of the stator is taken to an earthing resistor box
mounted close to the actual alternator.

The main connection box (JB1) is fitted with two doors. Inside the box are the
connection terminals, the neutral point, the three current converters and a
power transformer. There is a connection plan inside the cover.

Rotor Construction
The rotor consists of a shaft mounted rotor with individually mounted poles.
The poles consist of individual laminations which are stacked on a large bolt
in the centre of the pole core. They are pressed together by the pole end plates
and then bonded under pressure. The pole coils consist of several windings
wound next to, and above each other. They are made of insulated square
copper. The pole coil wound on the pole core is insulated against the core and
pole shoe by U-shaped insulators.
The rotor and poles are impregnated in a vacuum and hardened out whilst
rotating under heat. The rotor is then connected to the actual shaft by means of
a shrink fit. After impregnation, the pole coil terminals are connected together
by means of cable lugs. The damper winding is situated above the pole
winding and consists of several round copper bars which run axially just below
the pole shoe surface and the damper segments, to which the bars are
inductively hard soldered. The damper segments are connected to the closed
damper cage by jumpers, made out of laminated copper lugs.
Bearings

Stator Construction
The welded steel housing is made of solid steel plates and is used as a support
construction for the active part of the stator. The core assembly is made of
segmented laminations and is welded into the stator housing. The core is
pressed together by pressure rings and welded to bars at the back of the core.
The segmented laminations consist of low-loss electrical sheet steel, which is
coated with a heat-resistant insulating enamel on one side.

The rotor shaft runs in two sliding bearings. Both bearings are equipped with
an oil/water heat exchanger in the oil sump. A circulation pump unit with
additional heat exchangers is provided to assist the heat dissipation of the drive
end axial bearing. Oil temperature monitoring and flow control instruments are
fitted to monitor this pump unit. The bearing oil must be changed after 16,000
operating hours or two years.
Bearing insulation

The stator winding consists of two layer, former wound coils. The insulation
consists of glass filament as the carrier material, ground mica as an electrical
barrier and epoxy resins as bonding agents. The individual conductors are
enamel insulated and have glass filament braiding. These are covered by
polyester tape. The taping technique ensures a continuous taping of the whole
winding overhang, at the core ends.

Issue: First

Stray voltage may be induced in the shaft as a result of the magnetic circuits
within the alternator. Despite the insulating film of oil in the bearings, some
current can flow through the shaft, bearing and the base frame, which can lead
to damage to the bearing surfaces. In order to suppress these currents, the
bearing on the non-drive end of the machine is insulated from the hull. This
insulation must never be bridged and should be routinely checked.

Connections

JB3, the connection box for the monitoring and power supply equipment, is
fitted slightly behind the main connection box. The current converters,
although situated in the main connection box, also have their terminals (X200X203) in JB3, so all monitoring connections are in one junction box. There are
connections for heating, stator temperature monitoring, cooling air monitoring,
leak detection monitoring, bearing temperature monitoring, Lubricating oil
levels and temperature monitoring and the power supply to the drive end
lubricating oil pump motor. There is a connection plan inside the cover. Local
JBs 4, 5 and 6 (for the bearings equipment) are mounted close to the monitored
item.
Alternator Monitoring
The stator winding temperatures are monitored using 2 Pt100 resistance
thermometers per phase. They are evenly distributed on the circumference,
between the upper and lower layers of the stator windings in the stator grooves.
Voltage surge protectors are fitted to protect these sensors as they cannot be
replaced.
The temperature of every plain bearing is monitored using Pt100 resistance
thermometers and a local dial thermometer. Inspection glasses in the upper part
of the housing can be used to check the running of the lubrication rings and oil
supply. The oil level should be set between the minimum and maximum mark.
A level sensor is installed for each bearing to monitor the oil level.
Current and voltage is monitored using the current transformers T1.1 - T1.3,
achieving differential protection.
The cooling air circulating within the alternator is also monitored. The
temperature of the warm air entering the cooler and the cold air leaving the
cooler are monitored by Pt100 resistance thermometers.
The temperature of the cold air leaving the cooler is monitored via 2 Pt 100
resistance thermometers.
The temperature signals are monitored by the IMACs system. The system will
raise alarms and if necessary, shutdowns, if temperatures reach certain limits:

3.6 Main Alternators Page 1

P&O Aurora

Technical Operating Manual

Illustration 3.6b Main Alternators

S

T1

N

N

AVR

A

E

A

E

E

A

S

A

E

A2

S

Key

F1
A

E

6600 V
E

N

A

E

L1

A

E

A

A

E

V1

E

A

A

W2

E

E

A

S

6,600V
/450V

W1

Main
Switchboard
Control
and AVR

S
N

X203

W3

N

N

E

A

W1

S

Rotor Pole
Arrangement

S

G2

E

450 V

V21

G

AVR
Representative
Arrangement

Main 6.6kV
Circuit Breaker

A

690 V

N

F2

W1-3: Current Windings of T1.1
1600A:1A

V1
U1

Overvoltage
protection
Unit

T2

JB3

JB1

Rotor
Winding

Alternator
Stator
Winding

Exciter Rotor
Winding

A3

V4

V5

Exciter
Stator
Winding

V6

A1

G
A2

V20

R1

V21

R2

4x 600W
690V
Anti-Cond. PT100
Heaters

PT100

Float
Switch

PT100

Float
Switch

PT100

Flow
Switch

PT100

690V
0.44kW
Lube Oil
Pump

Float
Switch

PT100

M

G
V1

V2

V3

Rotating Diodes

Shaft Earth
Voltage and
Current
Sensing
Transformers

X1

X1

X1

JB4

JB6

JB5

T1.1

T1.2

T1.3

JB1

JB3

X203/
X200

1

2

X106

X302

X304

X304

X308

X303

X317

X317

X317

U1

JB1

V1

W1

X303

X317

Bearing
Lube Oil
Pump Supply

Earthing
Resistor Box

JB1
Starpoint

X117

Current Automatic Voltage
Sensing
Regulator
for AVR and
Protection Units

Heating

Cold Air
Monitoring
Stator
Temperature
Monitoring

Leak
Detection
Warm Air
Monitoring

D.E. Bearing
Lube Oil Level
Monitoring
D.E. Bearing
Temperature
Monitoring

D.E. Bearing
Lube Oil Flow
Monitoring

D.E. Bearing
Lube Oil
Temperature
Monitoring

N.D.E. Bearing
Lube Oil
Temperature
Monitoring
N.D.E.
Bearing Lube
Oil Level
Monitoring

Main Alternator Connections and Monitoring Arrangement

Issue: First

Illustration 3.6b Main Alternators

P&O Aurora

Technical Operating Manual

Stator temperature:

Warning:
Shutdown:

145ºC
150ºC

Bearing temperature:

Warning:
Shutdown:

80ºC
90ºC

Cooling air (outlet temperature):

Warning:
Shutdown:

47ºC
52ºC

The firing of the thyristors V20 and V21 is initiated by the overvoltage
protection units Al and A2, when the voltage of the pole winding exceeds
1000V. Resistors R1 and R2, connected in parallel with the thyristors, provide
thyristor protection in the event of uneven firing.
The excitation equipment should be cleaned thoroughly at least once a year.

The air gap between the rotor and stator must be measured periodically and
records kept.
a) The alternator should be isolated and earthed down.

Excitation System
The automatic voltage regulator (AVR) keeps the generator voltage constant
independent of the load. If the load changes suddenly then the AVR quickly
increases the excitation current to boost the rotor emf. The AVR senses the
voltage and current levels via the voltage and current transformers T1.1 - T1.3
and regulates the current sent to the exciter stator winding using thyristors.

b) Remove the three cover plates from each end shield.
c) Check the air gap between the stator bore and the rotor for
symmetry at three points 120º apart on the circumference, using
feeler gauges.
The maximum permitted deviation is +/- 5% from the mean value.
Alternator Excitation Equipment
Type: Thycom DEA 946 compound exciter
The excitation current is supplied by the exciter to the rotor pole windings of
the alternator using a rotating brushless system.
The exciter is a three-phase external pole generator with laminated individual
poles. The exciter coils are mounted on the pole cores and form-fitted. The
stator is screwed to the side of the housing. The excitation control equipment
is fitted in each generator’s respective control cabinet, mounted in the
respective main switchboard room.
The exciter rotor is a welded spider with a mounted core assembly. The threephase winding is located in the grooves of the core assembly. The rotating
diode assembly and exciter rotor are mounted on the shaft at the non-drive end,
inside the bearing and within the alternator enclosure.
The rotating diodes V1 - V6 are screwed onto two half-shells of different
polarity. These shells are also used for heat dissipation. The terminal leads of
the exciter rotor winding are run directly to the diodes. The diodes are overrated for reliability and are also connected to diode protection circuitry. This
circuitry ensures that the winding insulation and the rotating diodes are not
endangered during run-up or during any malfunctions. The high voltages
which may arise in the rotor windings (during any malfunctions) are shortcircuited via thyristors V20 and V21, protecting the diodes. The diodes are
connected in an anti-parallel arrangement to the rectifier jumper. The RC
module A3 also protects the diodes by blocking voltage peaks.

Issue: First

The exciter field is supplied with an excitation current via the air-gap reactor
L1, regulated by the signals received from the voltage and current transformers
T1.1 - T1.3. This current is kept slightly higher than that which is required to
maintain the voltage level constant. At no-load, such as when the generator has
just started, the reactor produces a voltage value of 120-140% of the nominal
voltage. The excess excitation current is shunted past the exciter field by the
action of the overvoltage protection unit. At the same time the current and
voltage transformers T1.1 - T1.3 are pre-magnetised and the voltage builds up.
The control unit compares the actual value to a preset setpoint value and
applies a setpoint deviation signal to an amplifier. The analogue to digital
conversion is then carried out to regulate the excitation thyristors accordingly.
The setpoint and therefore the output voltage can be adjusted via potentiometer
R9.

The generator is fitted with two air/water coolers within one cooling jacket. Air
is circulated via a fan impeller at both the drive end and the non-drive end of
the rotor. The air is taken from the heat exchanger and fed to the generator
where it flows axially through the pole gaps of the rotor as well as through the
air gap formed by the stator bore and the rotor. A partial air current circulates
via the winding overhangs at the drive end and non-drive end, through
openings in the sides of the housing into the ring space between the core
assembly and housing jacket. The individual partial air currents collect in this
ring space, leave the generator from the top and flow through the air/water heat
exchanger to cool down before flowing through the generator again. For
efficient cooling of the stator core assembly, the core is divided into individual
laminations with duct spacers, separated 10 mm from each other, providing
radial air ducts.
The generator is fitted with emergency air flaps. If the cooling system fails,
they must be removed. The air then enters the machine axially and flows
through the air gap and the pole gaps. It splits itself into several partial streams
in the pole gaps and escapes at the emergency air flap of the heat exchanger
hood. In the case of a heat exchanger failure, the flaps mounted on the heat
exchanger must be opened. The emergency air vents must then be opened.
The alternator is fitted with anti-condensation heaters, mounted in the lower
part of the stator. These heaters are rated at 2.4kW, 3 phase at 690V and are
switched on and off automatically when the alternator main circuit breaker is
opened and closed respectively.
The air/water heat exchangers are fitted with leak protection sensors,
consisting of a small metal tank containing a float and level switch. The
operation of this device should be tested periodically. The alarm will be raised
via the IMACs system.

Measuring the Insulation resistance
Alternator Protection
Measuring the insulation resistance evaluates the condition of the winding
insulation. A high DC voltage ge is applied to the windings and measured to
earth (e.g. using a motor-driven inductor), the current which flows is measured
and displayed as a resistance value. Before and after the measurement is taken,
any static charge in the windings must be discharged by grounding the
conductors several times for at least 10 seconds (windings with large copper
volumes store high static charges). All other circuit components and sensors
(Pt100s etc) must be grounded. Each winding should be tested against the other
phases and to the machine housing (ground).

The circuit breaker is controlled by the TPM unit and will trip the breaker to
protect the system and the alternator in the case of:
Reverse Power
Overcurrent
Overvoltage
Undervoltage
Short circuit

Cooling
Circulating Air/Water Cooler Data

Overfrequency
Underfrequency

Heat Quantity:
Water Quantity:
Water Inlet:
Water Outlet:

383kW
66m3/h
38ºC
43ºC

3.6 Main Alternators Page 2

P&O Aurora

Technical Operating Manual

Illustration 3.7a Woodward Governors
Woodward
Digital Speed Matching
Synchroniser
DSLC
Major/Minor
Alarm

Main Switchboard
Remote Speed
Setting Signal
Raise

Lower

IMACs

Other
Governors

Frequency Matching Commands/Communication

Load Sharing
Lines
Mode Selection
Main
Switchboard

IMACs

Breaker Open Command
Woodward
723 Digital Control Unit
kW Load Input

Actuator
Output
Charge
Air
Pressure

Actuator
Position

kW
Sensing

Fuel Rack
Position

Shutdown
Solenoid
Back-up
Governor Speed
Setting Switches

Main Bus

Speed
Pick-Up
Proximity
Probes

Governor

MAN B&W 14V48/60 Diesel Engine

Issue: First

kW
Sensing

Flexible
Coupling

Generator Bus

Breaker
Position
Feedback

Breaker
Closure
Command

Main Breaker

Alternator

Illustration 3.7a Woodward Governors

P&O Aurora

Technical Operating Manual

3.7 Woodward Governors

Digital Synchroniser and Load Control Unit

DSLC Features

Digital Control Unit

The digital synchroniser and load control (DSLC) unit is a microprocessor
based generator load control unit which is designed for use with a Woodward
speed control unit and an automatic voltage regulator in order to provide
synchronising, parallelling, loading and unloading of three-phase generator
sets. All transitions between the DSLC functions are co-ordinated to provide
smooth operation. The DSLC deals with the electrical part of the diesel
generator system and allows for connecting individual generators to the main
switchboards. It also provides signals to the 723 digital control unit which then
allows the Woodward governor to regulate the engine fuel supply.

Synchroniser

Maker:
Type:
Model:

Woodward Governor Company
Electronic
723 Digital Control with Digital Synchroniser and
Load Control

Governor Actuator
Maker:
Type:
Model:

Woodward Governor Company
Hydraulic
PGG-EG200

There are two arrangements for governing the engine speed, one is an
electronic arrangement and the other is a mechanical system. Both employ the
same hydraulic actuator for moving the fuel pump linkage, the basic difference
is the way in which the speed setting signal is defined. With the electronic
governor operating, the speed setting signal is electronically processed in the
governor control unit and converted into a pneumatic signal by the control
station. The pneumatic signal is then used to load the speed setting spring of
the hydraulic actuator.
For emergency operation, the mechanical-hydraulic governor system is
activated by moving the changeover handle at the control station. This applies
a designated air pressure to the speed setting spring which gives a defined
engine speed. The system is for use in emergencies only. During normal
service the electronic system is used but in the event of failure of the electronic
control system, or some other abnormality in the electronic system, the
mechanical-hydraulic arrangement can be employed.
The electronic engine governor consists of two parts:

The DSLC functions include:
A choice between phase matching or slip frequency synchronising
with voltage matching and automatic dead bus closing capability.
Automatic generator loading and unloading for smooth load transfer.
Droop, base load and isochronous (simultaneous) load control
capability.
VAR or power factor control.
Built in diagnostics.
Digital communications network to provide load sharing, VAR/power
factor sharing and other information exchange between individual
engine controls.
Under normal circumstances the system functions without any operator
intervention and should be left as initially set. The following is a brief
explanation as to the processes involved in the DSLC system and is not a guide
to procedures for adjustment

For synchronising, the voltages of the bus and the incoming system must be
measured as well as the frequencies and the phase angles between the two
systems. The root mean square (RMS) value of voltage gives the actual voltage
generated in an AC system over the cycle and so is used rather than an
instantaneous voltage (which will vary with time). The RMS voltage is
calculated by the processor, using the digital signals from the systems.
Synchronising may be achieved by means of phase matching or slip frequency.
If the slip reference frequency is set to zero, then phase matching is used,
otherwise slip frequency synchronising is used.
With phase matching synchronising, the controller senses a difference in
frequency between the bus and incoming machine and then sends a signal to
the engine governor to increase or reduce speed in order to change the
frequency to match the bus. Phase matching provides for rapid synchronising
but it can lead to problems with initial load sharing and possible reverse power
conditions.
Slip frequency synchronising ensures that power immediately flows out of the
incoming generator to the system as soon as the breaker is closed. This means
the generator immediately starts to take load. To achieve this, the incoming
generator frequency is slightly higher than the bus when the breaker is closed.
Slip frequency synchronising is selected when the slip frequency reference
point is set to a non-zero position.
The DSLC provides safe closing of the generator breaker when the bus is dead
as it only allows one machine breaker to be closed, even if two or more
machines are trying to connect with the dead bus. For the incoming generator
and the busbar to be synchronised and connected in parallel, five conditions
must be satisfied as follows:

The digital control unit

1) The number of phases in each system

The hydraulic actuator unit

2) The direction of rotation of the phases

The 723 digital control unit (DCU) is located in the engine control panel in the
respective generator’s main switchboard room and takes speed signals from
two digital transducers. These measure the engine speed at the main output
shaft. The DCU also takes signals from engine major and minor alarms and has
a generated power input. Because the engine is driving an electrical generator
(which has to be synchronised with the electrical supply) the DCU utilises a
signal from the digital synchroniser and load control (DSLC) unit.

Issue: First

3) The voltage amplitudes of the phases
4) The frequencies of the two systems
5) The phase angle of the voltage of the two systems
The first two are specified when the system is installed but the remaining three
vary during operation and must be matched before the parallelling breakers are
closed. The DSLC unit will adjust the signal sent to the governor DCU in
accordance with the requirements of the incoming generator for parallelling
and the governor will then adjust the engine fuel supply so that the correct
conditions are obtained for parallelling. When the busbar and incoming engine
conditions are matched, parallelling takes place automatically under the
directions of the engine management system.

3.7 Woodward Governors Page 1

P&O Aurora
The synchroniser may operate in one of four modes. These modes can be
selected using the mode switch. These modes are:
1) Off
2) Run
3) Check

Technical Operating Manual
Multiple Shot Reclosing
This function allows a number of attempts at closing the breaker. Failure to
obtain closing after the specified number of attempts locks out the
synchroniser by setting it to the auto-off mode and activating an alarm. The
synchroniser must then be reset. The multiple shot reclosing function is
disabled by setting the reclosing count to one.

Base load control is selectable as either a proportional or integrating controller.
When unloading, the adjustable unload ramp time controls unloading to the
unload trip level. When the load on the generator reaches the unload trip level
the control issues a breaker open command. The load and unload ramps
provide a smooth transition between base load, isochronous load sharing and
process control any time the operating mode is changed.
Automatic Generator Loading Functions

4) Permissive
Voltage Matching
When the switch is in the OFF position, the synchroniser is out of operation.
Run is the normal condition and allows the breaker to be closed with the speed
bias signal maintained. The synchroniser is disabled after the circuit breaker is
closed but is reset when the generator is disconnected from the bus.
The check mode allows for normal synchronising and voltage matching but
does not issue a breaker closure signal.
The permissive mode enables the synchronising check function, but
synchroniser operation does not affect engine speed or generator voltage. If the
phase, frequency and voltage are within limits, the breaker closure command
is issued.
Dead Bus Closing
When a dead bus is detected and the dead bus closing mode is enabled, the
synchroniser will operate an exclusive lock for breaker closure. This prevents
two or more units from closing their breakers at the same time. When the
DSLC receives a lock request, the following actions occur:
1) If a dead bus permission request is not currently being made by
another machine, a dead bus condition is indicated when there is
no power at the bus.
2) If another machine is also requesting dead bus permission and
that request precedes the received request, then the received
request is denied. If both machines make the request at the same
time, the unit with the lower assigned address is granted the
permission.
3) When all other units verify that they also indicate a dead bus
condition, the requesting unit then holds the lock condition and
may attempt to close its circuit breaker. The lock is automatically
released after issuing the circuit breaker closure command. This
allows the other machines to get permission to lock if the breaker
fails to close.

Issue: First

The voltages of the generators in parallel must be matched within a small
percentage in order to minimise reactive power flow in the system. If the
generator voltage is lower than the bus voltage, reactive power will be drawn
from the bus and used to excite the generator to the higher bus voltage. If the
generator voltage is very low, the reactive power flow could motorise the
generator resulting in possible damage to the generator windings. The voltage
matching circuits of the synchroniser compute the RMS values of the voltages
and the processor issues appropriate raise or lower commands to the voltage
regulator, in order to bring the generator voltage within the specified window
above the bus voltage.
Phase Matching Synchronising
The phase matching synchronising mode corrects the frequency and phase of
the generator to lock it to the bus frequency and phase. Phase matching is
automatically selected when the slip frequency reference set point is set to
zero. When a difference in phase voltage signals is detected between the
generator and the bus, the synchroniser sends a correction signal to the speed
control. The correction signal from the speed bias output increases or decreases
engine speed accordingly.

The automatic generator loading functions of the DSLC control are used with
the speed control to automatically control the loading and unloading of the
generator. This achieves a bumpless transfer when parallelling the generator to
the bus system or when removing the generator from the bus.
Soft Loading/Unloading
When the circuit breaker auxiliary contacts close, with the base load and
load/unload inputs open, isochronous load sharing mode is automatically
selected. When the load/unload contact is closed, the incoming machine will
be loaded according to the loading ramp programmed into the software. The
soft loading function compares the load on the incoming unit with the load on
the system and the load ramp linearly increases the load on the incoming unit
at a set rate. When the loads on all units match, the ramp is shut off. When
removing a generator from the system, the unloading sequence is initiated by
opening the load/unload contact and the DSLC control then ramps down the
load on the unit being removed. The load is taken to zero at a preset rate. When
the load reaches the unload trip level, the circuit breaker is opened.
Process Control

If the incoming generator speed is slightly higher than the bus when the
breaker is closed, power immediately flows from the generator to the system.
The slip frequency automatic synchronising function is enabled when the slip
frequency reference point is set to a non-zero position. The synchroniser
automatically controls the generator at the specified slip frequency.

The process control function will control any process where the controlled
parameter is determined by generator load and the controlled parameter can be
monitored as a 4-20 mA or 1-5V DC signal. The control function compares the
input signal to the process set point or to the external load reference signal and
adjusts the generator load to maintain the required set point. A cascade PID
process controller is provided for co-generation and import/export control.
Adjustable ramps allow for smooth entry to and from the process control
mode.

Load Control

VAR/PF Control

Digital signal processing is used in order to ensure true RMS values and hence
a true RMS power is calculated. Load control commences when the breaker is
closed and the load control function takes control of the DSLC speed bias
output directly from the synchroniser. Matching the synchroniser slip
frequency to the initial load results in a smooth transition to load control. The
adjustable ramp enables time controlled loading into base load, isochronous
load sharing or process control.

The VAR/PF function controls the reactive power component of the generator
when operating in parallel. The controller compares the kVAR load or power
factor on the generator with an adjustable internal reference and adjusts the
voltage regulator until the desired kVAR load or power factor is obtained. The
power factor control adjusts the generator voltage to maintain a constant power
angle throughout the kW operating range. Power factor sharing adjusts the
voltage regulators so that all generators carry the same proportion of reactive
load, by balancing the power factor on all units.

Slip Frequency Synchronising

3.7 Woodward Governors Page 2

P&O Aurora

Technical Operating Manual

Calibration and Adjustments
CAUTION!
The governors should only be adjusted or recalibrated under exceptional
circumstances. Once set there should be no need to make any adjustments
unless a system defect has occurred or components have been changed.
Calibration and adjustment takes place using a hand held programmer which is
connected to the DSLC and derives its power from the DSLC. When
connected, the programmer will perform a power-up self-test and when this is
complete the screen will go blank. The ID key is pressed and the screen will
show the part number and the revision level of the software being used. The
programmer has a four line LCD display and two separate functions or menu
items may be viewed at the same time.
The up/down arrow key allow the operator to toggle between the two
display items.
The up and down arrow keys allow movement through the menu
items.
Turtle up key allows the display set point to be increased slowly.
Turtle down key allows the display set point to be decreased slowly.
Rabbit up key allows the display set point to be increased quickly.
Rabbit down key allows the display set point to be decreased quickly.

R

Toggle Between Upper
And Lower Displays

Moves Backward Through
Each Menu, One Step At A Time

Advance Through
Configure Or Service

Advances Through Each Menu,
One Step At A Time.
Also Selects Service Mode

Moves Back Through
Configure Or Service
Turtle - (Slow) Keys
Increase Or Decrease The
Displayed Set Point Value Slowly

Number Keys for
Entering Exact Setpoint
Values

Rabbit - (Fast) Keys
Increase Or Decrease The
Displayed Set Point Quickly

1

The solid square key blanks the display.
The SAVE key saves entered set point values.
Numeric keys 1 to 0 selects menus 1 to 0.

4
Increase Or Decrease The
Displayed Set Point By One Step
At A Time

2
5

3
6

Select Configure Mode

-

7

8

9

=

0

.

(Note! The save key must be pressed after changing set point values otherwise
they will not be stored in the DSLC.)
Menu 1

Synchroniser

Menu 2

Load Control

Menu 3

Process Control

Menu 4

VAR/Power Factor Control

Menu 5

Configuration

Menu 6

Calibration

Menu 7

Generator Electrical Parameters

Menu 8

Control Status Monitor

Menu 9

Discrete Inputs/Outputs

Menu 0

Diagnostics

Displays 723 Part Number &
Software Revision Level
Returns To Menu Header
Or Main Screen

For Entering Exact Values
(Within 10%)

+
E

ID
S

S
C

A

E
N

V

E

T

For Scrolling Left And Right
Through Screen Display
For Accessing Configure
And Entering Set point Values

E
R

Saves Entered Values
(Set Points)

See the DSLC operation and calibration manual for the complete lists of items
within the individual menus.

Issue: First

3.7 Woodward Governors Page 3

P&O Aurora

Technical Operating Manual

Illustration 3.8a Accomodation Electrical Distribution Overview

G

Main Switchboard M10
6.6kV 60HZ

M

Generator No.1
6.6kV 17.5mVA
514 RPM

G

Neutral
Earthing
Resistor

M

Substation
Feeder
MD20/MD70

Generator No.2
6.6kV 17.5mVA
514 RPM

M

M

*Galley Distribution
See Illustration 3.9a

R

Substation
MD20
Substation Transformers Feed
Vertical Busbar Systems in
Each Fire Zone

Substation
MD30

M

6600V
1.1MVA

M

6600V
1.1MVA

G

M

M

Galley
Substation
GD10
M

Substation
MD40

M

Generator No.3
6.6kV 17.5mVA
514 RPM

G

Main Switchboard M20
6.6kV 60HZ

M

Substation
Feeder
MD70/MD20

Galley
Substation
GD10

M
R

M

Substation
MD50

M

6600V
1.5MVA

6600V
1.6MVA

Generator No.4
6.6kV 17.5mVA
514 RPM

Substation
MD60

M

6600V
1.1MVA

Substation
MD70

M

6600V
1.1MVA

690V Busbars: Telemecanique KS-80 - 800A
230V Busbars: Telemecanique KS-25 - 250A

690V

Zone 2
Distribution

230V

690V

230V

690V

230V

690V

230V

Zone 4
Distribution

Zone 3
Distribution

690V

230V

Zone 5
Distribution

690V

230V

Zone 6
Distribution

Zone 7
Distribution

Key
6600V
690V

230V
Deck 14
115V

Deck 14

Deck 13

Deck 13
Deck 12

Deck 12
Deck 11

Deck 11
Deck 10
Deck 9
Deck 8

Deck 10
Deck 9
Deck 8

Fire Zone 1

Issue: First

Deck 7

Deck 7

Deck 6
Deck 5
Deck 4
Deck 3
Deck 2

Deck 6
Deck 5
Deck 4
Deck 3
Deck 2

Fire Zone 2

Fire Zone 3

Fire Zone 4

Fire Zone 5

Fire Zone 6

Fire Zone 7

Illustration 3.8a Accommodation Electrical Distribution Overview

P&O Aurora

Technical Operating Manual

Illustration 3.8b Accomodation Distribution Zones 1 and 2 MD20

Substation MD20
VT2:
690/115V
60kVA

Key

6600V
1.1MVA

Substation MD 20
Located
Zone 2
Deck 6

L: Normal Feeds Lighting, sockets etc
B: Battery Feeding
G: Galley Consumer Feeds
R: Small Busbar System Feeds

690 V

230V
400V

Q3

Port Side Busbars

VT2

Q2

Q1

115V

Port Side Busbars

690V
SD2Q1

80A Zone 2 Lifts Second Feed
400V (230V)

160A MD25

80A Dimmer Rack L1302/10
80A Lighting Distribution L1302/02

Deck 13

400V (230V)

115V

80A Galley Distribution G1302/01
80A Lighting Distribution L1302/01

Deck 13

Feed Busbar R1202/01
Feed UPS Bridge L1202/07
Lighting Distribution L1202/05
Lighting Distribution L1202/03

Deck 12

Deck 12

80A Feed Busbar R 1202/02
80A Galley Distribution G1202/02
80A Lighting Distribution L1202/01

63A 115V Distribution H1202/02

80A
80A
80A
80A

Deck 11

80A Feed Busbar R 1102/01

63A 115V Distribution H1102/02

80A Feed Busbar R1102/01
80A Lighting Distribution L1102/01

Deck 11

Deck 10

80A Feed Busbar R 1002/02
80A Lighting Distribution L1002/01

63A 115V Distribution H1002/02

80A Feed Busbar R1002/01
80A Galley Distribution G1002/01

Deck 10

Deck 9

80A Feed P.A. Centre L0902/03
80A Feed Busbar R0902/02

63A 115V Distribution H0902/02

80A Feed Busbar R0902/01
80A Lighting Distribution L0902/01

Deck 9

63A 115V Distribution H0802/02

80A Feed Busbar R0802/01
80A Lighting Distribution L0802/01

Deck 8

80A MD24

200A MD23
Deck 8
100A Stage Equipment Transformer
16A Mooring Doors Fore
Deck 7

80A Feed Busbar R 0802/02
80A Galley Distribution L0602/02
320A 400V Theatre Feed 1 L0702/04

80A Lighting Distribution L0702/03
80A Lighting Distribution L0702/01

80A Dimmer Rack L0702/13
80A Lighting Distribution L0702/04
80A Lighting Distribution L0702/02

125A Dimmer Rack L0702/11

Deck 7

63A 115V Distribution H0602/02

80A Galley Distribution G0602/01
80A Feed Busbar R0602/01
80A Lighting Distribution L0602/01

Deck 6

63A 115V Distribution H0502/02

80A Feed Busbar R0502/01
80A Lighting Distribution L0502/03
80A Lighting Distribution L0502/01

Deck 5

16A Crew Pool Equipment
16A Fore Crane Moving
16A Fore Crane Hoisting
Deck 6

160A MD22t
160A Mooring Winch 3 Fore

80A Feed Busbar R 0602/02
80A Lighting Distribution L0602/02

100A MD21
80A Feed Busbar R 0502/02
80A Lighting Distribution L0501/02

Deck 5
160A Anchor and Mooring Winch Port

80A Feed Busbar R 0402/02
80A Lighting Distribution L0402/02

Deck 4

80A Feed Busbar R0402/01
80A Lighting Distribution L0402/01

Deck 4

Deck 3

16A Bow Thruster Room Exh. & Supply Fans
16A Fore Cathodiic Protection Unit
16A Bow Thruster 3 HPP Unit
16A Bow Thruster 1 HPP Unit
32A MD11

80A Lighting Distribution L0302/04
80A Lighting Distribution L0302/02

80A Lighting Distribution L0302/03
80A Lighting Distribution L0302/01

Deck 3

Deck 2

160A Laundry Distribution LD11
16A Laundry water Pump 1 & 2
16A Grey water Pumps 23 & 24
16A Grey water Pumps 3 & 4
16A Grey water Pumps 1 & 2

80A Lighting Distribution L0202/02
80A Lighting Distribution L0102/03

80A Lighting Distribution L0202/01
80A Lighting Distribution L0102/01

Deck 2

Issue: First

Illustration 3.8b Accommodation Distribution Zones 1 and 2 MD20

P&O Aurora

Technical Operating Manual

Illustration 3.8c Accomodation Distribution Zone 3 MD30

Substation MD30
6600V
1.1MVA

VT3: 690/115V
60kVA

Q3

Port Side Busbars

VT3

Q2

Substation MD 30
Located
Zone 3
Deck 6

400V (230V)
115V

Deck 13

80A Lighting Distribution L1403/01

Deck 12

80A Feed Busbar R1203/02
80A Lighting Distribution L1203/02

Deck 11

80A Feed Busbar R1103/02
80A Lighting Distribution L1103/02

Deck 10

80A Feed Busbar R1003/02

200A MD32

80A Feed Busbar R0903/02
80A Lighting Distribution L0903/02

Deck 8

80A Feed Busbar R0803/02

Deck 7

400A 400V Theatre Feed 2
80A Spare
80A Lighting Distribution L0703/02

250A MD31

80A Galley Distribution R0603/01
80A Feed Busbar R 0603/02

160A Mooring Winch 2

80A UPS Comm. Centre L503/04
80A Feed P.A. Centre 2 L0503/02

160A Anchor and Mooring Winch Stbd

Deck 4

16A Accomodation Ladder Stbd Short
16A Accomodation Ladder Port Short
16A Shell Doors Stbd
16A Shell Doors Port

Deck 3

16A Spare
16A Bow Thruster 2 HPP Unit

Issue: First

Stbd Side Busbars

SD3Q1
400V (230V)

Deck 5

230V

115V

100A Zone 3 Lifts Second Feed

Deck 6

L: Normal Feeds Lighting, sockets etc
B: Battery Feeding
G: Galley Consumer Feeds
R: Small Busbar System Feeds

690V

400V

Q1

690V

Deck 9

Key

80A Feed Busbar R 0503/02

80A Lighting Distribution L0403/04
80A Lighting Distribution L0403/02

80A Lighting Distribution L0303/04
80A Lighting Distribution L0303/02
80A Lighting Distribution L0203/02

Deck 13

80A Galley Distribution G1203/02
80A Feed Busbar R1203/01

Deck 12

80A 115V Distribution H1103/02

80A Feed Busbar R1103/01
80A Lighting Distribution L1103/01

Deck 11

80A 115V Distribution H1003/02

80A Feed Busbar R1003/01
80A Lighting Distribution L1003/01

Deck 10

80A 115V Distribution H0903/02

80A 115V Distribution H0803/02

80A Feed Busbar R0903/01

80A Feed Busbar R0803/01
80A Lighting Distribution L0803/01

80A Dimmer Rack L0703/11

Deck 9

Deck 8

Deck 7

63A 115V Distribution H0603/02

80A Feed Busbar R0603/01
80A Lighting Distribution L0603/01

Deck 6

63A 115V Distribution H0503/01

80A Lighting Distribution L0503/03
80A Feed Busbar R0503/01
80A Lighting Distribution L0503/01

Deck 5

63A 115V Distribution H0403/02

80A Feed Busbar R0403/01
80A Lighting Distribution L0403/01

80A Lighting Distribution L0203/01
80A Lighting Distribution L0103/02

Deck 4

Deck 3

Illustration 3.8c Accommodation Distribution Zone 3 MD30

P&O Aurora

Technical Operating Manual
Substation MD40

Illustration 3.8d Accomodation Distribution Zone 4 MD40
VT4:
690/115V
60kVA

Key

Substation MD 40
Located
Zone 4
Deck 5

6600V
1.1MVA
690V
Q1

Port Side Busbars

Q2

115V

115V
400V (230V)

SD4Q1

L: Normal Feeds Lighting, sockets etc
B: Battery Feeding
G: Galley Consumer Feeds
R: Small Busbar System Feeds

230V
400V

Q3

VT4

690V

Stbd Side Busbars

690V

Deck 13

80A Second Feed Lifts Zone 4

100A Dimmer Rack L1204/102
80A Lighting Distribution L1204/02

Deck 12

Deck 11

80A 115V Distribution H1104/02

Deck 10

80A 115V Distribution H1004/02

Deck 9

80A 115V Distribution H0904/02

80A
80A
80A
80A

Galley Distribution G1104/01
Feed Busbar R 1104/02
Spare
Spare

80A Lighting Distribution L1304/02
Spare

125A MD 43

Deck 12

125A Dimmer Rack L1104/10
80A Feed Busbar R1104/01
80A Lighting Distribution L1104/01

Deck 11

80A Feed Busbar R1004/02

80A Lighting Distribution L1004/01
80A Feed Busbar R1004/01

Deck 10

80A Feed Busbar R0904/02

80A Galley Distribution G0904/01
80A Feed Busbar R0904/01
80A Lighting Distribution L0904/01

125A MD 42

Deck 9

125A Dimmer Rack L0804/11
Deck 8

80A Lighting Distribution L0804/02

80A Lighting Distribution L0804/01

100A Dimmer Rack L0704/10

80A Lighting Distribution L0704/01

Deck 7

80A Lighting Distribution L0704/02

Deck 6

80A 115V Distribution H0604/02

80A Feed Busbar R 0604/02
80A Lighting Distribution L0604/04
80A Lighting Distribution L0604/02

80A 115V Distribution H0504/01

125A Dimmer Rack L0504/10
80A Feed Busbar R0504/02
80A Lighting Distribution L0504/02

Deck 5

Deck 4

80A Feed Busbar R0404/02
80A Lighting Distribution L0404/02

Deck 3

80A Lighting Distribution L0204/04
80A Lighting Distribution L0204/02

Issue: First

Deck 8
16A
16A
16A
16A

Man Rope System Stbd Aft
Man Rope System Port Aft
Man Rope System Stbd Fwd
Man Rope System Port Fwd

100A Dimmer Rack L0604/01
80A Feed Busbar R0604/01
80A Spare
80A Feed Busbar R0504/01
80A Lighting Distribution L0504/05
80A Lighting Distribution L0504/01

80A Feed Busbar R0404/01

80A Lighting Distribution L0304/03
80A Lighting Distribution L0304/01

Deck 7

Deck 6

16A Passenger Door Stbd
16A Passenger Door Port

160A MD 41

Deck 5

Deck 4

Deck 3

Illustration 3.8d Accommodation Distribution Zone 4 MD40

P&O Aurora

Technical Operating Manual

Illustration 3.8e Accomodation Distribution Zone 5 MD50

Substation MD50
6600V
1.1MVA

VT5:
690/115V
60kVA

Substation MD 50
Located
Zone 5
Deck 5

Q3
VT5

Port Side Busbars

Q2

Key

L: Normal Feeds Lighting, sockets etc
B: Battery Feeding
G: Galley Consumer Feeds
R: Small Busbar System Feeds

690V

230V
400V

Q1

115V

690V

Port Side Busbars

SD5Q1
400V (230V)
Deck 13

Deck 12

400V (230V)
Deck 13

115V
63A Feed Steam Bath
63A Feed Sauna
100A Zone 5 Lifts Second Feed
16A Spare
16A Sliding Cover

80A Spare
80A Lighting Distribution L1205/04

80A Feed Busbar R1105/02
80A Lighting Distribution L1105/02

Deck 11

Deck 10

250A MD53

Deck 9

160A MD52

Deck 8

80A Feed Busbar R1005/02

80A Feed Busbar R0905/02
80A Feed P.A. System L0905/03

80A Lighting Distribution L1205/02

80A 115V Distribution H1105/02

80A Feed Busbar R1105/01
80A Galley Distribution G1105/01

Deck 11

80A 115V Distribution H1005/02

80A Feed Busbar R1005/01
80A Lighting Distribution L1005/01

Deck 10

80A 115V Distribution H0905/02

80A Feed Busbar R0905/01
80A Lighting Distribution L0905/01

Deck 9

80A Effect Rack L0805/02

125A Dimmer Rack L0805/11

80A Lighting Distribution L0805/02
80A Effect Rack L0705/21

80A Lighting Distribution L0805/01

80A Contactor Rack L0705/31
80A Lighting Distribution L0705/03
80A Lighting Distribution L0705/01

80A Dimmer Rack L0705/10
Deck 7

80A Lighting Distribution L0705/02

Deck 6

125A Dimmer Rack L0605/10
80A Galley Distribution G0605/01
80A Light Distribution L0605/02

160A MD51

Deck 4

16A
16A
16A
16A

Crane Deck 4 Moving
Crane Deck 4 Hoisting
Fan: VE 04.5.02 Bunker Station Stbd
Fan: VE 04.5.01 Bunker Station Port

80A Feed Busbar R 0505/02

50A MD55

Issue: First

Deck 7

80A 115V Distribution H0505/01

80A Lighting Distribution L0605/01

Deck 6

80A Galley Distribution G0505/01
80A Feed Busbar R0505/01
80A Lighting Distribution L0505/01

Deck 5

80A Feed Busbar R0405/01
80A Feed Busbar R0405/02
80A Lighting Distribution L0405/02

50A MD56
Deck 3

Deck 8

125A Dimmer Rack L0605/11

50A MD57
Deck 5

Deck 12

80A Lighting Distribution L0305/07
80A Lighting Distribution L0205/05

80A Lighting Distribution L0405/03
80A Lighting Distribution L0405/01

80A Lighting Distribution L0305/03
80A Lighting Distribution L0305/01
80A Lighting Distribution L0205/01

Deck 4

Deck 3

Illustration 3.8e Accommodation Distribution Zone 5 MD50

P&O Aurora

Technical Operating Manual

Illustration 3.8f Accomodation Distribution Zone 6 MD60

Substation MD60
6600V
1.1MVA

VT6:
690/115V
60kVA

Substation MD 60
Located
Zone 6
Deck 5

690V

Q2
Port Side Busbars

Q1

VT6

Key
690V

Q3

400V
115V

115V
SD6Q1

L: Normal Feeds Lighting, sockets etc
B: Battery Feeding
G: Galley Consumer Feeds
R: Small Busbar System Feeds

230V

Stbd Side Busbars

690V

400V (230V)
Deck 13

125A Dimmer Rack L1206/10
80A Galley Distribution G1206/01
80A Lighting Distribution L1206/02

125A Dimmer Rack L1206/11
80A Lighting Distribution L1306/01
Spare
80A Lighting Distribution L1206/03
80A Lighting Distribution L1206/01

80A 115V Distribution H1106/02

80A Feed Busbar R1106/02

80A Feed Busbar R1106/01
80A Galley Distribution G1106/01
80A Lighting Distribution L1106/01

80A 115V Distribution H1006/02

80A Feed Busbar R1006/02
80A Galley Distribution G1006/04
80A Galley Distribution G1006/02

Deck 12

Deck 11

Deck 10

Deck 9

80A 115V Distribution H0906/02

80A Feed Busbar R0906/02
80A Lighting Distribution L0906/02

Deck 8

80A Lighting Distribution L0806/02

Deck 7

80A Lighting Distribution L0706/04
80A Lighting Distribution L0706/02
100A Galley Distribution G0606/04

Deck 6

Deck 5

Deck 4

Deck 3

Issue: First

80A 115V Distribution H0604/02

80A 115V Distribution H0504/01

80A Lighting Distribution L1006/01
80A Feed Busbar R1006/01

80A Feed Busbar 0906/01
80A Lighting Distribution L0906/03
80A Lighting Distribution L0906/01

100A Dimmer Rack L0806/11
80A Galley Distribution G0806/01
80A Lighting Distribution L0806/01

125A Dimmer Rack L0706/11
80A Galley Distribution G0706/01
80A Lighting Distribution L0706/01
100A Galley Distribution G0606/03

100A Galley Distribution G0606/02

100A Galley Distribution G0606/01

80A Lighting Distribution L0606/02

80A Lighting Distribution L0606/01

80A Lighting Distribution L0506/04
80A Lighting Distribution L0506/02
80A
80A
80A
80A

Galley Distribution G0406/02
Lighting Distribution L0406/04
Lighting Distribution L0406/02
Lighting Distribution L0306/01

80A Galley Distribution G0506/04
80A Galley Distribution G0506/02

200A MD 64
80A Second Feed Lifts Zone 6
16A Provision Crane Deck 13
16A Provision Crane Deck 13

Deck 12

Deck 11

160A MD 63 Second Feed

Deck 10

200A MD 63

Deck 9

40A HPP Unit 3 Starboard
40A HPP Unit 1 Port
80A Feed Lifts Zone 6

Deck 8

100A MD 62
100A MD 61
16A Spare
16A Lifting Device Deck 4
20A Storing Platform Port
20A Storing Platform Stbd
80A MD 67
80A MD 66
160A Aft Mooring Winch Port Fore
160A Aft Mooring Winch Stbd Aft
25A Glass Crusher
25A Densifier

Deck 7

Deck 6

Deck 5

Deck 4

Deck 3

Illustration 3.8f Accommodation Distribution Zone 6 MD60

P&O Aurora

Technical Operating Manual

Illustration 3.8g Accomodation Distribution Zone 7 MD70

Substation MD70
6600V
1.1MVA

VT7:
690/115V
60kVA
Q3

Port Side Busbars

VT7

Q2

Substation MD 70
Located
Zone 7
Deck 5

Key

L: Normal Feeds Lighting, sockets etc
B: Battery Feeding
G: Galley Consumer Feeds
R: Small Busbar System Feeds

690V

230V
400V

Q1

115V

690V

Port Side Busbars

SD7Q1
400V (230V)

400V (230V)
115V

Deck 13

Deck 12

Deck 13

Deck 12

100A Zone 7 Lifts Second Feed

Deck 11

80A Feed Busbar R1107/02
80A Galley Distribution G1107/02

80A 115V Distribution H1107/02

Deck 10

80A Feed Busbar R1007/02
80A Lighting Distribution L1007/02

80A 115V Distribution H1007/02

Deck 9

80A Feed Busbar R0907/02
80A Lighting Distribution L0907/02

80A 115V Distribution H0907/01

80A Feed Busbar R1107/01
80A Lighting Distribution L1107/01

Deck 11

80A Feed Busbar R1007/01

Deck 10

80A Feed Busbar R0907/01

Deck 9

125A Dimmer Rack L0807/11

63A HPP4 Port System
63A HPP3 Stbd System

Deck 8

80A Lighting Distribution L0807/02
160A Contactor Rack L0707/30
160A Effect Rack L0707/22

Deck 7

80A Lighting Distribution L0707/02
125A Dimmer Rack L0607/12
125A Dimmer Rack L0607/10
80A Galley Distribution G0607/02
80A Light Distribution L0607/02

Deck 6
160A Aft Mooring Winch Stbd Fore
160A Aft Mooring Winch Port Aft
Deck 5

16A Cathodic Protection Aft Unit
16A HPP Unit Stern Thruster

80A
80A
80A
80A

Feed Busbar R0507/02
Galley Distribution G0507/02
Lighting Distribution L0507/02
Lighting Distribution L0407/02

80A Galley Distribution G0807/01
80A Lighting Distribution L0807/03
80A Lighting Distribution L0807/01
160A Effect Rack L0707/24
160A Effect Rack L0707/20
125A Dimmer Rack L0707/11
80A Lighting Distribution L0707/03
80A Lighting Distribution L0707/01

Deck 8

Deck 7

80A Galley Distribution G0607/01
80A Lighting Distribution L0607/01

Deck 6

80A
80A
80A
80A

Deck 5

Lighting Distribution L0507/03
Lighting Distribution L0507/01
Lighting Distribution L0407/01
Lighting Distribution L0307/01

Deck 4

Deck 4

Deck 3

Deck 3

Issue: First

Illustration 3.8g Accommodation Distribution Zone 7 MD70

P&O Aurora

Technical Operating Manual

Illustration 3.9a Engine Room Distribution ME10.1 ME10.2 ME20.1 ME20.2

TRS 3

TRS 1

6600 V

Engine Room
Distribution
Transformers
1.8MVA

63A Premagnetisation Stbd PEM TRS 2.2
50A Stbd Propulsion Converter 2
125A Port Stabiliser
100A MCC Boiler Plant
100A MCC Port Separator Room
160A MCC ME12.1 Engine Room
100A Spare
200A MCC ME11.1 Engine Room
250A Stbd PEM Excitation TRS 2
48A Starter 4.1 AC Reheat Pump 1
79A Starter 4.2 AC CSW Pump 1
160A Starter 4.3 AC Chilled Water Pump 1
19.1A Starter 5.1 Aux. Cons. 1 CSW Pump
79A Starter 5.3 AC CSW Pump 2
160A Starter 5.4 AC Chilled Water Pump 2
21.4A Starter 7.1 HFO Transfer Pump 1
7A Starter 7.2 Boiler FO Supply Pump 1
7A Starter 7.3 Boiler Feedwater Pump 1
13A Starter 7.4 EGB 2 Circ. Pump
21.4A Starter 8.1 DG1 Pre LO Pump
7A Starter 8.2 DG 1&2 FO Supply Pump 1
7A Starter 8.3 DG 1&2 FO Booster Pump 1
1.5A Starter 8.4 DG 1DE Brg LO Pump
39.3A Starter 8.5 HP Fan VE 03.5.01 Compt 11
1.9A Starter 9.1 DG 1&2 Nozzle Clg Pump 2
19A Nozzle Unit Heater
39.3A Starter 9.2 DG 1&2 HT CFW Pump 1
77A Starter 9.3 DG 1&2 LT CFW Pump 1

Engine Room Switchboard ME20.1
1600A

400A MCC ME23 Engine Room
250A MCC Evaporator 2
100A Spare
200A MCC ME22.1 Engine Room
200A MCC ME21.1 Engine Room
125A Hi-Fog Unit
100A Sprinkler Pump 1
63A Start Air Compressor 1
63A Working/Control Air Compressor 1
100A Spare
300A Provision Cooling Plant 1
63A Premag. Port PEM TRS 2.2
250A Port PEM Excitation TRS 2
160A MCC Incinerator 1
125A Spare
100A Steering Gear Port
100A Spare
50A Port Propulsion Converter 2
1.9A Str. 5.1 DG 3&4 Noz. Clg Pump 1
19A Nozzle Unit Heater

Issue: First

39.3A Starter 5.2 DG 3&4 HT CFW Pump 1
77A Starter 5.3 DG 3&4 LT CFW Pump 1
185A Starter 5.4 DG 3&4 CSW Pump 1
21.4A starter 6.1 DG3 Pre LO Pump
7A Starter 6.2 DG 3&4 FO Supply Pump 1
7A Starter 6.3 DG 3&4 FO Booster Pump 1
7A Starter 6.4 DO Supply Pump 1
1.4A Starter 6.5 Gen 3 DE Brg LO Pump
16.2A Starter 8.1 Grey Water Disch. Pump 1
23A Starter 8.2 Bilge/Ballast Pump 2
8.4A B/B Pump 2 Priming Unit
23A Starter 8.3 Heeling Pump 2
39.3A Starter 9.1 HP Fan VE.03.5.03 Compt 12
19.1A Starter 9.2 Aux. Cons. 2 LT CFW Pump
16.2A Starter 9.3 Aux. Cons. 2 CSW Pump
19.1A Starter 10.1 Fan VE.05.5.01 Compt 10
33A Starter 10.2 Fan VE.07.5.01 Compt 11
33A Starter 10.3 Fan VE.07.5.03 Compt 13
19.1A Starter 10.4 Fan VE.05.5.03 Compt 13
25A Starter 10.5 Fan VE.05.5.05 Compt 14

690 V

400 V

230V

450 V

Transfer Line
To/From
ME 10.2

Engine Room Switchboard ME10.1

1600A

From Main Switchboards

Key

1600A
16A Turning Gear DG1
32A Vacuum Unit 3
16A DG1 Crane Plant
16A Stabiliser Central Panel
10A Spare
16A MCC DO Separator
16A Grey Water Pumps 13&14
25A Sewage Unit 1
16A Spare
10A Generator 1 Space Heater

16A Feed Water Transfer Pump
16A Clean LO Transfer Pump
16A Grey Water Pumps 17&18
16A Spare
10A Generator 3 Space Heater
230V Distribution
80A Lighting Dist. L0104/02
80A Lighting Dist. L0105/01
80A Lighting Dist. L0105/03
80A Lighting Dist. L0105/01
80A Lighting Dist. L0106/04
80A Lighting Dist. L0205/04
80A Lighting Dist. L0405/02
80A Spare
32A Trace Htg HFO System
32A Spare

100A

690/
400V
120kVA

TRS 4

Engine Room Switchboard ME10.2
1600A

63A Premagnetisation Port PEM TRS 1.2
50A Port Propulsion Converter 1
125A Stbd Stabiliser
100A Spare
100A MCC Stbd Separator Room
160A MCC ME12.2 Engine Room
100A Spare
200A MCC ME11.2 Engine Room
250A Port PEM Excitation TRS 1
250A MCC Evaporator 1
160A MCC ME12.2 Engine Room
48A Starter 4.1 AC Reheat Pump 2
79A Starter 4.2 AC CSW Pump 3
160A Starter 4.3 AC Chilled Water Pump 3
23A Starter 5.1 Bilge/Ballast Pump 1
8.4A B/B Pump 1 Priming Unit
88A Starter 5.2 Fire Pump
21.4A Starter 7.1 Pre LO Pump DG 2
7A Starter 7.2 DG 1&2 FO Supply Pump 2
7A Starter 7.3 DG 1&2 FO Booster Pump 2
1.5A Starter 7.3 DG 2 DE Brg LO Pump
33A Starter 7.4 HP Fan VE 03.5.02 Compt 11
1.9A Starter 8.1 DG 1&2 Nozzle Clg Pump 2
39.3A Starter 8.2 DG 1&2 HT CFW Pump 2
77A Starter 8.3 DG 1&2 LT CFW Pump 2
185A Starter 8.4 DG 1&2 CSW Pump 2

Transfer Line To/From
ME 20.2
1600A

16A Turning Gear DG3
16A Spare
16A DG3 Crane Plant
16A Spare
16A ECR Ups Unit

TRS 2

16A Turning Gear DG2
16A Spare
16A DG2 Crane Plant
16A Spare
10A Spare
16A Spare
16A Grey Water Pumps 15&16
25A Sewage Unit 2
10A Generator 2 Space Heater

100A

690/400V
120kVA
230V Distribution
80A Lighting Dist. L0103/04
80A Lighting Dist. L0104/04
80A Lighting Dist. L0105/04
80A Lighting Dist. L0105/02
80A Lighting Dist. L0106/02
80A Lighting Dist. L0205/02
80A Lighting Dist. L0206/02
80A Lighting Dist. L0306/02
32A Trace Htg HFO System
32A Main Bd. M20 Ups Unit

Engine Room Switchboard ME20.2
1600A

400A MCC ME24 Engine Room
250A MCC Inc. Aux System
200A MCC ME22.2 Engine Room
200A MCC ME21.2 Engine Room
125A Spare
100A Boiler Plant 2
100A Spare
63A Start Air Compressor 2
63A Working/Control Air Compressor 2
80A Sprinkler Pump 2
300A Provision Cooling Plant 2
63A Premag. Stbd PEM TRS 1.2
250A Stbd PEM Excitation TRS 1
160A MCC Incinerator 2
100A Em. AC Comp. ECR&MSB Rms
100A Steering Gear Stbd
100A Spare
63A Stbd Propulsion Converter 1
1.9A Str 5.1 DG 3&4 Noz. Clg Pump 2
39A Str 5.2 DG 3&4 HT CFW Pump 2
77A Str 5.3 DG 3&4 LT CFW Pump 2

185A Str 5.4 DG 3&4 CSW Pump 2
21.4A Starter 6.1 DG4 Pre LO Pump
7A Starter 6.2 DG 3&4 FO Supply Pump 2
7A Starter 6.3 DG 3&4 FO Booster Pump 2
7A Str 6.4 DO Supply Pump 2
(Em Feed)
7A Starter 6.5 DO Transfer Pump
1.4A Starter 6.6 Gen 4 DE Brg LO Pump
7A Starter 8.1 Boiler FO Supply Pump
48A Starter 8.2 Boiler Feedwater Pump 2
13A Starter 8.3 EGB 3 Circ. Pump
13A Starter 8.4 EGB 4 Circ. Pump
16.2A Starter 8.5 Grey Water Disch. Pump 2
23A Starter 8.6 Bilge/Ballast Pump 3
8.4A B/B Pump 3 Priming Unit
39A Str 9.1 HP Fan VE.03.5.04 Compt 12
21.4A HFO Transfer Pump 2
19.1A Str 10.1 Fan VE.05.5.02 Compt 10
33A Str 10.2 Fan VE.07.5.02 Compt 11
33A Str 10.3 Fan VE.07.5.04 Compt 12
9.4A Str 10.4 Fan VE.05.5.04 Compt 13

16A Turning Gear DG4
16A Crane Plant Compt. 12
50A
16A DG4 Crane Plant
16A Non-Pot Water Pump 2
16A Spare
690/440V
50kVA
16A CFW Transfer Pump
16A Dirty LO Transfer Pump
16A Grey Water Pumps 19&20
25A Sewage Unit 3
10A Generator 4 Space Heater

440V Distribution
25A Welding Skt MSB&Conv. Rm
25A Welding Skt Garbage Rm Dk3
25A Welding Skt Compt 12 Dk1-3
25A Welding Skt AC Wkshop Dk4
25A Welding Skt Wkshop Dk3 Z5
25A Welding Skt Hotel Workshop
25A Welding Skt Welding Shop Dk3
125A Workshop Distribution
125A Spare
125A Spare

Illustration 3.9a Engine Room Distribution ME10.1 ME10.2 ME20.1 ME20.2

P&O Aurora

Technical Operating Manual

Illustration 3.9b Engine Room Distribution ME21.1 ME21.2 ME11 ME12 ME22

Feed From
ME 20.1

Engine Room Switchboard ME21.1
Located: Centre Stbd PEM Room
Compartment 14
14A Starter 2.1 Port PEM Cooling Fan 1
14A Starter 2.2 Port PEM Cooling Fan 3
4.8A Starter 2.3 Port PEM TRS 2.1 Fan 1
4.8A Starter 2.4 Port PEM TRS 2.1 Fan 2
4.8A Starter 2.5 Port PEM TRS 2.2 Fan 1
4.8A Starter 2.6 Port PEM TRS 2.2 Fan 2
2.5A Starter 3.1 Port PEM DE Jack Up Pump 1
2.5A Starter 3.2 Port PEM NDE Jack Up Pump 3
2.5A Starter 3.3 Stbd PEM DE Jack Up Pump 2
2.5A Starter 3.4 Stbd PEM NDE Jack Up Pump 4
14A Starter 4.1 Stbd PEM Cooling Fan 2
14A Starter 4.2 Stbd PEM Cooling Fan 4
4.8A Starter 4.3 Stbd PEM TRS 2.1 Fan 1
4.8A Starter 4.4 Stbd PEM TRS 2.1 Fan 2
4.8A Starter 4.5 Stbd PEM TRS 2.2 Fan 1
4.8A Starter 4.6 Stbd PEM TRS 2.2 Fan 2
25A Port PEM Thrust Bearing Pump 1
25A Spare

Em. Feed
Em. Feed

10A Port PEM TRS 2.1 Heater
10A Port PEM TRS 2.2 Heater
10A Stbd PEM TRS 2.1 Heater
20A Spare
20A Spare
20A Spare
20A Spare
Shaft Turning Gear Port

Feed From
ME 10.2

Link
11.5A Starter 2.1 Non-Pot. Water Pump 1
11.5A Starter 2.2 Hot Pot. Water Pump 1
58A Starter 2.3 Potable Water Pump 1
58A Starter 2.4 Potable Water Pump 3

Feed From
ME 20.1

Engine Room Switchboard ME22
Located: Compartment 15
Link
8.4A Starter 2.1 Piston Oily Bilge Pump 1
8.4A Starter 2.2 Piston Oily Bilge Pump 2
8.4A Starter 2.3 Sludge Oil Pump 1
8.4A Starter 2.4 Sludge Oil Pump 2
8.4A Starter 2.5 Waste Oil Pump
40A Spare

20A Grey Water Pumps 21&22
20A Galley Water Pumps 1&2
10A Stern Tube LO Filling Pump
10A Spare

20A Spare
20A Spare
20A Spare
20A Coalescer Oily Bilge Separator
16A Shaft Turning Gear Stbd

Feed From
ME 10.2

Engine Room Switchboard ME12
Located: Compartment 9

Feed From
ME 10.1

Link

16A Grey Water Pumps 9&10
18A Passenger Pool 1 Control Panel
16A Spare
10A Spare
Feed From
ME 20.2

10A Stbd PEM TRS 1.1 Heater
10A Stbd PEM TRS 1.2 Heater
10A Port PEM TRS 1.1 Heater

Em. Feed
Em. Feed

19.1A Starter 2.1 Riviera Pool Fill Pump
8.4A Starter 2.2 Terrace Pool Fill Pump
15.6A Starter 2.3 Fire Topping Up Pump
23A Starter 2.4 Fan VE 01.4.01 Compt 9
40A Starter 2.5 Jacuzzi 1 Control Panel
40A Starter 2.6 Jacuzzi 3 Control Panel
40A Vacuum Unit 1
40A HP Pump Unit

18A Grey Water Pumps 7&8
18A Laundry Water Pumps 3&4
13A Spare
13A Spare

Feed From
ME 20.2

10A Port PEM TRS 1.2 Heater
10A Stbd PEM Space Heater

(12.1)

11.5A Starter 4.1 Non-Pot. Water Pump 2
11.5A Starter 4.2 Hot Pot. Water Pump 2
58A Starter 4.3 Potable Water Pump 2
2.1A Starter 4.4 Fan VS 01.3.01 Compt. 7
2.1A Starter 4.4 Fan VE 01.3.01 Compt. 7

18A Grey Water Pumps 5&6
18A Grey Water Pumps 25&26
13A Spare
13A Spare

14A Starter 2.1 Stbd PEM Cooling Fan 1
14A Starter 2.2 Stbd PEM Cooling Fan 3
4.8A Starter 2.3 Stbd PEM TRS 1.1 Fan 1
4.8A Starter 2.4 Stbd PEM TRS 1.1 Fan 2
4.8A Starter 2.5 Stbd PEM TRS 1.2 Fan 1
4.8A Starter 2.6 Stbd PEM TRS 1.2 Fan 2
2.5A Starter 3.1 Stbd PEM DE Jack Up Pump 1
2.5A Starter 3.2 Stbd PEM NDE Jack Up Pump 3
2.5A Starter 3.3 Port PEM DE Jack Up Pump 2
2.5A Starter 3.4 Port PEM NDE Jack Up Pump 4
14A Starter 4.1 Port PEM Cooling Fan 2
14A Starter 4.2 Port PEM Cooling Fan 4
4.8A Starter 4.3 Port PEM TRS 1.1 Fan 1
4.8A Starter 4.4 Port PEM TRS 1.1 Fan 2
4.8A Starter 4.5 Port PEM TRS 1.2 Fan 1
4.8A Starter 4.6 Port PEM TRS 1.2 Fan 2
25A Stbd PEM Thrust Bearing Pump 1
25A Spare

10A Stbd PEM TRS 2.2 Heater
10A Port PEM Space Heater

Engine Room Switchboard ME11
Located: Compartment 7

Feed From
ME 10.1

Engine Room Switchboard ME21.2
Located: Centre Port PEM Room
Compartment 14

Transfer Link
To/From
ME 21.2

(12.2)

19.1A Starter 4.1 Crystal Pool Fill Pump
8.4A Starter 4.2 Crew Pool Fill Pump
23A Starter 4.3 Heeling Pump 1
8.4A Starter 4.4 Sprinkler Topping Up Pump
6.2A Starter 4.5 Spare
40A Starter 4.6 Jacuzzi 2 Control Panel

16A Grey Water Pumps 11&12
18A Passenger Pool 2 Control Panel
16A Spare
10A Spare

25A AC Compressor 1 Control Panel
25A AC Compressor 2 Control Panel
25A AC Compressor Sequence Panel
10A Spare

25A AC Compressor 3 Control Panel
16A Refrigeration Leak Detection System
16A AC Service Compressor
10A Spare

40A Vacuum Unit 4
40A Jacuzzi 4 Control Panel
40A Spare
40A Spare
40A Spare
40A Spare

20A Pulper Water Pumps 1&2
20A Oily Bilge Separator Unit
10A Pool 3 Clean Water Pump
13A Socket Deck 2 Compt 15

Key
690 V

20A Paddling Pool Control Panel
20A Spare
10A Passenger Pool 3 Control Panel
10A Spare

Issue: First

Illustration 3.9b Engine Room Distribution ME21.1 ME21.2 ME11 ME12 ME22

P&O Aurora

Technical Operating Manual

Illustration 3.9c Engine Room Distribution ME23 ME24

Feed From
ME 20.1

Engine Room Switchboard ME23
Located: Deck 13 Zone 5
Port Side of Funnel Base

32A Starter 2.1 Fan VS 12.5.01 Compt 10
79A Starter 2.2 Fan VS 12.5.04 Compt 11
79A Starter 2.3 Fan VS 12.5.08 Compt 12
23A Starter 2.4 Fan VS 12.5.12 Compt 14
12.8A Starter 2.5 Fan VS 13.6.01 Compt 15
16A Spare
16A Spare
16A Spare
16A Spare

Engine Room Switchboard ME24
Located: Deck 13 Zone 5
Stbd Side of Funnel Base

Transfer Link
To/From
ME 23/24

25A Starter 2.1 Fan VS 13.4.01 Compt 9
79A Starter 2.2 Fan VS 12.5.05 Compt 11
79A Starter 2.3 Fan VS 12.5.09 Compt 12
19.1A Starter 2.4 Fan VS 12.5.10 Compt 13
12.8A Starter 2.5 Fan VE 13.6.01 Compt 15
16A Spare
16A Spare
16A Spare
16A Spare

690/440V

52A Fan VS 12.5.02 Compt 11

Feed From
ME 20.2

690/440V

52A Fan VS 12.5.03 Compt 11

52A Fan VS 12.5.07 Compt 12
52A Fan VS 12.5.06 Compt 12
34A Fan VS 12.5.11 Compt 13

Key
690 V

230V
400 V

Issue: First

Illustration 3.9c Engine Room Distribution ME23 ME24

P&O Aurora
Illustration 3.10a Galley Distribution GD10

Technical Operating Manual
Ring Line From MD40

Ring Line From MD50
M

Galley Substation GD10
Located Deck 5 Stbd Aft
Crew Mess
3A20 GD15 Feed 1 320A
2A20 GD13 Feed 1 160A
2Q5 GD15 Feed 2 100A
2Q4 GD13 Feed 2 160A
2Q3 GD11 160A

2F3
100A

2F2
100A

2A10 2F1
1000A 100A

1Q12 25A Spare
1Q11 25A Tilting Pan Elro
1Q10 32A Deep Fat Fryer
1Q9 32A Deep Fat Fryer
1Q8 25A Tilting Pan Elro
1Q7 32A Flat Griddle Elro
1Q6 32A Grooved Griddle Elro
1Q5 32A Deep Fat Fryer
1Q4 25A Tilting Pan Elro
1Q3 32A Flat Griddle Elro
1Q2 32A Grooved Griddle Elro
1Q1 32A Deep Fat Fryer

5F6
100A

5F5
100A

5F4
100A

3Q14 100A Deck Oven Sveba Dahlen
3Q13 2000A Port Shore Connection

3A10
250A

5F7
100A

Issue: First

3Q12 16A Spare
3Q11 100A Combi Oven Convostar
3Q10 16A Spare
3Q9 25A Spare
3Q8 25A Tilting Pan Elro
3Q7 32A Flat Griddle Elro
3Q6 32A Deep Fat Fryer
3Q5 40A Spare
3Q4 63A Spare
3Q3 63A Range: Elro
3Q2 100A Combi Oven Convostar
4Q58 16A Meat Grinder Hobart
4Q57 16A Coffee Machine Cafemat
4Q56 25A Pulper O2
4Q55 16A Dishwasher: Undercounter Hobart
4Q54 16A Spare
4Q53 25A Spare
4Q52 25A Coffee Machine
4Q51 25A Spare

TRS 1
6600V
1.5MVA

TRS 2
6600V
1.5MVA

450V

450V

Key

5F3
100A

5F2
100A

5F1
100A

4Q50 16A Water Boiler Animo
4Q49 16A Spare
4Q48 25A Pulper O4
4Q47 16A Dishwasher: Undercounter Hobart
4Q46 25A Pulper O2
4Q45 25A Flight Dishwasher Hobart
4Q44 25A Spare
4Q43 25A Dishwasher Hobart
4Q42 16A Water Boiler Animo
4Q41 16A Spare
4Q40 25A Pulper O5
4Q39 16A Dough Sheeter/Cutter
4Q38 16A Spare
4Q37 25A Flight Dishwasher Hobart
4Q36 25A Spare
4Q35 25A Dishwasher Hobart
4Q34 16A Water Boiler Animo
4Q33 16A Coffee Machine Vitality
4Q32 25A Pulper O6
4Q31 16A Spare
4Q30 V16A Roll-in Blast Chiller
4Q29 25A Spare
4Q28 25A Coffee Machine
4Q27 32A Spare
4Q26 16A Water Boiler Animo
4Q25 16A Spare
4Q24 16A Spare
4Q23 16A Roll-in Blast Chiller
4Q22 16A Roll-in Blast Chiller
4Q21 25A Spare
4Q20 25A Deck 4 450V Socket
4Q19 32A Spare
4Q18 16A Water Boiler Animo
4Q17 16A Spare
4Q16 16A Roll-in Blast Chiller
4Q15 16A Spare
4Q14 16A Spare
4Q13 25A Spare
4Q12 25A Deck 5 450V Socket
4Q11 32A Pulper O1
4Q10 16A Pot Washing Machine
4Q9 16A Pot Washing Machine: Metal
4Q8 16A Mixer Hobart
4Q7 16A Coffee Machine Cafemat
4Q6 16A Water Boiler Animo
4Q5 16A Roll-in Blast Chiller
4Q4 16A Espresso Machine
4Q3 16A Spare
4Q2 16A Spare
4Q1 16A Roll-in Blast Chiller

6.600V

Galley Substation GD10
Located Deck 5 Stbd Aft
Crew Mess

Link
Normally
Open

2Q7 100A Deck Oven Sveba Dahlen
2Q6 100A Spare
1Q24 40A Spare
1Q23 40A Spare
1Q22 40A Double Broiler Lang
1Q21 40A Double Broiler Lang
1Q20 63A Spare
1Q19 63A Range: Elro
1Q18 63A Range: Elro
1Q17 100A Spare
1Q16 100A Spare
1Q15 100A Combi Oven Convostar
1Q14 100A Combi Oven Convostar
1Q13 100A Combi Oven Convostar

M

5F8
100A

5F9
100A

5F10
100A

5F11
100A

5F12
100A

5F13
100A
5F14
100A

450 V

8Q3 GD12 200A
8Q4 GD16 Feed 1 160A
8Q5 GD14 Feed 1 125A
8Q6 100A Tempering system: Amana
8Q7 40A Range: Elro
7A20 GD14 Feed 2 160A
8A20 GD16 Feed 2 200A

6Q1 6A Spare
6Q2 25A Dishwasher Hobart
6Q3 16A Spare
6Q4 16A Spare
6Q5 16A Spare
6Q6 25A Pulper O7
6Q7 16A Bun Divider/Rounder
6Q8 16A Water Boiler Animo
6Q9 32A Spare
6Q10 25A Dishwasher Hobart
6Q11 16A Spare
6Q12 16A Veal Cutter Mixer Hobart
6Q13 16A Spare
6Q14 25A Pulper O3
6Q15 16A Spare
6Q16 16A Water Boiler Animo
6Q17 25A Spare
6Q18 25A Dishwasher Hobart
6Q19 16A Spare
6Q20 16A Veal Cutter Mixer Hobart
6Q21 16A Spare
6Q22 16A Espresso Machine
6Q23 16A Spare
6Q24 16A Coffee Machine Vitality
6Q25 25A 450V Sockets Deck 4
6Q26 25A Spare
6Q27 16A Mixer Hobart
6Q28 16A Spare
6Q29 16A Spare
6Q30 16A Espresso Machine
6Q31 16A Spare
6Q32 16A Automatic Rack Dishwasher
6Q33 25A 450V Sockets Deck 5
6Q34 25A Spare
6Q35 16A Dishwasher: Undercounter Hobart
6Q36 16A Spare
6Q37 16A Coffee Machine Vitality
6Q38 16A Espresso Machine
6Q39 16A Spare
6Q40 16A Automatic Rack Dishwasher
6Q41 25A Spare
6Q42 16A Spare
6Q43 16A Dishwasher: Undercounter Hobart
6Q44 16A Spare
6Q45 16A Water Boiler Animo
6Q46 16A Spare
6Q47 16A Dough Mixer Eberhardt
6Q48 16A Flight Dishwasher Hobart
6Q49 16A Spare
6Q50 16A Potwash Machine
6Q51 16A Butchers Meat Saw
6Q52 16A Spare
6Q53 16A Roll-in Blastchiller

L: Normal Feeds Lighting, sockets etc
B: Battery Feeding
G: Galley Consumer Feeds
R: Small Busbar System Feeds

6Q9

7A10
100A

7Q3 63A Range: Elro
7Q4 40A Doble Broiler Lang
7Q5 40A Spare
7Q6 32A Deep Fat Fryer
7Q7 32A Flat Griddle Elro
7Q8 25A Tilting pan Elro
7Q9 100A Combi Oven Convostar
7Q10 25A Spare
7Q11 16A Spare

7Q12 100A Deck Oven Sveba Dahlen
4Q9 2000A Shore Connection Stbd
8A10
100A

8F1
100A

9Q1 32A Deep Fat Fryer
9Q2 32A Deep Fat Fryer
9Q3 25A Tilting pan Elro
9Q4 25A Tilting pan Elro
9Q5 16A Spare
9Q6 16A Spare

8F2
100A

9Q7 32A Spare
9Q8 32A Deep Fat Fryer
9Q9 25A Tilting pan Elro
9Q10 25A Tilting pan Elro
9Q11 25A Spare
9Q12 16A Spare

8F3
100A

9Q13 32A Deep Fat Fryer
9Q14 32A Deep Fat Fryer
9Q15 25A Flat Griddle Elro
9Q16 25A GroovedGriddle Elro
9Q17 25A Spare

9Q18 100A Combi Oven Convostar
9Q19 100A Combi Oven Convostar
9Q20 100A Combi Oven Convostar
9Q21 100A Combi Oven Convostar
9Q22 100A Spare
9Q23 100A Spare
9Q24 63A Range: Elro
9Q25 63A Range: Elro
9Q26 40A Spare
9Q27 40A Spare
9Q28 40A Double Broiler Lang
9Q29 40A Double Broiler Lang
9Q30 40A Spare
9Q31 40A Spare
9Q32 63A Spare

Illustration 3.10a Galley Distribution GD10

P&O Aurora

Technical Operating Manual

Illustration 3.10b Galley Distribution GD11 GD12 GD13 GD 14 GD15 GD16
Fed
From
GD10
2Q3

GD11
Located Deck 4
Stbd of Forward Service Lifts

Fed
From
GD10
8Q3

25A Dishwasher Hobart Anderson's Pantry
25A Sockets
25A Sockets
25A Spare
22A Water Boiler Officer's Pantry
22A Undercounter Dishwasher Hobart
Officer's Pantry
22A Spare
22A Undercounter Dishwasher Hobart
Hospital Pantry
22A Water Boiler Cabin Service Pantry
22A Undercounter Dishwasher Hobart
Cabin Service Pantry
22A Water Boiler Cabin Service Pantry
22A Undercounter Dishwasher Hobart
Cabin Service Pantry
22A Water Boiler Anderson's Pantry
22A Spare
22A Spare
22A Spare

Fed
From
GD10
3A20

Fed
From
GD10
2Q5

25A Dishwasher Hobart Bell Box Galley
25A Sockets Deck 10 Zones 6-7
25A Spare
25A Spare
17A Coffee Machine Bell Box Galley
17A Water Boiler Bell Box Galley
17A Spare
17A Pot Wash Machine Bell Box Galley
17A Vertical Cutter/Mixer Machine Bell Box Galley
17A Pulper 09 Bell Box Galley
17A Spare
17A Spare
17A Spare
17A Spare
17A Spare
17A Holding Oven Bell Box Galley
17A Salamander Bell Box Galley
25A Spare
25A Spare
25A Spare
32A Tilting Pressure Pan Bell Box Galley
32A Tilting Pressure Pan Bell Box Galley
32A Grooved Griddle Elro Bell Box Galley
32A Flat Griddle Elro Bell Box Galley
32A Deep Fat Fryer Bell Box Galley
32A Deep Fat Fryer Bell Box Galley
40A Range Elro Bell Box Galley
40A Range Elro Bell Box Galley
100A Combi Oven Bell Box Galley
100A Combi Oven Bell Box Galley

Issue: First

Located Deck 4
Inside Substation MD30

25A Dishwasher Hobart Anderson's Pantry
25A Dishwasher Hobart Crows Nest Pantry
25A Sockets
25A Sockets
25A Spare
25A Spare
22A Water Boiler Cabin Service Pantry
22A Undercounter Dishwasher Hobart Cabin Service Pantry
22A Water Boiler Cabin Service Pantry
22A Undercounter Dishwasher Hobart Cabin Service Pantry
22A Water Boiler Cabin Service Pantry
22A Undercounter Dishwasher Hobart Cabin Service Pantry
22A Water Boiler Cabin Service Pantry
22A Water Boiler Cabin Service Pantry
22A Water Boiler Cabin Service Pantry
22A Spare
22A Undercounter Dishwasher Hobart Cabin Service Pantry
22A Undercounter Dishwasher Hobart Captain's Pantry
22A Water Boiler Riviera Bar Pantry
22A Coffee Machine Captain's Pantry
22A Spare
22A Spare
22A Spare
22A Spare
22A Spare

GD15
Located Deck 10
In Hotel Locker
Port Side of Aft Service Lifts

GD12

Fed
From
GD10
8A20

Fed
From
GD10
8Q4

GD16

Fed
From
GD10
2A20

Fed
From
GD10
2Q4

Fed
From
GD10
7A20

GD13
Located Deck 10
In Hotel Locker
Port Side of Mid Service Lifts
25A Dishwasher Hobart Sidewalk Cafe Pantry
25A Sockets
25A Sockets
25A Spare
17A Espresso Machine Raffles Bar Counter
17A Water Boiler Raffles Bar Pantry
17A Undercounter Dishwasher Hobart Raffles Bar Pantry
17A Water Boiler Cabin Service Pantry
17A Undercounter Dishwasher Hobart Cabin Service Pantry
17A Water Boiler Cabin Service Pantry
17A Undercounter Dishwasher Hobart Cabin Service Pantry
17A Pulper 11 Sidewalk Cafe Pantry
17A Spare
17A Spare
17A Spare
17A Spare
17A Spare
17A Spare
17A Spare
17A Spare

17A Salamander Sidewalk Cafe Counter
17A French Fry Heater Sidewalk Cafe Counter
17A French Fry Heater Sidewalk Cafe Counter
17A Spare
25A Conveyor Oven Sidewalk Cafe Counter
25A Flat Grill Sidewalk Cafe Counter
25A Flat Grill Sidewalk Cafe Counter
25A Fryer Rofry Sidewalk Cafe Counter
25A Fryer Rofry Sidewalk Cafe Counter

Fed
From
GD10
8Q5

GD14
Located Deck 9
In Hotel Locker
Port Side of Aft Service Lifts
25A Dishwasher Hobart Cafe Bordeaux Galley
25A Sockets Decks 8-9 Zones 6-7 Port
25A Sockets Decks 7-9 Zones 6-7 Stbd
25A Spare
25A Espresso Machine Cafe Bordeaux Counter
17A Espresso Machine Cafe Bordeaux Galley
17A Spare
17A Undercounter Dishwasher Cafe Bordeaux Galley
17A Coffee Machine Cafe Bordeaux Counter
17A Pulper 08 Cafe Bordeaux Galley
17A Water Boiler Terrace Bar Pantry
17A Water Boiler Cabin Service Pantry
17A Undercounter Dishwasher Hobart Cabin Service Pantry
17A Spare
17A Spare
17A Spare
17A Spare
17A Spare
17A Spare
17A Spare

17A Salamander Cafe Bordeaux Galley
17A Braising Pan Cafe Bordeaux Galley
25A Spare
25A Combi Oven Cafe Bordeaux Galley
32A Spare
32A Flat Grooved Grill Cafe Bordeaux Galley
32A Deep Fat Fryer Cafe Bordeaux Galley
32A Deep Fat Fryer Cafe Bordeaux Galley
40A Range Elro Cafe Bordeaux Galley

Located Deck 12 Zone 6
In Hotel Store Stbd Side
Opposite Orangery Cold Store
40A Coffee Machine Orangery Galley
40A Coffee Machine Orangery Galley
40A Coffee Machine Orangery Galley
40A Coffee Machine Orangery Galley
40A Spare
17A Undercounter Dishwasher Pennant Bar Pantry
25A Sockets Deck 12 Zones 4-7
17A Spare
17A Water Boiler Cabin Service Pantry
17A Undercounter Dishwasher Cabin Service Pantry
17A Flight Dishwasher Orangery Galley
17A Auto Rack Dishwasher Orangery Galley
17A Spare
17A Pulper 10 Orangery Galley
17A Spare
17A Water Boiler Pennant Bar Pantry

17A Salamander Orangery Galley
17A Spare
17A Induction Wok Orangery Galley
17A Induction Wok Orangery Galley
25A Spare
32A Flat Grill Elro Orangery Galley
32A Flat Grill Elro Orangery Galley
32A Spare
32A Deep Fat Fryer Orangery Galley
32A Deep Fat Fryer Orangery Galley
100A Combi Oven Orangery Galley

Key
450 V

Illustration 3.10b Galley Distribution GD11 GD12 GD13 GD14 GD15 GD16

P&O Aurora

Technical Operating Manual

Illustration 3.11a Laundry Distribution LD10

Feed From
MD20

690/440V
150kVA

Laundry Switchboard LD10
Located: Deck 1 Zone 2
Laundry Entrance

20A 35kG Primus Washer Extractor 2
20A Spare
20A Spare
20A Sockets
20A Sockets
20A Sockets
20A Sockets
20A Sockets
11A Rema Vacuum Unit
11A Camptel Rotary Cabinet
11A Cissel Ironing Table
11A Cissel Trouser Topper
11A Weir Foldmaker
11A Spare
11A Spare
11A Spare

45A Passat Setra Two Roll Ironer
45A Aquatex Washer
45A Aquatex Dryer
45A Spare
32A 135kG Washer Extractor 1
32A 135kG Washer Extractor 2
32A 135kG Washer Extractor 3
32A 135kG Washer Extractor 4
32A Spare
32A Spare
20A Kent Tumble Dryer 1
20A Kent Tumble Dryer 2
20A Kent Tumble Dryer 3
20A Kent Tumble Dryer 4
20A Kent Tumble Dryer 5
20A 35kG Primus Washer Extractor 1

Laundry Distribution board LD102.01
Located: Deck 1 Zone 2

01 Lighting, valet room
10 A
02 Lighting, valet room
10 A
03 Spare
10 A
04 Lighting, staircase & grey water room 10 A
05 Spare
10 A
06 Spare
10 A
07 Spare
10 A
08 Body press
10 A
09 C&Y press
10 A
10 Sleeve Press
10 A
11 Body former
10 A
12 Polybagger
10 A
13 Spare
10 A
14 Spare
10 A
15 Marking machine
16 A
16 Ironing table
16 A

17 Ironing table
18 Maytag washer
19 Spare
20 Spare
21 Spare
22 Maytag dryer

16 A
16 A
16 A
16 A
16 A
25 A

31 Socket: Drinking water dispenser
32 Sockets: Valet room
33 Sockets: Valet room
34 Spare
35 Spare
36 Spare

16 A
16 A
16 A
16 A
16 A
16 A

Key
690 V

450V
230 V

Issue: First

Illustration 3.11a Laundry Distribution LD10

P&O Aurora

Technical Operating Manual

Illustration 3.12a ECR Bridge Communication Centre UPS Distribution
Hotel Computer UPS Distriubution

Bridge Nautical Consumers 230V UPS Distriubution

Located: Comms Centre Deck 5 Zone 3

Located: UPS Locker Stbd Bridge Deck 12

Inverter
Unit

Emergency
Feed E10 10Q8

Backup
Battery

16A Least Cost Router
16A Inmarsat B, MF HF VHF Comm. Unit
16A Scandisplay System
16A Telephone System Manager
16A CCTV Rack
16A VHF Pager Rack
16A Satcom, Comm.s Centre
16A BCC Console
16A BCC Racks 11 and 12
16A BCC Racks 9 and 10
16A TV Antenna
16A BCC Racks 5 and 7
16A Computer Hub Zone 2
16A Computer Hub Zone 6
16A Sockets Secretariat
16A Sockets Secretariat, Accomm. , Safe Room
16A Sockets Reception
16A Sockets PS Purser, BSM
16A Sockets BSM, AP, IT Offices
16A Sockets Computer Racks 1 and 2
16A Sockets Computer Racks 1 and 2
16A Sockets Computer Racks 1 and 2
16A Sockets Computer Racks 3 and 4
16A Sockets Computer Racks 3 and 4
16A Sockets Computer Racks 3 and 4
16A Socket Computer Printer
16A Sockets, P.A. Centre
16A Sockets, P.A. Centre
16A Sockets Computer Printer Reception
16A Socket Telephone Paging

Engine Control Room E04/05/04 230V Distriubution

Engine Control Room S04/05/02 230V Distriubution

Located: ECR Deck 4 Zone 5

Located: ECR Deck 4 Zone 5

Main Emer.
Feed E10 9Q12

10A Multipilot 1 - Bridge Elec. Locker
10A DGPS 1- Stbd Console
10A DGPS 2 - Stbd Console
16A Chartpilot - Chart Room
16A Conning Pilot Monitors - Bridge Wings
10A Trackpilot Electronics Unit - Elec Lkr
16A Multipilot Monitors - Bridge
10A Multipilot II Electronics Unit - Elec Lkr
10A Multipilot III Electronics Unit - Elec Lkr
16A Watertight Door System - Safety Centre
16A Emer. WTD Rem. Control System - Elec Lkr
10A Rudder Angle Indicator System - Port
10A Rudder Angle Indicator System - Stbd
10A C Plath Autopilot - Steering Stand
16A Inmarsat B System - Safety Centre
20A GMDSS Console - Feed II
16A Scandisplay Computer - Chart Room
16A Master Clock - Chart Room
10A Fog Gyro Interface - Elec Lkr
10A Autopilot II Switchover Unit - Elec Lkr

Backup
Battery

10A SMS Workstation 4 - Stbd Console
10A SMS Workstation 1- Safety Centre
10A IMACs Monitor Switchbox
10A Spare
10A SMS Interface PC 2 - Safety Centre
10A IMACs Workstation 10 - Safety Centre
10A IMACs Server - Safety Centre
10A IMACs Workstation 12 - Stbd Console
16A Propulsion System - Elec Lkr
16A Propulsion System - Elec Lkr
10A CCTV System - Bridge Wings
10A CCTV System - Bridge
10A CCTV System Matrix - Elec Lkr
10A Spare
16A Fire Central Unit - Elec Lkr
16A Fire Doors Power Supply - Elec Lkr

Key

230V
400 V
400 V

ECR UPS Distribution
Located: ECR Deck 4
Inverter
Unit

Emergency
Feed E10 3Q2

Main Emer.
Feed E10 8Q3
1) 10A Emergency Lighting ECR
2) 10A Spare
3) 10A Spare
4) 10A Spare
5) 10A Spare
6) 10A Process Station ESD 5.1
7) 10A SMS Workstation 7
8) 10A Low Location Power Pack EK 0202
9) 16A IMACs UPS 1 ECR Console
10) 16A IMACs P2.0
11) 16A Spare
12) 10A IMACs P2.1
13) 16A IMACs P4.0
14) 16A ECR Console Sockets
15) 10A IMACs P15.3
16) 16A Spare
17) 10A Speed Control DG1
18) 10A Speed Control DG3
19) 16A Spare
20) 16A Spare

Issue: First

Inverter
Unit

Main Emer.
Feed E10 10Q6

1) 10A Safeguard Lighting ECR
2) 10A Safeguard Lighting ECR Corridor
3) 10A Lips Monitor ECR
4) 10A Workstation 1 Lifts
5) 10A Workstation 2 Lifts
6) 10A Safeguard Feed Lift Intercom System
7) 10A Safeguard Feed Lift Printer
8) 10A Safeguard Feed CCTV Monitors ECR
9) 10A IMACs Workstation 5 ECR
10) 10A IMACs Workstation 8 Eng Office
11) 10A IMACs Workstation 9 Mn Fire Station
12) 10A Safeguard Feed IMACs/SMS Printers
13) 10A Safeguard Feed SMS Workstation 5
14) 10A Safeguard Feed PCD Monitor ECR
15) 10A ECR Lock System
16) 16A ECR Console UPS 1
17) 10A Spare
18) 10A Spare
19) 10A Spare
20) 10A Telephone Relay Box Deck 3

Main Feed
20.1 4Q05

Backup
Battery

16A Local Control Panel
16A ECR Propulsion Panel
16A Remote Control MCC Station 5.1
16A Remote Control MCC Station 5.2
16A Remote Control MCC Station 6.1
16A Remote Control MCC Station 6.2
16A Remote Control MCC Station 7.0
16A Remote Control MCC Station 5.0
16A Remote Control MCC Station 6.0
16A Stabiliser System
10A Remote Control MCC Station 2.0
10A Remote Control MCC Station 2.1
10A Remote Control MCC Station 3.0
10A Remote Control MCC Station 3.1
10A Remote Control MCC Station 4.0
10A Remote Control MCC Station 4.1
20A Spare
20A Spare
20A Spare
20A Spare

Illustration 3.12a ECR Bridge Communication Centre UPS Distribution

P&O Aurora

Technical Operating Manual

Illustration 3.12b Miscellaneous Distribution
Power Distribution WD10
Engine Heavy Workshop

Power Distribution WD11
Plumbers Workshop Equipment

Power Distribution WD12
Carpenters Workshop

Power Distribution WD21
Trolley Charging

Power Distribution WD22
Trolley Charging

Located in Heavy Workshop
Compt 13 Deck 1

Located in Plumbers Workshop
Zone 1 Deck 4

Located in Carpenters Workshop

Located in Stores Area
Zone 6 Deck 3

Located in Stores Area
Zone 6 Deck 3

Feed From
GD11
Lathe
Welding Sockets Workshop
Welding Sockets Deck 1 Compt 13
Welding Sockets Deck 1 Compt 14
Welding Sockets Waste Room
Welding Sockets Deck 3 Compt 12
Drilling Machine Deck 3
Cylinder Head valve Seat Grinder
Electric Hacksaw
Pedestal Buffing Machine
Milling Machine
Head Drilling Machine
Electric Grinder
Lathe
Grinding Machine
Drilling Machine Elec workshop
Grinding Machine Elec workshop
Grinding Machine Deck 2 Compt 15

Feed From
MT10

Feed From
GD11
1Q1 10A Drilling Machine
1Q2 10A Band Saw
1Q3 10A Grinding Machine

Feed From
MT10
1Q1 16A Socket 1 Battery Charger
1Q2 16A Socket 2 Battery Charger
1Q3 16A Socket 3 Battery Charger
1Q4 16A Socket 4 Battery Charger
1Q5 16A Socket 5 Battery Charger

10A Drilling Machine
10A Milling Machine
10A Grinding Machine
10A Drilling Machine (Bosun wkshop)
10A Grinding Machine (Bosun wkshop)
10A Bandsaw
10A Socket for Vacuum Unit

1Q1 16A Socket 1 Battery Charger
1Q2 16A Socket 2 Battery Charger
1Q3 16A Socket 3 Battery Charger
1Q4 16A Socket 4 Battery Charger

Power Distribution MD55
Shell Doors Port Side

Power Distribution MD56
Shell Doors Starboard Side

Power Distribution MD57
Shell Doors

Power Distribution MD66
Loading Plant: Port

Power Distribution MD67
Loading Plant: Stbd

Located in Zone 5 Deck 4

Located in Zone 5 Deck 4

Located in Zone 5 Deck 4

Located in Zone 6 Port HPP Room
Aft of Tender Embarkation Platforms

Located in Zone 6 Stbd HPP Room
Aft of Tender Embarkation Platforms

Feed From
MD50

Feed From
MD50
1Q1 16A Tender Door
1Q2 16A Passenger Door
1Q3 16A Passenger Door
1Q4 16A Passenger Door
1Q5 16A Tender Door
1Q6 16A Tender Embark. Platform
1Q7 16A Tender Embark. Platform

Feed From
MD50
1Q1 16A Tender Door
1Q2 16A Passenger Door
1Q3 16A Passenger Door
1Q4 16A Passenger Door
1Q5 16A Tender Door
1Q6 16A Tender Embark. Platform
1Q7 16A Tender Embark. Platform

Feed From
MD30

Feed From
MD60
1Q1 16A Baggage Door Stbd
1Q2 16A Baggage Door Stbd
1Q3 16A Machinery Door
1Q4 16A Baggage Platform Stbd

15A Starter Baggage Door Port
25A Loading Plant Port
32A Loading Plant Port Starter 1
32A Loading Plant Port Starter 2
25A Loading Plant Port Starter 3
25A Spare

15A Starter Baggage Door Stbd
25A Loading Plant Stbd
32A Loading Plant Stbd Starter 1
32A Loading Plant Stbd Starter 2
25A Loading Plant Stbd Starter 3
25A Spare

Theatre Switchboard MD29
Located: Theatre Substation Deck 7 Zone 2

160A Effect Rack No.2 L0702/33
160A Spare
125A Indep. Contactor Rack 2 L0702/43
32A Amplifier Rack 2 L0702/43
32A Amplifier Rack 4 L0702/27
32A Spare

Issue: First

Feed From
MD60

Feed From
MD20

160A Effect Rack No.1 L0702/31
160A Effect Rack No.3 L0702/35
125A Indep. Contactor Rack 1 L0702/41
32A Amplifier Rack 1 L0702/21
32A Amplifier Rack 3 L0702/25
32A Spare

Illustration 3.12b Miscellaneous Distribution

P&O Aurora

Technical Operating Manual
Key

Illustration 3.13a Air Conditioning/Ventilation Distribution Zones 1 and 2
440V

Feed From
MD20

690 V

24V

Feed From
MD20

Air Conditioning Switchboard MD11
Located: AC Room 3.1
10A Spare
10A Spare
0.9A SS 03.1.01
0.9A ES 03.1.02
12A AS 03.1.01 (low)
12.8A AS 03.1.01 (high)
9A ES 03.1.01 (high)
3.3A ES 03.1.01 (low)

Air Conditioning Switchboard MD21
Located: AC Room 5.2
10A Spare
10A Spare
18A AS 05.2.01 (high)
3.6A AS 05.2.01 (low)
18A ES 05.2.01 (high)
3.6A ES 05.2.01 (low)

50A AC 05.2.01

4.1A EC 05.2.01

13.6A RC 05.2.01

UPS Unit

Feed From
MD20

690/440V

UPS Unit

Feed From
MD20

Air
AirConditioning
ConditioningSwitchboard
SwitchboardMD22
MD22
Located:
Located:AC
ACRoom
Room6.2
6.2
10A Spare
10A Spare
12.2A EC 06.2.01
5A EC 06.2.02
8.7A EC 06.2.03
5A AT 06.2.01 (high)
2.1A AT 06.2.01 (low)
2.6A ET 06.2.01 (high)
1.1A ET 06.2.01 (low)
4.2A AT 06.2.02 (high)
1.82A AT 06.2.02 (low)
1.6A ET 06.2.02 (high)
0.67A ET 06.2.02 (low)

AirConditioning
ConditioningSwitchboard
SwitchboardMD23
MD22
Air
Located:AC
ACRoom
Room8.2
6.2
Located:
10A Spare
10A Spare
29A AP 08.2.01 (high)
10A AP 08.2.01 (low)
12.2A EP 08.2.01 (high)
4A EP 08.2.01 (low)
12.2A EC 08.2.01
12.2A EC 08.2.02

690/440V

50A AC 06.2.01
19A RC 05.2.01
50A AP 06.2.01

690/440V

50A AC 08.2.01
19A RC 08.2.01
50A AC 08.2.08

19A EP 08.2.02

19A RC 08.2.02

6A Spare
6A Spare

UPS Unit

UPS Unit

Emer. Feed
E10

Feed From
MD20

Feed From
MD20

Air
AirConditioning
ConditioningSwitchboard
SwitchboardMD24
MD22
Located:
Located:AC
ACRoom
Room12.2
6.2
10A Spare
10A Spare

690/440V

8.7A EC 12.2.01
50A AC 12.2.01
19A RC 12.2.01

Air
AirConditioning
ConditioningSwitchboard
SwitchboardMD25
MD22
Located:
Located:AC
ACRoom
Room14.2
6.2
10A Spare
10A Spare
35A AP 14.2.01 (high)
9A AP 14.2.01 (low)
17A EP 14.2.01 (high)
7A EP 14.2.01 (low)
3.8A ES 14.2.01
4.1A EC 14.2.01
5A EC 14.2.02
2.9A EC 14.2.03

690/440V

50A AC 14.2.01
19A RC 14.2.01

UPS Unit

Issue: First

Illustration 3.13a Air Conditioning/Ventilation Distribution Zones 1 and 2

P&O Aurora

Technical Operating Manual

Illustration 3.13b Air Conditioning/Ventilation Distribution Zones 3 and 4
Feed From
MD30

Feed From
MD30

Air
AirConditioning
ConditioningSwitchboard
SwitchboardMD31
MD22
Located:
Located:AC
ACRoom
Room6.3
6.2
10A Spare
10A Spare
8.7A AC 06.3.03
5A EC 06.3.04
29A AS 05.3.01 (high)
6A AS 05.3.01 (low)
29A ES 14.3.01 (high)
6A ES 14.3.01 (low)
5A EC 06.3.01
8.7A AC 05.3.02
6.5A EC 05.3.01

Air
AirConditioning
ConditioningSwitchboard
SwitchboardMD32
MD22
Located:
Located:AC
ACRoom
Room9.3
6.2
10A Spare
10A Spare
19A AP 08.3.01 (high)
3.5A AP 08.3.01 (low)
6.3A EP 08.3.01 (high)
2A EP 08.3.01 (low)
2.1A VE 13.4.01
6.5A EC 08.3.01

690/440V

32A AC 06.3.01
13.6A RC 06.3.01

50A AC 06.3.02

690/440V

AC 08.3.01
RC 08.3.01

AC 09.3.01

8.7A EC 09.3.01
1.8A EC 09.3.02
2.9A EC 09.3.03

19A RC 06.3.02

RC 09.3.01

1.4A EC 05.3.02
29A AT 14.3.01
8.3A ET 14.3.01 (low)
11.6A ET 14.3.01 exh. (high)
4A ET 14.3.01 (low)

8.7A EC 06.3.02
5A EC 06.3.03
UPS Unit

Spare
Spare

UPS Unit
Air
Conditioning
Switchboard
MD41
Air
Conditioning
Switchboard
MD22
Located:
ACAC
Room
4.4
Located:
Room
6.2

Feed From
MD40

10A Spare
10A Spare
6.5A EC 04.4.01
5A EC 04.4.04
0.9A EC 04.4.05

Emer. Feed
From E10

690/440V

Feed From
MD40

Air Conditioning Switchboard MD42
Located: AC Room 9.4

50A AC 04.4.01
10A Spare
10A Spare
18.2A AP 09.4.01 (high)
5.5A AP 09.4.01 (low)
8.2A EP 09.4.01 (high)
2.8A EP 09.4.01 (low)
24A AP 09.4.02 (high)
7.7A AP 09.4.02 (low)
11.6A EP 09.4.02 (high)
4A EP 09.4.02 (low)
19A AP 09.4.03 (high)
3.5A AP 09.4.03 (low)
8.2A EP 09.4.03 (high)
2.8A EP 09.4.03 (low)

13A RC 04.4.01

8.7A EC 04.4.02
3.8A AT 04.4.01 (high)
1.33A AT 04.4.01 (low)
0.9A ET 04.4.01 (high)
0.46A ET 04.4.01 (low)

50A AC 04.4.02
19A RC 04.4.02
6A Spare
6A Spare

UPS Unit
Emer. Feed
From E10
Air Conditioning Switchboard MD43
Air Conditioning Switchboard MD22
Located: AC Room 13.4
Located: AC Room 6.2

Feed From
MD40

10A Spare
10A Spare
19A AP 13.4.01 (high)
3.5A AP 13.4.01 (low)
8.3A EP 13.4.01 (high)
2.8A EP 13.4.01 (low)

UPS Unit
690/440V

Emer. Feed
56A AC 13.4.01
19.3A RC 13.4.01

12.2A EC 13.4.01
1.8A EC 09.4.01

Emer. Feed
UPS Unit

Issue: First

Key
690 V

24V

230V

440V

Illustration 3.13b Air Conditioning/Ventilation Distribution Zones 3 and 4

P&O Aurora

Technical Operating Manual

Illustration 3.13c Air Conditioning/Ventilation Distribution Zone 5

Air
Conditioning
Switchboard
MD51
Air
Conditioning
Switchboard
MD22
Located:
ACAC
Room
5.5
Located:
Room
6.2

Feed From
MD50

10A Spare
10A Spare
5A AS 05.5.01 (high)
2.1A AS 05.5.01 (low)
0.64A ES 05.5.01 (high)
0.33A ES 05.5.01 (low)

Air
Conditioning
Switchboard
MD52
Air
Conditioning
Switchboard
MD22
Located:
ACAC
Room
9.5
Located:
Room
6.2

Feed From
MD50

10A Spare
10A Spare
29A AP 09.5.01 (high)
6A AP 09.5.01 (low)
15.5A EP 09.5.01 (high)
5.4A EP 09.5.01 (low)

690/440V

25A AC 05.5.01

690/440V

25A AP 09.5.03

5.8A RC 05.5.01
8.7A AS 05.5.03 (high)
3.3A AS 05.5.03 (low)
8.2A ES 05.5.03 (high)
2.8A ES 05.5.03 (low)

5.8A EP 09.5.03
24A AP 09.5.02 (high)
7.7A AP 09.5.02 (low)
11.64A EP 09.5.02 (high)
4A EP 09.5.02 (low)
1.8A EC 09.5.03
2.9A EC 09.5.02

39.1A AC 05.5.02
13.1A RC 05.5.02

29A AP 05.5.01 (high)
6A AP 05.5.01 (low)
8.7A EP 05.5.01 (high)
3.3A EP 05.5.01 (low)
6.5A EC 05.5.01
6.5A EC 05.5.02

5A AS 05.5.02 (high)
2.1A AP 05.5.02 (low)
0.64A EP 05.5.01 (high)
0.33A EP 05.5.01 (low)

Emer. Feed
UPS Unit

Emer. Feed
UPS Unit

Emer. Feed
From E10

Feed From
MD50

Air
Conditioning
Switchboard
MD53
Air
Conditioning
Switchboard
MD22
Located:
ACAC
Room
10.5
Located:
Room
6.2
10A Spare
10A Spare
0.8A VE 13.5.01
8.2A AP 10.5.01 (high)
2.8A AP 10.5.01 (low)
3.8A EP 10.5.01 (high)
1.33A EP 10.5.01 (low)

690/440V

39.1A AC 10.5.01
13.1A RC 10.5.01
Key

24A HV 10.5.01 (high)
7.7A HV 10.5.01 (low)
15.5A EV 13.5.01 (high)
5.4A EV 13.5.01 (low)
4.2A ES 13.6.06 (high)
1.82A ES 13.6.06 (low)

56A AC 10.5.02

690 V

25A RC 05.5.02

230V
24V

6.5A EC 10.5.01
12.2A EC 10.5.02
29A AT 13.5.01 (high)
6A AT 13.5.01 (low)
11.6A ET 10.5.01 (high)
4A ET 10.5.01 (low)

440V

6A Spare
6A Spare

Emer. Feed
UPS Unit
Emer. Feed
From E10

Issue: First

Illustration 3.13c Air Conditioning/Ventilation Distribution Zone 5

P&O Aurora

Technical Operating Manual
Key

Illustration 3.13d Air Conditioning/Ventilation Distribution Zone 6

690 V

24V

230V

440V

Air
Conditioning
Switchboard
MD61
Air
Conditioning
Switchboard
MD22
Located:
ACAC
Room
4.6
Located:
Room
6.2

Feed From
MD60

Air
Conditioning
Switchboard
MD64
Air
Conditioning
Switchboard
MD22
Located:
ACAC
Room
13.6
Located:
Room
6.2

Feed From
MD60

10A Spare
10A Spare

10A Spare
10A Spare
2.1A VE 13.06.01

24A AS 04.6.01 (high)
7.7A AS 04.6.01 (low)
15.5A ES 04.6.01 (high)
5.4A ES 04.6.01 (low)
1.33A ES 04.6.04 (high)
0.58A ES 04.6.04 (low)

690/440V

39.1A AC 13.6.01

8.7A EC 13.6.01
2.1A EC 13.6.03
4.1A EC 13.6.04
2.9A EC 13.6.05

13.1A RC 13.6.01
47A AC 13.6.02

8.7A EC 13.06.02
9.7A RC 13.6.02

15.5A AS 04.6.02 (high)
5.4A AS 04.6.02 (low)
1.33A ES 04.6.02 (high)
0.58A ES 04.6.02 (low)

5A ES 13.6.05 (high)
1.6A ES 13.6.05 (low)

39.1A AP 13.6.01
5.7A EP 13.6.01
25A AP 13.6.02

Emer. Feed
UPS Unit

15.5A AS 04.6.03 (high)
5.4A AS 04.6.03 (low)
1.33A ES 04.6.03 (high)
0.58A ES 04.6.03 (low)

5.7A EP 13.6.02
Emer. Feed
UPS Unit

Emer. Feed
From E10

Feed From
MD60

Air Conditioning Switchboard MD62
Located: AC Room 5.6

10A Spare
10A Spare

10A Spare
10A Spare

5A AT 09.6.01 (high)
2.1A AT 09.6.01 (low)
2.6A ET 09.6.01 (high)
1.16A ET 09.6.01 (low)

24A AS 05.6.01 (high)
7.7A AS 05.6.01 (low)
15.5A ES 05.6.01 (high)
5.4A ES 05.6.01 (low)
7A ES 05.6.02 (high)
2.5A ES 05.6.02 (low)

24A AS 09.6.01 (high)
7.7A AS 09.6.01 (low)
35A ES 09.6.01 (high)
10A ES 09.6.01 (low)

18.2A AP 05.6.01 (high)
5.5A AP 05.6.01 (low)
5A EP 05.6.01 (high)
2.1A EP 05.6.01 (low)

UPS Unit

15.5A AP 09.6.01 (high)
5.4A AP 09.6.01 (low)
7A EP 09.6.01 (high)
2.5A EP 09.6.01 (low)

11.6A AS 09.6.04 (high)
4A AS 09.6.04 (low)
11.6A ES 09.6.04 (high)
4A ES 09.6.04 (low)

24A AP 09.6.02 (high)
7.7A AP 09.6.02 (low)
8.7A EP 09.6.02 (high)
3.3A EP 09.6.02 (low)
35A AS 10.6.01 (high)
10A AS 10.6.01 (low)
19A ES 10.6.01 (high)
3.5A ES 10.6.01 (low)
7A ES 10.6.02 (high)
2.5A ES 10.6.02 (low)

Emer. Feed
UPS Unit
Emer. Feed
From E10

MD60
2nd Feed

19A AS 09.6.03 (high)
3.5A AS 09.6.03 (low)
18.2A ES 09.6.03 (high)
5.5A ES 09.6.03 (low)

19A AS 09.6.02 (high)
3.5A AS 09.6.02 (low)
11.6A ES 09.6.02 (high)
4A ES 09.6.02 (low)

Emer. Feed

Issue: First

Air Conditioning Switchboard MD63
Located: AC Room 9.6

Feed 1 From
MD60

6A Spare
6A Spare

Illustration 3.13d Air Conditioning/Ventilation Distribution Zone 6

P&O Aurora

Technical Operating Manual

Illustration 3.13e Air Conditioning/Ventilation Distribution Zone 7

Key
690 V

24V

230V

440V

Air Conditioning Switchboard MD71
Located AC Room 5.7

Main Feed
MD70

24A AP 05.7.02 (high)
7.7A AP 05.7.02 (low)
7A EP 05.7.02 (high)
2.5A EP 05.7.02 (low)
8.7A EP 05.7.03 (high)
3.3A EP 05.7.03 (low)

690/440V

13.6A AP 04.7.01
6.3A EP 04.7.01

2nd Feed
MD50

10A Spare
10A Spare
15.5A AS 04.7.01 (high)
5.4A AS 04.7.01 (low)
11.6A ES 04.7.01 (high)
4A ES 04.7.01 (low)
18.2A AP 05.7.01 (high)
5.5A AP 05.7.01 (low)
7A EP 05.7.01 (high)
2.5A EP 05.7.01 (low)

Emer. Feed
UPS Unit

5A ES 04.7.02

Emer. Feed
E10

Air Conditioning Switchboard MD73
Located AC Room 13.7

Air Conditioning Switchboard MD72
Located AC Room 10.7
Main Feed
MD70

Main Feed
MD70
10A Spare
10A Spare

39.1A AP 10.7.01

10A Spare
10A Spare
0.6A VE 13.7.01
12.2A EC 13.7.01
4.1A EC 13.7.02
10A Spare

19.3A EP 10.7.01

35A AT 13.7.01 (high)

690/440V

39.1A AP 10.7.02

690/440V

56A AC 13.7.01
19.3A RC 13.7.01
24V

10A AT 13.7.01 (low)
11.6A ET 13.7.01 (high)
4A ET 13.7.01 (low)

13.1A EP 10.7.02
39.1A AP 10.7.03
13.1A EP 10.7.03
Emer. Feed
E1007/02-01

Issue: First

UPS Unit

Emer. Feed
E1207/02-01

10A Spare
10A Spare
UPS Unit

Emer. Feed
E10

Illustration 3.13e Air Conditioning/Ventilation Distribution Zone 7

P&O Aurora

Technical Operating Manual

Illustration 3.14a Emergency Lighting UPS Unit

UPS Output
30kVA
3x400V

Static Switch

A

V

V

Rectifier 230V 100A

Main
Switchboard
Supply
P-MSB1B
AC 440V
3Ph 60Hz

Inverter 180kVA

Static Switch

A

V

UPS Output
150kVA
3x400V

1000A

Rectifier
On
Indication

A

Rectifier
Fault
Indication

Inverter
Fault
Indication

Local and
IMACs via
Process Station
17.1

Rectifier

Inverter

Static Switch

Inverter
On/Off
Indication
Static Switch
Fault
Indication

Local and
IMACs via
Process Station
17.1
DC Load
40kW 230V
(Boat Lights)

Battery
204 Cells

Key
400 V

230V

Issue: First

Illustration 3.14a Emergency Lighting UPS Unit

P&O Aurora

Technical Operating Manual

3.14 Battery and UPS Power Supplies

ECR UPS Unit

Aurora is fitted with a variety of uninterruptible power supplies (UPS) to
maintain the electrical supply to essential items of equipment and machinery
in the event of mains power failure. These power supplies ensure an
uninterrupted electrical supply to a consumer irrespective of whether or not the
main or emergency supply is available.

Make:
Type:
Output:
Supply:

The UPS units generally consist of a rectifier/charger, an inverter, a battery and
a bypass unit. In normal situations, the rectifier/charger supplies the load
(sometimes using an inverter at the output, if the load is AC) with the battery
receiving a trickle charge to maintain voltage. In the event of mains failure, the
battery will automatically supply the load (via the inverter if the load is AC).
The batteries have a limited capacity, but will generally be able to supply their
design load for a minimum of 30 minutes.
When the mains supply returns to normal, the batteries will automatically
receive a boost (equalising) charge to quickly return them to their fullycharged state. Some UPS units are fitted with a bypass facility to enable the
UPS unit to be isolated for maintenance whilst the load is supplied directly
from the mains.
Where possible, the UPS batteries should be tested once per month by
switching the mains supply to the UPS unit off and allowing the batteries to
supply the load. During this time the battery voltage should be closely
monitored.

Watertight Door and Emergency Station UPS Units
Jovyatlas
Jovystar BAX 1520E
24V DC 120A 130AH
Emergency and main supplies 690V

Make:
Output:
Supply:

SAE Elettronica
2.5kVA at 230V
690V

This UPS unit is fitted as back-up for the main generator and stabiliser control
circuits. The unit is situated in the engine control room on deck 4.

These UPS units are fitted in the emergency stations on deck 4. They supply
power for the emergency control boards fitted in these emergency stations to
control watertight doors, splashtight doors, cross-flooding valves etc.

Bridge Nautical Consumers UPS Unit

Public Address/Telephone System UPS Units

Make:
Type:
Output:
Supply:

Make:
Type:
Output:
Supply PA1:
Supply PA2:
Supply PA3:
Supply PA4:

Jovyatlas
Jovystar BAX 1842E
400/230V AC 36A 80AH
Main L12 02/07. Emerg. E12 02/01 230V

This UPS unit is fitted as back-up for important bridge consumers. The unit is
situated in a locker on the starboard side of the bridge.
Main Switchboard UPS Units
Make:
Type:
Output:
Supply:

Jovyatlas
Jovystar BAX 1731E
24V DC 160A 200AH
M10: E10 10Q9 230V M20: E10 10Q10 230V

Funa
Synthesis 10kVA
24V DC 160A
Main: L0902/01
Main: L0503/02
Main: L0905/03
Main: L0906/01

200AH
Emerg: E0902/01
Emerg: E0503/04
Emerg: E0905/01
Emerg: E0906/03

There are four UPS units fitted as back-up for the power supplies to the four
public address amplifier and distribution racks and telephone system nodes.
Units 1, 3 and 4 are situated in the PA/tel rooms on deck 9 and PA/tel unit 2 is
situated in the communications room on deck 5. The UPS units have both main
and emergency supplies.
Hotel Computer System UPS Unit

Further instruction on these loading procedures and the operation of these UPS
units can be found in the manufacturer’s manuals.

These UPS units are fitted as back-up for the main switchboard control
circuits. The units are situated in the main switchboard rooms.

Emergency Lighting UPS Unit

DG Cold Start Fuel Oil Pumps UPS Unit

Make:
Type:
Output:
Supply:

Make:
Type:
Output:
Supply:

Jovyatlas
BAX 1732E
180kVA at 400/230V
E10 1Q1 400/230V 220kVA AC

This UPS unit is fitted as back-up for the emergency lighting switchboard. The
unit is situated in the emergency generator room on deck 5 aft.

Jovyatlas
Jovytec 3000
13A at 230V
L0306/02-25

Make:
Type:
Output::
Supply:

Jovyatlas
Jovystar BAX 1842E
400/230V AC 36A 80AH
Emerg. E10 10Q8

This UPS unit is fitted in the hotel computer room on deck 5. The unit provides
back-up power for the hotel computer system.

This UPS unit is fitted to supply two small diesel oil pumps for the forward and
aft main generator fuel systems. The unit is situated in the M20 main
switchboard room.

Emergency Generator UPS Units
Air Conditioning MCC UPS Units
Make:
Type:
Output:
Supply:

Jovyatlas
D690 G24/50
50A at 27V max.h
E10 6Q17

These UPS units are rectifier/chargers for the emergency generator electric
starter motors. The units are situated in the emergency generator rooms on
deck 5

Issue: First

Make:
Type:
Output:
Supply:

Schneider E Technik
NBEC 24/10
10A at 24V
From E10: location dependent

These UPS units are fitted to the air conditioning switchboards to allow the
control of the fan unit’s fire dampers in the event of power failure.

3.14 Battery and UPS Power Supplies Page 1

P&O Aurora
GMDSS Equipment Power Supplies
Main power supply:
Emergency power supply:

L1202/3 F22
U1-1202/01 F116

A three position (mains, emergency and off) switch S1, located in the GMDSS
console, selects the supply for the fused distribution board which feeds the
GMDSS equipment as follows:

Technical Operating Manual
The MCBs feed a bank of fuses which supply the individual items as follows:
Fuse F1/F2

10A

Sat C No.1

Fuse F3/F4

10A

VHF DSC No.1

Fuse F5/F6

10A

Emergency light

Fuse F7/F8

10A

Sat C No.2

Fuse F9/F10

10A

Air band VHF

Fuse

Rated

Equipment

Fuse F11/F12

10A

VHF DSC No.2

FU1

16A

MF/HF transceiver

Fuse F13/F14 10A

Navtex receiver

FU2

6A

VHF No.1 DSC unit on GMDSS console

Fuse F15/F16 10A

Remote alarm panel

FU3

6A

VHF No.5 on joystick console

Fuse F17/F18 10A

Power failure alarm unit

FU4

6A

VHF No.4 on pilot console

Fuse F19/F20 10A

VHF DSC No.1 printer

FU5

6A

VHF No.7 on port bridge wing console

FU6

6A

VHF No.6 on starboard bridge wing console

FU7

6A

VHF No.8 on safety centre console

FU8

6A

Weather fax

FU9

6A

VHF No.2 on manoeuvring console

FU10

6A

VHF No.3 on GMDSS console

FU11

6A

Air band VHF on GMDSS console

FU12

6A

Sat C No.1

FU13

6A

Sat C No.2

FU14

10A

Battery charger

In the event of failure of the main and emergency supplies, the charger output
will fail and the batteries will take over the supply of the GMDSS equipment.

The GMDSS equipment mounted in the GMDSS console on the bridge is
backed up by a 24V battery and charger/rectifier system. The system will
automatically change over to battery supply if the main supplies fail. There are
two maintenance-free batteries located in the console, under the Sat C
Systems.
The output of the battery charger/rectifier supplies a group of miniature circuit
breakers (MCBs) located in the GMDSS console. This group of breakers
supply the following groups of equipment:
MCB 1:

MF/HF transceiver and DSC unit

MCB 2:

Sat C No.1, VHF DSC No.1, light

MCB 3:

Charger output to batteries

MCB 4:

Sat C No.2, air band VHF

MCB 5:

VHF DSC No.2, navtex receiver, remote alarm panel,
power failure alarm unit, VHF DSC No.1printer

Issue: First

3.14 Battery and UPS Power Supplies Page 2

Page Left Intentionally Blank

P&O Aurora

Technical Operating Manual

Illustration 3.15a Emergency Switchboard

Starboard

Forward

Panel 1
Motor Starter

Panel 2
Cons. 690V

Panel 3
TRS. 690V
& Cons.

Panel 4
Diesel Generator 2

Panel 5
Diesel Generator 1

Panel 4
Emergency Generator No.2

Panel 3
TRS Incomer

1
Panel 3

Panel 4

1.
2.
3.
4.
5.
6.
7.
8.

14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.

Gen. 2 kW Meter
Gen. 2 Ammeter
Gen. 2 Voltmeter
Synchroscope
Frequency Meter
EDG2 Voltage Select Sw.
Sync. Mode Select Switch
Sync. Instrument On/Off
EM TRS Sync/On
EDG2 Current Select Sw.
Standstill Heating On
Operation Mode Select Switch
EDG2 Excited
CB On
Standstill Heating Switch

29.
30.
31.
32.
33.

Reset Siren
Gov. RPM-Adjust
Failure/Reset
CB Off
Generator
Management Module

9.
10.
11.
12.
13.

Voltmeter
Ammeter
INS. Monitor/Test
EM TRS Voltage Select Sw.
EM TRS Current Select Sw.
INS. Monitoring Sw.
Pilot Lamp
EM TRS Operation
Mode Switch
Transfer Line MV Via EM
TRS Live
EM TRS On Lamp
Management Module
Failure/Reset
EM TRS Off

2

Panel 6
Cons. 690V

3

14

Panel 7
Cons. 690V

15

34

6

18

7

8

9

10

24

11

12

13

28

19

20

29

21

22 23

Panel 5

36

38
39

40

41

42 43

25 26

27

44

45 46

47

30 31

32

48

49 50

51

33

Panel 10
Emergency Lights
TRS 2 400V
& Cons.

35
37

16
5

Panel 9
Emergency Lights
TRS 1 400V
& Cons.

Panel 5
Emergency Generator No.1

17

4

Panel 8
230V Ups

52

34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.

Gen. 1 kW Meter
Gen. 1 Ammeter
Gen. 1 Voltmeter
Synchroscope
Frequency Meter
EDG1 Voltage Select Switch
Sync. Mode Select Switch
Sync. Instrument On/Off
EM TRS Sync/On
EDG1 Current
Standstill Heating On
Operation Mode Select Switch
EDG1 Excited
CB On
Standstill Heating Switch
Gov. RPM-Adjust
Failure/Reset

51.
52.

CB Off
Generator
Management Module

* Behind Generator Panel Doors
Generator Voltage Adjuster
Key Switch for Selection of Operation Feedback

Issue: First

Illustration 3.15a

Emergency Switchboard

P&O Aurora

Technical Operating Manual

3.15 Emergency Switchboard

Emergency Switchboard Automatic Operation

The emergency switchboard is located in a dedicated room forward of the aft
mooring deck on deck 5. The 690V switchboard is divided into 10 panels as
shown in illustration 3.15a. The switchboard panels are numbered forward to
aft from 1 to 10.

Normal Automatic Configuration

When the main network (M10 and M20 main switchboards) return to normal
power, the emergency switchboard and generators will operate as follows:

The emergency switchboard is fed from 6,600/690V transformer EM TRS.

a) The last emergency generator to connect to the switchboard
automatically unloads and disconnects itself from the
switchboard, ACB 5/4A10 opens. The generator shuts down.

The generator operation mode switches S8 are set to the following positions:
In normal supply conditions, the emergency switchboard is fed from either of
the main switchboards, M10 or M20. This supply feeds the emergency
transformer EM TRS at 6,600V which transforms the voltage down to 690V to
supply the emergency switchboard.
In the event of a power failure of the main switchboard, the emergency
transformer supply circuit breaker will open via its no-volt trip. The generator
management circuitry will sense the zero volts situation on the emergency
switchboard bus bars and start both emergency generators. The generators are
started from their respective Diesel Start Units (DSUs) by a signal sent from
the Generator Management Modules (GMMs).
The emergency generators will normally be started on compressed air but may
be started using the 24V DC electric starter motors. The choice of starting
method is elected at the generator local control panels mounted adjacent to
each engine.
In an automatic start situation, whichever generator runs up to speed and
voltage first will be connected to the emergency switchboard. The other
generator will then be synchronised to the first generator and both generators
will then run in parallel with automatic load sharing.
When power has been restored to the main switchboard(s), the emergency
transformer is synchronised automatically to the emergency switchboard and
the generators, after a time delay, will disconnect from the switchboard. The
second generator that connected to the switchboard will be the first to
disconnect.

Transformer EM TRS, panel 3:

AUTO

Emergency generator No.1, panel 5:

AUTO

Emergency generator No.2, panel 4:

AUTO

b) Transformer EM TRS ACB 3A10 automatically synchronises and
connects to the emergency switchboard, ACB 3A10 closes. The
first emergency generator and transformer EM TRS now supply
the emergency switchboard in parallel.

The main ACBs are in the following positions:
Transformer EM TRS, panel 3, ACB 3A10:

ON

Emergency generator No.1, panel 5, ACB 5A10:

OFF

Emergency generator No.2, panel 4, ACB 4A10:

OFF

If the main network (M10 and M20 main switchboards) blacks out, the
emergency switchboard and generators will operate as follows:
a) The emergency lighting UPS provides a seamless changeover to
battery power, supplying essential equipment such as the
safeguard distribution network.

c) After 30 seconds of parallel operation, the emergency generator
will disconnect itself from the switchboard. The generator ACB
opens. The emergency switchboard is now fed from the main
switchboards via EM TRS.
Automatic Operation Initiated via EM TRS Trip
If the emergency switchboard loses power because of the tripping of EM TRS
ACB 3A10, the automatic power restoration sequence is identical to the above
main switchboard blackout sequence, except that a manual reset at the EM
TRS GMM10 (the EM TRS ACB Management Module) is required before the
emergency switchboard can be resupplied by the main switchboards.

b) Transformer EM TRS ACB 3A10 drops out on no-volts.
c) The emergency generators start and when the first alternator
voltage builds up to 85%, ACB 5/4A10 closes, supplying the
emergency switchboard.
d) When the second emergency generator has run up to rated speed
and voltage, the generator automatically synchronises and
connects to the emergency switchboard, ACB 5/4A10 closes.
e) Both emergency generators now supply the emergency
switchboard in parallel. Load sharing is carried out automatically
by the GMM units.

Issue: First

3.15 Emergency Switchboard Page 1

P&O Aurora

Technical Operating Manual

Emergency Switchboard Manual Operation
Normal Manual Configuration
The following procedures apply if the emergency switchboard and generators
are to be operated manually:
The generator operation mode switches S8 are set to the following positions:
Transformer EM TRS, panel 3:

LOCAL

Emergency generator No.1, panel 5:

LOCAL

Emergency generator No.2, panel 4:

LOCAL

The main ACBs are in the following positions:
Transformer EM TRS, panel 3, ACB 3A10:

ON

Emergency generator No.1, panel 5, ACB 5A10:

OFF

Emergency generator No.2, panel 4, ACB 4A10:

OFF

If the main network (M10 and M20 main switchboards) blacks out or if TRS
ACB 3A10 trips, the emergency switchboard and generators should be
operated as follows:
a) The emergency lighting UPS provides a seamless changeover to
battery power, supplying essential equipment such as the
safeguard distribution network.
b) If the main network blacks out, transformer EM TRS ACB 3A10
drops out on no-volts.
c) The emergency generators start and the alternator voltages build
up to 690V. The chosen generator ACB 5/4A10 must be closed
manually by pressing EDG 1/2 ON pushbutton S12. When the
ACB is closed, emergency generator No.1/2 supplies the
emergency switchboard.
d) The other emergency generator must be manually synchronised
with the emergency switchboard as follows:
1. Set the synchronising mode selection switch S7 on panel 5/4 to
the incoming generator position.
2. Set the synchronising switch S6 on panel 5/4 to the No.1
position (On).
3. The red LEDs on the synchroscope will illuminate, revolving
in either the TOO FAST or TOO SLOW direction. Regulate the
speed of the generator using the generator speed
increase/decrease control switch S15.

Issue: First

4. Adjust the speed of the generator until the LEDs revolve slowly
in the clockwise TOO FAST direction. When the red LED
immediately before the green SYNC LED is illuminated, press
the green generator EDG1 ON button S12. The generator ACB
will close.

To Manually Supply a Dead Ship Using the Emergency Generators

5. Regulate the generator governors using the RPM ADJUST
control S15 to load share equally between the generators while
maintaining the supply frequency at 60Hz.

The generator operation mode switches S8 are in the following positions:

6. Turn synchronising switch S6 back to the OFF position.
e) Both emergency generators now supply the emergency
switchboard in parallel.
When the main network (M10 and M20 main switchboards) return to normal
power, the emergency switchboard and generators should be operated as
follows:
a) Reduce the load on the chosen generator until about 50KW
remain and trip the ACB by pressing EDG 1/2 OFF pushbutton
S11. The generator ACB will open.

It is assumed the emergency batteries are fully charged and the emergency
switchboard UPS is supplying essential consumers. In this instance it is
presumed emergency generator No.1 will be used.

Transformer EM TRS, panel 3:

LOCAL

Emergency generator No.1, panel 5:

LOCAL

Emergency generator No.2, panel 4:

OFF

The main ACBs are in the following positions:
Transformer EM TRS, panel 3, ACB 3A10:

OFF

Emergency generator No.1, panel 5, ACB 5A10:

OFF

Emergency generator No.2, panel 4, ACB 4A10:

OFF

Emergency generator No.1 must be set to local/manual and started as described
in section 3.16, Emergency Alternators or section 6.1, Emergency Diesel
Generators.

b) Switch synchronising selector switch S7 to the EM TRS position.

a) Manually start the generator.

c) When the illuminated LED passes the ‘five minutes to 12’
position, press the EM TRS ON pushbutton S22. The EM TRS
ACB 3A10 closes.

b) When the generator is up to speed and voltage, regulate the speed
by operation of the RPM ADJUST control S15 to set the supply
frequency to 60Hz. Observe the frequency meters.

d) Regulate the generator speed to shift the generator load to the EM
TRS incomer.

c) Press the EDG1 ON pushbutton S12. The generator ACB will
close to supply the switchboard. Supply consumers as necessary.

e) When the load remaining on the generator is approximately
50KW, trip ACB ACB 5/4A10 by pressing the EDG OFF
pushbutton S11.
f) The emergency TRS now feeds the emergency switchboard.
g) If the emergency switchboard and generators are to be set to the
normal automatic mode, return all mode selection switches back
to their normal automatic operating positions.

From this situation it should be possible to supply the required compressors
and pumps to start a main diesel generator. If, due to exceptional
circumstances, the main switchboards are to be fed from the emergency
switchboard the following applies:
To enable the EM TRS ACB 3A10 to be closed without synchronising (due to
the dead main switchboard network) there is a bypass key switch provided.
Key switch 3S20 is located behind the panel 3 door and its operation cancels
all interlocks.
The operation of this key switch acts as a ‘check synch override’ enabling the
EM TRS ACB to be closed onto the emergency switchboard bus.
a) Open panel 3 door and operate keyswitch 3S20. Indicator lamp
3H20 will flicker.
b) Turn the synchronising mode selector switch S7 to the EM TRS
position.

3.15 Emergency Switchboard Page 2

P&O Aurora
c) Press EM TRS ON pushbutton S22. The EM TRS ACB will
close, back-feeding the transformer and supplying the main
switchboard.
d) At the chosen main switchboard emergency TRS feeder circuit
breaker, switch the breaker to local control and close the breaker.
The main switchboard is now fed from the emergency
switchboard.

Technical Operating Manual
6.6kV Emergency Switchboard Supply Transformers

Main Circuit Breakers

Manufacturer’s No.s
Specification:
Manufacturer:
Type:
Output Power:
Primary Voltage:
Secondary Voltage:

Make:
Type:
Rated:

201460, 201572, 201573, 201577 (spare)
Three phase, dry, air cooled
SGB Starkstrom
ETTHG 630/10
1248kVA total (3x416kVA)
6,600V
690V

Merlin Gerin
M12NI
1250A at 690V

The above air circuit breakers (ACBs) are fitted to emergency generators No.1
and No.2 and the emergency transformer EM TRS incomer. The operation of
the ACBs is supervised by the management modules (GMM10).

This transformer consists of 3 separate transformers in a common housing, in
the emergency switchboard room. The spare transformer is inside this housing.
The transformers have temperature monitoring in the form of PT100 sensor
probes embedded within the windings of each low voltage (secondary) coil and
in the central core. There is also a spare probe embedded in the windings
should the first one fail. These sensors are connected to the IMACs system and
will raise an alarm should the temperature of the windings reach above preset
limits.
There are a further two 690/230V transformers which supply the emergency
switchboard 230V section and an uninterruptible power supply to supply
emergency lighting and essential consumers (see section 3.14).

Emergency Switchboard Panel 3 Showing Transfer Key Switch

Issue: First

Main Air Circuit Breakers

3.15 Emergency Switchboard Page 3

P&O Aurora

Technical Operating Manual

Illustration 3.15b Emergency Switchboard 690V Distribution
Emergency
Generator No.1
1250 KVA

Key
Feeding From Main
Switchboard 6,600V

G
Emergency
Transformer 6,600/690V

PANEL 2

Issue: First

G

Emergency
Generator No.2
1250 KVA

690 V
6600 V

PANEL 3

PANEL 6

2Q1 Service Lift 1

3Q1 Anchor Chain
System

3Q4 HPP. St. 2 lifeboat
Davit PT Aft

6Q9 Passenger Lift
16

2Q2 Service Lift 2

3Q2 UPS 24V
System

3Q5 HPP.
St.24V
2 lifeboat
UPS
Davit
PT FWD
System

6Q10 Passenger Lift
17

2Q3 Service Lift 7

3Q3 Raft Winch
PT

3Q8 Watertight
Bulkhead Doors FZ 2

6Q11 Emergency
Fans MD22

2Q4 Service Lift 15

2Q25 Emergency Ltg
Transformer 1

3Q9 Watertight
Bulkhead Doors FZ 4

6Q12 Emergency
Fans MD41

2Q5 Service Lift 19

2Q24Emergency Distr.
Engine Room E11

3Q10 Watertight
Bulkhead Doors FZ 6

6Q13 Emergency
Fans MD63

2Q6 Passenger Lift 4

2Q22 Emergency Fire
Pump 2

6Q1 Service Lift
8

6Q14 Emergency
Fans MD73

2Q7 Passenger Lift 5

2Q21 Rescue Boats
PT

6Q2 Service Lift
12

6Q15 Steering Gear PT
Emergency Starter

2Q8 Passenger Lift 6

2Q20 Sprinkler P/P
No. 2 Starter

6Q3 Service Lift
13

6Q16 Start Air
Compressor 1

2Q9 Passenger Lift 9

2Q19 Incinerator B
Auxiliary System

6Q4 Service Lift
14

6Q17 Battery Charger
Emergency DG 1

2Q10 Passenger Lift 18

2Q18 Battery Charger
Emergency DG 2

6Q6 Passenger Lift
3

6Q18 Incinerator A
Auxiliary System

MD32 Emergency
Fans

2Q17 Start Air
Compressor 2

6Q7 Passenger Lift
10

6Q19 Sprinkler P/P
No.1 Starter

MD52 Emergency
Fans

2Q16 Steering Gear SB
Emergency Starter

6Q8 Passenger Lift
11

Illustration 3.15b

Emergency Switchboard 690V Distribution

P&O Aurora

Technical Operating Manual

Illustration 3.15c Emergency Switchboard 230V Distribution

690V Section Contd.

Link Normally
Closed

Emergency Lighting
Section

9Q2

9Q7 Emergency
Busbar FZ6

10Q1 Inverter

9Q8 Emergency
Busbar FZ7

9Q3 Emergency
Busbar FZ2

690/230V

PANEL 9

Secondary Feed
Boats Area

9Q1 Secondary Feed
For Emergency Lights

From Panel 2Q25

690/230V

10Q2
PANEL 10

PANEL 7

10Q8 UPS Comm.
Centre and Computer
6Q20 Rescue Winch
SB

7Q3 Raft Winch
SB

6Q21 Emergency Fire
Pump 1

7Q4 HPP. St. 2 lifeboat
Davit SB AFT

6Q22 High Fog Pump
Unit 1

7Q5 HPP. St. 2 lifeboat
Davit SB FWD

6Q23 Breathing Air
Compressor

7Q6 Watertight
Bulkhead Doors FZ 3

6Q24 Emergency Bilge
Pump

7Q7 Watertight
Bulkhead Doors FZ 5

10Q9 UPS M10

9Q10 Emergency
DistrIbution E0205/01

10Q10 UPS M20

10Q20 PA System
1 FZ 2

9Q11 Emergency
DistrIbution E0306/02

9Q4 Emergency
Busbar FZ3

9Q12 Emergency
DistrIbution E0405/04

10Q21 PA System
2 FZ 3

9Q5 Emergency
Busbar FZ4

10Q6 UPS Bridge
Nautical Equipment

10Q22 PA System
3 FZ 5

9Q6 Emergency
Busbar FZ5

PANEL 6

7Q8 Watertight
Bulkhead Doors FZ 7

10Q23 PA System
4FZ 6

10Q7 UPS CCTV

INVERTER
Unit

7Q15 Emergency
Lighting Transformer 2

PANEL 8

690V Section Contd.
PANEL 1

8Q1 Safeguard
Distribution S 0205/02

In Case Of Battery Condition
Automatically Switched To DC
Boat Ltg Panel

9Q21 Flood Lights Boats
Area PT
9Q22 Flood Lights Boats
Area SB

Issue: First

Emergency
Lighting
Battery

7Q10 Emergency
Fans MD61

8Q18 Typhon

8Q2 Safeguard
Distribution S 0306/02

8Q12 Safeguard
Busbar FZ7

8Q3 Safeguard
Distribution S 0405/02

8Q11 Safeguard
Busbar FZ6

8Q4 Safeguard
Distribution S 1202/02
8Q7 Safeguard
Busbar FZ2

7Q9 Emergency
Fans MD71

8Q10 Safeguard
Busbar FZ5
8Q8 Safeguard
Busbar FZ3

8Q9 Safeguard
Busbar FZ4

1A30 Emergency
D. Room Fan 1
1A40 Emergency
D. Room Fan 2

Key
690 V

1A50 Cooling Emergency
Diesel 1

400 V

1A60 Cooling Emergency
Diesel 2

230 V

Illustration 3.15c

Control

Emergency Switchboard 230V Distribution

P&O Aurora

Technical Operating Manual

Illustration 3.16a Emergency Alternators
Emergency Cooling
Doors
(Forward and Aft)

Exh. Temp.
2710

Volt

2710

1

Oil Pressure

1

Oil Press. "2"

2

Oil Temperature

2

C/W Temp. "2"

3

C/W Pressure

3

Overspeed Stop

4

C/W Temperature

4

5

C/W Level

5

6

Fuel Pressure

6

7

Fuel Leakage

7

8

Start Failure

8

9

Fuse Fail ST/CI

9

Lamp Test

Cooling Unit

Exh. Temp.

Stop/start
Control Box

10

10

ACC TEST

ACC TEST

RPM
Water Temp.

Water Temp.

Emergency Alternator View

Emergency Switchboard

Hours

Oil Press.

0 0 0 0 2 5 0

Charging Air Press.

M

Cooling Fan Motor

M

Bearing Oil Pump Motor

h

'Cosimat' AVR
1. Manual Operation

Rotor
Winding

2. Test Operation
Start

3. Auto Operation
1

2

2

I

Main Switch

Reset

Stop

I

O

Diodes

Exciter
Rotor

Exciter
Stator

3

1

1. Std. Starter

Generator

2. Emergency Starter

Varistor
Alternator Stator

Emergency Generator Local Control Panel

Issue: First

Alternator Rotor

Alternator Stator

Emergency Alternator Electrical Circuit

Illustration 3.16a Emergency Alternators

P&O Aurora
3.16 Emergency Alternators
Manufacturer:
Type:
Rated:
Max. current:
Max. load:
Speed:
IP Rating:

AVK Deutschland
AC Synchronous
1250kVA at 690V
1,046A
1,000kW
1,800rpm
IP54

Two emergency alternators are fitted. Each alternator is rated at 1,000kW at
690 volts AC, 3ph, 60Hz. They are of the self-excited, brushless type and are
driven by a Mitsubishi S12R diesel engine. The load voltage is kept constant
by the automatic voltage regulator (AVR), which controls the excitation
current to the exciter. Output power from the stator is fed into a current/voltage
compound transformer and the thyristor regulated output of this is fed through
the exciter stator windings. The magnetic field in the exciter stator induces AC
into the exciter rotor, which is rectified by the rotating three phase bridge
connected rectifier set and passed to the main rotor DC windings. In this way
the excitation levels are boosted for heavy loads and reduced for light loads.
This provides a constant output voltage independent of load levels. Initial
voltage build-up is by residual magnetism in the rotor.
Alternator cooling is provided by a 6.6kW electric motor powered fan. The fan
runs as soon as the alternator produces sufficient voltage to energise the fan
control gear. This is controlled by the generator start/stop control circuits
mounted in a control panel adjacent to the alternator. The fan draws external
air through a controlled damper in the adjacent bulkhead. In the case of a
failure of the cooling fan, emergency cooling doors are fitted to the alternator.
There is also an electrically powered bearing oil pump which is supplied and
controlled in the same way as the cooling fan. They are both energised from
the alternator output when the generator is running, irrespective of whether the
alternator is connected to the emergency switchboard or not.
The alternator ACBs are normally operated by the generator management
system, but can be operated manually at the switchboard front. Embedded
sensors monitor the stator temperature in each phase, the two main bearings
also have temperature sensors and these temperatures are monitored by the
IMACs system.
The emergency electrical network protection is designed with discrimination
on the distribution system, so that the generator breaker is the last to open if
any abnormalities occur.
The operating procedures for the emergency alternators should be read in
conjunction with section 3.15, Emergency Switchboard and section 6.1,
Emergency Diesel Generators.

Technical Operating Manual
Procedure To Manually Air Start and Load Emergency Generator No.1

Procedure To Manually Unload Emergency Generator No.1

a) At the emergency switchboard, set the operation switch S8 on
panel 5 to the LOCAL position.

This procedure is to be used after automatic operation, ie: post blackout when
normal conditions have been restored at the main switchboards.

b) At the generator local start panel (adjacent to the engine), set the
operation keyswitch to the MANUAL OPERATION position.

When the appropriate instructions are received from the 1ETO or SETO that
the main switchboard(s) are back to normal supply, the emergency generator is
unloaded and stopped as follows:

c) Set the starter selection switch to the AIR START position. The
local alarm will sound at the emergency switchboard, press the
siren reset button on panel 4 of the emergency switchboard to
silence the siren.
d) Press the START button and hold the button depressed for
approximately 5 seconds until the generator runs up to speed.
e) At the emergency switchboard, set the synchronising mode
selection switch S7 on panel 5 to the No.1 generator position.
f) Set the synchronising switch S6 on panel 5 to the No.1 position
(On).
g) The red LEDs on the synchroscope will illuminate, revolving in
either the TOO FAST or TOO SLOW direction. Regulate the
speed of the generator using the governor increase/decrease
control switch S15 (RPM ADJUST). Adjust the speed of the
generator until the LEDs revolve slowly in the clockwise TOO
FAST direction. When the red LED immediately before the green
SYNC LED is illuminated, press the green generator EDG1 ON
button S12. The generator ACB will close.
h) The generator now supplies the emergency switchboard in
parallel with the main network and the load can be controlled
using the RPM ADJUST switch S15.
Procedure To Unload and Stop the Generator

a) At the emergency switchboard, set the synchronising mode
selection switch S7 on panel 5 to the emergency TRS position.
b) Set the synchronising switch S6 on panel 5 to the No.1 position
(On).
c) The red LEDs on the synchroscope will illuminate, revolving in
either the TOO FAST or TOO SLOW direction. Regulate the
speed of the generator using the governor increase/decrease
control switch 5S15. Adjust the speed of the generator until the
LEDs revolve slowly in the clockwise TOO FAST direction.
When the red LED immediately before the green SYNC LED is
illuminated, press the green emergency transformer ON button
S22. The transformer ACB will close.
d) After a short time delay the green EDG1 ON button will flash and
the generator ACB will open. The emergency switchboard is now
supplied from the main switchboard(s) via the emergency
6,600/690V transformer EM TRS.
e) If the generator ACB fails to open automatically, the ACB can be
manually opened by pressing the red EDG1 OFF button S11.
Confirm with the 1ETO/SETO that it is prudent to stop the emergency
generator. If permission is granted to stop the generator, there are two options
available:

a) Reduce the load until approximately 50kW remain on the
alternator and open the ACB by pressing the EDG OFF
pushbutton S11 on panel 5.

f) At the emergency switchboard, set the operation selection switch
S8 to the AUTO position. Press the red EDG1 OFF button and
keep the button depressed for approximately 5 seconds until the
generator stops.

b) In the emergency generator room, stop the generator by pressing
the STOP pushbutton on the local control panel.

g) The operator may also stop the generator at the local control panel
by pressing the STOP button.

c) Return the control switch settings to their automatic positions:
Start method switch to the STANDARD STARTER position

(Note! The supply and exhaust fans will stop automatically after a period of 5
minutes)

Operation selection keyswitch to the AUTOMATIC position
Operation switch S8 on panel 5 to the AUTOMATIC position

Issue: First

3.16 Emergency Alternators Page 1

P&O Aurora

Technical Operating Manual

3.17 Trace Heating System

Fuel Oil Service, Boiler and Other Consumers System

Circuit Piping Description

There is a requirement for the trace heating of pipework as some liquids, such
as fuel oil, become increasingly viscous and difficult to handle at low
temperatures. Fire mains and similar pipes may be subject to freezing and must
therefore be kept fluid at low temperatures. The pipes and valves in certain
systems must be maintained above a specified minimum temperature,
independent of the exterior temperature.

Circuit Piping Description

Length Deck

414

1

2F10

701

Boiler HFO service
lines, compt. 10

40m

1

DGs 1/2 FO supply and return 40m
lines, compt. 11

415

15m

1

2F11

701

Boiler HFO service
lines, compt. 11

40m

1

DG1 FO supply line,
compt. 11

416

1

1F10

701

Boiler HFO service lines
30m
and engine casings, compt. 12

1-4

DGs 3/4 FO supply and return 40m
lines, compt. 12

417

15m

1

1F11

701

Boiler HFO return
lines, compt. 10

35m

2

DG3 FO supply line,
compt. 12

418

DG4 FO supply line,
compt. 12

15m

1

1F12

The pipes and valves are heated by the laying of a special conductive cable
within their insulation jacket. The cable is flat in section and consists of two
parallel conductors with a semi-conductive material running continuously
between them. The material allows a current to flow between the conductors
along its length and in doing so heats up. The material has a large positive
temperature coefficient of resistance, meaning at low temperatures its
resistance is low and at higher temperatures its resistance is higher. This means
that the lower the temperature, the higher the current flow and the higher the
temperature of the material the lower the current flow. As the cable heats up,
the pipework and the fluid within the pipe also become warmer. Eventually the
current flowing across the material is self-regulated, maintaining the
temperature. This is called a self-limiting action. The cable has a power
consumption of 30 watts per metre.
Overcurrent or short circuit tripping failure of any of the circuit breakers
feeding a trace heating circuit is signalled to the IMACs system and an alarm
raised.
The heat tracing cabling may suffer insulation breakdowns. The supply
distribution boards are fitted with earth leakage detection and an alarm is raised
via the IMACs system if a low insulation resistance is measured on an
outgoing circuit.
The ship’s piping system shipyard diagrams indicate the application of trace
heating to a pipe by a dotted line against the pipe run.

Heavy fuel oil system

401

DGs 3/4 FO pump’s suction
and delivery lines, compt. 10

30m

1

1F3

402

DGs 3/4 FO autofilter
lines to drains, compt. 10

40m

1

1F6

403

DGs 3/4 HFO return to HFO
service tank 10P/S, compt. 10

25m

1

1F7

404

301

HFO transfer line, compt. 9

80m

1

L 0104/04-15

302

HFO overflow line, compt. 8/9 40m

1

L 0104/04-16

303

HFO overflow line, compt. 10 40m

1

L 0105/01-20

304

HFO transfer pump and lines,
compt. 10

80m

1

L 0105/04-15

305

HFO transfer lines HFO DB9
P/C, compt. 10

60m

1

L 0105/01-21

306

HFO transfer lines HFO DB10 80m
P/S, compt. 10

1

L 0105/04-16

307

HFO transfer lines HFO DB10S 80m
DB 9S, compt. 10

1

L 0105/01-22

308

HFO transfer lines, bunker line 75m
settling tank 10S, compt. 10

1

L 0105/04-17

1

405

DGs 3/4 FO booster pumps,
final heater suction and
delivery lines, compt. 10

40m

1

1F8

406

Crossover line, HFO service
tank 10P/S supply lines,
compt. 10

60m

1

1F5

407

DGs 1/2 FO pump’s suction
and delivery lines, compt. 10

30m

1

2F3

309

HFO transfer lines HFO service 70m
and settling tank 10S, compt. 10

1

L 0105/01-23

408

DGs 1/2 FO autofilter
lines to drains, compt. 10

40m

1

2F6

310

Bunker station port

10m

4

L 0205/02-15

311

Bunker station stbd

10m

4

L 0205/02-16

409

DGs 1/2 HFO return to HFO
service tank 10P/S, compt. 10

25m

1

2F7

312

Bunker station port supply and 25m
drain lines

3

L 0205/02-17

410

DGs 1/2 FO mixing and drain 30m
to HFO overflow DB10C lines,
compt. 10

1

2F5

313

Bunker station stbd supply and 25m
drain lines

3

L 0205/02-18

411

DGs 1/2 FO booster pumps,
final heater suction and
delivery lines, compt. 10

1

2F8

314

Bunker station port and stbd

70m

2

L 0205/02-19

315

HFO overflow lines, compt. 11 50m

1

L 0105/03-20

316

HFO transfer lines, compt. 11

80m

1

L 0105/03-21

317

HFO overflow lines, compt. 12 26m

1

L 0105/02-20

318

HFO transfer lines, compt. 12

55m

1

L 0105/02-21

319

HFO overflow lines, compt. 13 75m

1

L 0106/01-15

Separator plant system

Leakage oil lines system

Issue: First

Heavy Fuel Oil Transfer System

DGs 3/4 FO mixing and drain 30m
to HFO overflow DB 10C lines,
compt. 10

Heavy fuel oil transfer system

Sludge system

Elec. Feed

Heavy Fuel Oil System

The trace heating system is divided into six main systems:
Fuel oil service, boiler and other consumers’ system

Elec. Feed

Length Deck

40m

1F4

412

DGs 3/4 FO return and supply 30m
lines, compt. 11

1

2F9

413

DG2 FO supply line,
compt. 11

1

2F9

15m

3.17 Trace Heating System Page 1

P&O Aurora

Technical Operating Manual

Circuit Piping Description

Length Deck

Elec. Feed

Circuit Piping Description

320

HFO transfer lines, compt. 13

75m

1

L 0106/01-16

812

321

HFO overflow lines, compt. 14 25m

1

L 0106/02-15

322

HFO transfer lines, compt. 14

1

L 0106/02-16

323

HFO overflow lines, compt. 15 35m

1/2

L 0106/04-15

324

HFO transfer lines, compt. 15

55m

1

L 0106/04-16

325

HFO overflow lines, compt. 16 35m

2

L 0106/04-17

326

HFO transfer lines,
compt. 16/17

1

L 0106/04-18

50m

40m

Separator Plant System
501

HFO separators 1 and 2,
compt. 10

60m

1

L 0105/04-18

502

HFO separators 3 and 4,
compt. 10

60m

1

L 0105/01-24

503

HFO return lines to HFO
service tank 10P/S, compt. 14

40m

1

L 0105/04-19

Main sludge suction line,
compt. 10

30m

1

802

Sludge suction line, sep. drain 30m
tank 10P, compt. 10

1

803

Sludge suction line, sep. drain 30m
tank 10S, compt. 10

1

L 0105/01-29

804

Vent and overflow line,
leak oil DB 10P, compt. 10

20m

1

L 0105/04-22

805

Vent and overflow line,
leak oil DB 10S, compt. 10

20m

1

806

Vent and overflow line, sep.
30m
drain tank DB 10S, compt. 10

807
808

L 0105/01-28

35m

1

612

Leakage oil lines compt. 14

15m

1

613

Leakage oil lines compt. 15

30m

1

L 0106/01-17

816

Vent and overflow lines,
compt. 13/14

50m

2

L 0106/01-18

817

Vent and overflow lines,
compt. 13/14

50m

2

L 0106/01-19

818

Sludge settling tank test/
discharge lines compt. 15

40m

1

L 0106/04-19

819

Waste oil pump suction and
delivery lines compt. 15

60m

1

L 0106/04-20

820

Sludge oil pump 1/2 suction
and delivery lines compt. 15

40m

1

L 0106/04-21

821

Vent and overflow lines, sludge 40m
settling and leak oil tank 15S
compt. 15

2

L 0106/04-22

822

Vent and overflow lines, waste 30m
oil storage tank 15P/S
compt. 15

2

L 0106/04-23

L 0205/04-15

Elec. Feed

Leakage Oil Lines System

Vent and overflow line, sep.
35m
drain tank DB 10P/S, compt. 10

2

L 0105/04-23
604

1

Main sludge suction line,
compt. 11

1

Leakage oil lines, HFO settling 25m
/service tank 10P, compt. 10

605

Leakage oil lines, sep. drain
30m
tank 10P, DG 3/4 mixing tube,
compt. 10

1

606

Leakage oil lines, compt. 10S

30m

1

607

Leakage oil lines from DG2
compt. 11

20m

1

608

Leakage oil lines from DG1
compt. 11

20m

1

Issue: First

Leakage oil lines from DG4
compt. 12

1

1

1

611

44m

Leakage oil lines, sep. drain
30m
tank 10S, DG 1/2 mixing tube,
compt. 10

L 0105/03-25

50m

1

Main sludge suction line,
compt. 13/14

603

Main sludge suction line,
compt. 12

811

35m

815

L 0105/01-31

L 0205/02-21

Leakage oil lines from DG3
compt. 12

L 0205/04-16

2

2

610

2/3

1

50m

1

50m

Leakage oil lines, HFO settling 35m
/service tank 10S, compt. 10

Sludge shore connection line,
compt. 12

30m

Vent and overflow lines,
compt. 12

602

810

Leakage oil lines, compt. 10P

814

L 0105/01-30

L 0205/02-20

609

2

1

2

L 0105/02-25

40m

30m

Vent and overflow line, sep.
40m
drain tank DB 10P/S, compt. 11

Length Deck

Sludge shore connection line,
compt. 11

813

Leakage oil lines, compt. 9

809

Circuit Piping Description

1

601

40m

Elec. Feed

Vent and overflow line, leak oil 60m
DB 11/12S, compt. 12

Sludge System
801

Length Deck

L 0105/02-24

3.17 Trace Heating System Page 2

P&O Aurora

Technical Operating Manual

Illustration 3.18a Shore Power

G

Main Switchboard M10
6.6kV 60HZ

M

Generator No.1
6.6kV 17.5mVA
514 RPM

G

Neutral
Earthing
Resistor

M

M

Generator No.2
6.6kV 17.5mVA
514 RPM

M

G

M

Generator No.3
6.6kV 17.5mVA
514 RPM

M

Generator No.4
6.6kV 17.5mVA
514 RPM

G

Main Switchboard M20
6.6kV 60HZ

M

Substation
Feeder
MD20/MD70

Substation
Feeder
MD70/MD20

R

M
R

Substation
MD20

M

Substation
MD30

M

Substation
MD40

Substation
MD50

M

M

Substation
MD60

M

Substation
MD70

M

Key
6600V

6600V
1.1MVA

6600V
1.1MVA

6600V
1.5MVA

6600V
1.6MVA

6600V
1.1MVA

6600V
1.1MVA

690V

M
230V

690V

230V

690V

230V

690V

115V

690V
6600V
1.5MVA

6600V
1.5MVA

450V

450V

Galley Substation GD10

Shore Power Capacity
Voltage: 450V AC
Current: 2,000A max.
Port and Starboard

M

230V

230V

690V

230V

690V

230V

Galley Substation GD10

Port Shore Connection Box

Stbd Shore Connection Box

Located
Deck 4 Baggage Gunport
Door Port

Located
Deck 4 Baggage Gunport
Door Stbd

Phase Rotation
Test Meter

Port Shore
Connection Box

Issue: First

Illustration 3.18a Shore Supply

P&O Aurora

Technical Operating Manual

3.18 Shore Supply

Procedure to Supply to the Ship via Shore Supply

Rated:
450V 60Hz 3 phase
Max. Current: 2000A

The operator should make reference to the galley switchboard drawing, this
can be found in the STN manuals, volume 10.1.

There are 2 shore connection points on Aurora. They are situated port and
starboard in the midship baggage storing area on deck 4.

According to requirements, the emergency switchboard may be isolated and
the emergency consumers supplied from the emergency generators. This
enables emergency lighting etc during the changeover.

The boxes house busbar connections for the connection of the incoming
feeders, fuses and connections to the galley substation. A phase rotation meter
is provided on the front of the panels.

The ship’s consumer load should be reduced as much as possible before
changing over to shore supply.

The shore supply directly feeds the galley substation GD10. The port shore
connection feeds GD10 busbar section 1 (GD1) and the starboard shore
connection feeds GD10 busbar section 4 (GD2).

a) Ensure the 6.6kV ring is split at MD60(L3) MCB (motorised
circuit breaker). At an IMACs control station, select and open
MD70(L1) MCB. This will isolate GD1 and GD2.

The shore supply circuit breakers are interlocked with the main generator
breakers. The generator breakers must all be in the off position to allow either
or both shore breakers to close.

b) At GD1, open L1 circuit breaker manually. Lock the circuit
breaker in the open position.

Due to the high level of consumer demand, the preferred method of supplying
electrical power in a drydock situation is to run one of the ship’s main
generators utilising a shore cooling water connection. This allows operation of
the ship’s air conditioning compressors and accommodation fans, enabling a
large number of personnel to be accommodated on board.
To enable supply at the main switchboards, the galley transformers must be
backfed in order to energise the main switchboards at 6,600V. It is possible to
energise both the ring main and the engine room substations, although this will
have to be done carefully and sequentially, due to the large transformer inrush
currents. These inrush currents, depending on the reactance of the particular
transformer, may be as high as 20 times IN (nominal current). The time decay
before the normal current level is restored is in the order of 200ms.
To energise the transformers, it may be necessary to re-configure the circuit
breaker instantaneous trip protection (I3). This protection level can normally
be set up to 15 times the normal trip level (IN) or switched off completely.
Basic consumer requirements such as lighting, ventilation, hot and cold water
etc, may then be supplied up to the current limits of the shore connections.

m) Close breakers and supply consumers as required, mindful of
inrush and starting currents and the current limits of the shore
supply.
n) To return the ship’s electrical supply back to normal, reverse the
above procedure, ensuring the links between busbar sections 1
and 4 are removed before returning the normal supply to the
galley transformers.

c) At GD2, open L3 circuit breaker manually. Lock the circuit
breaker in the open position.
d) Links can be applied to connect both GD1 and GD2 together, if
required. The links to be used in this case are the transformer
supply links.
e) Connect the shore supply cables to either or both shore
connection boxes.
f) Confirm that the supply voltage is correct (450V).
g) Confirm that the phase rotation is correct.
h) Unload the galley consumers, by isolating the outgoing circuit
breakers.
i) Record the readings on the kilowatt/hour meters located on panels
3 and 7 of GD10.

The air conditioning compressors cannot be started when on shore power,
mainly due to the prolonged motor starting current.

j) At the main switchboards, unload the remaining consumers by
isolation of the outgoing circuit breakers. When the load is
minimal, trip the remaining main generator. All generator
breakers are now off.

Load management whilst on shore supply is basically a manual operation.
However, it is possible to set revised alarm limits via the IMACs.

k) Close circuit breaker 3Q13 on panel 3 for the port shore feeder
and/or circuit breaker 7Q13 for the starboard feeder.

Issue: First

l) Load the galley switchboards as required, monitor the load to
ensure the shore supply is not overloaded.

3.18 Shore Supply Page 1

P&O Aurora

Technical Operating Manual

Illustration 3.19a Cathodic Protection System

I.C.C.P. Power Unit for
Aft System, 300A/20V
Stern Thruster Room

I.C.C.P. Power Unit for
Bow System, 150A/20V
Bow Thruster Room

0

10

20

30

40

50

60

70

80

90

100

110

120

130

140

150

160

170

180

190

200

210

220

230

240

250

260

270

280

290

300

310

320

330

340

350

Anodes P3 and S3
Reference
Electrodes R1P and R1S

Anodes P1 and S1
Penetration Location:
BW Tank 18 Frame 12/13
Port and Stbd

Anodes P2 and S2

Penetration Location:
Void Space Tank 17 Frame 43/44
Port and Stbd

MONITOR

380

Penetration Location
Frame 363/364 Fore Peak
Port and Stbd

Propeller mV Monitoring Box

OFF

OFF

1888

DISPLAY
ON

PORT (P)

370

Reference Electrodes
R2P and R2S

Penetration Location
Frame 354/355 Fore Peak
Port and Stbd

Penetration Location:
Frame 76/77 Engine Room
Port and Stbd

360

POWER
ON

Pr. P

Pr. P
E

Pr. S

Pr. P
E

PROTECTION LEVELS

P or S
SET mV

PORT

VOLTS

2,5 mm2

STBD

AMPS

2,5 mm2

BOTH

UNDER

STBD (S)
BOTH
CONTROL SELECT

GOOD

OVER

SELECTOR
TEMPERATURE

CURRENT

SET

AUTO
SHUTDOWN

Corrintec

WINCHESTER.

Propeller
Shaft (P)
CONTROL

mV

RESET

MANUAL
PRESS

CL93-01 CONTROL MODULE

S023 7SF. UK

Propeller
Shaft (S)

Propeller Shaft
Earthing Assy.

Propeller Shaft
Earthing Assy.

Control Unit Panel

Issue: First

Illustration 3.19a Cathodic Protection System

P&O Aurora

Technical Operating Manual

3.19 Cathodic Protection System

Operation

Propeller, Rudder Stock and Stabiliser Shaft Earthing

Maker :
Type:
Power Supply:

Protection is achieved by passing low voltage DC current between the hull
metal and anodes, insulated from the hull, but in contact with the seawater. The
electrical potential of the hull is maintained more negative than the anodes, i.e.
cathodic. In this condition corrosion is minimised. Careful control is necessary
over the flow of impressed current, which will vary with the ship’s speed,
salinity and temperature of the seawater and the condition of the hull paint
work. If the potential of the hull is made too negative with respect to the anode,
then damage to the paint film can occur electrolytically or through the
evolution of hydrogen gas between hull steel and paint. The system on this
vessel controls the impressed electrical current automatically to ensure
optimum protection. Current is fed through 6 titanium electrodes situated
forward and aft of the ship. The titanium prevents the anodes themselves from
corroding and the anode surfaces are streamlined into the hull. Fixed zinc
reference electrodes forward and aft are used to compare the potential of the
hull with that normally found between unprotected steel and zinc electrodes.
Sufficient current is impressed via the anodes to reduce this to a level of
between 150 and 250 mV.

To avoid electrolytic corrosion of the propeller shafts and bearings, brushes are
fitted to the shafts and bonded to the ship's structure. In the case of the shafts,
a slip ring is clamped to the shaft and is earthed to the hull via brushes. A
second set of brushes, insulated from earth, monitors the shaft mV potential
and this signal is fed to a millivolt monitoring box, located in the shaft tunnels.

Corrintec
Impressed Current
AC 690V, 60Hz, 3ph

Aurora is fitted with an impressed current cathodic protection system. This
method of corrosion protection automatically controls electrochemical
corrosion of the ship’s hull structure below the water line. Cathodic protection
can be compared to a simple battery cell, consisting of two plates in an
electrolyte. One of the battery plates in the electrolyte will waste away through
the action of the flow of electrical current if the two battery electrodes are
connected electrically. The metal to be protected, in this case, the ship’s hull,
acts as the battery anode, the sea water being the electrolyte. If an external flow
of current is impressed to reverse the normal flow in the battery, then the anode
now acts as a cathode and ceases to waste away. In essence, this is how an
impressed current cathodic protection system functions. The hull steel is
maintained at an electrical potential more negative than the surrounding
seawater.
For this reason, terminals normally comply with the ISGOTT
Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which
states, referring to IMO recommendations for the safe transport, handling and
storage of dangerous substances in port areas, that ship shore bonding cables
should be discouraged. High currents that can occur in earthing cables and
metallic connections are avoided. These are due to potential differences
between ship and terminal structure particularly due to the residual potential
difference that can exist for up to 24 hours after the shipboard I.C.C.P. has been
switched off. These terminals usually utilise insulating flanges on hose
connections to electrically isolate the ship and terminal structure.

Electrical Installation
Two sub-systems consisting of a power unit, control module, reference
electrodes and anodes are installed, one forward and one aft. System status
readings are available at the control module unit and these should be inspected
and logged each day.

To ensure efficient bonding, the slip ring should be cleaned on a regular basis.
Earth bonding of the rudder stocks and the stabiliser fin shafts consists of a
heavy bonding cable securely bolted to the ship’s hull at one end and the rudder
or stabiliser shaft at the other end.
Routine checks
a) Record the total current on a daily basis.
b) Record the reference electrode voltage on a daily basis.
c) Check and clean the propeller shaft slip ring and brushes every
month.
d) Inspect and clean the control unit cooling fans and grills every
three months.

These control units are also equipped with an alarm to give warning of any
system abnormalities.
Aft System

During preparations for berthing at terminals where such insulation is not
employed, or where earth connections are mandatory by local regulation, or
when bunker barges come alongside, the I.C.C.P. should be switched off at
least 24 hours in advance.

The aft system has a power supply and control unit fitted in the stern thruster
room which feeds four anodes, two port and two starboard. The control unit
receives reference levels from two reference cells, one port and one starboard.

Fresh water operation

The aft unit is supplied from the 690V MD70 busbars at deck 5.

When the vessel enters a river estuary the fresh or brackish water may limit the
spread of current from the anodes, due to the higher resistance of the water.
Normally this would cause the voltage output to increase to compensate for
this. This would be accompanied by very low current levels and the reference
electrode potentials may indicate under protection. However, in this system,
the output is taken care of by the computer and the system will automatically
return the hull to the optimum protective level when the vessel returns to sea
water.

Forward System

Issue: First

The forward system has a power supply and control unit fitted in the forward
thruster room which feeds two anodes, one port and one starboard. The control
unit receives reference levels from two reference cells, one port and one
starboard.
The forward unit is supplied from 690V MD20 busbars at deck 3.

3.19 Cathodic Protection System Page 1

Page Left Intentionally Blank

Section 4: Propulsion System
4.1

Propulsion Control Stations

4.2

Propulsion PMS

4.3

Propulsion Control System

4.4

Propulsion Converters

4.5

Propulsion Transformers

4.6

Excitation System

4.7

Propulsion Motors

4.8

Shafting, Stern Tube and Propeller Systems

4.9

Lips System

P&O Aurora

Technical Operating Manual

Illustration 4.1a Propulsion Control Stations
STN
ATLAS

STN
ATLAS

STBD
PEM

PORT
PEM

10

150
140
130
120
110
100
90
80
70
60
50
40

FULL
HALF

15

5

MW

SLOW

DEAD
SLOW

30

FULL
HALF

10

FULL

SLOW

HALF

15

5

MW

SLOW

DEAD
SLOW

DEAD
SLOW

20
10
10
20

0
-50

50

-100

DEAD
SLOW

100

-150

RPM

40
50
60
70
80
90
100
110
120
130
140
150

SLOW
HALF
FULL

PROPULSION
FAILURE

90% AVAIL.
POWER

POWER
LIMITATION

TELEGRAPH
FAILURE

REM CONTR.
FAILURE

EL. SHAFT
FAILURE

DEAD
SLOW

30

150

DEAD
SLOW

0
-50

50

-100

100

SLOW
-150

150

RPM

SLOW

HALF
FULL

HALF
FULL

PROPULSION
FAILURE

90% AVAIL.
POWER

POWER
LIMITATION

TELEGRAPH
FAILURE

REM CONTR.
FAILURE

EL. SHAFT
FAILURE

EMERGENCY
MANOEUVRE
PROPULSION
READY

PROPULSION
READY

PROPULSION
FAILURE

90% AVAIL.
POWER

POWER
LIMITATION

TELEGRAPH
FAILURE

REM CONTR.
FAILURE

EL. SHAFT
FAILURE

STOP
CONV 1

JOYSTICK
SPEEDPILOT

TAKE
CONTROL

STOP
CONV 2

30

FULL

FULL

HALF

HALF

SLOW

SLOW

DEAD
SLOW

DEAD
SLOW

STOP
CONV 1

20
10
10
20

30
40
50
60
70
80
90
100
110
120
130
140
150

DEAD
SLOW

DEAD
SLOW

SLOW

SLOW

HALF

HALF

FULL

FULL

PORT
PEM

EMERGENCY
MANOEUVRE

BRIDGE
WINGS

1

STOP
CONV 2

ALARM
ACKNOWL.

JOYSTICK

30
40
50
60
70
80
90
100
110
120
130
140
150

STBD
PEM

STOP
CONV 2
STOP
CONV 1

30

10
10
20

PROPULSION
READY

LAMP
TEST

150
140
130
120
110
100
90
80
70
60
50
40

20

STAND
BY
DIMMER

ALARM
ACKNOWL.

150
140
130
120
110
100
90
80
70
60
50
40

SPEEDPILOT

HALF
SLOW

DEAD
SLOW

DEAD
SLOW

SLOW
HALF
FULL

PROPULSION
FAILURE

90% AVAIL.
POWER

POWER
LIMITATION

TELEGRAPH
FAILURE

REM CONTR.
FAILURE

EL. SHAFT
FAILURE

FINISHED W.
ENGINE
PROPULSION
READY

ECR

2

FULL

3

LAMP
TEST

TAKE
CONTROL

STOP
CONV 1

STOP
CONV 2

DIMMER

Port/Starboard Wing Panel

Wheelhouse Central Panel

SWP

TS

CWP

CC

JS

ECR

PWP

SWP
TS
CWP
JS
PWP
CC
ECR
LCP
PEM

-

Starboard Wing Panel
Telegraph System
Central Wheelhouse Panel
Joystick System
Port Wing Panel
Converter Control
Engine Control Room Panel
Local Control Panel
Propulsion Electric Motors

LCP
S
PEM

Issue: First

P
PEM

Illustration 4.1a Propulsion Control Stations

P&O Aurora

Technical Operating Manual

Section 4 Propulsion System

4.1 Propulsion Control Stations

Introduction

The propulsion system may be controlled from four control positions:
Service position (which is located at the synchroconverter boards)

The propulsion system consists of four synchroconverters supplying a varying
frequency supply from the main electrical network to two synchronous electric
motors. The motors are rated at 20MW and are directly coupled to the
propeller shafts and fixed pitch propellers. Each motor is double wound with
two three-phase windings, each winding is known as a ‘half’ motor. The
synchroconverters allow a ‘four quadrant operation’ which means the motor
can be driven and braked in each direction.
The propulsion system for each shaft consists of:
Two or four transformers connected to the 6.6kV main
switchboard in order to achieve a 12 or 24 pulse drive system.
Two synchroconverters, each with a DC link reactor and
independent control system.
One brushless synchronous propulsion motor (PEM), divided into
two separate windings, each displaced 30º electrically.
One motor excitation circuit consisting of a mains transformer
supplying a thyristor regulating bridge. This bridge supplies a
varying excitation voltage to the rotor windings through a rotating
transformer and diode arrangement.
Four harmonic filters are connected to the main switchboards to provide a
stable mains supply. The harmonic filters remove the harmful distortion caused
by the thyristor network action.

Only the START pushbutton on the panel in service is active. However, the
OFF pushbutton at any control station is always active.

Local (converter room)
Engine control room
Bridge
With the propulsion system in the bridge control mode, there are three different
methods of controlling the ship’s speed:
The telegraph levers (wheelhouse or wings)
The joystick system
The speed pilot system.
Operation from the Control Stations
Local/ECR Propulsion Start-up
Before starting the propulsion system, assuming there is adequate electrical
power available (ie, two generators on the main switchboard) the
synchroconverters must be started.

After pressing the START CONVERTER pushbutton, the lamp within the
button starts flashing until the start-up sequence is complete. This is indicated
by the steady illumination of the READY lamp. If the start sequence is not
possible because of a start precondition which has not been met, the START
CONVERTER pushbutton will not flash.
If a start precondition such as ‘pumps running’ is not fulfilled, the converter
raises a ‘time out’ alarm after 3 minutes.
Propulsion System Start-Up Sequence
If all the preconditions are met, the start-up sequence is initiated by pressing
the START CONVERTER pushbutton. The start sequence runs as follows:
The 6.6kV circuit breaker is checked as ‘ready’
The motor oil pumps are started
The motor and transformer fans are started
Excitation is initiated, depending on which converter is master

Conditions Required for Switching On Propulsion
The start command will only be accepted if the following conditions are met:
Auxiliary electrical supplies switched on
Emergency stop buttons released

In the case of a converter failure or if one motor winding is damaged, the
operation of the remaining half motor is possible. Each half motor system is
rated to enable 70% nominal torque for that shaft. To achieve the increased
torque, the motor temperature rise increases to class ‘F’ levels.

The starting of the converters is achieved by pressing the relevant pushbutton
on the ECR or local panel.

Shaft turning gear disengaged
Shaft brake released
No ‘failure’ signals pending
Telegraph levers on the control stand in the STOP position

The 6.6kV main circuit breaker is closed
All relevant feedback signals are checked
The READY indicators illuminate at all control positions
The propulsion system is now ready for service. The propulsion motor and
propeller will rotate when the telegraph lever is moved out of its zero position.
The speed command is given by the telegraph lever. The drive will accelerate
the motor if the new command is higher than the previous one. The drive will
decelerate/brake the motor if the new speed command is lower than the
previous one.

‘Start allowed’ signal from IMACs available
No interlocks present (eg: ‘Cabinet fan fault’*, etc.)
(*An override of this precondition is available by switching the override
switch on the converter control cubicle to override position.)

If the telegraph lever is moved to the STOP position, the motor slows down
gradually without being braked. If the lever is changed from AHEAD to
ASTERN or vice versa, the motor speed is decreased by braking before being
started in the opposite direction to the original.

If all these conditions are met, the propulsion system is ready for switching on
and the relevant converter can be started.
The ‘ready’ condition for switching on is indicated by a lamp on the converter
control cubicle and is transferred to the IMACs system.

Issue: First

4.1 Propulsion Control Stations Page 1

P&O Aurora

Technical Operating Manual

Illustration 4.1b Propulsion Control Stations
STN
ATLAS

FULL
PORT
PEM

HALF
SLOW

DEAD
SLOW

FULL
SLOW
HALF

0

DEAD
SLOW

30
20

START
CONV 1

START
CONV 2

PROPULSION
FAILURE

STOP
CONV 1

90% AVAIL.
POWER

STOP
CONV 2

POWER
LIMITATION

40
50
60
70
80
90
100
110
120
130
140
150

HALF
FULL
TELEGRAPH
FAILURE

EMERGENCY
STOP

REM CONTR.
FAILURE

PROPULSION
READY

STAND BY

SLOW

2

START
CONV 2

PROPULSION
FAILURE

STOP
CONV 1

90% AVAIL.
POWER

STOP
CONV 2

DEAD
SLOW

150

POWER
LIMITATION

PROPULSION
FAILURE

STOP
CONV 1

POWER
LIMITATION

HALF
FULL

EMERGENCY
STOP

STOP
CONV 2

150

RPM
DEAD
SLOW
START
CONV 1

SLOW

START
CONV 2

PROPULSION
FAILURE

HALF

STOP
CONV 1

90% AVAIL.
POWER

STOP
CONV 2

POWER
LIMITATION

FULL

PROPULSION
READY
ECR

100

-150

PROPULSION
READY
STAND
BY

50

-100

DEAD
SLOW

40
50
60
70
80
90
100
110
120
130
140
150

STOP
CONV 2

REM CONTR.
FAILURE

STOP
CONV 1
PROPULSION
READY

90% AVAIL.
POWER

-50

30

FULL
TELEGRAPH
FAILURE

0

SLOW

10
10
20

DEAD
SLOW
START
CONV 2

HALF

20

RPM

START
CONV 1

MW
FULL

30

SLOW

ECR

1

START
CONV 1

100

-150

HALF

EMERGENCY FINISHED W.
MANOEUVRE
ENGINE

BRIDGE
WINGS
ALARM
ACKNOWL.

DEAD
SLOW

30

SLOW

50

-100

10
10
20

DEAD
SLOW

SLOW

-50

15

5
150
140
130
120
110
100
90
80
70
60
50
40

MW

STBD
PEM

HALF

10

15

5

FULL

STBD
PEM

STN
ATLAS

PORT
PEM

10

150
140
130
120
110
100
90
80
70
60
50
40

LOCAL

STOP
CONV 1

STOP
CONV 2

FINISHED W.
ENGINE

LOCAL

3

ALARM
ACKNOWL.

ALARM
ACKNOWL.

ECR Control Panel

1

2

EMERGENCY
MANOEUVRE

LAMP
TEST

Local (Converter Room) Control Panel

SWP

TS

CWP

JS

PWP

SWP
TS
CWP
JS
PWP
CC
ECR
LCP
PEM

CC

-

Starboard Wing Panel
Telegraph System
Central Wheelhouse Panel
Joystick System
Port Wing Panel
Converter Control
Engine Control Room Panel
Local Control Panel
Propulsion Electric Motors

ECR

LCP
S
PEM

Issue: First

P
PEM

Illustration 4.1b Propulsion Control Stations

P&O Aurora
Propulsion Shutdown Sequence
The system is usually switched off by the CONVERTER OFF pushbuttons on
the local or ECR panel. The converter will generate the OPEN command to the
main switchboard 6.6kV circuit breaker.

Technical Operating Manual
To Transfer Propulsion System Control from the Local to the Service
Position

To Transfer Propulsion System Control from the Bridge (Levers) to
Joystick System Control

The transfer from service to local control and vice versa is achieved by
operating a switch inside the synchroconverter (SCB) cabinet. This switch
overrides the changeover system with priority at the local control station.

The joystick system control is activated by pressing the JOYSTICK
COMMAND REQUEST pushbutton at the relevant joystick station. The
system can only be activated when bridge control is selected and the
propulsion system is on.

The shut down procedure is as follows:
Motor current is reduced to zero

To Transfer Propulsion System Control from the ECR to the Bridge
Position

Open command to the 6.6kV breaker
Excitation system current reduction and switch off

The transfer of control from the ECR to the bridge is initiated by the changeover system.

Oil pumps and fans off (fans delayed 20 minutes for cool down)
EMERGENCY OFF buttons are arranged on both bridgewings, the bridge
central console, the ECR panel, the local console and in the control cabinet of
the synchroconverter boards.
These buttons act independently of the converter control system, by directly
opening the M10 and M20 main board 6.6kV circuit breakers.
All the emergency switches are hard-wired, connected in parallel and protected
with a wire break monitoring system. The shutdown information is transferred
immediately to the converter in order to give the converter the possibility to
reduce the system current before the breaker opens.
The ESD system can also switch off the propulsion system in an emergency.
Automatic Failure Shutdowns
An automatic shutdown, by opening the converter supply 6.6kV breakers, is
initiated by the converter control system in all cases where any of the
propulsion components may be seriously damaged.
Switching on again is possible after correction of the failure and
acknowledging the fault on the converter control cubicle.
A direct switch-on after a shutdown may be possible depending on the fault.
For example, an overcurrent situation would be cleared after the breaker’s trip.

a) The selector switch at the bridge is turned to the
WHEELHOUSE/WINGS position, the indicator lamp flashes.
b) The ECR selector switch is turned to the
WHEELHOUSE/WINGS position, the ECR indicator lamp
flashes.
c) The bridge TAKE CONTROL button is pressed and the
indicator lamps illuminate steadily.
The transfer of control from the bridge to the ECR is achieved by reversing the
above procedure.
The transfer from ECR to local control is achieved directly without
acknowledgement, the local control station requests control, the ECR lamp
flashes and the buzzer sounds until the selector switch in the ECR is moved to
the local position.
The control system will only accept the transfer of control position if the
following conditions are met:
The service control mode is not selected
No lever fault (levers not lined up) exists at the requested station
If the propulsion system is already in operation, the telegraph
levers of the operation stands are both set to the same direction
(eg, both in AHEAD) or in the STOP position

When the telegraph has switched over to joystick control, the JOYSTICK
CONTROL indication is shown on the bridge mimic. The telegraph levers on
the bridge then follow the joystick system commands.
The joystick system can be switched off manually by pressing the TAKE
CONTROL button at one of the three lever positions on the bridge or one of
the TAKE pushbuttons at the relevant joystick control position.
To Transfer from Bridge (Levers) to Speed Pilot Control
The speed pilot function is activated by pressing the SPEED PILOT ON
pushbutton on the bridge console. If the speed pilot system is switched on, the
SPEED PILOT ON lamp illuminates and the telegraph levers at the bridge are
then controlled by the speed pilot system A feedback signal of the lever
positions is given to the speed pilot system.
The speed pilot system can be switched off manually by pressing the TAKE
CONTROL pushbutton at one of the three lever positions on the bridge.
The Telegraph System
The telegraph system consists of five stations in total:
Bridge wheelhouse

Bridge wing port

Bridge wing starboard

ECR

Local
If the control is moved to ECR or to local, the telegraph works as a normal
pointer type follow-up engine order telegraph, with commands given from the
bridge to the ECR or local positions, which then carry out the commands. A
subtelegraph system is incorporated in the telegraph system. This system
transfers the FINISHED WITH ENGINES and STANDBY commands from
the bridge to the ECR and local positions respectively.
The telegraph levers at the bridge central, bridge wing port and bridge wing
starboard positions are connected together via an electrical shaft. In case of any
failures with this system an alarm would be raised. If an alarm occurs, the
control must be transferred to the bridge central position or the ECR.

Issue: First

4.1 Propulsion Control Stations Page 2

P&O Aurora

Technical Operating Manual

Power Limitation Procedure

Electric Shaft Failure Indicator Lamp

Joystick Indicator Lamp

If the POWER LIMITATION alarm is raised, propulsion power has been
restricted and the available power does not match the requested power. This
condition may be initiated by one of the following:

This lamp indicates a failure in the telegraph electric shaft system. Remote
control from the wings, the speed pilot and joystick systems is not possible. An
audible alarm is given at the station in control and the lamp flashes. After
acknowledgment, the lamp becomes steady.

This lamp indicates that the joystick system is the active control position. The
signal is generated from the telegraph system. A take-over to joystick
operation is possible when:

Generator power available is too low
Converter current is too high

Emergency Stop Converter 1/2 Pushbutton

A high temperature has been monitored in the propulsion system

This pushbutton is of the arrestable type with a cover. A reset is possible by
pressing the pushbutton again. This emergency stop acts directly at the main
switchboard, tripping the circuit breakers feeding the converter. This
emergency stop is hardwired and is always active at all the control stands. The
lamp is illuminated if one of the pushbuttons is pressed.

Control Station Equipment
90% Available Power Indicator Lamp
The 90% AVAILABLE POWER indicator lamp is illuminated and an alarm is
raised when one of the main diesel generators has reached 90% of its
maximum load. The propulsion system is not affected by this signal, but
operators must be aware of the situation.
Control Selector Switch

Finished With Engines Pushbutton
This pushbutton transfers a finished with engines (FWE) command from the
bridge to the ECR and local positions. When the FWE pushbutton on the
bridge is pressed, all FWE lamps are illuminated. The command is accepted at
the ECR or the local stand by pressing the relevant pushbutton which then
switches off the lamps.

This switch activates a control command request.
Wheelhouse/Wings Indicator Lamp
Propulsion Ready Indicator Lamp
The lamp is illuminated when the start-up sequence is complete, all auxiliary
drives are operating and the main circuit breakers are closed. The propulsion
motor will now start, if the telegraph lever is moved from the zero position.

This lamp indicates that the bridge is the control station in command. The lamp
flashes during take-over and becomes steady when the control transfer is
completed.
ECR Indicator Lamp

Propulsion Failure Indicator Lamp
This lamp indicates a shut down of the propulsion system. An audible alarm
will be raised at the station in control and the lamp will flash. The alarm must
be acknowledged at the station in control. The alarm has to be acknowledged
locally at the converter.
Remote Control Failure Indicator Lamp
This lamp indicates a failure in the bridge control system which handles the
switching of control between the bridge/wings/speed pilot/joystick systems.
An audible alarm will be given at the station in control and the lamp flashes.
After acknowledgement, the audible signal is cancelled and the lamp becomes
steady.
Telegraph Failure Indicator Lamp
This lamp indicates a failure in the telegraph system. An audible alarm is given
at the station in control and the lamp flashes. After acknowledgment, the lamp
becomes steady.

Issue: First

This lamp indicates that the ECR is the control station in command. The lamp
flashes during take-over and becomes steady when the control transfer is
completed.
Local Indicator Lamp
This lamp indicates that the local control station is the station in command. The
lamp flashes during take-over and becomes steady when the control transfer is
completed.

The bridge is the selected control station
The relevant converter is ready (propulsion ready lamp on)
The electrical shaft system is fully functional
Speed-pilot Pushbutton
This pushbutton activates the speed pilot system. The telegraph system
switches over to speed-pilot and generates an output signal that the take-over
to the speed-pilot system has been performed successfully. The signal is
generated by the remote control system of the propulsion system. The button
is only active when:
The bridge is the selected control station
The wheelhouse (bridge central) is in control
The relevant converter is ready (propulsion ready lamp on)
The electrical shaft system is fully functional
Joystick/Speed-pilot Indicator Lamp
This lamp indicates that the take-over to the joystick or speed pilot system has
been successfully performed. This signal is generated by the telegraph system.
Emergency Manoeuvre Pushbutton
This pushbutton acts directly on the converter and the power management
system to enable the propulsion motors to respond faster to commands. The
standby generator is started and made available for more power. This button is
always active at all the control stations and is reset with a further push.
Buzzer Pushbutton
When the buzzer sounds, it can be reset by the pressing this acknowledgement
pushbutton. The button is always active at the station which is in control.

Take Control Pushbutton
This pushbutton transfers control from the wings, speed-pilot or joystick
systems to the bridge central position. The button must also be pressed as the
last step of bridge take-over from the ECR or local stations, to confirm the
take-over. The button is active when the wings, speed-pilot or joystick systems
are in control.

Acknowledge Pushbutton
This pushbutton resets any alarms if the alarm condition has cleared. The
button also silences the buzzer and switches a flashing indicator to a steady
light if the alarm condition has not cleared. The button is always active at the
control stand in control.

4.1 Propulsion Control Stations Page 3

P&O Aurora

Technical Operating Manual

Standby Pushbutton

Alarms and Shutdowns

This pushbutton transfers a standby request from the bridge to the ECR and
local control stations. When the STANDBY pushbutton on the bridge is
pressed all the STANDBY lamps are illuminated. If the command is accepted
either at the ECR or at the local control station, by pressing the relevant push
button, the lamps switch off and the command is transferred.

The protection and safety devices of the propulsion system monitor and protect
the complete propulsion system. In the case of a failure or a condition which
is out of the normal range of that equipment, an alarm or a shutdown will be
initiated.

Lamp Test Pushbutton
This pushbutton tests all the panel lamps by illumination.

(Note! An alarm requires attention and corrective action by the operator. If this
action is not performed, a dangerous situation for one or more items can occur.
The alarm will be transferred via bus connection from the propulsion system
to the IMACs system. The alarm is also indicated in parallel on the local
display in the converter control cubicle.)

The full list of propulsion system alarms and shut downs is described in the
manufacturer’s manuals.
In case of a blackout, some propulsion alarms are activated. In order to reduce
the time taken to restart the propulsion system after a blackout, a quick reset is
available from the ECR. The PROPULSION OFF pushbutton is pressed twice.
This function is also active during normal operation but the normal reset
procedure is from the converter control cubicle.

Start Converter 1/2 Pushbutton
These pushbuttons initiate the starting sequence of the propulsion converter up
to the closing of the main switchboard circuit breaker. The lamp flashes during
this sequence and illuminates steadily when the sequence is complete and
propulsion is ready.
Stop Converter 1/2 Pushbutton
These pushbuttons will initiate the stopping sequence of the corresponding
converter up to the opening of the main switchboard circuit breaker.

Issue: First

Most of the alarms are for indication and alert only. Most temperature alarms
have a second higher temperature level, which will lead to an automatic
reduction of current or power/speed. For the first level alarm the operator has
to monitor the temperature and decide on the corrective course of action to
ensure the second shutdown/reduction does not occur.
In the case of a serious failure, the propulsion safety system will act and
immediately shut down the equipment as necessary. The shutdown will be
indicated at all control stations by the flashing of the PROPULSION
FAILURE lamp and activation of the buzzer. The buzzer must be
acknowledged, the lamp will then be continuously illuminated. The propulsion
failure indication has to be reset at the service operation panel in the converter
room by pressing F16 RESET. If the failure still exists, the reset function is not
possible.

4.1 Propulsion Control Stations Page 4

P&O Aurora

Technical Operating Manual

Illustration4.2a Propulsion PMS

Bus Connection
Hardware Connections

0000

AS/P06
PMS
Starboard
Main
Switchboard
(M20)

AS/P05
PMS
Port Main
Switchboard
(M10)

000

PEM
PORT
Converter
No.2

Port
Propulsion
Motor

Stbd
Propulsion
Motor

STN PROPULSION SYSTEM

Bus Connection

20MW
0-140 RPM

Hardware Connections

Bus Connection GMM 5

PEM
STBD
Converter
No.2

Hardware Connections

STN PROPULSION SYSTEM

Bus Connection TPM 1

000

Bus Connection

PEM
PORT
Converter
No.1

Bus Connection

0000

PEM
STBD
Converter
No.1

20MW
0-140 RPM

Hardware Connections

STN Main Switchboard
PORT
(M10)

Bus Connection TPM 1
Bus Connection GMM 5

Bus Connection TPM 2

Bus Connection TPM 2

Hardware Connections

Hardware Connections

STN Main Switchboard
STARBOARD
(M20)

Bus A

H1
Bus B
Hardware
Connections
For PEM
Emergency
Manoeuvre

P01
CONTROL
DG1
0000

STN PROPULSION SYSTEM
CONTROL PANEL
P02
CONTROL
DG2

000

P03
CONTROL
DG3

P15
0000

000

Hardware
Connections
For PEM
Emergency
Manoeuvre

0000

0000

000

P04
CONTROL
DG4

000

0000

000

Bus
Connection
ET 200
P01S
SAFETY
SYSTEM
DG1

Issue: First

DG1

STN MSWB
PANEL DG1

P02S
SAFETY
SYSTEM
DG2

DG2

STN MSWB
PANEL DG2

P15.3

P03S
SAFETY
SYSTEM
DG3

DG3

STN MSWB
PANEL DG3

P04S
SAFETY
SYSTEM
DG4

DG4

STN MSWB
PANEL DG4

Illustration 4.2a Propulsion PMS

P&O Aurora
4.2 Propulsion PMS
PMS and the Propulsion System
The control functions from the PMS act in parallel to the control functions
from the STN propulsion panel. The control functions in the panel have
priority and in the case of a failure of the IMACs connection, the control can
be carried out independently from the STN propulsion panel.
Each PEM can be started and stopped separately by means of START and
STOP icon/buttons. To start and stop the PEMs from an IMACs station
requires a double action. Firstly the START or STOP icon/button is pressed.
The button indicates the ACTIVE state for 10 seconds, indicated by green
letters and a white background. During this time, the operator has to
acknowledge the command with the EXECUTE button. Only when the
EXECUTE command is entered will the START and STOP commands be
carried out. The commands are sent from AS/P5.O or AS/P6.O to AS/P15.3
process station. From AS/P15.3 to the propulsion control panel is hardwired,
the start and stop signals now run in parallel with the actual hardwired
propulsion start and stop pushbuttons. The start and stop procedures are carried
out from within the STN propulsion system.
In order to start the PEMs, the PMS receives a hardwired start request from the
PEMs. This is a signal for the load demand system to make the necessary
calculations regarding power availability. If the start or stop PEM procedures
are running, the corresponding icon/button will indicate ‘ACTIVE’ with green
letters and a white background. If the operator does not acknowledge the
START or STOP command with the EXECUTE function, the icon/buttons
revert to the ‘NOT ACTIVE’ state. This state is indicated with black lettering
on a grey background. The PEMs may be started or stopped again from this
situation by repeating the start procedure.
When the PMS receives a hardwired start request from the PEMs, it also
receives a 4-20mA SPEED SETPOINT signal, i.e. the initial speed required
after starting. Within the PMS are the propulsion curves for active power and
current over the speed available. The PMS program has the speed setpoints and
the required active power and current for that speed. The required active power
from the propulsion will be indicated as analogue values for each motor.
When PMS receives a start request from the PEMs, it starts a second generator.
The propulsion system requires at least the full power of one generator, over
the ship’s load already supplied, as a minimum value of power. Hence,
propulsion is not available until at least two generators are online.

Technical Operating Manual
If it is necessary to have more power under certain conditions, the operator has
the option to select a higher value of minimum available power. By pressing
the icon/button ‘MODIFY OPERATOR REQUEST’ a window with a
parameter table is opened. The operator can then enter a new minimum level
of required active propulsion power. If the entered value is lower than the PEM
power value, the PEM value remains valid. If the operator selects a value
higher than the PEM value, the PMS will take that new value as the propulsion
required power. The required power selected by the operator will also be
indicated as an analogue value.
In the mimic diagram there are three additional analogue power values
indicated. Each half motor and the active power of the PEM transformer is
indicated. Each shaft is indicated as the total motor output. The total motor
output is the summary of the active power of both half motors at the shaft.
The remaining power per shaft is a value calculated in the PMS. This value
indicates the remaining active power in the network which can be used from
the PEMs with the present number of running generators. This calculation of
the remaining power depends on the actual main switchboard configuration.
The remaining power is the difference between the available active power of
the generators and the required power. This available active power is the
connected capacity of the running generators, multiplied by the power as a
measured value in the main switchboard from the outgoing load limitation
factor.

‘READY FOR START’
‘START PUMPS’
‘STOP PUMPS’
‘START FANS’
‘STOP FANS’
‘START REQUEST’
‘STOP’
‘SPEED SETPOINT’ (O -140 rpm)
Control of Propulsion Auxiliaries
The PEM auxiliaries consist mainly of the lubrication pumps and cooling
fans. These are controlled from the PMS. Separate START and the STOP
commands for the pumps and fans, are used for each PEM converter. For a
normal PEM start the PMS receives in parallel, three start commands:
‘START PUMPS’
‘START FANS’
‘START REOUEST’

Communication Between PMS and the PEMs
The process station AS/P5.0 communicates by a serial link to the PEM PORT
converter 2 and another serial link to the PEM STBD converter 2. The process
station AS/P6.0 communicates by a serial link to the PEM PORT converter 1
and another serial link to the PEM STBD converter 1. The IMACs receives all
the indication and alarm signals from the propulsion system via these serial
links.
The hard-wired control signals for starting and stopping the propulsion and
auxiliaries, are connected in the same way as the process station serial links.
The links are connected from the converters to AS/P5.0 and AS/P6.0. All
signals to and from PEM PORT or PEM STBD are from converters 1 and 2.
The PMS sends its ‘START/STOP AUXILIARIES and START/STOP PEMs’
commands to each converter.
These signals are connected to the STN propulsion system in the same way as
the hard-wired buttons at the propulsion control panel.
The PMS may also send a ‘RELEASE FROM PMS’ and a ‘LOAD
LIMITATION DG POWER (100 - 75%) signal to each converter.

Issue: First

The PMS may receive from each converter, the following signals:

The pumps and fans are separately controlled from the PMS. Only the PEM
‘START’ signal involves a request to the load demand system.
When the propulsion system is not in use, it is still possible to start the pumps
if the shaft is turning. In this case, the PMS receives a ‘START PUMPS’ and
‘STOP PUMPS’ signal from that PEM.
In port it is possible to start and stop the propulsion auxiliaries using the
AUXILIARIES START/STOP icon/button on the IMACs propulsion
auxiliaries control mimic.
Starting Propulsion
On starting the propulsion system from either the propulsion control panel or
an IMACs operator station, the PMS receives the START signal from the PEM
independently for each shaft. The PMS also receives the required ‘SPEED
SETPOINT’ signal from the propulsion system.
The propulsion system start request, to the PMS load demand system, initiates
the start step sequence for the PEMs. In normal running both half motors per
shaft are in operation, so the load demand system receives a start demand from
PEM P or PEM S. If one converter is out of order it will be indicated as PEM
P CONV 1, PEM P CONV 2, PEM S CONV1 or PEM S CONV2.

4.2 Propulsion PMS Page 1

P&O Aurora

Technical Operating Manual

Illustration4.2a Propulsion PMS

Bus Connection
Hardware Connections

0000

AS/P06
PMS
Starboard
Main
Switchboard
(M20)

AS/P05
PMS
Port Main
Switchboard
(M10)

000

PEM
PORT
Converter
No.2

Port
Propulsion
Motor

Stbd
Propulsion
Motor

STN PROPULSION SYSTEM

Bus Connection

20MW
0-140 RPM

Hardware Connections

Bus Connection GMM 5

PEM
STBD
Converter
No.2

Hardware Connections

STN PROPULSION SYSTEM

Bus Connection TPM 1

000

Bus Connection

PEM
PORT
Converter
No.1

Bus Connection

0000

PEM
STBD
Converter
No.1

20MW
0-140 RPM

Hardware Connections

STN Main Switchboard
PORT
(M10)

Bus Connection TPM 1
Bus Connection GMM 5

Bus Connection TPM 2

Bus Connection TPM 2

Hardware Connections

Hardware Connections

STN Main Switchboard
STARBOARD
(M20)

Bus A

H1
Bus B
Hardware
Connections
For PEM
Emergency
Manoeuvre

P01
CONTROL
DG1
0000

STN PROPULSION SYSTEM
CONTROL PANEL
P02
CONTROL
DG2

000

P03
CONTROL
DG3

P15
0000

000

Hardware
Connections
For PEM
Emergency
Manoeuvre

0000

0000

000

P04
CONTROL
DG4

000

0000

000

Bus
Connection
ET 200
P01S
SAFETY
SYSTEM
DG1

Issue: First

DG1

STN MSWB
PANEL DG1

P02S
SAFETY
SYSTEM
DG2

DG2

STN MSWB
PANEL DG2

P15.3

P03S
SAFETY
SYSTEM
DG3

DG3

STN MSWB
PANEL DG3

P04S
SAFETY
SYSTEM
DG4

DG4

STN MSWB
PANEL DG4

Illustration 4.2a Propulsion PMS

P&O Aurora

Technical Operating Manual

The PEM start step sequence is also monitored by the PMS from process
stations AS/P5.0 and AS/P6.0:
1) Start auxiliary pumps and fans:

30 seconds

2) Load demand:

180 seconds

3) PEM Start:

180 seconds

The IMACs mimic motor icon indicates ‘READY FOR START’ in black, if all
the PEM starting preconditions are met.
If a precondition has not been met, the starting window will state: ‘NOT
READY FOR START’, double clicking on the motor ‘info’ icon, will show the
operator the list of starting preconditions. A starting precondition which has
been met will be indicated with a cross.

Starting Auxiliary Pumps and Fans
Before the PEM can be started, the PMS has to start the auxiliary pumps and
fans with direct signals to the motor starters. The PMS then receives the
feedback signals ‘PUMP/FAN RUNNING’. The PMS monitors the times
taken for this sequence and if there is a fault the step sequence is stopped, with
the failure message ‘START AUXILIARIES’.
In case of a failure message, the operator double clicks on the second motor
‘info’ icon, which will display the list of PEM auxiliaries. The failed auxiliary
will be indicated with a cross.
The PEM auxiliaries for one PEM (Port) are:
THRUST BEARING P/P PT

If one or more conditions are missing, the message ‘NOT READY FOR
START’ will be indicated, along with the motor icon turning red.

PT PEM NDE BRG P/P

The starting preconditions are:

PT PEM CLG FAN 1

Load Demand from Power Limitation

PT PEM CLG FAN 3

PEM no failure

PT PEM CLG FAN 4

AUXILIARIES IN AUTOMATIC
PEM NO FAILURE
If there is a fault indicated at the PEM icon, the fault has to be rectified and
reset, using the command ‘RESET FAILURE’ in the PEM icon.
If the PEM does not indicate ‘READY FOR START’ and the operator tries to
press the START button the step sequence will be stopped with the fault
message ‘START NOT POSSIBLE’ and the start request is deleted from the
load demand system program. The operator must then attend to the missing
preconditions.

Issue: First

In normal ‘at sea’ conditions, the propulsion system periodically sends the
SPEED SETPOINT to the PMS. The PMS monitors this value. If the SPEED
SETPOINT increases, the PMS sends a load calculation request to the load
demand system.

PT PEM TRS 1.1 FAN 2

Auxiliaries AUTO or RUN

LINK TO THE PEM CONVERTER PANEL IN THE MSWB IS OK
The bus connection, from the PMS process station AS/P5.0 or AS/P6.0
to the corresponding PEM converter panel in the STN main
switchboard, is functioning.

Load Demand from an Increase in Propulsion Power

PT PEM TRS 1.1 FAN 1

PT PEM CLG FAN 2

CB READY (covers all CB alarms)
If this precondition is not met, the operator must look in the diesel
generator’s and PEM’s circuit breaker mimic, for the single alarms.
The state ‘BREAKER NOT READY’ will be indicated with a red
CB icon.

After closing the 6.6 kV PEM circuit breakers and receiving a feedback signal
that the breakers are closed, the PEM start procedure in the propulsion control,
and in the PMS, is complete. The mimic motor icon is steady green and
indicates ‘RUNNING’.

Initially, the load calculation is to be carried out using the new increased power
and current values over-speed, corresponding to the propulsion curves. If
enough power is available, the increase signal is released. If not enough power
is available, the PMS starts the standby generator. The propulsion system does
not have to wait for the standby generator to go online, it will increase
propulsion power immediately, but only up to the power limitation of the
generators online at that time. If the standby generator is connected before the
load limit of the online generators is reached, the PEMs can run up without
delay.

PT PEM D.E. BRG P/P

PEM ready to start

The full list of items which make up the ‘READY FOR START’ main
precondition contains the following preconditions:

If there is a problem closing the breaker, or the monitoring time for the
RELEASE step in the PEM start step sequence is exceeded, the step sequence
is stopped. The ‘RELEASE’ signal to the STN propulsion control is cancelled.

PT PEM TRS 1.2 FAN 1
PT PEM TRS 1.2 FAN 2
Load Demand System PEM Start
When the auxiliaries are running, the start step sequence sends a request to the
load demand system which will carry out the power calculation for the PEM.
If the actual available power is not sufficient and a standby generator is
available, the generator is started.
The load demand system sends back a ‘RELEASE’ or ‘NO POWER
AVAILABLE’ signal to the PEM start step sequence. If there is not enough
power available to start the PEM, or if the monitoring time for the step LOAD
DEMAND runs off, the step sequence is stopped, with the failure message
‘LOAD DEMAND’.
If enough power is available and the auxiliaries are running, the PMS load
demand system releases the signal to allow the STN propulsion system to close
the PEM 6.6 kV main switchboard circuit breakers.

If an overload occurs in the electrical network, eg, if a generator trips, the
power plant protection, belonging to the propulsion control system, avoids
overloading the generators by immediately reducing the propulsion power to
the level of selected power limitation of the remaining online generators.
At the same time, the PMS detects that the requested power, corresponding to
the speed setpoint after a generator tripping, is higher than the available power.
The PMS then sends a request signal from the PEM to the load demand system
for a new load calculation. If necessary, the standby generator is started. After
connection to the network, the propulsion power is increased to its original
level.
Emergency Manoeuvring
At the STN propulsion system control panel, ‘Emergency Manoeuvre’ mode
can be selected. This hard-wired signal is sent from the propulsion system to
the diesel generator process stations AS/P1.0 - AS/P4.0. All generators which
are stopped and ‘ready for start’ are started and connected to the network to
guarantee that maximum power is available.

4.2 Propulsion PMS Page 2

P&O Aurora

Technical Operating Manual

PEM Stopping

Propulsion Power Requirements
70000

The PEMs can be stopped with a stop button, either in the propulsion panel or
from an IMACs operator station. The STN propulsion control sends a PEM
STOP signal to the PMS. The PMS stop step sequence which is carried out
contains the following steps:

4 Generators

Key
Total Gen. Apparent Power (kVA)

1) Circuit breaker open:

60 seconds

2) Auxiliaries running after service:

310 seconds

Apparent Power Hotel & Drive System (kVA)

3) Stop auxiliary pumps and fans:

30 seconds

Propulsion Power (kW)

60000

The stop step sequence running is indicated by a flashing yellow PEM icon.

50000

After the PMS receives a PEM STOP signal, the PEM is directly released for
stopping. The STN propulsion control system opens the PEM 6.6kV circuit
breaker directly. The PMS monitors the opening of the breaker. If the
monitoring time for that step is exceeded, the stop sequence is stopped and the
failure message ‘CB OPEN’ is displayed.

40000
Power (kVA)

After the opening of the circuit breaker, the PEM auxiliary pumps and fans run
for 10 minutes. This running time is adjustable via parameters in AS/P5.0 and
AS/P6.0. If the monitoring time for the ‘AUXILIARIES RUNNING AFTER
SERVICE’ step is exceeded, the step sequence is stopped and the failure
message ‘AUXILIARIES RUNNING AFTER SERVICE’ is displayed.
PMS receives a feedback signal that the fans have stopped. If the monitoring
time for the ‘STOP AUXILIARY PUMPS/FANS’ step is exceeded, the step
sequence is stopped and the failure message ‘STOP AUXILIARY
PUMPS/FANS’ is displayed.
After receiving signal that the auxiliary pumps and fans have stopped, the PEM
stop step sequence is complete and the PEM is either ‘READY FOR START’,
or in the case of a failure ‘NOT READY FOR START’.

3 Generators

2 Generators

30000

20000
1 Generator

10000

0
0,0

20,0

40,0

60,0

80,0

100,0

120,0

140,0

Shaft Speed (Rpm)

Issue: First

4.2 Propulsion PMS Page 3

P&O Aurora
4.3 Propulsion Control System
Introduction
As can be seen from the illustrations, several systems combine to control the
entire propulsion system. However, these systems, the telegraph/lever system,
joystick system, speed-pilot system, the IMACs system and the PMS system
all control, either directly or indirectly, the speed and direction demand signals
to the converters. This is mostly achieved by adjusting the required rpm signal
to the synchroconverters but can also carried out by the emergency stops and
the PMS, by opening the supply circuit breakers if required.

Technical Operating Manual
The control systems use signals transmitted by the shaft mounted resolvers to
establish the rotational position of the two shafts and therefore the position of
the propeller blades. This information is exchanged between the two shaft
converter control systems. The control of both converters act on this
information and one drive accelerates and the other decelerates until
synchronism is achieved.
In heavy seas the propellers may loose synchronism. If this is the case, the
lamps in the synchrophasing buttons will flash until the control equipment
achieves synchronism again.
Starting the Propulsion System

It is the control circuitry of the synchroconverters that converts the incoming
signals into the thyristor firing pulses. The output of these thyristors produce
the varying frequency supply to the propulsion motors. The action of the
converters is described in section 4.4.

To start up the propulsion system, the following conditions must be fulfilled:
1.* Two or more diesel generators on line.

Service/Maintenance Operation

2. Auxiliary 690V electrical supplies switched on.

The service/maintenance control station at the converters is provided only for
maintenance purposes and not for regular operation.

3. All EMERGENCY STOP switches are disengaged, ESD system included.

If the service control station is active, all control station’s (ECR etc) selector
switches are not active and the control indication lamps will be off. When
switching back the control to the previous control station, the control
indication lamps start to flash in order to signal that the take-over has to be
acknowledged. After acknowledgement of the take-over, they illuminate
steadily.
(Note! The service operation directly from the synchroconverter board is
provided for maintenance by skilled staff only.)
Synchrophasing
In order to reduce the noise and vibration of the rotating propellers, the
position of the blades passing the hull may be synchronised so the port and
starboard blades partially cancel the effects of each other. To initiate
synchrophasing, the pushbutton marked SYNCHROPHASING is pressed. The
button flashes while the propellers synchronise. When synchronism is
achieved, the button lamp illuminates steadily.

Issue: First

(Note! SERVICE control mode overrides the selected operation stand and is
selected by a switch at the converter control unit.)
When the ON pushbutton is pressed, the converter control will start the circuit
breaker closing sequence. At the end of this sequence the main switchboard
6.6kV breakers for the converters will be closed.
The READY FOR OPERATION light on the converter is switched off when
the starting command is accepted by the controls. During the starting sequence,
the ON indication at the IMACs mimics will flash, at the end of the sequence
the indication will be steady.

Turning gear disengaged

The propulsion motor can now be started by moving the telegraph lever to any
AHEAD or ASTERN position. It will stop if the lever is set to the central
STOP position. If the lever is moved from AHEAD to ASTERN or vice versa,
whilst the motor is still rotating in one direction, the motor is electrically
braked to zero speed and then started in the opposite direction.

Shaft blocking disengaged

Local Control of the Main Circuit Breakers

4. All interlocking devices clear, ie:
As the service control station has the highest priority, the control of one
converter is transferred immediately to the service control station by pressing
the SERVICE button at the synchroconverter board (SCB) display. The display
indicates the relevant status signals and, if applicable, the alarms and failures
as text. With the pushbuttons under the display, the converter can be switched
on and off as well as controlling the speed of the converter output.

The propulsion can now be started by pressing the pushbuttons at the selected
engine control room (ECR), local or service control station. To start the system
from the IMACS mimic diagram, ECR (or bridge) control MUST be selected.
If in LOCAL or SERVICE Control mode, the ON pushbutton at the relevant
operation panel is active.

*Circuit breakers for fans and excitation on
*Conductivity of the converter cooling water within low limits
Cooling water pump running

The main 6.6kV converter circuit breakers are controlled by the converter
control system when the LOCAL/REMOTE selector switch at the circuit
breaker is set to REMOTE. In an emergency, the propulsion system breakers
can be closed locally at the main switchboard using the following procedure:

No lever faults
No system shutdown faults
6.6kV switchboard ready
SFE (converter microprocessor unit) ready for operation
Selected control telegraph is in the zero (STOP) position
When all the start interlock conditions are met, the READY FOR
OPERATION indicator light on the converter control cubicle is illuminated.
This will indicate that the drive itself is ready to start.

a) Switch the LOCAL/REMOTE selector switch at the circuit
breaker to LOCAL. Safety interlocking with the propulsion
system is provided to avoid critical operations.
b) Switch the LOCAL/REMOTE selector switch at the required
converter to LOCAL.
c) Switch the circuit breaker control switch to the CLOSE position.
After a short premagnetisation sequence for the propulsion
transformer, the breaker will close.

(Note! This is a different function from the READY indication on the control
room and bridge operation panels.)
* The interlocks and conditions marked with an asterisk may be overridden
using the START BLOCKING OVERRIDE switch located in the converter
control cubicle. This facility should only be used when it is essential to start
the propulsion system and the operator is certain that the fault(s) are purely
sensor failures. This switch is provided for emergency operation only.

4.3 Propulsion Control System Page 1

P&O Aurora

Technical Operating Manual
Wheelhouse
Centre Overhead
Console

Illustration 4.3a Propulsion Control System
Wheelhouse Port
Wing Overhead
Console

Wheelhouse Starboard Wing Overhead Console

Wheelhouse
Centre
Console

Wheelhouse
Port Wing
Console

Telegraph
System

Wheelhouse
Starboard Wing
Console

Joystick
System

Speedpilot
System

ECR Overhead
Console

Converter Room
Local Control
Console

ECR
Console

0000

000

AS/P05
PMS
Port
Main
Switchboard
(M10)

IMACs

AS/P06
PMS
Starboard
Main
Switchboard
(M20)

0000

000

PEM
STBD
Converter
No.2

Display

MCU

Service
Operation
Panel

MCU

Digital

Analog

Inputs/
Outputs

Inputs/
Outputs
Rotor
Position/
Speed
Feedback

STN PROPULSION SYSTEM
STN Main Switchboard
PORT
(M10)

STN
STNMain
MainSwitchboard
Switchboard
STARBOARD
STARBOARD
(M20)
(M20)

Thyristor
Control

Stbd
Propulsion
Motor

PEM
STBD
Converter
No.1

20MW
0-140 RPM

Issue: First

Illustration 4.3a Propulsion Control System

P&O Aurora
Switching Off the Propulsion System
The propulsion system is stopped/switched off by pressing one of the OFF
pushbuttons at either the ECR panel, the local panel or at the converter unit. If
required, the circuit breaker OPEN/CLOSE switch may be switched to OPEN
to switch off the system by directly opening the circuit breaker.
At all the control stations, EMERGENCY STOP switches are fitted. These
stops will open the main circuit breaker in case of any control system failure.
These switches are protected against inadvertent operation by a protective lid.
It should be noted that these stops have to be re-pressed after operation to
release the stop command. The EMERGENCY STOP switch at the converter
is of the twistlock type which must be released by twisting after operation. The
ESD system is connected to the same circuit as the emergency stop switches.

Technical Operating Manual
5

Cooling fan M4 PEM1

6

Cooling fan M5 PEM1

7

Cooling fan M6 PEM1

8

Cooling fan M7 PEM1

9

Cooling fan M8 PEM1

10

Generators no.1 and no.2 sea water cooling pump
(If not already running)

12

Generators no.1 and no.2 LT cooling pump
(If not already running)

There is a manufacturer’s supplied matrix that states the reaction of the
propulsion system to every failure which may occur. This matrix is detailed
within the manufacturer’s handbook. The matrix states the effects on converter
No.1 with respect to failures in converter No.2. Generally, three different kinds
of failures can occur; alarm, slowdown and shutdown.
Alarm
An alarm indicates that a visual inspection of the related equipment must be
carried out in order to find the cause for the alarm. For a temperature alarm it
is also an indication that without any corrective action, an automatic power
reduction may occur as the next step.

The propulsion group start sequence for propulsion plant No.2 is as follows:

Slowdown
A slowdown will be activated if temperatures override a predefined level. This
is to protect the propulsion system in the case of dangerous temperatures and
to avoid a propulsion shutdown. During a slowdown, the relevant temperature
must be monitored permanently by the operator. A decision to reduce or switch
off the propulsion system, to avoid possible further damage, must be made if a
further increase of temperature occurs.

(Note! All the OFF and EMERGENCY STOP switches are active at all times
independent of which control position is selected.)

Delay (sec)

Item

0

Transformer room 4 fan no.1

Emergency Manoeuvre

0

Transformer room 4 fan no.2

0

Jacking pump M11/12

0

Jacking pump M13/14

0

Thrust bearing lubricating oil pump

Shutdown

1

Cooling fan L2

2

Cooling fan M1 PEM2

A shutdown is initiated in all cases, where an immediate switch off is necessary
for the protection of the plant. In this case the main switchboard breaker will
be opened.

3

Cooling fan M2 PEM2

4

Cooling fan M3 PEM2

5

Cooling fan M4 PEM2

6

Cooling fan M5 PEM2

7

Cooling fan M6 PEM2

8

Cooling fan M7 PEM2

9

Cooling fan M8 PEM2

10

Generators no.3 and no.4 sea water cooling pump (If not
already running)

12

Generators no.3 and no.4 LT cooling pump (If not already
running)

A switch marked EMERGENCY MANOEUVRE is located at each of the
bridge, ECR and local panels. Operation of this button causes the propulsion
system to operate from an alternative, faster set of acceleration and operation
parameters. The required value integrator is faster and the normal power
limitations are cancelled. At the same time a signal is sent to the diesel
generator PMS system to start and connect the standby generator.
Propulsion Group Start and Stop Function
If the port propulsion system is given a start command, start sequence No.1 is
initiated. The starboard propulsion system start sequence is No.2.
The propulsion group start sequence for propulsion plant No.1 is as follows:
Delay (sec)

Item

0

Transformer room 3 fan no.1

0

Transformer room 3 fan no.2

0

Jacking pump M11/12

0

Jacking pump M13/14

0

Thrust bearing lubricating oil pump

1

Cooling fan L1

Propulsion Cause and Effect Matrix

2

Cooling fan M1 PEM1

3

Cooling fan M2 PEM1

4

Cooling fan M3 PEM1

All the various sensors in the propulsion system are monitored by the converter
control system. This control system dictates the actions of the propulsion
system in the case of a monitored failure. The exceptions are the control and
monitoring of the auxiliary equipment of the propulsion motor and the
transformers from the IMACs system and the motor control centres.

Issue: First

The reactions of the system may be different due to the fact that two converters
supply one motor. In the case of a failure the effect on the system may differ,
dependent on wether the converter system is the master or slave. A master
converter will generate the torque command for the slave converter. If the
master is affected, the slave will also be regulated. If just the slave is affected,
the master will continue to operate without any reduction. If a shutdown of the
master converter does occur, the slave automatically takes over as the master.
The motor is equipped with two sets of monitoring sensors, one for each
converter, therefore both converters monitor and protect the motor. This
monitoring is independent at each converter. Only in the case of a power
limitation is there any interaction.
If any equipment in the motor exciter system indicates a high temperature,
there is a reduction in the exciter current to 90% of the nominal current. The
stator current will also be reduced to 50% of the nominal current.

4.3 Propulsion Control System Page 2

P&O Aurora

Technical Operating Manual

Illustration 4.4a Propulsion Converters

LCC
Network Bridge
Thyristor Cubicle

MCC
Machine Bridge
Thyristor Cubicle

DCC Reactor

PT PEM Converter 1

A7

MOTOR

A5

A6

Power (kW)
Speed (rpm)
Frequency (Hz)
Voltage (V)
Current (A)
Excit. Voltage
Excit. Current
Excit. Max.

TRS 1.1
3 Ph

From
Main
Switchboard

Power
Sensing

udd

Transformers
6600V
8.4MVA

3 Ph

Isolator
Cubicle

RATED

EMERGENCY RATED

20
140
18.7
3.867
1.64
400
250
320

12.8
129
17.2
3.78
2.165
320
250
320

PT PEM
M
6 AC
8pol

Resolver

A4

3 Ph

Converter
2

Current
Sensing
R<

TRS 1.2

Speed
Indication etc

Exc.
Current
Sensing

idd
Voltage
Controller
Speed
Controller
Remote
Control
Stations

Current
LCC
Controller Control

Excitation
Current
Controller

Exc.
Control

Speed and
Shaft Position
Feedback to
controller

Pulse
Amp.

Speed
Demand
Signal

A2

Pulse
Amp.
MCC
Control
#

TRS 1

#
n
P

Excitation
Transformer

n

AC 230V
Control Voltage

A

Cooler

Fans
Standstill
Heating
A6

A7

A5

A4

A2

Lighting

LCC/MCC
Impulses

Regulation

Key

A1

Signal/Control
6600 /2000 V

A3
3 AC Fans

AC 230V

690 V

AC 690V

A1
LCC

Choke

MCC

Isol.

Converter Cubicle Designation

Issue: First

Cooler

Exc.

230V

Loop Control

A1

CABINET Designation

Illustration 4.4a Propulsion Converters

P&O Aurora

Technical Operating Manual

4.4 Propulsion Converters

Operation

Manufacturer:
Rated:
Supply Voltage:
Supply Frequency:
Output Voltage:
Output Frequency:
Output Current:
Output Current in
Half Motor Operation:
LCC Thyristors:
MCC Thyristors:
Control Supply:
Excitation Supply:

Due to the different vector groups of the propulsion transformers, each
converter system operates as a single 12-pulse converter system, relative to the
main electrical network. The second converter operates identically as an
independent 12-pulse system. This means, that even with only one converter
system in use, the propulsion system operates as a 12-pulse system. This
reduces the harmonic distortion on the network.

STN Atlas Sam Electronics
10MW
2 x 2,000V 3-Phase
60Hz
3900V 3-Phase
0-18.67Hz
1,624A
2,190A (70% Torque)
12
24
690V
400V 320A

Introduction
The propulsion converters are situated in the converter room in compartment
14 on deck 3. There are 4 converters, 2 for each motor, 1 converter for each
half motor. The converters consist of:

The motor inverter bridge MCC is also arranged also as a 6-pulse bridge and
generates a 3-phase AC voltage at the required variable frequency. The inverter
consists of 24 thyristors, 4 connected in series in each phase (these are shown
in illustration 4.4b). The number of thyristors in series is defined as n+l, which
means, that although just 3 thyristors are necessary for a safe operation, the
fourth thyristor is provided to increase the levels of reliability, as operation
with one thyristor in a short circuit condition is possible.

A further improvement is the installation of the harmonic filters, these enable
a total harmonic distortion (THD) factor of <5%. As well as the harmonic
reduction, the power factor is also improved. The filters act independently
from the converter operation.
Each of the two LCC line rectifiers is arranged as 6-pulse bridge, consisting of
6 thyristors each. The two bridges are connected in series and these
controllable rectifiers generate a variable DC voltage. The LCC panel has a
damping unit to protect the thyristors against any overvoltage peaks. This
damping unit operates as an RC circuit and is connected to each rectifier via
fuses.

The network bridge (LCC)
The DC reactor (DCC)
The machine (motor) bridge (MCC)

Converter Cabinet A5: MCC Thyristors

The motor excitation equipment
Converter Drive System Layout

The control equipment

The converter cabinets are divided into two areas: the power section and the
control section.

The thyristor cooling equipment
The line converter bridge LCC rectifies the 6.6kV 3-phase supply into a DC
level which then passes through the DC link reactor (a large 4mH choke) to
damp out any surges and eliminate the worst of any current transients. The DC
level then feeds the machine (motor) bridge MCC. The thyristors in this bridge
act as a controlled inverter to reconstruct the AC motor supply at whichever
frequency corresponds to the speed required by the control system. The
converters cabinets also contain the field converter (FSR), which supplies the
propulsion motor excitation current for the rotor windings.

Converter Cabinet A7: LCC Thyristors

Whichever converter is switched on first, during the propulsion start-up
procedure, automatically becomes the ‘master’ converter and the excitation
equipment in this converter is used for excitation.

The DC smoothing reactor DCC ensures an almost constant DC current in the
intermediate circuit. The reactor smooths any differences between the rectified
line voltage and the motor voltage.

Power Section
The power cubicles contain the following equipment:
LCC and MCC thyristors
DCC, the DC link reactor
DC transformer for the detection of the DC link current (LEM shunt)
Voltage measuring unit for the measurement of the machine
voltage and the synchronisation of the machine converter
Insulation supervision/monitoring equipment for the power circuit
This high voltage (officially classed as medium voltage, MV) equipment
performs the actual supply shaping according to the converter control system
regulation.

Issue: First

4.4 Propulsion Converters Page 1

P&O Aurora

Technical Operating Manual

Illustration 4.4b Propulsion Converters Power Circuits
M20 Main Switchboard

M10 Main Switchboard
6.6kV 60Hz

P2

6.6kV 60Hz

P10
Premag. T/Fs

ER
TRS3

1800kVA
6,6kV
690V

PT PEM
TRS2. 1

PT PEM
TRS2. 2

8400kVA
6,6kV
2,0kV

PT PEM
TRS1. 2

8400kVA
6,6kV
2,0kV

PT PEM
TRS1. 1

1800kVA
6,6kV
690V

3 phase

3 phase

3 phase

PT PEM CONV2

3 phase

3 phase

LCC

CP

3 phase

30o

3 phase
LCC

0o

PT PEM CONV1

3 phase

0o

ER
TRS2

3 phase

3 phase

30o

CP

Control

Control

EXC

EXC
DCC

MCC

Isolator

MCC

Isolator

0o

DCC

30o

3 phase

Key
6600 V

PT PEM
Exciter
TRS2

Half Motor 2

V1
U1

0o
W1

Propulsion
Motor
(Port) PEM

30o

V2
U2

RPT2

RPT1

Xn2

Xn1

690 V

W2

450 V

Half Motor 1

PT PEM
Exciter
TRS1

3 phase

3 phase

3 phase

3 phase

ME 10.2 Engine Room
(690V/60Hz)

Issue: First

ME 20.1 Engine Room
(690V/60Hz)

Illustration 4.4b Propulsion Converters Power Circuits

P&O Aurora

Technical Operating Manual

DC Reactor

Control Software

The DC reactor is used for smoothing the current ripple and for decoupling the
LCC line rectifiers and the MCC motor converters. Each of the converters has
its own DC reactor. The reactors are water-cooled and this reduces the size and
the weight of the reactor. The cooling water flows directly through the square
hollow copper windings which have a stainless steel water carrying tube
inside.

The digital control and regulation functions are mostly implemented in the
software. The software includes the following functions:
Plant protection
Close (converter-near) control: ie, start/stop (on/off) control,
fault and error processing with identification and display

The converter control is designed as a multiple-loop system, integrating speed,
power, torque and current controllers.
The local control facility at the synchroconverter board (SCB) is for service
and maintenance. Local operation is possible by means of pushbuttons in the
control panel of the integrated display. Output speed adjustment can be
achieved via the pushbuttons.

Machine voltage control with secondary exciter current
control for the field converter (FSR)

Readouts of the actual speed and power are provided at the synchroconverter
board. Other data is available on the display at the operation panel.

Speed control

Key Interlock System

Control of parameters for the stator current controller
on the trigger equipment for the line converters (LCC)
Firing angle control characteristics for the adjustment
of the MCC network calculated over the machine frequency

The propulsion converter cabinets are fitted with a key interlock system to
allow safe access for maintenance and repair. The interlocking system ensures
that parts which may be subject to high voltage are isolated and earthed before
access is available.

Monitoring of machine frequency and the starting sequence
Presetting of setpoints, limitation
Diagnostics, fault detection, signal recording and event memory
Control Hardware
Monitoring functions and pulsing functions are implemented in the form of
digital and/or analogue hardware such as:
Converter Cabinet A6: DCC Reactor
The DC chokes are protected by Pt100 sensors in the windings and are
connected to the converter control system for monitoring via the IMACs
system.

The input and output of binary signals

The key interlocking system for the converters allows for safe access to the
converter equipment for maintenance and repair. It ensures that the access to
high voltage parts is prohibited in all cases, where the correct switch off/down
and earthing procedure of the main breaker is not performed completely or in
the wrong order. A certain step by step procedure is required to gain access to
the keys for the converter cubicles.
The key interlocking system also ensures the correct step-by-step procedure
for switch-on of the propulsion system up to the closing of the HV breaker. The
interlocking system ensures that the converter doors can only be opened if:

Stator current controller
Mains converter synchronous signals

The 6.6kV propulsion breaker is off and the outgoing circuit
is earthed by the earth connector.

Control of pulsing the DC link.
Control Section

High speed protective functions (pulse locking etc)

The control cubicles contain the following equipment:

Pulse amplifiers for the line, machine and field converters

3-phase AC transformer for the LCC synchronisation voltage
Field converter for the power section
3 DC transformers and one rectifier for exciter current measurement

Trigger circuitry for the line converter (LCC), machine converter
(MCC) and the field converter (FSR)

With these preconditions and proper visible earthing and short-circuiting by
the earthing device, a safe condition for maintenance or repair is reached.

Digital to analogue converters

The interlock system is designed as a mechanical system, no electrical power
is needed for safe operational conditions. Access to the converter cubicles is
also possible in the case of a blackout.

Adaptation/monitoring equipment for the control parameters/voltages

Transformers for the synchronisation of the field and line converters
Control and exciter contactors, insulation monitoring relays, fuse
disconnecting switches
Control PLCs and input/output cards

The connection between the motor and converter
is interrupted by open isolator switches in the isolator cubicle.

The control equipment regulates the line converter subject to secondary stator
current control. The machine converter is subjected to speed-dependent firingangle control and the excitation of the machine is subject to machine voltage
control with secondary exciter current control as well.

The system consists of door locks and key exchange boxes. The door locks are
used for the locking of the panel doors and the isolator switches. Where it is
necessary to gain access to more than one key, a key exchange box with a
master key and a number of further keys is provided.

The interface to the thyristors is the hardware based current controller. The
thyristor firing pulse drivers and pulse amplifiers are hardware based to ensure
protection in the case of a microprocessor control fault.

Issue: First

4.4 Propulsion Converters Page 2

P&O Aurora
Cooling Equipment
All the power thyristors as well as all the other main heat dissipating
components, such as the damping resistors, are water-cooled by de-ionised
water.
One cooler equipment panel for each converter is provided. There are two
circulation pumps and de-ionisation equipment, as well as their monitoring and
control equipment. One pump serves as a standby unit. The monitoring and
control of the cooling system is provided by a separate cooling PLC system,
although the converter control control circuitry controls some of the main
safety features in parallel with the cooler PLC.

Technical Operating Manual
The operation of each converter is independent from each other. Special
consideration of the half motor operation is not necessary.

g) Open the doors to the isolator cubicle A4 with the two keys.
h) Using the HV probe, prove dead each phase of the busbars.

It should be remembered that the low voltage circuits within the converter
cabinets are not controlled under the interlock system. They should be isolated
independently.
Procedure to Access the Converter Cubicles
This procedure starts with the propulsion system in operation and finishes with
the converters in the maintenance condition.
a) Switch off the relevant part of the propulsion system at the ECR
or local panel.
b) Select local control at the relevant circuit breaker of the
propulsion system and open the breaker.
c) Rack out the breaker to the isolated position.
d) Prove the circuit dead by testing with a voltmeter for O volts at
neon indicator test points K1, K2, K3; the nominal voltage will be
63V, when the breaker is in circuit.
e) Apply the circuit main earth and lock in the earthing position with
the Arel CME key. The CME key can now be removed. Note that
applying the circuit main earth also closes a relay contact to earth,
preventing excitation from the prime mover. Place caution boards
in the vicinity.

Converter Cabinet A3: Cooling Unit
The converter cabinets have roof-mounted fans to provide circulated air
cooling of the busbars etc. All cubicle temperatures and fans are monitored to
avoid any critical situations.

f) At the relevant converter (CONV 1 or 2), insert the CME key into
the key exchange box No.1 and unlock. Remove the two keys, K3
and K4 for the isolator cubicle door.

j) Remove the keys from the locked open isolator switches. Place
caution boards locally.
k) insert all 3 keys into exchange box No.2 and turn them to the
locked position. The master key can now released.

m) Using the HV probe, test for dead conditions at the point of work
and the secondary of the transformer.
n) Apply hand earths at the point of work and at the secondary of the
transformer. Place caution boards locally.

The same principle is used for the door locks, where the key is trapped in the
panel door. Only if the door is closed and the door key is turned to the closed
position, can the key be removed.

Issue: First

i) Open the 3 isolator switches and lock the handles in the isolated
position with the internal AREL locking arrangement. Note that
one isolator switch is at the rear.

l) Insert the box No.2 master key into exchange box No.3 and
release all six converter door keys. Open only the cubicle doors
required for maintenance access or repair.

The key exchange box allows one key to release a number of others. A
mechanical interlock in the keybox ensures that all keys are blocked in the
locks and can only be released by the master key. If one or more keys are
removed/used, then the master key is trapped in the keybox until their return.

All four converters are equipped with their own key interlocking system. The
key codes between the four converters are different and relevant to one
converter only. Any work on another converter, which is not switched off, is
prevented.

Converter Cabinet A4: Isolator Unit

The propulsion converter is now ready for maintenance. To put the converter
back into operation, the above sequence is reversed.

Converter Key Exchange Box

(Note! The low voltage circuits in the converter cubicles must be switched off
separately. A key interlocking system is not provided for the low voltage
circuits.)

4.4 Propulsion Converters Page 3

P&O Aurora
Harmonic Filters
Manufacturer:
Type:
Primary Voltage:
Cooling:

AEG
AF-6.6 F5.11/2850 E
6,600V
Natural air circulation

The switching action of the large thyristors gives rise to severe distortion of the
electrical network supply. Large spikes can appear as well as general distortion
of the waveforms at the different harmonic levels.
Whilst not affecting the propulsion plant directly, the distortion has a
detrimental effect on sensitive consumers such as computers and other
electronic consumers. It is therefore desirable to reduce the effects of this
distortion to a minimum.

Technical Operating Manual
The harmonic filters should always be connected to the main switchboard
when the propulsion system is on. The converter control system will
automatically connect and disconnect the filters according to the propulsion
system requirements.

Procedure to Access the Harmonic Filter Room
This procedure starts with the harmonic filters in operation and finishes with
the harmonic filters in the maintenance condition.

In the case of unforeseen circumstances, one pair of harmonic filters can be
disconnected from the main switchboard. However, the propulsion system load
must be reduced when operating in this condition. The load on the filters must
not exceed 250A. This current can be monitored via the IMACS mimic. There
is no automatic power reduction during operation on one main switchboard’s
filter network.

a) With the propulsion system off, switch the filter circuit breaker to
local control at the main switchboard.

The filter reactors are fitted with temperature monitoring Pt100 sensors. The
filter current is monitored by current transformers and a 24V current
transducer.

d) Prove the circuit dead by testing with a voltmeter for O volts at
neon indicator test points K1, K2, K3; the nominal voltage will be
63V when the breaker is in circuit.

b) Switch the circuit breaker to open.
c) Rack out the breaker to the isolated position.

The electrical spacing of 30º between the two propulsion half motors has the
effect of reducing the distortion by half. This is achieved by halving the current
levels switched on and off at any one time and removing the 5th and 7th
harmonics completely, as they cancel each other out on the primary side of the
propulsion transformers.

e) Apply the circuit main earth and lock in the earthing position with
the Arel CME key. The CME key can now be removed. Place
caution boards locally.

The harmonics that are left are reduced to approximately 5% of their original
levels by the harmonic filters. The filters consist of capacitors and reactors that
are tuned to resonate at the remaining harmonic frequencies, effectively
cancelling out the harmful harmonics and producing a ‘clean’ network supply.
Each filter is divided into top and bottom circuits, each circuit contains
different values of capacitors and reactors.

g) Insert both CME keys in the filter room door lock and unlock, the
keys are trapped within this lock until the door is closed again.

f) Repeat the procedure for the other filter.

h) Using the HV probe, test for dead conditions at each phase of both
filters.
i) Apply hand earths at the point of work. Place caution boards
locally.

The harmonic filters are divided into two groups. Each group consists of two
filters and these are both fed from one of the main switchboards. The forward
two are fed from main switchboard M10 unit 4, breakers HF1 and HF2. The
after two are fed from main switchboard M20 unit 8, breakers HF3 and HF4.

The filter circuits are now ready for maintenance. The harmonic filter’s
capacitors are completely discharged approximately 1 second after the breaker
opens, by voltage transformers.
Harmonic Filters
The harmonic filter circuits also comprise a 24V low voltage monitoring
circuit which should also be isolated before entry into the filter rooms. The
24V supply originates from the UPS of either M10 or M20 main switchboards.
To put the filters back into operation, the above sequence is reversed.

Issue: First

4.4 Propulsion Converters Page 4

P&O Aurora

Technical Operating Manual

Illustration 4.5a Propulsion Transformers

M

Main Switchboard M10

M

Secondary (L.V.)
Connections

Propulsion
Transformers
6600/1900V
8.8MVA

Laminated
Core

Port
PEM
T/F
2.1

Main Switchboard M20

M

Port
PEM
T/F
2.2

Port PEM
Converter
No.2

M

M

Port Port
PEM PEM
T/F
T/F
1.1
1.2

R

R

Stbd
PEM
T/F
2.1

M

Stbd
PEM
T/F
2.2

Stbd PEM
Converter
No.2

Port PEM
Converter
No.1

Stbd
PEM
T/F
1.1

R

R

Stbd
PEM
T/F
1.2

Stbd PEM
Converter
No.1

Primary (H.V.)
Winding
Primary (H.V.)
Connections

Secondary (L.V.)
Winding

20MW
0-140 RPM
Supporting
Stays

Port
Propulsion
Motor

20MW
0-140 RPM

Starboard
Propulsion
Motor

Premagnetising
Connections

Premagnetising
Transformer

Forward

Mounting
Frame
Main Switchboard M20

Propulsion
Transformers
Location
Propulsion
Transformer - End View

Deck 3
Zone 15

Port
T/F
2.1

Port
T/F
1.1

Port
T/F
1.2

Stbd
T/F
2.1

Stbd
T/F
2.2

Stbd
T/F
1.1

Stbd
T/F
1.2

Port

Starboard
Converter
Room

Converter Port 1

Converter Port 2

Chemical
Store

Issue: First

Port
T/F
2.2

Converter Stbd 2

Converter Stbd 1

Hotel Store

Illustration 4.5a Propulsion Transformers

P&O Aurora
4.5 Propulsion Transformers
Manufacturer:
Manufacturer’s No.s
Specification:
Type:
Output Power:
Primary Voltage:
Secondary Voltage:
Total Weight:
Protection Rating:
Cooling:
Insulation:

SGB Starkstrom
201444, 201445, 201446, 201447,
201448, 201449, 201450, 201451
Dry, cast resin. Prepeg secondary winding
DTTHCG 8000/10
8,400kVA
6,600V
2,000V
17,000kG
IP 44
Forced air, fresh water hydrocooled
Class F

Each drive motor’s two converters are supplied by four propulsion
transformers. Two transformers are connected in parallel and are supplied by a
common 6.6kV main switchboard breaker. The principle of these two
transformers is identical to a three winding transformer with a 30º shift
between the secondary windings.
The propulsion transformers adapt the network voltage (6.6kV) to the
requirements of the propulsion synchroconverters and motors. The
transformers act as commutation reactors and also reduce the short circuit
current in the case of any failures. The transformer requirements of a
synchroconverter are split into 2 separate transformers to enable a more
manageable and suitable installation.
The transformers are totally enclosed with integrated air/water coolers and
ventilation fans. Two fans per transformer provide the necessary air flow. The
air flow as well as the air temperature is monitored. Standstill heaters are fitted
to avoid any condensation when the transformer is switched off. There are
three 1000W heaters and they are fully automatic in operation.

Technical Operating Manual
The propulsion transformers have a premagnetising transformer fitted within
the housing:

The cooling fans and anti-condensation heaters are fed as follows:
Transformer

Manufacturer:
Manufacturer’s No.s
Specification:
Type:
Output Power:
Primary Voltage:
Secondary Voltage:
Secondary Current:

SGB Starkstrom
201452, 201453, 201454, 201455
Three phase, dry, air cooled
DTTHC40/10
40kVA
690V
470V
49.1A

The purpose of the premagnetising transformer is to raise the core flux before
the main primary voltage is applied. This prevents the huge current inrush
which would otherwise be required to ‘start’ these transformers. The
premagnetising transformer primary voltage is supplied from the engine room
substations under the control of the converter control equipment. The
premagnetising transformers apply a low voltage to the primary windings and
are energised for a few seconds before the main 6.6kV supply circuit breakers
are closed. There are current transformers mounted between the transformer
and the main transformer primary side to detect short circuits. If any are
detected, the control circuits switch off the supply to the premagnetising
transformer.

Port PEM TRS 1.1:
Port PEM TRS 1.2:
Port PEM TRS 2.1:
Port PEM TRS 2.2:
Stbd PEM TRS 1.1:
Stbd PEM TRS 1.2:
Stbd PEM TRS 2.1:
Stbd PEM TRS 2.2:

Fans/Heaters Premag T/F
Feed
Feed

ME 21.1

ME 20.1

ME 21.2

ME 20.2

ME 21.1

ME10.1

Monitoring
IMACs P6.0
IMACs P6.0
IMACs P5.0
IMACs P5.0
IMACs P6.0
IMACs P6.0
IMACs P5.0
IMACs P5.0

Construction
The transformers are of the cast resin type with a prepeg secondary winding.
The core sheets are insulated on both sides and made of grain-oriented low loss
laminations.
The coils of both the primary and secondary sides are split into two parts and
connected via screwed busbars to each other.
In the case of a failure involving the removal of a coil, the ceiling height above
each transformer is high enough to allow this repair.

The propulsion transformers have temperature monitoring in the form of
PT100 sensor probes embedded within the windings of each low voltage
(secondary) coil, in the central core and in the circulated airstream. There is
also a spare probe embedded in the windings should the first one fail. These
sensors are connected to the converter control circuits where they can be
monitored via the IMACs system. An alarm will be raised, should the
temperature of the windings or the air reach above 135ºC. The coolers are also
fitted with leakage detection units and these are connected to the IMACs
system.

The heat exchangers are fed with water from the LT auxiliary consumer’s
circuit. The internal circulating air fans draw hot air from the upper area of the
core and windings and circulate it through the cooler, before returning it to the
lower side of the windings and core. The cooling fan motors are 3.1 kW, 690V,
3.1A.
The propulsion transformers are also fitted with removable side shutters to
provide emergency cooling should the internal system fail. The temperatures
must be closely monitored when operating in this condition.

Issue: First

4.5 Propulsion Transformers Page 1

P&O Aurora

Technical Operating Manual
Converter No.1

Illustration 4.6a Excitation System

JB1

Converter No.2

1U1 3U1 5U1 2U1 4U1 6U1

JB2

Overvoltage
protection
Unit
Excitor Rotor
Winding
V4

Rotor
Winding

M

G
V20

Stator Core

V6

V21

Motor
Stator
Winding

Stator Winding

V5

Excitor
Stator
Winding

V1

V2

V3
U1 V1 W1

Rotor
Winding

Rotating Diodes

Upper Bearing
Housing

Shield D.E.

JB1

JB2

Starpoint
System No.1

Starpoint
System No.2

Excitor Stator
Frame
(removable)

JB3

Converter No.2

Propulsion Motor Excitation Electrical Diagram

Excitor Stator
Winding
Rotating
Diodes

Excitor Rotor
Winding
Upper Bearing
Housing

Rotor
Protection
Unit

Lower Bearing
Housing

Lower Bearing
Housing

Bearing-Block
Mounting D.E.

Issue: First

Wooden Bars
Bearing-Block
Mounting N.D.E

Illustration 4.6a Excitation System

P&O Aurora
4.6 Excitation System
Propulsion Motor Excitation Transformers
Specification:
Manufacturer:
Type:
Output Power:
Primary Voltage:
Secondary Voltage:
Secondary Current:
Total Weight:

Three phase, dry, air cooled
J Schneider
DLAB 250F-981116T7
250kVA
690V
690V
361A
990kG

The DC excitation for the motor is supplied by an asynchronous brushless
exciter machine with a rotating diode rectifier. The excitation power is
supplied via excitation transformers, which are fed from ME10 and ME20. The
transformers will allow operation to be sustained with an earth fault on the
690V supply.

Technical Operating Manual
Since the voltage transmission ratio of the asynchronous exciter changes with
the speed of rotation of the machine, the exciting current is controlled on the
excitation stator by the 3-phase controller. The exciting current is therefore
controlled so that the terminal voltage of the motor increases uniformly with
the speed of rotation.
Under single converter operation with one winding system, the motor flux is
increased by 5% from an increase in the exciter current and so the terminal
voltage of the motor will increase accordingly. This condition is uncritical
because the exciter current is lower than normal due to the absence of the
second stator. A temperature rise in the running winding will be noticeable
when running in this condition.
In order to generate a high starting torque, the exciter current is increased to
100% during motor starting. This reaches a maximum terminal voltage at low
speeds. The length of time spent in this condition is monitored by the control
circuitry which will only allow this high exciter current for a defined time.

Each motor has two complete excitation converter systems, one in converter
panel CONV1 and an identical excitation converter system in converter CONV
2, allowing full redundancy. The motor can be supplied from either of these
excitation systems. However, whichever converter is switched on first, during
the propulsion start-up procedure, automatically becomes the master converter
and the excitation converter in this converter is the one used for excitation. The
other excitation system is then interlocked from operation.
The exciter is incorporated within the frame of the propulsion motor and is an
asynchronous generator with a wound rotor. The rotor windings are connected
to the 3-phase rotating diode bridge. The transfer frequency and therefore the
power transfer capability, depends on the speed of the rotor. In order to provide
sufficient power in all operating conditions, the rotating field on the stator is
fed in the opposite direction, so that the frequency minimum occurs at zero
speed. If the direction of rotation is changed, the second exciter set is switched
on with a different phase sequence. The frequency increases with the speed in
both directions.
The 3-phase field converter (FSR) consists of two antiparallel thyristors per
phase. The excitation control equipment functions as an automatic voltage
regulator to boost or reduce the rotor magnetic field according to the required
motor output power. It does this by altering the firing angle of the thyristors
regulating the current applied to the rotor windings via the rotating
transformer.
The rotating part of the exciter system consists of a B6 rectifier bridge with an
overvoltage protection circuit. Two thyristors in series are connected to the DC
output of the diode bridge. These thyristors are controlled by means of a firing
unit, which generates a firing pulse in case of overvoltage. A moulded RC
circuit smooths out transient overvoltages.

Issue: First

4.6 Excitation System Page 1

P&O Aurora

Technical Operating Manual

Illustration 4.7a Propulsion Motor

Stator Core Centre Line

Cooling Water
Inlet

Cooling Water
Outlet

Cable
Entry
Box

Lifting
Jack
PT100
Air Temperature
Measurement

Measurement

Cable Entry
System 1

Supply

JB1

JB3

JB4

Cable Entry
System 2

JB2

PT100
Air Temperature
Measurement

Fan Motor
6kW/690/AC/60Hz

a t io n
R ot

Fan Motor
6kW/690/AC/60Hz

SB PEM

PT PEM
Speed
Resolver

Space
Heater

JOP

Space For
Feather
Element

Inspection
Opening

Bearing
Insulation

Bearing
Insulation

Cooling
Water

Space
Heater

Space
Heater
Leakage Detector

Issue: First

Drainage

Illustration 4.7a Propulsion Motor

P&O Aurora

Technical Operating Manual

4.7 Propulsion Motors

Stator

Resolver and Shaft Synchronisation

Manufacturer:
Type:
Model Type:
Serial No.s:
Rated:
Torque:
Torque, one winding:
Voltage:
Current:
Speed:
Frequency:
Connection:
Power Factor:
Excitation:
IP Rating:
Thermal Factor:
Cooling:
Anti Cond. Htg:
Insulation:
Total Weight:
Rotor Weight:

The stator frame is made of welded steel plates and cross members. The
laminations are made of bundles of overlapping layered metal segments
welded in open grooves within the housing. The segments are 0.5mm thick low
loss insulated sheet metal coated with heat resistant paint

Each motor is equipped with a resolver system on the shaft at the non-drive end
of the propulsion motor to monitor the speed of the rotor and its position in
respect to the stator field. This positional information is critical to the firing
sequence of the converter drive when starting the motor.

The windings consist of two separate 3-phase systems displaced by 30
electrical degrees. Each winding is made up of double-insulated copper bars
wedged in the slots of the magnetic core and retained by groove sealing
wedges. Fibreglass is used as as a support material, mica as an electrical barrier
and epoxy resin as a binding agent. The coils are electrically connected by hard
soldering. The winding is sprayed entirely with oil and creep-resistant enamel.
The stator winding is star connected and the star point is carried out to the
terminal box.

The resolver consists of a stator fed by a high frequency sinusoidal current of
10kHz and two sensor coils that have a 90º phase shift. Using the high
frequency supply, the resolver generates a voltage at zero rpm in the two coils.
The amplitude of the induced voltage corresponds with the angle of the coil in
respect to the fixed stator. As the second coil is 90º phase shifted to the first
one, this allows an indication of the direction of rotation. After elimination of
the high frequency supply voltage, the resolver electronics provide a sinusoidal
and a cosinusoidal output voltage. The frequency of this output signal is used
as a speed reference and the sine/cosine signal is used for definition of the rotor
position.

AEG Order No. 98-4003
Synchronous, 12/24 Pole
S 5 L 2000 M 66-16 SE+WK
99-402069 (S) 99-402070 (P)
20MW
1,365kNm
955kNm (70%)
2 x 3,900V
2 x 1624A
0 - 140rpm
0 - 18.67Hz
Star~Star
0.93
265V 60Hz
IP56 Up to Shaft, IP44 Above Shaft
F
Enclosed Forced Air, Hydrocoolers
690V 2050W
Class F
185,000 kg
84,000 kg

Circulating Air/Water Cooler Data
Heat Quantity:
500kW
Water Quantity:
100m3/h
Water Inlet:
38ºC
Water Outlet:
42.3ºC
Bearing Oil/Water Cooler Data
Heat Quantity:
3.5kW (aft) 2.5kW (fwd)
Water Quantity:
26l/min
Water Inlet:
38ºC
Water Outlet:
40ºC (aft) 39.5ºC (fwd)
Bearing Oil Data
Oil Quantity:
Oil Viscosity:

140l (aft) 105 (fwd)
ISO VG 100

The motors are of a conventional synchronous design. The stator carries two
star connected 3-phase winding systems with a 30º electrical shift. The two
windings are arranged to in different electrical angles to operate like a 12-pulse
motor with reduced air gap torque fluctuations. This guarantees a low vibration
and noise level. The rotor is of the salient pole type mounted on two pedestal
bearings.
Standstill anti-condensation heaters are provided within the propulsion motor.

Issue: First

Rotor
The shaft is made of forged steel with one end coupled to the propeller shaft
and the other, at the forward end, is utilised for the speed measuring and shaft
position measuring equipment. The rotating transformer and diodes are fitted
in a separate internal compartment with bolted inspection covers.
The rotor is of salient-pole type and is fitted with a DC excitation winding and
a damping cage. The cage is particularly important to the commutation
performance of the converter. The cage type damper windings are specifically
designed to reduce torque harmonics, which are generated by the harmonic
content of the stator current. Consequently the motors produce minimal stray
fields and a low sub-transient reactance.
Propulsion Motor Auxiliaries
Each propulsion motor is equipped with four cooling fans whose starters are
located in the propulsion motor room. If a cooling fan motor should fail, the
output power of the propulsion motor is reduced accordingly. The fans are also
included in the group emergency stop system and the CO2 system shutdowns.
The bearings are plain sleeve pedestal bearings provided with water cooling.
Each propulsion motor is also equipped with four jack-up pumps whose
starters are also located in the propulsion motor room. One pump feeds the oil
circuit in each of the motor’s bearings, one at the drive end and one at the nondrive end. The other pump in each case is a standby pump. One pump in each
pair is supplied from the emergency switchboard. The motors are controlled so
that when the speed of the propulsion motor rises above 60rpm the pumps are
stopped as the bearings can self-supply. When the speed of the propulsion
motor slows to 50rpm the pumps are started automatically. The pumps are also
included in the automatic blackout restart sequence and the group emergency
shutdown system. The jack-up pumps also start automatically if any rotation is
monitored on the propeller shaft (drag) or if the turning gear is engaged.

The resolver output signal is used to control the MCC drive thyristor firing
sequence during starting up to about 14rpm, to ensure the correct
commutation. Above 14rpm, the firing of the thyristors is derived from the
motor terminal voltage. The resolver signal is also used for the synchronisation
between the two shafts in the synchrophasing mode.
The lubricating system for the motor bearings is described in section 2.8.4.
Cooling System
The propulsion motors are cooled using a closed air circuit. Two double piped
fresh water coolers are mounted at the sides of the propulsion motors. The
leakage space between the inner and outer tubes is monitored by a leakage
sensor, which is directly connected to the IMACs system. The cooler is fitted
with drain outlets for the leakage compartment and the water chamber.
The air flow is provided by four radial fans, two at each end of the propulsion
motor, thus generating four air flow circuits. The cold air is monitored at all
corners of the motor, the warm air is measured at the centre on both sides. The
temperatures are monitored by each converter safety system.
There are emergency air flaps fitted which allow operation of the motor at
approximately 70% of the rated output in the event of a cooling system failure.
In this case, the winding temperatures must be continuously monitored.
The motor shaft is fitted with a slipring and earthing brush assembly at the
drive end to shunt to earth any stray induced voltages present in the shaft. Even
with this earthing arrangement, current may still flow through the shaft and
through the film of oil in the bearings to earth and damage the bearings. To
prevent this, the non-drive end bearing is insulated from the hull with a sheet
of insulation. This insulation must be kept clean.

4.7 Propulsion Motors Page 1

P&O Aurora

Technical Operating Manual

Illustration 4.8a Shafting, Stern Tubes and Propeller Systems

Key
Hydraulic Oil
Feed Water
Electrical Signal

Stern Tube Vent
Lip Seal Oil Feed
and Vent

Air Space Vent
Water Out
Water In

Twin Temp. Sensor Aft
Stern Tube Bush

A Detail A
20 bar

Stern Tube Oil
Test and Stripping
Twin Temperature
Sensor Forward
Stern Tube Bush

Stern Tube Oil
Supply and Drain

M

IMACs Process Station

Twin Temperature
Sensor Mid
Stern Tube Bush

M

Propeller Shaft Thrust Bearing Oil Circuit
Non-Drive End
Bearing

Drive End
Bearing

Air Space Drain

TI

TI

JOP-Unit NDE

JOP-Unit DE

B
Lip Seal Oil Feed
and Vent

DPI

LI

Detail B

DPI

LI

Stern Tube Vent Hole

Air Vent
Twin Temp. Sensor Aft
Stern Tube Bush
M

Stern Tube Oil
Test and Stripping

M

M

M

Mid Stern Tube
Bush
PEM Non-Drive End Bearing Jack Up Hydraulic Circuit

PEM Drive End Bearing Jack Up Hydraulic Circuit
Air Space Drain
Shaft Line
Locking
Device

Propeller

B

Propulsion
Motor

A

Stern Tube Assembly
Thrust
Bearing

Issue: First

Illustration 4.8a Shafting, Stern Tube and Propeller Systems

P&O Aurora
4.8 Shafting, Stern Tube and Propeller Systems
Thrust Bearing
Maker:
Type:
Model:

Renk
Tilting pad
DNZB 56-600

Technical Operating Manual
50% of the operating pressure, the standby pump is started. When the supply
pressure rises to 85% of the operating pressure the standby pump cuts out. If
the standby pump fails to bring the supply pressure to 85% of the operating
pressure, an alarm is triggered and the propulsion unit should be stopped as
soon as possible. If the oil supply pressure fails to reach 70% of the normal
operating pressure with both pumps working, the propulsion unit should be
stopped immediately to prevent damage to the thrust block. The maximum oil
operating pressure is 20bar

e) Select the operational pump and switch to AUTO, set the other
pump as the standby pump.

In addition to the pressure safety system, flow measurement also triggers
alarms. The propulsion system may be started when oil flow reaches about
70% of the normal flow, but must be stopped if the flow falls below 70% of the
normal flow.

h) The block lubrication system is now ready and the motor may be
started when required.

f) Start the pump and check that the oil is flowing in the system and
that the gauges are functioning.
g) Check that the oil supply pressure is correct and that the cooling
system is maintaining the correct temperature.

Introduction
The thrust from the propellers has to be transferred to the hull of the ship in
order to drive it through the water and this is achieved by the thrust blocks.
There are two propulsion units and each is identical, comprising of
intermediate shafts, propulsion motor, thrust bearing, shaft bearings, stern tube
and propeller attached to the propeller shaft. The thrust block is located after
the propulsion motor and before the first of the shaft bearings. Thrust acting
along the propeller shaft is transferred to the thrust block housing via a collar
on the first section of intermediate shaft and a number of tilting thrust pads
located in the thrust block housing. The pads are faced with white metal and
they tilt to allow an oil wedge to form between the white metal face of the pad
and the thrust collar; the thrust is transferred through the oil wedge and there
is no metal to metal contact between the pads and the collar. The six thrust pads
are held in the thrust block housing so that they cannot rotate with the thrust
collar but can pivot. Because the ship can run astern as well as ahead, the
propeller thrust will act in a forward and aft direction therefore two thrust
arrangements are provided, one ahead and one astern. The thrust block collar
has two faces and there are two sets of thrust pads within the same thrust block.
In order to enable a strong oil wedge to form between the thrust pads and the
thrust collar, a copious supply of oil must be provided. An independent
pumped oil system is provided for the thrust block, the oil being taken from the
sump within the thrust block and pumped back to the thrust block, via a cooler.
Two electrically driven gear type oil pumps supply oil to the thrust block, one
being designated the operational pump and the other the standby pump. The
cooler is circulated with water from the LT FW cooling system for the diesel
generators. A water bypass arrangement is used to maintain the oil temperature
within set limits. Filters ensure that the oil supplied to the thrust block does not
contain any solid particles which could damage the white metal surfaces.

The thrust block is fitted with a single split journal shell for supporting the
shaft. This is provided with a jacking-up pressure system which will be
described in the section covering shaft bearings.
Oil leakage from the thrust bearing along the shaft is prevented by labyrinth
seals located at the ends of the block.
The oil level in the thrust block sump must be at the top of the indicator gauge
when the propulsion shaft is not turning; the level will fall to the bottom of the
gauge when the shaft is turning.

Shaft Bearings
Maker:
Type:
Model:

Renk
Pedestal, hydrodynamically lubricated
SN

The three shaft bearings between the propulsion motor and the stern tube are
of the white metal oil lubricated type and are similar to the motor support
bearings. However, they do not have oil circulation pumps.

Procedure for Preparing the Propulsion Thrust Bearings for Operation
a) Check that electrical power is available at the pump motor
switchboard and that all instrumentation is functioning correctly.
b) Check that the oil level in the sump is correct (at the top of the
indicator when the motor is not turning), and replenish the sump
if necessary.
c) Check that the pump pressure relief valve and the pressure
switches are correctly set.
d) Open the cooling water valves to the thrust block oil cooler, as in
the following table:

A pressure relief valve, connected to the pump discharge piping, maintains a
constant pump pressure. Relief oil from the relief valve flows back to the thrust
block sump. There are three oil inlets to the thrust block and each is fitted with
a flow limiter to regulate the oil flow to that particular connection. The flow is
divided into one 10 and two 20, litre per minute flows.

Description

Valve

Port thrust block cooling water inlet valve

711A1419

Port thrust block cooling water outlet valve

711A1420

Starboard thrust block cooling water inlet valve

711A1428

A system of pressure switches is used to operate the pump control system. On
starting the oil pump, a main switch is unlatched when the pressure reaches
85% of the operating pressure. If, during operation, the supply pressure falls to

Starboard thrust block cooling water outlet valve

711A1427

Issue: First

i) During running, check that the oil pressure is being maintained,
that the oil level in the thrust block is at the correct level and that
the temperature of the oil is within the acceptable limits.

The pedestal bearings are lubricated by oil splashed from the sump at the
bottom of the bearing housing. Oil in that sump is cooled by water circulating
from the LT cooling system for auxiliary consumers. Labyrinth type seals are
fitted at the ends of the bearing unit to prevent the escape of oil.
The weight acting on the bearing shells is lower than at the propulsion motor
bearings and the hydrodynamic oil wedge which forms between the bearing
and the shaft, as the shaft rotates, is sufficient to keep the shaft and bearing
apart. The relatively low shaft weight will not cause adhesion between the
shaft and bearing when the shaft is stationary.
The bearing housing sump is provided with a level gauge and temperature
sensors which raise an alarm warning if the temperature rises to an abnormal
level. The level of oil in the sump should be checked frequently and oil added
as required.
The cooling water valves shown in the following table should be open at all
times unless work is taking place on the bearing.

4.8 Shafting, Stern Tube and Propeller Systems Page 1

P&O Aurora

Technical Operating Manual

Illustration 4.8a Shafting, Stern Tubes and Propeller Systems

Key
Hydraulic Oil
Feed Water
Electrical Signal

Stern Tube Vent
Lip Seal Oil Feed
and Vent

Air Space Vent
Water Out
Water In

Twin Temp. Sensor Aft
Stern Tube Bush

A Detail A
20 bar

Stern Tube Oil
Test and Stripping
Twin Temperature
Sensor Forward
Stern Tube Bush

Stern Tube Oil
Supply and Drain

M

IMACs Process Station

Twin Temperature
Sensor Mid
Stern Tube Bush

M

Propeller Shaft Thrust Bearing Oil Circuit
Non-Drive End
Bearing

Drive End
Bearing

Air Space Drain

TI

TI

JOP-Unit NDE

JOP-Unit DE

B
Lip Seal Oil Feed
and Vent

DPI

LI

Detail B

DPI

LI

Stern Tube Vent Hole

Air Vent
Twin Temp. Sensor Aft
Stern Tube Bush
M

Stern Tube Oil
Test and Stripping

M

M

M

Mid Stern Tube
Bush
PEM Non-Drive End Bearing Jack Up Hydraulic Circuit

PEM Drive End Bearing Jack Up Hydraulic Circuit
Air Space Drain
Shaft Line
Locking
Device

Propeller

B

Propulsion
Motor

A

Stern Tube Assembly
Thrust
Bearing

Issue: First

Illustration 4.8a Shafting, Stern Tube and Propeller Systems

P&O Aurora

Technical Operating Manual

Description

Valve

Port forward pedestal bearing cooling water inlet valve

711A1421

Port forward pedestal bearing cooling water outlet valve

711A1422

Port intermediate pedestal bearing cooling water inlet valve

711A1423

Port intermediate pedestal bearing cooling water outlet valve

711A1424

Port aft pedestal bearing cooling water inlet valve

711A1425

Port aft pedestal bearing cooling water outlet valve

Procedure for Fitting the Shaft Line Locking Device
a) Ensure that the ship is stopped and that there is no water effect on
the propeller causing it to rotate.

to this tank. Actuation of the level alarm will indicate water or oil leakage at
the after seal. The pump operates under the control of a programmable timer
which allows the interval between pump operation to be set, avoiding the pump
from working continuously and running dry.

b) Engage the turning gear so that the shaft cannot rotate.

Intermediate Propeller Shaft Bulkhead Seals

c) Mount the two support plates, one each side of the shaft.

Maker:

711A1426

d) Remove the shaft coupling bolts through which the keep bolts fit.

Stbd forward pedestal bearing cooling water inlet valve

711A1429

e) Mount the securing plates on their supports.

Stbd forward pedestal bearing cooling water outlet valve

711A1430

Stbd intermediate pedestal bearing cooling water inlet valve

711A1431

Stbd intermediate pedestal bearing cooling water outlet valve

711A1432

Where the propeller shaft passes through watertight bulkheads, watertight seals
must be provided. The seal housing is of the split type with upper and lower
halves bolted to an opening in the watertight bulkhead. The sealing ring is held
within the housing and makes contact with the intermediate shaft. No
lubrication or operating medium is required but the seal must be visually
inspected at monthly intervals to ensure that there is no sign of the seal
breaking up.

Stbd aft pedestal bearing cooling water inlet valve

711A1433

Stbd aft pedestal bearing cooling water outlet valve

711A1434

f) Fit the keep bolts through the securing plate and locate them in the
flange bolt holes.
g) Fit the securing caps and hold them in place with the hexagonal
head screws.
h) Set the limit switches with the correct clearance and ensure that
they are operational.

Shaft Line Locking System
Should the port or starboard propulsion system fail and could not be operated,
the propeller shaft has to be locked to prevent it from turning due to the action
of water on the propeller. With one propeller out of action and the other shaft
transmitting maximum power, it is possible for the ship to achieve 16 knots. At
this speed, the action of the water on the other propeller would cause it to rotate
and that could cause serious damage if the stern tube, thrust block or pedestal
bearings or their lubricating systems were defective. In order to prevent such
problems that shaft should be locked.
Each shaft is provided with a locking system located at the intermediate shaft
coupling flange, immediately forward of the thrust block. Two support plates
are bolted to the foundation plate, one each side of the shaft, these supports
being provided with a hole at the upper end, to which a securing plate attaches
by means of a keep plate. The keep plates have four holes through which keep
bolts fit, these keep bolts attach to the intermediate shaft flange. This
arrangement secures the intermediate shaft to the supports via the securing
plates and this locks the shaft. Limit switches are fitted at the supports and
these indicate if there is movement at the supports due to excessive thrust in
the shaft.

i) The shaft is now locked and the ship may proceed using the other
propeller shaft. The limit switches will give warning of any
movement in the locked shaft.
Stern Tube

John Crane

Propeller
Manufacturer:
Propeller diameter:
Hub diameter:
Material:
Pitch ratio:
No. of blades:
Weight:
Expanded area:

Kamewa
5,800mm
1,066mm
NiAl Bronze
1.175
5
21,257kG
20.4m2

Stern Tube Seal Drain Pump
Maker:
Type:
Model:

ARO
Diaphragm
66605X-XXX

Looking from aft, the port propeller rotates clockwise and the starboard
propeller rotates anti-clockwise.

The stern tube provides support for the propeller shaft using three white metal
lined bushes located at the forward, middle and after parts of the stern tube. A
slide pad is located between the middle and after bushes and provides support
for the propeller shaft between these bushes. The bushes are oil lubricated from
a separate supply. Surrounding sea water and the circulating lubricating oil
provide for cooling of the stern tube bushes and the propeller shaft.
Temperature probes are located in pockets at the bottom of the bushes.
The seal at the forward end of the stern tube is of the lip type and prevents
leakage of oil into the shaft tunnel. The after end seal is also of the lip type and
prevents sea water from entering the stern tube. It also prevents the escape of
oil from the after stern tube bush. The seal is ‘dry’, which means that there is
an air space between the part preventing water from leaking in and the part
preventing oil from leaking out. This air space between the lips is constantly
drained by a pneumatic air pump, the pump discharging to an air space drain
tank which is fitted with a high level alarm. The top of the air space also vents

Issue: First

4.8 Shafting, Stern Tube and Propeller Systems Page 2

P&O Aurora

Technical Operating Manual

Illustration 4.9a Lips System

Bridge
Telegraphs Stbd

Wing Panel
PORT

Bridge
Central Joystick
Panel

Bridge
Telegraphs Port

UPS Power
Supply

Wing Panel
STBD

230V AC

LIPS-STICK CENTRAL CONTROL CABINET

Bridge

Process
Station
P12.1

IMACs

Anemometer

EM-Log

(D) GPS

Rate Of Turn
Sensor

Gyro-compass
1

Gyro-compass
2

ECR Display

24V DC

UPS Power
Supply

Engine Control
Room

Rudder Control
(S)

Rudder Control
(P)

PEM Control
(P)

Thrust Control
(Stern)

PEM Control
(S)

STN Propulsion Control

Thrust Control
(Bow, Aft)

Thrust Control
(Bow, Mid)

Thrust Control
(Bow, FWD)

Thruster Lipstronic
Control Cabinets

Port
PEM

M

M

M

M

Stern

Bow
Aft
No.3

Bow
Mid
No.2

Bow
Forward
No.1

Stbd
PEM

Machinery
Spaces

Issue: First

Illustration 4.9a Lips System

P&O Aurora
4.9 Lips System
Make:
Type:

Lips, Drunen, the Netherlands
Lipstronic/C

Introduction
The Lips System simultaneously controls the three controllable pitch bow
thrusters and the single stern thruster, the two main fixed pitch propellers and
the two unlinked rudders. These items of manoeuvring machinery are referred
to as ‘devices’.
The control of the system is described in section 9.10 Lips Joystick System
Control.
For the above machinery there are two normal levels of control:
Individual device control using levers

Technical Operating Manual
This loading curve will load the diesel generators at a rate specified by the
engine manufacturers to avoid any stress which may be induced by
overloading.
The rudders are synchronised and are controlled by the rotation of the lever or
the automatic heading facility. There is a facility to enter a manual heading
using the RATE OF TURN control on the bridge panels.
The rudder angles are automatically reduced in proportion to the ship’s speed,
but this limitation can be manually controlled using the RUDDER LIMIT
control. This automatic rudder limitation may be overridden in an emergency
using the OVER R. button.
Transit mode is available when just one propulsion motor and one rudder are
available.

Manoeuvre mode
Anchor mode

Manoeuvring mode has the following configuration modes available:

Maintain position mode

Modes 7 - 9:

The Lips system has four main modes of operation:
Transit mode

Equipment

Uses:

The Lips equipment consists of the following items:
Main control cabinet

Maintain position mode can only be selected when:
There is no conflict between information received from the position
sensing equipment

The system is already in Manoeuvre mode

Stern Thruster

Bow thrusters 1, 2 or 3.

(Note! The DGPS must be using shore references when the system is in this
mode. If shore references are unavailable, the DGPS feedback signals are
unsuitable to allow maintenance of position.)

Port PEM

Stbd PEM

Port rudder

Stbd rudder

Device Load Control

Bow thrusters 1, 2 or 3.

The system will only ever request 100% load for each of the controlled
devices. If the load of a thruster or propulsion motor exceeds this limit, a load
reduction signal is given. The signal reduces the demanded transverse or
longitudinal forces.

Mode 19:
Port PEM

Stbd PEM

Technical Description

Port rudder held at midships

Stbd rudder held at midships

Transit Mode

Stern Thruster

Bow thrusters 1, 2 or 3.

Issue: First

This mode is a semi-dynamic positioning (DP) mode. Aurora will maintain her
position utilising positional information received from the two gyro
compasses, the Differential GPS and the EM speed log.

The speed of the vessel is less than 3 knots

Micro terminal, for parameter adjustment and fault-finding

Modes 20 and 21:
Uses:

Maintain Position Mode

Stbd rudder

Uses:

When the system is in Transit mode, the polar joystick is used in the ahead or
astern direction to provide forward or aft thrust in the ship’s longitudinal
direction. The lever gives a predefined load signal to the propulsion motor
control system of zero to 140 rpm ahead or astern. There is a predetermined
running up loading curve which the propulsion system will follow.

When in anchor mode, the vessels heading is maintained using the stern
thruster. Using the increase and decrease buttons, the heading required can be
adjusted. The system automatically takes into account the local wind
conditions. The dead band, around which the vessel may move without
correction, is adjustable using the DEAD BAND control.

Port rudder

Two bridge wing panels

Uses:

Anchor Mode

Stbd PEM

Modes 10 - 12:

The main control cabinet situated on bridge deck and the control cabinet
situated in the wheelhouse, have facilities to accept the Lips Micro terminal.

When in manoeuvre mode the rudder limit is inactive. Manoeuvre mode can
only be selected when the speed of the vessel is less than 6 knots.

Port PEM

Centre wheelhouse control panel

Four displays, one at each bridge position and one in the ECR.

Mode 7 will be the commonly used mode as this mode uses all the devices.

Anchor mode can only be selected when the speed of the vessel is zero and the
stern thruster is available.

Manoeuvre mode
When manoeuvring the polar joystick is used in the ahead or astern and port or
starboard directions (or a combination of these directions). These directions
provide transversal thrust or forward and aft longitudinal thrust. When
manoeuvring with a combination of transversal and longitudinal thrust, a
centre of rotation, around which the vessel will rotate, may be entered using
the RATE OF TURN control.

Lips stick control

The Lips system for Aurora does not use modes 1 to 6 or 13 to 18, due to
Aurora having only a single stern thruster.

Port PEM

or

Stbd PEM

Port rudder held at midships

Stbd rudder held at midships

Stern Thruster

Bow thrusters 1, 2 or 3.

Alarms
Each control or indication panel has an alarm lamp and buzzer. When the
system raises an alarm, a common alarm is sent to the IMACs system. Alarms
consist of wire break alarms, devices not-ready alarms, signal lost alarms, etc.
When more than one alarm is raised the alarm message is scrolled across the
display.

4.9 Lips System Page 1

Page Left Intentionally Blank

Section 5: Monitoring Alarm and Control Systems
5.1

Integrated Monitoring Alarm and Control System (IMACs)

5.2

Power Management System

5.3

Screen Displays

5.4

General Alarm System (Ship)

5.5

Engine Control Room and Safety Centre

5.6

Engine Room Alarm and Call Systems

P&O Aurora

Technical Operating Manual

Illustration 5.1a Integrated Monitoring Alarm and Control System
Safety Centre

Wheelhouse

Server
(STBD)

Engine Control Room

Server
(PT)

FZ7

FZ6

FZ5

FZ4

FZ3

Eng.
Off.

Main
Fire
St.

FZ2
L2 Profi Bus

P17

P16

P15

P14

P13

Main Switchboard (Port)
Ethernet Bus
(PT)

P05

Main Switchboard (Starboard)
P06

Master
Process Stations

DDG1
P01

DDG2
P02

DDG3
P03

P12

AC.05.2.01

Ethernet Bus
(STBD)

DDG4
P04

Process Stations

Process Stations

Issue: First

Illustration 5.1a Integrated Monitoring Alarm and Control System

P&O Aurora

Technical Operating Manual

5.1 Integrated Monitoring Alarm and Control System

Process Station Location

Type:

Station
B.P. 1
B.P. 2
CHU 1
CHU 2
CHU 3
CON 1 PT
CON 1 SB
CON 2 PT
CON 2 SB
ESD Panel
ESD 2.0
ESD 3.0
ESD 4.0
ESD 5.0
ESD 5.1
ESD 6.0
ESD 6.1
ESD 7.0
FWG 1
FWG 2
GMM 1
GMM 2
GMM 3
GMM 4
GMM 5
GMM 6
GMM 7
GMM 8
INC 1
INC 2
NAPA
P1.0,S1.0
P1.1
P12.0
P12.1
P12.2
P13.0
P13.1
P14.0
P14.1
P14.2
P15.0
P15.1
P15.2
P15.3
P16.0

Siemens IMAC 55s

Introduction
All the principal items of equipment and machinery are continuously and
automatically supervised by the Integrated Monitoring Alarm and Control
System (IMACS). The IMACS system consists of a network of process
stations and control stations, connected by two data buses, enabling the
operators to monitor and operate the majority of the ship’s machinery from a
single operator station.
The process stations are essentially input/output terminals receiving and
sending data from/to actuators, starters, sensors, etc.
The system is divided into two, each served by its own ethernet data bus. These
are called the Port and Starboard buses.
The main control station is the Engine Control Room (ECR) situated on deck
4 in compartment 12. There are also control stations on the Bridge, Safety
centre, Main Fire Station and Technical Office.
Three of the main operating stations in the ECR are served by the port server
and three by the starboard server. Each MCPU is totally independent of the
other, serving a dedicated dual highway ethernet bus.
The six ECR stations are capable of handling all control and monitoring
functions. The bridge station is mainly used for viewing displays only and
therefore has limited access to control functions.
Group Alarm Suppression
To avoid spurious alarms when an item of equipment is stopped or in repose,
the alarms of that item of equipment are grouped and suppressed by the IMACs
system. For example, the exhaust gas temperature deviation alarms for a
generator will be suppressed when the average exhaust gas temperature is
>250ºC. Another example would be the suppression of a substation’s consumer
alarms during a blackout situation.

Issue: First

Deck
4
4
1
1
1
3
3
3
3
12
6
6
5
5
4
4
5
5
2
2
3
3
3
3
3
3
5
5
3
3
12
2
3
6
12
1
6
1
5
1
1
5
1
1
4
5

Zone
5
5
4
4
4
6
6
6
6
2
2
3
4
5
5
6
6
7
5
5
6
6
6
6
6
6
7
7
6
6
2
5
5
2
2
1
3
3
4
4
5
5
5
5
5
6

Location
Boiler plant 1 (P5.0)
Boiler plant 2 (P6.0)
AC chilling Unit 1 (P14.0)
AC chilling Unit 2
AC chilling Unit 3
PEM converter 1 PT (STN-Interface P5.0)
PEM converter 1 SB (STN-Interface P6.0)
PEM converter 2 PT (STN-Interface P5.0)
PEM converter 2 SB (STN-Interface P6.0)
In Safety Centre
In substation, opposite cabin E130
Port, opposite cabin E142
Midships, aft of Bureau in substation
Port, opp. cabin F192 in substation MD50
Stbd, opposite hotel maintenance workshop
Opposite Technical Office
Stbd, fwd end of crew mess in substation
In substation next to crew office
FW evaporator 1 (P5.0)
FW evaporator 2 (P6.0)
Prot. unit generator 1 (STN-Interface P1.0)
Prot. unit generator 2 (STN-Interface P2.0)
Prot. unit generator 3 (STN-Interface P3.0)
Prot. unit generator 4 (STN-Interface P4.0)
Prot. unit transferline M20/M10 (P5.0)
Prot. unit transferline M10/M20 (P6.0)
Gen. prot. unit em. gen 1 (P17.0)
Gen. prot. unit em. gen 2 (P16.0)
Garbage system 1 (P16.0)
Garbage system 2 (P17.0)
Stability computer, bridge (P12.0)
Port, adj staircase, evaporator and DG1
Starboard midships, opp. crew gym/ME10.1
In Substation opposite cabin E130
Bridge Elec. Locker aft of safety centre, port
Bow thruster room
Port, opposite cabin E142
Midships, aft of laundry
Midships, aft of bureau in substation
Midships, between AC Units
Stbd fwd, between sewage unit and FO Rm
Port, opp. cabin F192 in substation MD50
Port fwd, between sewage unit and FO Rm
Midships port, next to evaporator and DG3
In ECR
Stbd, forward end of crew mess in substation

Station
P16.1
P16.2
P16.3
P16.4
P17.0
P17.1
P2.0,S2.0
P2.1
P3.0,S4.0
P3.1
P4.0
P4.1
P5.0
P5.1
P6.0
P6.1
PCP
SEP BLG
SEP PT
SEP SB
SMS
TPM 1
TPM 2
TPM 3
TPM 4
Transcvr Cab.
WCC 2.0
WCC 2.1
WCC 3.0
WCC 3.1
WCC 4.0
WCC 4.1
WCC 5.0
WCC 5.1
WCC 5.2
WCC 6.0
WCC 6.1
WCC 6.2
WCC 7.0
WTD 1
WTD 2
WTD 3
WTD 4
WTD 5
WTD 6
WTD 7

Deck
1
1
1
13
5
5
2
3
2
3
2
3
3
1
3
1
4
1
2
2
12
3
3
3
3
3
4
1
4
1
4
1
4
1
1
4
1
1
4
12
4
4
4
4
4
4

Zone
5
6
6
4
7
7
5
5
5
6
5
6
6
6
6
6
7
5
5
2
6
6
6
6
5
2

2
2
3
4
5
6
7

Location
Midships, stbd aft adj. evaporator and DG4
Port, in heavy workshop
Port, aft, next to staircase adj. pool treatment
Substation ME24, machine vent room
In Substation next to crew office
In emergency switchboard
Stbd, next to DG1
Stbd Midships, opp. crew gym - ME10
Aft, between DG3 and evaporator
Midships, forward in main switchboard
Aft of evaporator, next to DG4
Midships, aft in main switchboard
Port forward in main switchboard
Midships, between PEM port and starboard
Port aft in main switchboard
Midships, between PEM port and starboard
Provision cooling plant (P16.0)
Oily bilge separator (P16.0)
Separator plant PT (P14.0)
Separator plant SB (P14.0)
Safety Management System (P15.0)
Main switchboard 1P (STN-Interface P5.0)
Main switchboard 2P (STN-Interface P5.0)
Main switchboard 1S (STN-Interface P6.0)
Main switchboard 2S (STN-Interface P6.0)
Frame 128
Winners control cabinet FZ 2 (P16.0/P17.0)
Winners control cabinet FZ 2
Winners control cabinet FZ 3
Winners control cabinet FZ 3
Winners control cabinet FZ 4
Winners control cabinet FZ 4
Winners control cabinet FZ 5
Winners control cabinet FZ 5
Winners control cabinet FZ 5
Winners control cabinet FZ 6
Winners control cabinet FZ 6
Winners control cabinet FZ 6
Winners control cabinet FZ 7
WTD control cabinet Bridge (P12.2)
WTD control cabinet FZ 2
WTD control cabinet FZ 3
WTD control cabinet FZ 4
WTD control cabinet FZ 5
WTD control cabinet FZ 6
WTD control cabinet FZ 7

5.1 Integrated Monitoring Alarm and Control System Page 1

P&O Aurora

Technical Operating Manual

Illustration 5.2a Power Management System
STN PROPULSION SYSTEM
0000

AS/P05
PMS
Port Main
Switchboard
(M10)

000

PEM
PORT
CONV2

PEM
STBD
CONV2

STN PROPULSION SYSTEM
0000

STN Main Switchboard
PORT
(M10)

AS/P06
PMS
Starboard
Main
Switchboard
(M20)

000

Bus Connection

STN Main Switchboard
STARBOARD
(M20)

PEM
STBD
CONV1

PEM
PORT
CONV1

Bus Connection

Hardware Connections

Hardware Connections

Bus Connection

Bus Connection

Hardware Connections

Hardware Connections

Bus Connection TPM 1

Bus Connection TPM 3

Bus Connection GMM 5

Bus Connection GMM 6

Bus Connection TPM 2

Bus Connection TPM 4

Hardware Connections

Hardware Connections

Bus A

H1
Bus B
Hardware Connections
PEM Emergency Manoeuvre
P01
CONTROL
DG1

STN PROPULSION SYSTEM
CONTROL PANEL

Hardware Connections
PEM Emergency Manoeuvre

P02
CONTROL
DG2
0000

P03
CONTROL
DG3

000

0000

P01S
SAFETY
SYSTEM
DG1

Hardware
Connections

0000

000

Bus
Connection
GMM 2

P02S
SAFETY
SYSTEM
DG2
0000

DG1

Issue: First

0000

0000

STN MSWB
PANEL DG2
Hardware
Connections
PEM Start/Stop
From Imacs
DG2

Hardware
Connections

000

000

Bus
Connection

Bus
Connection
GMM 4

P04S
SAFETY
SYSTEM
DG4

Hardware
Connections

0000

000

STN MSWB
PANEL DG3

Bus
Connection
ET 200
P15.3

0000

Bus
Connection
GMM 3

000

P03S
SAFETY
SYSTEM
DG3

000

Hardware
Connections

000

Bus
Connection

Hardware
Connections

STN MSWB
PANEL DG1
Hardware
Connections

0000

P15

Bus
Connection
GMM 1

Bus
Connection

Bus Connection

000

Bus
Connection

P04
CONTROL
DG4

Hardware
Connections

STN MSWB
PANEL DG4
Hardware
Connections

DG3

DG4

Illustration 5.2a Power Management System

P&O Aurora

Technical Operating Manual

5.2 Power Management System

5) Starting and stopping control of the thruster motors.

The Power Management System (PMS) is integrated within the SIEMENS
IMAC 55 system. The PMS continuously checks the status of the power
generating plant and the consumer load. Its function is to balance the load to
the capacity of the diesel generators in service. PMS functions depend directly
on the configuration of the ship’s electrical network from the main switchboard
configuration.

6) Starting and stopping control of the AC compressor motors. The
6.6kV circuit breakers are controlled directly by the York A.C.
machine control equipment.

The available diesel generator power is measured by the PMS and, dependant
on the load, regulates or limits the propulsion motor’s torque and supply of
heavy consumers (A.C. machines etc) accordingly. In this way, continuity of
supply to essential consumers and passenger services is assured.
The limitation of consumer power prevents the overload of the diesel
generators. The specific levels of overload and corresponding generator
operation are explained in section 2.2.3 Diesel Generator Operation.
Power Management System General Functions
The main functions are:
1) Control of the electrical power supply and distribution of the
ship’s electrical network. This consists of two main switchboards
(MSWB), M10(P) and M20(S). The main switchboards can be
connected with two tie breakers and thus can be operated in two
different configurations:
CLOSED MSWB (Essentially acting as one main switchboard)
Port and starboard MSWB (Essentially two main switchboards)
(Note! The manufacturer refers to the main switchboards as Port (M10) and
Starboard (M20) due to M10’s position being more to the port side, with
respect to the centre line and M20.)
2) Control of the starting and stopping of the diesel driven
generators.
3) Control according to load demand of heavy consumers in the
individual parts of the ship’s electrical network according to the
actual selected configuration of the main switchboard for:
Propulsion Electrical Motors (PEMs)
Thrusters
AC compressors
4) Starting and stopping control of the propulsion motors. Starting
and stopping control of the propulsion auxiliaries (pumps and
fans etc). The PEM 6.6KV circuit breakers are controlled directly
by the Atlas STN Propulsion System.

Issue: First

process station AS/P6.0 is connected to the H1 bus and communicates with the
other primary PMS process station AS/P5.O and the secondary process stations
AS/P1.O, AS/P2.O, AS/P3.O, AS/P4.0 for start/stop control of the diesel
generators.

7) Control of circuit breakers in the ship’s electrical network.

The process station AS/P6.0 has serial links to converter 1 of the PORT PEM
and to converter 1 of the STBD PEM.

8) Control of the 6.6kV substation ringline.

Primary Process Station Functions

9) Automatic restoration of the ship’s electrical network after a
blackout.

All the PMS automatic functions are controlled and co-ordinated in process
stations AS/P5.0 and AS/P6.0.

10) Automatic switching between the two defined main
switchboard configurations after an operator command.

All power management control functions are divided between process stations
AS/P5.0 and AS/P6.0. The division of the control functions corresponds to the
actual main switchboard configuration.

11) Monitoring and display of all measuring values and alarms of
the MSWB, diesel generators and PEMs.
Process Stations
The hardware of the PMS consists of standard SIEMENS components utilising
the SIMATIC S5 Programmable Logic Controllers (PLCs).
The process stations are distributed around the vessel, mainly in machinery
spaces, electrical distribution stations and switchboards.
The configuration of the process stations, which includes the power
management functions, is shown in illustration 5.1a.
Primary Process Stations

Process station AS/P5.0 has master control of the diesel generator/main
switchboard configuration, electrical consumer control (when in CLOSED
MSWB configuration) and the port main switchboard (M10).
In both CLOSED and P/S configurations AS/P5.0 directly controls all diesel
generators and consumers in the port main switchboard and, through AS/P6.0,
the consumers in the starboard main switchboard.
AS/P5.0 also controls the switching over between CLOSED MSWB and P/S
MSWB configurations.
In case of a failure within AS/P5.0, AS/P6.0 takes over control of the most
important functions such as:
Control of all generators in the port and starboard main switchboards

The higher control functions of the PMS run in the primary process stations
AS/P5.0 and AS/P6.0.

Control of the tie breaker and main switchboard configurations

Process station AS/P5.0 is located in the M10-MSWB room. All the signals to
and from the port main switchboard and the starboard main switchboard tie
breaker (except DG1 and DG2 engine signals) run via this process station. The
process station AS/P5.0 is connected to the H1 bus and communicates with the
other primary PMS process station AS/P6.O and the secondary process stations
AS/P1.O, AS/P2.O, AS/P3.O and AS/P4.0 for start/stop control of the diesel
generators.

In the P/S MSWB configuration, the process stations AS/P5.0 and AS/P6.0
control (independently of each other) the diesel generators and electrical
consumers in the port main switchboard and in the starboard main switchboard
respectively.

The process station AS/P5.0 has serial links to converter 2 of the PORT PEM
and to converter 2 of the STBD PEM.
Process station AS/P6.0 is located in the M20-MSWB room. All the signals to
and from the starboard main switchboard and the port main switchboard tie
breaker (except DG3 and DG4 engine signals) run via this process station. The

Direct control of the consumers in the starboard main switchboard

Secondary Process Stations AS/P1.0, AS/P2.0, AS/P3.0, AS/P4.0.
Process stations AS/P1.0 to AS/P4.0 control all signals to and from the four
diesel generators respectively. They each have an S5-155U/CPU 948 PLC to
control the diesel generator and a 95U PLC (AS/S1.0 - AS/S4.0) as an engine
safety system.

5.2 Power Management System Page 1

P&O Aurora
The control PLCs (948) are connected to the H1 bus with an internal profibus
connection between the control PLCs and the safety system PLCs. All signals
to and from the diesel engines and the Woodward governors are hard-wired.
There is a bus connection (GMM1) between the process stations AS/P1.0 to
AS/P4.0 and the main switchboard panels for diesel generators 1 to 4
respectively.
Process Stations AS/P1.0, AS/P2.0, AS/P3.0, AS/P4.0 Main Functions
The process stations AS/P1.0 - AS/P4.0 work independently as a control unit
of their respective diesel engine and as a connecting medium between the
diesel engines, their Woodward governors and their corresponding generator
panels in the main switchboard.
Generally the PLCs in the process stations carry out all control functions of the
diesel engines and their auxiliary systems. The PLCs control all the start/stop
functions of the diesel engines and the corresponding pumps, fans and
systems. The PLCs also control the circuit breakers, engine controllers and
complete diesel engine and alternator monitoring.
The process stations connect all signals from the diesel engines and the
generator panels in the main switchboard. As such, the PLC operates as an
independent diesel generator control unit.
When operating in the REMOTE mode from the operator stations, the PLCs
control the diesel generator start, stop, circuit breaker close and circuit breaker
open functions directly. The PLCs detect and transfer the states and signals of
the diesel engines and the generators to the primary process stations AS/P5.0
and AS/P6.0.

Technical Operating Manual
control commands are sent to the respective circuit breaker control PLC in the
process stations AS/P12.0 - AS/P17.0.
Manoeuvre Mode: PMS Control of the Thrusters
To manoeuvre the ship using the thrusters, the PMS must be set to ‘Manoeuvre
Mode’. This can be selected at the ‘Manoeuvre’ window accessed from the
‘Propulsion Control’ mimic.
When ‘Manoeuvre’ is selected the thrusters are prepared for starting. The
indicator beside the manoeuvre icon flashes green during the starting up time.
When the mode is initialised, the PMS checks the available power and
calculates the power required to start two thrusters (in the closed MSWB
configuration). If enough generators are on load, manoeuvre mode is released.
The manoeuvre icon indicator illuminates steady green.
If there is not enough power available to start the thruster(s), or if the
monitoring time for the step is exceeded, the step sequence will be stopped and
the failure message LOAD DEMAND indicated.
The thrusters may now be started and stopped from the thruster control
windows within the ‘Propulsion Control’ mimic. If the thruster has all starting
preconditions met, it is ready to start and the icon is coloured black.

ACB ready

Hydraulic unit OK

Issue: First

2) Stop hydraulic power unit:

60 seconds

The thruster icon flashes yellow until the thruster stop step sequence is
complete. For the PMS to stop a thruster, the pitch must be at zero. The zero
pitch signal comes from the Lips system. For a manual stop, there are no
conditions which could inhibit a thruster stop.
After the stopping of the hydraulic power unit, the thruster stop step sequence
is complete and the thruster is READY FOR START again.
The MANOEUVRE operation is not complete until all the thrusters have been
stopped by the operator. If the thrusters are all in the stop position, manoeuvre
mode can be switched off by pressing the MANOEUVRE button. The
indicator icon beside the MANOEUVRE button then indicates OFF, in black.

The control of the AC compressors is carried out from the York control cabinet
at each of the AC machines. The PMS provides just the power and current to
start the compressor motors. The load demand of an AC compressor is also
supervised by the PMS as a step sequence.

ACB to automatic

The safety system PLCs in the AS/P1.0 - AS/P4.0 process stations control all
the safety functions of the diesel engines. They work as safety units
independently from the control PLC. Using the profibus connection they
transfer the signals of the safety units to the control PLCs AS/P1.0 - AS/P4.0
purely for indication on the IMACs system.

The remote control of a ringline circuit breaker in a certain fire zone is carried
out in the corresponding process station. The automatic control functions of the
ringline are co-ordinated in process stations AS/P5.0 and AS/P6.O and the

180 seconds

PMS Control of the AC Compressors

ACB open

The process stations AS/PI2.0 - AS/P17.0 each contain an S5-155U/CPU 948
PLC connected to the H1 bus. These PLCs directly control the 6.6kV ringline
circuit breakers via commands from the PMS.

1) Switch off thruster motor circuit breaker:

The starting preconditions are:

When the PMS is operating in full automatic mode, the PLCs receive the start
and stop commands for the diesel engines, from the primary process stations
AS/P5.0 and AS/P6.O, depending on which process station is the master. This
is dependent on the main switchboard operating configuration. These
commands are carried out as an internal process.

Process Stations AS/PI2.0 - AS/P17.0

The start sequence steps are also monitored by PMS. Any failures are indicated
with the appropriate alarms by PMS. The thruster start icon flashes green until
the sequence is complete. On completion, the icon turns to steady green. The
other thrusters then follow the same sequence, until all thrusters are running.
The operator can stop the thrusters by pressing the STOP icon button for each
thruster individually. However, the thrusters can be stopped as a group by the
PMS in a step sequence:

An AC compressor can be started manually at the York control cabinet
automatically by the AC compressor start sequence, or by the operator from an
operator station. However the compressor is started, the York controller sends
a hardwired START REQUEST signal to the PMS.

Thruster control ready to start
In manoeuvre mode
Link to main switchboard OK

The PMS load demand system outputs a signal to start the start step sequence
for the compressor. The start step sequence will be indicated by the A.C.
compressor icon flashing green. The following steps are carried out by the
PMS from process stations AS/P5.0 and AS/P6.0.: See section ..

No emergency stop
No thruster unit failures
If a precondition has not been met, the window will state: ‘Not ready for start’.
Double clicking on the thruster ‘info’ icon will show the operator the list of
starting preconditions.

1) Start auxiliary pumps:

30 seconds

2) Load demand:

180 seconds

3) Start release:

180 seconds

On activating the thruster start icon, the PMS starts a thruster start sequence:
1) Load demand check:

180 seconds

2) Start hydraulic power unit:

60 seconds

If the compressor has all starting preconditions met, it is ready to start and the
icon is coloured black.

3) Close thruster motor circuit breaker: 60 seconds

5.2 Power Management System Page 2

P&O Aurora
The starting preconditions are:
ACB to automatic
ACB ready
ACB open
No AC compressor failures
If a precondition has not been met, the starting window will state: ‘NOT
READY FOR START’. Double clicking on the compressor ‘info’ icon will
show the operator the list of starting preconditions. A starting precondition
which has been met will be indicated with a cross.
If one or more conditions are missing, the message ‘NOT READY FOR
START’ will be indicated, along with the AC compressor icon turning red.
If the AC compressor is not ready to start due to a York controller problem or
a compressor specific problem, the start step sequence is stopped and the
message; ‘START NOT POSSIBLE’ is indicated. The operator must attend to
the problem and reset the failure in the compressor icon with the command
‘RESET FAILURE’ before the compressor is again ‘READY FOR START’.
Before the compressor can be started, the PMS has to start the auxiliary pumps
by sending the start signal to the pump motor starters. The PMS monitors the
sequence time and any failures are indicated with an appropriate alarm.
If the compressor is now ready to start, the start step sequence sends a request
to the load demand system. The load demand system then carries out the power
calculation for the compressor. If the available power for starting the
compressor is not sufficient, the standby generator is started, if available.
The load demand system sends back the signal ‘RELEASE’ or ‘NO POWER
AVAILABLE’ to the AC compressor start step sequence. When sufficient
power is available, the load demand system sends a feedback signal to the PMS
compressor start sequence. The start sequence sends a ‘RELEASED‘ (for
starting) hardwired output to the York controller.

Technical Operating Manual
AC Compressor Stopping
The York controller stops the AC compressor independently if necessary, for
example in the case of an underload or emergency stop. The compressor stop
signal is sent to the PMS which will initiate the compressor stop step sequence:
1) Circuit breaker open:

60 seconds

2) Pumps running after service:

310 seconds

3) Stop auxiliary pumps:

30 seconds

The stop step sequence running will be indicated as a yellow flashing AC
compressor icon.
The PMS monitors the compressor stop sequence. When the auxiliary pumps
are stopped and the correct feedback signals are received, the compressor stop
step sequence is complete and the compressor window indicates ‘READY
FOR START’ or in case of a failure, ‘NOT READY FOR START’.
PMS Control of the Propulsion System
The propulsion system consists of two 20MW Propulsion Electric Motors
(PEMs) and their associated supply, control and monitoring equipment. Due to
the size of these electrical consumers, accurate control is required to ensure the
continuity and regulation of the supply to both the motors and the rest of the
ship’s electrical consumers.
Each PEM consists of two half motors. Each half motor has its own synchroconverter for control, starting, stopping and speed regulation The converters of
the PEMs are connected to the IMACs process stations AS/P5.O and ASIP6.O
by a serial link for the indication of alarms, states and analogue values.
Hardwired input and output signals enable some of the propulsion system
functions to be controlled from an IMACs operator station.
See section 4.2 Propulsion PMS for a detailed description of the Propulsion
Power Management System.

The York controller starts the remaining compressor auxiliary systems and
then sends the actual start signal, the breaker close signal, to the main
switchboard. The PMS now only receives the feedback signal from the main
switchboard that the AC compressor circuit breaker is closed.
When the circuit breaker closed signal ‘CB CLOSED’ is received by the PMS,
the compressor start step sequence is complete and the AC compressor icon
turns steady green and indicates ‘RUNNING’.

Issue: First

5.2 Power Management System Page 3

P&O Aurora
5.3 Screen Displays

Technical Operating Manual
Button 7A
HVAC Overview Mimic

Screen Display Hierarchy

Button 8A
Emergency &
Safety System

The IMACs system features several workstations, at each workstation is a
large visual display unit (VDU). The VDU will display one of the system
mimic diagrams for the monitoring and control of that system featured.
Along the top of the display are several system/group shortcut picture icons
which will take the operator straight to that system. The next page may then be
another system overview with shortcut icons for several sub-systems. Once at
a system diagram, there are always shortcut buttons on the bottom of the
display to take the operator to other related systems.
The icons on the mimics for pumps, motors, fans and circuit breakers conform
to the following schedule:
Black icon:

Equipment ready to run/close

Red icon:

Equipment stopped, not ready for starting/closing

Green icon:

Equipment running/closed

Icon flashing: Equipment starting/stopping/intermediate state
The group icon will flash red if there is an alarm anywhere in that system.
There is also an alarm list page which is accessed directly from the red alarm
icon in the top right of the display which also shows how many alarms are
present on the system at any one time.
There are certain grey function buttons on the mimics which will have an
operation description label on them, activation of this button will initiate that
specific operation via an access window.

Various

Safety
Systems

Fire Zone 1
Menu
Fire Zone 1
Overview

Fire Zone 2
Menu
Fire Zone 2
Overview

Fire Zone 3
Menu
Fire Zone 3
Overview

The mimics are set out in a hierarchy access layout. The shortcuts of the
available mimics are displayed at the bottom of the display.
Fire Zone 4
Menu
Fire Zone 4
Overview

Fire Zone 5
Menu
Fire Zone 5
Overview

Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units

Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units

Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units

Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units

Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units

Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units

Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units

Fan Units
Fan Units
Fan Units
Fan Units
Fan Units
Fan Units

Fire Zone 6
Menu
Fire Zone 6
Overview

PMS

Life Boats

Overview

Fire & Washdeck
Systems

PMS Control

Sprinkler
System
CO2
System
Low Location
Lighting System

Fire Zone 7
Menu
Fire Zone 7
Overview

Battery Chargers
& UPS's

Public Room
Menu 2

Return Links From
All AHU's To Their
Serving Fan Rooms

LIFTS

Lift Alarms

POOLS

Shell Doors

Watertight
Doors
Public Room
Menu 1

Propulsion
Control

Telephone &
P.A.
Damage
Control

Terrace Pools,
Jacuzzi & Paddle
Crystal Pool
& Jacuzzi
Riviera Pool
& Jacuzzi
Crew Pool

Various
Alarms

PUMPS

Fan Room A

Engine
Related

Fan Room B

General

Fan Room C

Fan Room D

RESETS
Engine Related
Shut Down Alarms

Fan Room E

Fan Room F

Fan Room Etc.

Issue: First

5.3 Screen Displays Page 1

P&O Aurora

Technical Operating Manual
Screen Display Hierarchy

Button 1
Main Overview

Button 2
Fwd DG Systems

Fwd Eng
Systems

Main Engine No.1
Main View
Main Engine No.2
Main View
Main Engine No.3
Main View
Main Engine No.4
Main View

Exhaust

Exhaust

Exhaust

DG No.1

DG No.2

DG No.3

DG No.4

Evaporator
No.1

Port Shaft Bearing

Evaporator
Overview

Evaporator
No.2

Starboard Shaft
Bearing

Compressor &
Pumping System

A.C. Machine
No.1

Port PEM
Overview

Exhaust

Port PEM
Port PEM
Transformer

A.C. Machine
No.2

Port PEM
Converters

A.C. Machine
No.3

Port PEM
Lubrication

Chilled
Water

Port PEM
Cooling System

Button 3
Aft DG Systems

Button 4
Common Engine &
General Systems

Button 5
Oil Bunkering
& Storage Systems

Button 6
Separators

Button 7
Freshwater
Systems

Oils

Aft Eng
Systems

Steam
Production

LT Cooling
System

LT Cooling
System

Valve Control
Cabinets

Fuel Oil

Fwd DG
FO Separators

Potable Water
Treatment

HT Cooling
System

HT Cooling
System

DG SW
Cooling

Diesel Oil

Aft DG
FO Separators

Cold Potable
Circulation

Nozzle Cooling
System

Nozzle Cooling
System

Auxiliary
SW Cooling

Gas Oil

DO/GO
Separators

Hot Potable
Circulation

Fuel

Lub Oil Cooling

Lub Oil Cooling

Starting Air
System

Lubricating Oil

Fwd DG
LO Separators

Non Potable
Water Circ.

Feed

Fuel

Fuel

Working Control
Air System

Aft DG
LO Separators

Button 1A
Manoeuvring
Equipment

Reheat
Water

Button 2A
Bilge Systems

Bilge

Button 3A
Ballast System

Button 4A
Sewage System

Button 5A
Garbage System

Ballast

Alarm List
As Required

Bow Thruster

Main Bilge
Forward

Ballast Main
Forward

Starboard PEM
Converters

Preference
Tripping

Stern Thruster

Main Bilge Mid.

Starboard PEM
Lubrication

Harmonic
Filters

Port
Steering Gear

Main Bilge Aft

Starboard PEM
Cooling System

Engine Room
Substation

Stbd
Steering Gear

Oily Water
Separator

Accommodation
& Galley Substation

Port Stabiliser

Oily Bilge Aft

ACB
Alarms

DGs and PEMs

Issue: First

Filters &
Transformers

E.R Distribution
Transformers

Aft Accommo.
Transformers

Emergency
Switchboard

Fwd Accommo.
Transformers

Economiser

Auxiliary
LT Cooling 2

Starboard PEM
Transformer

6.6kV
Switchboard

Boilers
Overview

Auxiliary
LT Cooling 1

Garbage
Processing

Starboard PEM

Starboard PEM
Overview

Button 8
Boilers

Stbd Stabiliser

Oily Bilge Fwd

Fwd Machinery
Ventilation

Sludge

Black Sewage
System Overview

Button 6A
Provisions Cooling
Systems

-25

Black Sewage
Collection

Incinerator A

Freeze
Compressors

Ballast Main
Centre

Black Sewage
Treatment

Incinerator B

Chill
Compressors

Ballast Main
Aft

Convention
Valves

Pulper Systems

Refrigerated
Rooms Deck 3

Heeling System

Grey Sewage
System - Fwd
Grey Sewage
System - Aft

Refrigerated
Rooms Deck 4
Convention
Valves

Refrigerated
Rooms Deck 5-13

Aft Machinery
Ventilation

Thrusters
A.C. Machines
Tie Breakers

5.3 Screen Displays Page 2

P&O Aurora

Technical Operating Manual

Illustration 5.3a Screen Displays

Fwd Eng
Systems

Short Cuts To
System Menus

Bilge

Oils

Aft Eng
Systems
Ballast

PMS

LIFTS

PUMPS

POOLS

Steam
Production

Garbage
Processing

Safety
Systems

-25

SIMOS IMA C 55

Time

08:36

Date

32

RESETS

63.08.12

CLOSE 6.6 kV Ring

6600V
690V
450V
400V

M10
M20

Number of
Alarms
and Shortcut
to Alarm List

RCTR1

MD20

MD30

M

Circuit Breaker
Icon

Q3

M

0v

0v
Q2

MD40

Q1

Q3

M

0v

0v
Q2

MD50

Q1

M

0v

0v
Q3

Q2

Q1

Q3

Q2

GD1

M

0v

0v

Q1

Q3

Q2

M

0v

0v

Q1

Galley2

Q1

Q1

Q1

Q1

Q2

Q2

Q2

Q2

Q2

Q2

Q3

Q3

Q3

Q3

Q3

Q3

SHORE
CONNECTION

CLOSE

0v

0v
Q3

Galley1

RCTR2

MD70

M

0v

0v

GD2

Q1

TEMPORARY RING CLOSURE
Function Button

MD60

Q2

Q1

Q1

SHORE
CONNECTION

Tie Breaker In
Time Out Warning
Ring Closure TimedOut

Short Cuts To
Related Systems

Issue: First

Main Switchboard

Supply Failures

Ring Transformers

LD&SD Transformers

Illustration 5.3a Screen Displays

P&O Aurora

Technical Operating Manual

Illustration 5.4a General Alarm System (Ship)
UPS-Rack

PA-Rack

Fire Zone 5-6-7

PA-Rack

Fire Zone 1-2-3-4

UPS-Rack

PA-Rack

PA-Rack

UPS-Rack

PA Station 4
Central Unit 4
'B' Amplifiers

PA Station 3
Central Unit 3
'A' Amplifiers

PA-Rack

PA-Rack

UPS-Rack

PA Station 2
Central Unit 2
'B' Amplifiers

PA-Rack

PA-Rack

PA Station 1
Central Unit 1
'A' Amplifiers

Seil Seres K o r e a F r a n c e
Korea France

Se i l
Korea

Se i l Se r e s K o r e a F r a n c e
Korea France

Se i l
Korea

Se il S er es K o r e a F r a n c e
Korea France

Se il
Korea

Seil Seres K o r e a F r a n c e
Korea France

Seil
Korea

Seil Seres K o r e a F r a n c e
Korea France

Se i l
Korea

Se i l Se r e s K o r e a F r a n c e
Korea France

Se i l
Korea

Se il S er es K o r e a F r a n c e
Korea France

Se il
Korea

Seil Seres K o r e a F r a n c e
Korea France

Seil
Korea

Seil Seres K o r e a F r a n c e
Korea France

Se i l
Korea

Se i l Se r e s K o r e a F r a n c e
Korea France

Se i l
Korea

Se il S er es K o r e a F r a n c e
Korea France

Se il
Korea

Seil Seres K o r e a F r a n c e
Korea France

Seil
Korea

Location: Deck 9 FZ 2
Location: Deck 9 FZ 6

Location: Deck 9 FZ 5

To Local
Sound System

Location: Com. Centre
Deck 5 FZ 3

To Local
To Local
Sound System Sound System

To Telephone
Exchange

To Local
Sound System

From TV-Rack
AF-SourceMusic Program

To Typhone
system

To TV-Rack
Alarm & Ann.
Floating Contacts

To Telephone
Exchange
From Fire
Detection System

Officer, Crew,
Guest Entertainer Cabins
Crew Corridors, Pantries,
Mess & Working Area

1
2

Officer, Crew,
Guest Entertainer Cabins
Crew Corridors, Pantries,
Mess & Working Area

1
2

Alarm
& Announcement
1
Must-/Lifeboat
Station

2
CREW

5

Officers Corridors & Mess

3

Officers Corridors & Mess

Officer, Crew,
Guest Entertainer Cabins

3

9

13
MESSAGE 1

2
Engine Rooms, Fan Rooms
& Technical Spaces

4

Engine Rooms, Fan Rooms
& Technical Spaces

4

Passenger Cabins

5

Passenger Cabins

5

17
MESSAGE 5

3
PASSENGERS

6

10

14
MESSAGE 2

18
MESSAGE 6

7

Officer, Crew,
Guest Entertainer Cabins

1

2

Crew Corridors, Pantries,
Mess & Working Area

2

Officers Corridors & Mess

3

Engine Rooms, Fan Rooms
& Technical Spaces

4

Passenger Cabins

5

1

8

11

12

LC-DISPLAY 2x16 CHARACTERS

16
MESSAGE 4

19
MESSAGE 7

1

4
ALL

15
MESSAGE 3

Crew Corridors, Pantries,
Mess & Working Area

INERT ALARM
TEST

20
MESSAGE
STOP

CREW
ALERT

GEN. EMERG.
STATION

ESC

MAN
OVER BOARD

BUSY
MANUAL
ALARM

RESET

Main
Fire Station

Must-/Lifeboat
Station

2
CREW

5

3

Officers Corridors & Mess

9

13
MESSAGE 1

3

TALK

Digital Station

Engine Rooms, Fan Rooms
& Technical Spaces

4

Passenger Cabins

5

17
MESSAGE 5

6

10

14

18
MESSAGE 6

2
CREW

5

9

13
MESSAGE 1

4
6

Passenger Areas
(Corridors, Lifts, Stairs & Shops)

6

Alarm
Horn

7

Alarm
Lamps

Passenger Areas
(Corridors, Lifts, Stairs & Shops)

17
MESSAGE 5

Lifeboat Station

7
8

Outer Deck (Including Pool Decks)
Lifeboat Station

8

18
MESSAGE 6

5

Restaurants (Alexandria & Medina)

10

Restaurants (Alexandria & Medina)

10

Aft Lounge (Carmen's)

11

Aft Lounge (Carmen's)

11

Cinema (The Playhouse)

12

Cinema (The Playhouse)

Bistro, Sports bar, Casino
(Cafe Bordeaux D8,
Champions & Monte Carlo D7)

15

Night Club (Masquerade)

17

Children's Facilities
(Youth Area & Decibels)

19

Conservatory (The Orangery)

20

CREW

3
PASSENGERS

6

7

12

16

MESSAGE 5

MESSAGE 6

MESSAGE 3

19
MESSAGE 7

5

1

2

3

4

5

6

7

1

Issue: First

2

3

4

5

6

7

9

13
MESSAGE 1

5
Lifeboat Station

8

Theatre (Curzon Theatre)

9

17
MESSAGE 5

2
CREW

4

1

8

12

LC-DISPLAY 2x16 CHARACTERS

16
MESSAGE 4

19

INERT ALARM
TEST

20
MESSAGE
STOP

3
PASSENGERS

6

10

14
MESSAGE 2

18
MESSAGE 6

7

11

15
MESSAGE 3

19
MESSAGE 7

CREW
ALERT

GEN. EMERG.
STATION

ESC

BUSY
MANUAL
ALARM

RESET

MAN
OVER BOARD

Cruise
Director

Must-/Lifeboat
Station

MESSAGE 4

9

1

TALK

Passenger Areas
(Corridors, Lifts, Stairs & Shops)

6

Outer Deck (Including Pool Decks)

7

Lifeboat Stations

8

Theatre (Curzon Theatre)

9

17
MESSAGE 5

CREW
ALERT

GEN. EMERG.
STATION

ESC

18
MESSAGE 6

RESET

LC-DISPLAY 2x16 CHARACTERS

INERT ALARM
TEST

20
MESSAGE
STOP

CREW
ALERT

GEN. EMERG.
STATION

ESC
RESET

Com.
Centre

Pre-Amp MD/Tape
Recorder

14

Anderson's

16

Anderson's

16

Oasis
(Weights & Measures, Aerobics)

18

15

Oasis
(Weight & Measures, Aerobics)

18

Medical Centre

A0

Night Club (Masquerade)

17

Medical Centre

A0

Children's Facilities
(Youth Area & Decibels)

19

Conservatory (The Orangery)

20

14

GEN. EMERG.
STATION

ESC

MAN
OVER BOARD

BUSY
MANUAL
ALARM

Safety
Centre

TALK

TALK

13

Card Room, Business Centre,
Library, Conf. Room (Vanderbilt's)

CREW
ALERT

RESET

MAN
OVER BOARD

1

12

LC-DISPLAY 2x16 CHARACTERS

INERT ALARM
TEST

20
MESSAGE
STOP

BUSY
MANUAL
ALARM

TALK

Digital Paging Station

19
MESSAGE 7

8

12

16
MESSAGE 4

2
CREW

3
PASSENGERS

6

7

4
ALL

8

9

10

11

12

13

14

15

16

MESSAGE 1

13

8

12

16
MESSAGE 4

Digital Station

MAN
OVER BOARD

Observation Lounge (Crow's Nest)

4
ALL

7

11

15
MESSAGE 3

4

BUSY
MANUAL
ALARM

3
PASSENGERS

6

10

14
MESSAGE 2

ALL

5

20
MESSAGE
STOP

2
CREW

5

13
MESSAGE 1

Observation Lounge (Crow's Nest)

Card Room, Business Centre,
Library, Conf. Room (Vanderbilt's)
Bistro, Sports bar, Casino
(Cafe Bordeaux D8,
Champions & Monte Carlo D7)

Alarm
& Announcement

1

LC-DISPLAY 2x16 CHARACTERS

INERT ALARM
TEST

17
MESSAGE 5

MESSAGE 2

18
MESSAGE 6

MESSAGE 3

19
MESSAGE 7

MESSAGE 4

LC-DISPLAY 2x16 CHARACTERS

INERT ALARM
TEST

20
MESSAGE
STOP

CREW
ALERT

GEN. EMERG.
STATION

ESC
RESET

MAN
OVER BOARD

BUSY
MANUAL
ALARM

TALK

Digital Paging Station
WheelHouse

Pre-Amp MD/Tape
Recorder

Man Overboard

8

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39

T/Sec

Crew Alert

0

7

Outer Deck (Including Pool Decks)

General Emergency Stations

0

Hotel
Reception

TALK

Must-/Lifeboat
Station

11

15

18

MAN
OVER BOARD

BUSY
MANUAL
ALARM

8

10

14
MESSAGE 2

GEN. EMERG.
STATION

ESC

ALL

7

15

MESSAGE 7

CREW
ALERT

RESET

ALL

9

17

3

11

MESSAGE 3

LC-DISPLAY 2x16 CHARACTERS

INERT ALARM
TEST

20
MESSAGE
STOP

4

13
MESSAGE 1

2

2

8

12

16
MESSAGE 4

6
Must-/Lifeboat
Station

ECR
1
Must-/Lifeboat
Station

7

15

19
MESSAGE 7

To Local
Sound System

4
ALL

11

MESSAGE 3

PASSENGERS

6

10

14
MESSAGE 2

1

Outer Deck (Including Pool Decks)

3
PASSENGERS

MESSAGE 2

1
Must-/Lifeboat
Station

Passenger Areas
(Corridors, Lifts, Stairs & Shops)

To IMACs
System

8

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39

T/Sec

Alarm
Signals

0

1

2

3

4

5

6

7

8

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39

T/Sec

Manual Alarm - Morse Key Function - (Depent On Pushing 'Spring' Return Manual Alarm Button)

0

1

2

3

4

5

6

7

8

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39

T/Sec

Illustration 5.4a General Alarm System (Ship)

P&O Aurora

Technical Operating Manual

Illustration 5.5a Engine Control Room and Safety Centre

Lips
Monitor

Int. Nav. System
Monitor

Hi-Fog
Panel

Master
Clock

CCTV
Monitors
and Control
Panel

ECR Ups
Distribution
ME Gov
Control Unit
ECR 230V
Distribution
ECR Console

Automatic
Telephone
IMACS
Monitor 1

IMACS
Monitor 2

IMACS
Monitor 3

Generator
Emergency Stop

Engineer';s
Emergency Call

Automatic
Telephone

IMACS
Monitor 4

IMACS
Monitor 5

UHF Base
Station

IMACS
Monitor 6

Engine Control
Room
CO2

DN
DN

HVAC
Workroom

SMS
Monitor

Bunk.
Stat.

Tech
Office

Port/Stbd Power/Speed/Rudder Angle Indication

UP

DN
MSSC
Room

ECR Location
Deck 4
Zone 5
Forward

AC

IMACS
Keyboard 1
& Track Ball

Baggage
Store

Casing
EM
Store
UP

Garbage

Paging
Panel

IMACS
Keyboard 2
& Track Ball

IMACS
Keyboard 3
& Track Ball

IMACS
Keyboard 5
& Track Ball

Bunk.
Stat.

ECR Console

Stbd

Autom.
Telephone
NAPA
Printer

NAPA
Monitor
15"

IMACS
Monitor 3
21"

SMS
Monitor 3
21"

SMS Monitor 29"

Automatic
Telephone

Column
Place

Maintenance
Keyboard
& Track Ball

UHF Base
Station

Fire Detection
Monitor 29"

IMACS
Monitor 7

IMACS
Keyboard 6
& Track Ball
IMACS
Keyboard 7
& Track Ball

Paging
Panel

DN

Hotel
Main Emg. Security
Maintenance Fire Fire
Off.
Workshop Stat. Stat.

IMACS
Keyboard 4
& Track Ball

Sound
Propulsion
Powered
Panel
Telephone

Maintenance
Monitor

Maintenance
Printer

Salwico
Fire Control Unit
Sprinkler Control Unit

Handset CU
Handset
Automatic Telephone
Telefax
Crew Tracking
Monitor
15"

NAPA
SMS Keyboard
Keyboard
& Track Ball
& Track Ball
Fire Detection
Keyboard
Crew Tracking
Keyboard

SMS Keyboard
& Track Ball
SMS Keyboard
& Track Ball

SMS Printer

SMS Monitor 21"

SMS Keyboard
& Track Ball
Automatic Telephone
Pal Panel

Safety Centre Console

Issue: First

Illustration 5.5a Engine Control Room and Safety Centre

Page Left Intentionally Blank

P&O Aurora

Technical Operating Manual

Illustration 5.6a Engine Room Alarm and Call Systems
Key

P16.2
842.0023

842.0024

842.0025

842.0026

842.0027

842.0036

842.0028

842.0029

842.0031
Light Column

P4.1
842.0033

842.0035

842.0032

842.0034

842.0022

842.0021

P16.1

842.0030

P3.1

842.0018

842.0019

842.0017

842.0016

842.0015

842.0014

842.0004

842.0007

842.0009

842.0008

842.0006

842.0010

842.0005

842.0003

842.0002

842.0001

P14.2

P15.3

842.0011

842.0012

842.0013

P14.1

842.0020

842.0014

842.0006

Deck - 1

842.0026

842.0028
842.0036

842.0023
842.0016

842.0029

842.0010

842.0004

842.0003

842.0002

842.0001

842.0024
842.0027

842.0012

842.0011
'Vingtor'
Machinery Spaces Communication Panel

842.0005
842.0025

842.0015

842.0007
Deck - 2

842.0030

Deck - 3

Deck - 4

842.0032

842.0022

842.0018

842.0008
842.0033

Electrical
Workshop
842.0035
842.0017

842.0021

842.0013

842.0020

842.0019

842.0031

Issue: First

842.0009

842.0034

Illustration 5.6a Engine Room Alarm and Call Systems

P&O Aurora

Technical Operating Manual

5.6 Engine Room Alarm and Call Systems

Vingtor Communication System

Technical Department ‘Panic’ Alarm

The machinery spaces, workshops and stores are fitted with an audible and
visual alarm system. Alarms which are raised via the IMACs system are
grouped according to priority and equipment. The relevant symbol for each
group is illuminated and an audible alarm sounds on indicator columns situated
throughout the machinery spaces.

The machinery spaces, workshops, stores and auxiliary machinery
compartments such as the thruster spaces, are fitted with an integrated
communication system. There are panels fitted throughout the machinery
spaces enabling two-way communication to be carried out between any two
locations. Panels mounted in noisy compartments are fitted with headset plugs
which enable communication via headphones and microphones.

The ECR has a technical department group call alarm which sounds an audible
alarm in each of the technical department’s officers’ cabins. This is for the use
of the control room personnel when it is deemed necessary that extra technical
personnel are required to avert a possible emergency or to help with a
machinery space or technical problem such as a blackout.

The columns are wired in groups as indicated on the above illustration.
A main station (the ECR) can make an all-station broadcast and follow on with
duplex conversation via the headsets if required. Individual locations can be
called by keying in the location number from the list which is provided at each
location. Simplex communication can be achieved without headsets by
pressing the M button at the stations. A call can be cancelled by pressing the
C button.

This group technical staff call can be initiated via the IMACs system or from
a hard pushbutton mounted on the ECR console. The system is also interfaced
with the paging system and will alert the technical personnel via their personal
pagers. The alarm also sounds as a constant tone on the machinery alarm
system in the workshops, on the bridge, officer’s wardroom, officer’s mess and
the machinery spaces.
The following cabins are included and where appropriate the officer’s pagers:
CTO
SETO
SEO
1EO
3 x 3EO Assistant Watchkeepers
3 x 2EO Senior Watchkeepers
2EO (V)
2EO (M)
2 x 1ETO
2 x 2ETO
2 x 3ETO

Issue: First

5.6 Engine Room Alarm and Call Systems Page 1

Section 6: Auxiliary Plant Services
6.1 Emergency Diesel Generator Engine Services
6.2 Steam Generating Systems
6.3 Water Systems
6.4 Sewage Systems
6.5 High Pressure Washing System
6.6 Bilge and Ballast Systems
6.7 Fuel Oil and Lubricating Oil Transfer and Bunkering Systems
6.8 Air Conditioning, Refrigeration and Ventilation Systems
6.9 Engine Room Lifting Equipment
6.10 Dry Dock Services

P&O Aurora

Technical Operating Manual

Illustration 6.1a Emergency Diesel Generator Engine

Left Side View (Without Radiator)

Right Side View (Without Radiator)
Turbocharger

Breather
Fuel Filter

Oil Cooler
Thermostat

Thermostat

Fuel
Injection
Pump

Alternator

Governor
Oil Cooler

Water
Pump

Service
Meter
Water
Drain
Cock
Vibration
Damper

Governor
Oil
Filter

Bypass Oil
Filter

Oil
Pump

Starters
Oil Filter

Issue: First

Water
Drain
Cock

Oil Level
Gauge

Fuel
Feed
Pump

Oil Filler

Turning
Gear

Oil Pan

Fuel
Feed
Pump

Fuel Filter

Illustration 6.1a Emergency Diesel Generator Engine

P&O Aurora
6.1 Emergency Diesel Generators
Engine
Manufacturer: Mitsubishi
Model:
S12R
Serial No.s:
Speed:
1,800rpm
Generator
Manufacturer:
Rated:
Max. current:
Max. load:

AVK Deutschland
1250kVA at 690V
1,046A
1,000kW

Introduction
There are two self-contained emergency diesel generators, each situated in its
own machinery room at the aft end of Formosa Deck (deck 5). No.2 is on the
port side and No.1is on the starboard side.
Both generators will start automatically on failure of the power supply to the
emergency switchboard. The generators will restore power to the essential
services supplied from the emergency switchboard. These generator sets will
also be used to get the ship under power from the ‘dead ship’ condition. They
will enable power to be supplied to essential services selectively, without the
need for external services such as starting air, fuel oil supply and cooling water.
Each engine is a V-type, 12 cylinder turbocharged engine with a self-contained
cooling water system. The cooling water is radiator cooled and circulated by
an engine driven pump. A thermostat maintains a water outlet temperature of
70ºC to 90ºC. Air is drawn across the radiator by an electrically driven fan.
The cooling water is circulated by an engine driven pump, which also supplies
cooling water to the lubricating oil cooler. An electric heater is fitted to keep
the cooling water at 40ºC to 50ºC when the engine is on automatic standby.
The engine running gear is force lubricated. The engine driven gear pump
draws oil from the integral sump, through the oil cooler and through a filter,
before supplying the lubricating oil rail. Each engine is fitted with two
independent means of starting.
Air Start
An air start motor is fitted, with air supplied from the generator’s own air start
receiver. During normal operation the start air is supplied from the main engine
system which maintains the pressure in the receivers at 30bar. An independent
diesel driven air compressor is fitted to supply the receivers in the event of a
failure of the main supply or starting from ‘dead ship’.

Technical Operating Manual
Procedure to Manually Start the Emergency Diesel Generator Engine
Two electric starter motors are fitted, close together on the flywheel housing.
A bank of 24V batteries, continually charged, supply these starter motors. A
switch on the local generator control panel selects the starting method.
Gas oil is supplied to the engines from an independent tank (capacity 10 tons)
located between the generator compartments. The tank is fitted with a quick
closing valve operated from the outside deck. The tank is supplied from the
main storage tank by a transfer pump, which is started and stopped as required.
Each generator compartment has automatically operated flaps over the air inlet
and exhaust trunkings. These are fitted to prevent the passage of air over the
radiator when the engine is on standby, thus losing some of the effect of the
preheater. They also function as fire dampers. It is important to ensure that the
dampers have opened when the engine has been started, in order to prevent
rapid overheating.
The engine should be started once a week and run up to full load monthly.
Whenever the engine has been started, the gas oil tank must be checked and
refilled if the level has dropped to or below the ‘24 hour operation’ level.
Procedure to Prepare the Emergency Generator Diesel Engine for
Automatic Starting
a) Ensure that the emergency generator control panel is switched on.
b) Check the level of oil in the engine sump and top up as necessary
with the correct grade of oil.
c) Check the level of water in the radiator and top up as necessary
with clean distilled water.
d) Check the level of gas oil in the emergency generator gas oil
service tank and top up as required.
e) Switch the cooling water heater on. (Normally on when engine is
stopped.)
f) Open the fuel oil supply to the diesel engine. (Normally open
when engine is stopped.)
g) Ensure that the three position switch, mounted on the local
generator panel, is turned to the AUTO OPERATION position.
h) Ensure that the control position selector switch on the emergency
switchboard is set to the AUTO position.
i) Check that the starting system is operational and that the batteries
are fully charged.

a) Ensure that the control position selector switch on the emergency
switchboard is set to the LOCAL position.
b) Ensure that the three position switch, mounted on the local
generator panel, is turned to the MANUAL OPERATION
position.
c) Check the level of oil in the engine sump and top up as necessary
with the correct grade of oil.
d) Check the level of water in the radiator and top up as necessary
with clean distilled water.
e) Check the level of gas oil in the emergency generator fuel oil
service tank and top up as required.
f) Select the required method of starting using the two position
switch mounted on the generator local control panel. Ensure that
there is sufficient starting air (if air starting is to be used) and that
the batteries are fully charged, if electric starting is to be used.
g) Press the green start button.
h) Check that the engine is firing smoothly.
i) Check the engine oil pressure, cooling water pressure and rpm.
Investigate any abnormalities.
j) Check that both the air inlet and exhaust dampers have fully
opened.
k) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates, allowing the cooling
water to flow to the radiator, as the engine heats further.
l) If required, load the engine, otherwise allow it to run idle or stop.
Ideally, the engine should run for at least 30 minutes in order to
ensure that all systems operate effectively and that the engine has
a chance to be thoroughly warmed through. The engine should be
run with the generator on load at least once per month in order to
check the electrical system and ensure that the engine cooling
system can cope with high loads.
m) When the engine has stopped, check that the heater switches on
automatically and restore the local control panel selector switch to
AUTO.

Electric Start

Issue: First

6.1 Emergency Diesel Generators Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.1b Emergency Diesel Generator Engine Services

15

Engine Spill Return Lines

Funnel
Vents

15

743A
4015

Emergency
Generator
No.2

24V Battery Backed
UPS Unit

20

LS

743A
743A 4011
4012

32

742A
3037

LAL

EDG GO
Serv. TK
(11.73 m3)

65

Emergency
Generator Room

Local Start/
Stop

742A
3034

DECK 5
742A
3035

50
25

To GO Service
Tank 15 P (24.4 m3)

DECK 2

24V To Electric
Starter Motor

50
742A
3005

742A
3036

From Diesel Oil Transfer
and Bunkering System
(Illus. 6.7.2a)

EDG GO Transfer
Pump 5 m3/h
+ PI

PI

742A
3052
20
743A
4014

742A
3048

25

20

Key

To Open
Deck

Set Point
11 Bar

Marine Diesel Oil
Starting Air

PI

Fuel
Injection
Pump

30
30--10
10
Bar
Bar

Electrical: 24V DC

20

1048
Set Point
31 Bar

20

Air
Start
Motor

Drain

PI

PIAHL

Starboard Emergency
Generator Room

Emergency Start
Air Receiver
250 litres / 30 Bar
20

1032
1042
F

1031
25

20

1038

1001
25

Fuel Feed
Pump

Fuel Filter
Air
Filter

Air
Oiler

From Other
Emergency
Start Air Receiver

1823

From Main
Start Air
System

Drain

Emergency Start
Air Compressor
Hand Starting
30 Bar / 20m3/h

Solenoid
Valve

Issue: First

Illustration 6.1b Emergency Diesel Generator Engine Services

P&O Aurora

Technical Operating Manual

n) Ensure that control position switch on the emergency switchboard
panel is restored to the AUTO position.

k) Ensure that control position switch on the emergency switchboard
panel is restored to the AUTO position.

o) Ensure that the starter switch is correctly positioned for normal
starting.

l) Ensure that the starter switch is correctly positioned for normal
starting.

(Note! Both methods of starting should be tested alternatively during weekly
drills. After test running, the emergency starting method should be selected at
the control panel.)
Procedure to Start the Emergency Diesel Engine Using the TEST
OPERATION Facility
a) Ensure that the control position selector switch on the emergency
switchboard is set at LOCAL.
b) Check the level of oil in the engine sump and top up as necessary
with the correct grade of oil.
c) Check the level of water in the radiator and top up as necessary
with clean distilled water.

10. Open the fuel filters, clean and replace the elements.
11. Check the injection timing.
12. Replace the injection nozzles.
13. Check the fuel pump drive couplings.
14. Check the links and racks of the fuel injection pumps.
15. Check the turbocharger, dismantle and clean the compressor side.

Procedure for Stopping the Engine after Running on Load
Two Yearly
a) Shed load from the engine.
b) Allow the engine to idle for 3-5 minutes before shutting down, in
order to allow the cooling water and lubricating oil to cool the
combustion chambers, bearings, shafts etc. This is particularly
important for the turbocharger where a sudden stop can lead to a
40ºC temperature rise, which could damage the bearings and
seals. Long periods of idling will result in poor combustion and
build up of carbon deposits.
c) When the engine has stopped, ensure that the heater switches on
automatically.

1. Change the governor oil filter.
2. Change the zinc rods in the cooling system.
3. Air filter (air monitor starting): wash the element.
4. Air filter (air starting): wash the element.
5. Clean the lubricating oil cooler.
6. Change the lubricating oil automatic timers.
7. Cooling system pump drive: replace the V belts if necessary.
8. Clean the charge air coolers.
Three Yearly
1. Check the operation of the protective devices for the following:

d) Turn the operation selector switch to AUTO OPERATION.
d) Check the level of gas oil in the emergency generator fuel oil
service tank and top up as required.
e) Select the required method of starting, using the two position
switch mounted on the generator local control panel. Check that
there is sufficient starting air and that the batteries are fully
charged.

Engine Maintenance
Monthly
1. Sump: check for water or fuel in the oil.
2. Drain water off from the fuel tank.
3. Drain water off from the fuel filters.
4. Air filter (air monitor starting): drain water off.
5. Air filter (air starting): drain water off.
6. Drain water off from the air bottle.
7. Cooling system; check the tension and condition of the V belts.
8. Check the concentration of the ‘PERRY’ filter and antifreeze.

f) Turn the three position switch, mounted on the generator local
control panel, to the TEST OPERATION position. This simulates
a voltage failure condition to the emergency switchboard and
starts the engine.
g) Check that the engine is firing smoothly.
h) Check the engine oil pressure, cooling water pressure and rpm.
Investigate any abnormalities.
i) Check that the cooling water heater switches off as the engine
heats up, and that the thermostat operates, allowing cooling water
to flow to the radiator, as the engine heats further.
j) If required, load the engine, otherwise allow it to run idle or stop
it by pressing the stop button or operating the emergency stop
lever mounted on the engine. When the engine has stopped,
ensure that the heater is on and turn the switch to AUTO
OPERATION.

Issue: First

Water temperature rise: 98º±2ºC
Engine oil pressure drop: at rated speed - 4±0.2bar
at idle speed - 1.5±0.075bar
Overspeed: 112-115%

e) Restore the engine to automatic standby.

2. Replace the torsion vibration dampers if necessary.
Five Yearly
1. Flush the heat exchanger through.
2. Clean the air coolers.
3. Check the vibration dampers for cracks or flaws.
4. Overhaul the cylinder heads.
5. Overhaul the turbochargers.
6. Check the pistons and clean carbon deposits.
Weekly Test

Yearly
1.Change the sump oil.
2.Change the oil filters.
3. Change the bypass oil filter.
4. Clean and check the radiator fins.
5.Air cleaners (paper element type): change the filters.
6.Check the air bottle safety valve for correct operation.
7. Check the rubber bushings in the coupling.
8. Check the tension of the alternator drive belt.
9. Check and adjust the valve clearances.

Test run the generator engines weekly at ERO drills. Start the generators using
a different method each week. The engines are switched to manual and one is
started on air and the other via electric starter. The start methods are changed
the following week. Monitor the running generators for at least 10 minutes.
Three Monthly Test
Run the emergency generators on load for at least 30 minutes. (See section
3.16 Emergency Alternators).

6.1 Emergency Diesel Generators Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.2.1a Boiler

Flue Gas
Receiver
Steam Outlet
Valve

Safety Relief Valves

Water Level

Cross Section
of Sunrod
Element
Sunrod Tube

Hot Furnace Gas

Pressure
Vessel

Sunrod Tube

Furnace
Roof
Furnace
Burner Equipment

Aalborg CPH Boiler

Risers

Downcomer

Issue: First

Distribution Header

Illustration 6.2.1a Boiler

P&O Aurora
6.2 Steam Systems
6.2.1 Boilers
Oil Fired Boiler
No. of Sets:
Make:
Model:
Type:
Capacity:

2
Aalborg Industries
CPH-10
Sunrod, Saacke steam atomising DDZ-10 burner,
cylindrical combined water and fire tube
10,000kg/h at 9bar

Introduction
The steam generating plant consists of two oil fired boilers and four waste heat
economisers, each taking exhaust gas from a designated diesel generator
engine. In port there will normally be one engine operating and that will allow
its associated waste heat economiser to generate steam. However, this is
unlikely to meet the demand for steam and so at least one of the main oil fired
boilers will have to be operated. At times of high steam demand, it may be
necessary to operate both oil fired boilers. At sea with two, three or four
engines running, steam demand may be satisfied by the waste heat
economisers.
The oil fired boilers and the waste heat economisers may be operated together
in any combination to meet the steam demand.
The oil fired boilers are operated as master and slave. When the load on the
master boiler exceeds 80%, the slave boiler receives a signal and will start to
generate steam. With both boilers firing simultaneously, they will share the
load equally. When the load on the master boiler falls below 20%, the slave
boiler cuts out. If the master boiler trips for any reason, the slave boiler starts
automatically and takes the master boiler status. It is possible to select both
boilers to act in master mode, in which case they act independently.
Each boiler has a single furnace, which is surrounded by a wall of water tubes.
These tubes connect the lower distribution header with the pressure vessel
upper water space, through which the fire tubes pass. The water wall consists
of two sets of tubes, the outer downcomers and the inner risers.
Water in the boiler is self circulating, due to the upward flow of the
steam/water emulsion in the riser tubes. Radiant heat from the furnace flame
generates steam bubbles in the riser tubes and these steam bubbles form an
emulsion with the water. The emulsion has a lower density than the water and
the emulsion rises to the pressure vessel. As the emulsion flows upwards in the
risers, water at the same temperature flows from the distribution header to take
its place. This encourages water from the outer part of the pressure vessel to
flow through the downcomers to the distribution header.

Issue: First

Technical Operating Manual
The fire tubes passing through the pressure vessel contain Sunrod elements.
These are water tubes with a connection to the water space of the pressure
vessel at the lower end and a connection with the steam space of the pressure
vessel at the upper end. The outer surface of the Sunrod element has a large
number of welded pins to increase heat transfer from the flue gas to the water
in the element. Baffles inside the element promote water turbulence.
With this type of boiler there are two different steam generating sections, the
furnace water wall risers and the Sunrod elements, each of which generates
about 50% of the steam.
A single fuel oil burner is located in the furnace, the floor of which is lined
with refractory. The Saacke burner employs steam atomising and is supplied
with heavy fuel oil from the main fuel system. Combustion air is supplied to a
windbox by the forced draught fan and the air flow to the furnace divided into
two separate flows; the core air, which mixes with the fuel and steam at the
burner tip and the main air flow, which enters via a swirl unit and mixes with
the fuel after the burner tip. The air supply is regulated by dampers in the
windbox, the air mass being determined by the fuel supply. The burner has a
control range of 1:4 and it is ignited by a diesel operated igniter which has its
own air supply.
The boiler control system (see section 6.2.5) regulates the fuel and combustion
air supply in order to maintain constant steam pressure. A flame monitoring
device is fitted to detect flame failure upon flash-up or during normal
operation. The water level in the boiler is controlled automatically by the feed
water control system, with alarms for high and low water levels. At the lowlow water level an alarm operates together with a burner trip. Water gauges are
fitted on the boiler shell for visual indication of water level and there are
remote water level indicators in the ECR.
The boilers are provided with a steam outlet valve of the shut-off/non-return
type which prevents steam from flowing back to the boiler should the pressure
in the line exceed the boiler pressure. There are two groups of feed water inlet
valves, each group consisting of a shut-off valve and a non-return valve. The
shut-off valve in the operating group must be open when the boiler is operating
or when it is acting as the steam drum for the economisers. There are two
valves which connect to the exhaust gas economisers, a water outlet valve to
the circulation pump and a steam inlet valve from the economisers.
Two safety valves are fitted to the upper part of the pressure vessel. Two sets
of blowdown valves are connected to the distribution header, the sets being
diametrically opposite each other. Each set comprises a shut-off/non-return
valve and a quick closing valve. A foam valve, of the shut-off/non-return type,
has a collection pan at the normal water level and allows foam to be removed
from the water surface. A ventilation valve is located at the top of the pressure
vessel and is normally closed, but is opened when the boiler is being filled or
drained. Two small furnace inspection windows allow for inspection of the
combustion flame, whilst manholes and inspection hatches allow for
inspection and cleaning of the water and flue gas spaces.

Procedure for Starting the Boiler from Cold
a) Check that the boiler is secure and that all instruments and fittings
are operational.
b) Fill the boiler with distilled water to a quarter of the glass. When
filling a boiler which is not under pressure, the shut-off valve after
the feed water pump must be throttled, otherwise the pump motor
will be overloaded.
c) Check that the water level control system is functioning.
d) Check the burner and the safety systems are operating in
accordance with their operating instructions.
e) Ensure that the fuel oil circulating system is set for operation.
Apply the trace heating and start the boiler fuel oil pump. The
boiler HFO system should be prepared and operated as described
in section 6.2.4. Steam will be available from the other oil fired
boiler, the exhaust gas economisers linked to the other boiler, or
from shore in a dry dock situation. This steam will provide for
HFO service tank heating and burner atomising steam.
f) Open the venting valve at the top of the boiler.
g) Start the burner on manual control and low load.
h) Check that the water level does not rise too high during the
pressure raising period.
i) Drain the boiler via the blow-down valves if the water level is too
high.
j) Shut the venting valve when the steam blows out.
k) Tighten the manhole cover and hand hole covers during the
pressure raising period, if required.
l) Check all flange joints at the plant for signs of leakage.
m) Switch the boiler to automatic control when the boiler pressure is
0.5 bar lower than the working pressure of the boiler.
n) Open the main steam valve slowly to supply steam to the steam
main line. The boiler is now operating on line and supplying
steam; the other oil fired boiler and/or the economisers may be
shut down as necessary.

6.2.1 Boilers Page 1

P&O Aurora
o) After about 3/4 weeks in operation, mud and deposits in the
piping system will have accumulated. These accumulations may
cause level variations which may disturb the steam generation
process. Daily blowing down of the boiler should minimise the
effect.
Procedure for Preparing the Boiler Saacke Burner System for Operation
The following description covers the basic procedures for operating the Saacke
DDZ oil burner with heavy fuel oil.
a) The boiler is prepared for operation as described above.
b) The HFO service tank heating system will be operational and fuel
in the tank will be at the appropriate temperature. The HFO
system should be prepared as described in section 6.2.4. and hot
HFO will be available at the burner unit.
c) Close the manual rapid shut-off valve upstream of the burner.
d) Ensure that the electric trace heating is switched on and under
automatic control. (This should have been done as part of the
preparation of the boiler HFO supply system.)
e) Ensure that the HFO heater is operating and that hot HFO is
available at the boiler burner unit.
f) Check that the HFO recirculating system is operating and monitor
the system until the fuel temperature reaches the operational
temperature.
g) Close the circulating valves in the return piping, closely watching
the pressure gauge, the heated fuel oil is now available upstream
of the burner. The fuel oil pressure controller is now operational
and will keep the preset fuel oil pressure constant after the
operating temperature has been reached.

Technical Operating Manual
k) Set the HFO operating pressure at 8 - 12 bar.
The plant is now ready to start
Procedure for Operating the Saacke Burner Unit
a) At the burner control box switch on the automatic sequence
control.
b) Press the RESET push-button, when the TROUBLE signal lamp
lights up. The OPERATION signal lamp should then light up,
indicating that the safety interlock circuit (ie, the pressure or
temperature limit controls, water level limit control, etc.) is closed
and the FD fan motors are in operation.

WARNING!
Unless the furnace is air-purged thoroughly and long enough, there is the
danger of an explosion.
d) Through the furnace observation window, observe the ignition
cycle. The pilot or ignition flame will ignite first. When the flame
scanner senses that the pilot burner is ignited, the main burner
ignition sequence commences.

If the shutdown is for a longer duration the fuel oil heating system, pump set
must be switched off and the atomising steam valve closed. The plant must be
restarted as described above.
Procedure for Shutting Down in Case of Trouble or Danger

b) Wait until the compound regulator has reached the LOW FIRE
position ‘1’, then switch off the automatic sequence control.
c) Trace and correct the cause of the trouble. (For help in tracing the
fault, consult the boiler burner troubleshooting manual.)
d) After the fault has been traced and corrected, restart the plant as
described above.
Procedure for Daily Boiler Inspection

e) When there is a steady furnace flame the COMBUSTION
CONTROL switch should be switched to the operational position
‘1’. The burner control system adjusts the fuel and air supply in
accordance with steam demand and steam pressure.
Procedure for Checking the Operation of the Flame Detector
a) Remove the flame sensing element (flame scanner) from its
mount.

i) Ensure that the selected boiler ignition pump is operating and
supplying DO to the burner unit for the ignition flame.

c) The fuel oil supply should be cut off within one second and the
TROUBLE signal lamp will be illuminated.

Issue: First

(Note! If the shutdown is to be of short duration, the fuel oil heating system
and pump set may remain switched on. The burner can be restarted at any
time.)

a) Actuate the emergency stop switch.

h) Open the manual rapid shut-off valve upstream of the burner.

j) Open the supply valve for the atomising steam.

d) The boiler burner has now been shut down.

c) Wait for the end of the purge period.

b) Obscure the flame scanner window with a piece of card or similar
in order to simulate flame failure.

(Note! The fuel oil pressure upstream of the burner should be 10 to 12bar.
Since the fuel oil pressure is of great importance for the operating conditions
and performance of the burner, it must be set very accurately during the initial
adjustments of the plant.)

c) Close the manual rapid shut-off valve if it is still open.

a) Blow down the boiler. Open the blowdown valves quickly for a
few seconds, shut and open again for 5-10 seconds. Repeat this
when required, according to the boiler water tests.
b) Drain each level glass for 10-15 seconds and check the level
readings.
c) Check the boiler water condition and take the necessary measures
with regard to the feed water treatment.
d) Check the operation of the fuel oil burner at different capacities
through the inspection glass on the boiler.
e) Check the fuel oil temperature, fuel oil pressure and the fuel oil
flow at a set, known rate.

Procedure for Shutting Down the Boiler Burner
a) Switch the COMBUSTION CONTROL switch to position ‘0’.
b) When the compound regulator has reached the LOW FIRE
position ‘1’, the automatic sequence control is switched off.

f) Check the flue gas temperature after the boiler. Too high a
temperature indicates fouling of the Sunrod tubes and the need for
cleaning.
g) Check and clean the flame scanner and the fuel oil filters.

6.2.1 Boilers Page 2

P&O Aurora

Technical Operating Manual

h) Check the boiler steam pressure and the water level.

Weekly Routine Checks

Sootblowing

i) Check the operation of the feed water control system.

Skimming (surface blowdown) according to analyses, but at least once per
week (2 minutes with the valve fully open).

After a certain time in operation, soot deposits are accumulated inside the flue
gas spaces of the boiler. The quantity of soot and the time of formation depends
upon factors such as oil quality, boiler load and burner adjustment. Therefore
it is not possible to specify exact intervals for sootblowing.

j) Every week, check the water level alarm system.
k) Every month, test the operation of the standby feed water pumps.

Blowdown (bottom blowdown) according to analyses, but at least once per
week (each blowdown valve 1 minute in low load condition).

There are three methods to cheek if soot cleaning is necessary:
l) Every month, check the operation of the high steam pressure trip,
by adjusting the setting slightly downwards. The burner should
trip. Ensure that the high pressure trip switch is reset after this
test.

Monthly Routine Checks
1) Inside inspection.
Check the operation of the salinity and oil detection systems.
Every Six Months

2) Checking of the exhaust gas temperature. (Clean if the
temperature is 10-20ºC above the figure for a clean boiler.)

The boiler water side (interior) must be carefully inspected at least twice a
year.

3) Checking the draught loss. (Clean if 10 - 20mm water gauge
above the figure for a clean boiler.)

Procedure for Cleaning the Boiler after Shutdown
a) Operate the sootblowers immediately before shutdown. Start the
burner and keep it in operation for at least 15 minutes after the
soot removal, in order to dry out the surfaces.

Yearly

The most effective way of soot cleaning is water washing, carried out when the
boiler is as hot as possible.

b) Check that the furnace and the pin tubes are clean and free from
soot and other deposits.

Check the water side of the boiler and hotwell for corrosion and scale
formation.

c) Empty the water from the boiler using the blowdown valve. Open
the venting valve when the pressure falls to 1.5 bar and let the
boiler cool. After cooling, open the inspection doors and check
the water space for deposits.

Check the feed treatment injection pump unit.

a) Shut down the burner.

Boiler BlowDown

b) Wait for the boiler to cool and the exhaust gases to disperse,
usually about 10-20 minutes.

d) Check and clean the external mountings.

Boiler blowdown is an essential requirement for complete control of the boiler
treatment. A reduction in the boiler water concentration of dissolved and
suspended salts is required to meet the limits set for control of treatment.

e) Clean the pin tubes thoroughly.
f) Change the inspection door joints as required.
g) Prepare the boiler for operation as described previously.

The frequency and duration of blowdown is indicated by the test results from
the boiler water conductivity. These tests show the total content of soluble salts
collected in the boiler from the feed water and the treatment. It is also equal to
the specific gravity, i.e. measurement of the total salt content may be done with
a specific gravity meter.

Boiler and Feed Water Maintenance
Daily Routine Checks
The feed and boiler water must be analysed daily. Samples are taken via the
sample coolers, through which cooling water must be circulated, before the
sample valve on the boiler (731A4824 for boiler No.1 and 731A4838 for boiler
No.2) and the sample cooler inlet valve (731A4821 and 731A4840
respectively) are opened.
Boiler water is tested and chemical treatment added to maintain the water in a
condition where scale will not form and corrosion will be prevented.

Issue: First

The conductivity is measured in microSiemens per centimetre (mS/cm) and the
approximate relationship between the salt content and the conductivity is as
follows:
S=KxC
Where: S = salt content, mg/l
K = 0.6 for boiler water and 0.7 for condensate
C = conductivity mS/cm.

Procedure for Cleaning the Tube Surfaces by Water Washing

c) Unlock the burner unit and swing it out of the furnace.
d) Open the soot water drain valve 724A1811 for boiler No.1 and
724A1812 for boiler No. 2. Check that the piping is not choked.
e) Unlock and remove the flue box inspection hatches, located on
top of the boiler.
f) Open the flushing water supply valve from the non-potable water
system.
g) Using a hand water lance, direct a jet of fresh water directly at
each of the vertical uptakes. Flush carefully over each tube for 20
- 30 seconds, with a flow of approximately 50 litres per minute.
The water pressure should be between 4 and 6bar. Care should be
taken not to let water get in contact with the burner throat
refractory.
h) Allow time for the water to drain and check that the soot water is
draining from the furnace floor. Also check that the drain outlet
has not become choked.

6.2.1 Boilers Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.2.2a Economisers

Key

Note* All valve numbers are
prefixed by 724A unless stated
otherwise.

DG 4
Exhaust
Silencer

Bilges

731A4852 - 53 - 54 - 55 (4,3,2,1)

DG 3
Exhaust
Silencer

721A
1805

Dom. Fresh Water (Non Potable)
731A4848 - 49 - 50 - 51 (4,3,2,1)

Inside

Feedwater

DG 2
Exhaust
Silencer

65

Incinerator Flue
Fans Drain

40
1801

Outlet
Header

DG 1
Exhaust
Silencer

1803
1805
1806
1804

1802

1807

1808

Deck 10
Comp. 12

Deck 9
EGB
DG
4

EGB
DG
2

EGB
DG
3

EGB
DG
1

Tube Register

Connection
Tube

Deck 8
Deck 7
Deck 6
65
721A
5003

125

Inlet
Header
732A3848 - 46 - 44 - 35 (4,3,2,1)
Drain
732A3843 - 47 - 41 - 40 (4,3,2,1)

125
125

Boiler Lance
Waterwash
Outlets

732A3848 - 38 - 37 - 36 (4,3,2,1)

732A3849 - 47 - 45 - 34 (4,3,2,1)

721A
5002

Deck 5

Deck 5

125

DG Exhaust
Gas Pipes

721A5005 15

LAL

DG Exhaust
Gas Pipes
Deck 4

Deck 4
Overboard
With Removable
Key

Feedwater
From Exhaust Gas
Boiler Circulating
Pumps

737A
5073
737A
5071

737A
5070

Boiler Wash Drains

737A
5031

65

80

125

EGB Wash
Water
Filter Tank

80
200

Feed Water Store DB12 (Stb'd)

1022
125

End View

50

Economiser Washing Water
and Exhaust Gas Pipe
Drain System

Top

1020
125

Deck 3
50

Outlet
Header

1034

1033

Economiser
Wash Water Pump
(18 m3/h)
+ PI

PI

Inlet
Header

Oily Bilge
Deep
Tank 15 S
(23.93 m3)
Comp. 15

Issue: First

65

65

Deck 2

Comp. 14 Comp. 13

Economiser
Wash Water
Drain Tank
(2 m3)
1030

Deck 3

Deck 2

Non Potable
Water System
Comp. 12

Comp. 11

Illustration 6.2.2a Economisers

P&O Aurora

Technical Operating Manual

i) If necessary repeat steps ‘e’ and ‘f’.

6.2.2 Economisers

j) By looking into the furnace from the burner opening, ensure that
all soot water is drained away. Close the soot water drain valve.

Waste Heat Economisers

k) Refit the inspection hatches on the flue gas box and secure.
l) Swing the burner back into position and dry out the boiler by
restarting the ignition burner. It is essential that the boiler is dried
out in this manner since soot formations produced by an oil burner
contains sulphur compounds. Any residual soot and water will
therefore react chemically to form sulphuric acid which is highly
corrosive.
m) After running the burner for approximately 5 minutes, stop it and
open the soot water drain valve to release any residual water.
n) Close the soot water drain valve, restart the burner and run it for
a further 10 to 15 minutes. Check that the exhaust gas temperature
is now within the correct limits.
o) Stop the burner and open the soot water drain valve once more. If
any water is still present, allow it to drain and close the soot water
valve.
p) Check that all inspection hatches are clamped as tightly as
possible and that no gas leaks have occurred. If a hatch is
suspected of leaking, replace the gasket.

No. of Sets:
Make:
Model:
Type:
Capacity:
Working Pressure:
Max. Working Pressure:
Feed Water temperature:

Procedure for Operating an Exhaust Gas Economiser from Cold
a) Ensure that all the valves between the exhaust gas economiser and
the boiler are fully opened, to permit free flow conditions.
4
Aalborg Industries
AV-6N
Finned tube
3,500kg/h at 9.5 bar
9.5bar
12bar
50ºC

Economiser Circulation Pumps
Make:
Model:
Capacity:
Motor:

Klaus Union
SLMN 50 315 160S1G
28m3/h
1750rpm 12.1A 11kW

Introduction
The AV-6N boiler is a water tube exhaust gas economiser (EGE) with forced
water circulation. The economiser generates steam solely on the heat extracted
from the main diesel generator engine exhaust gases and they are used in
conjunction with the oil fired boilers. The boilers act as steam/water reservoirs
for the economisers.
Each of the boilers operates in conjunction with two economisers, No.1 boiler
with the economisers from No.s 1 and 2 generator engines and No.2 boiler with
the economisers supplied from No.s 3 and 4 generator engines.
The feed water is supplied to the boilers from the hotwell. Forced circulation
pumps, one for each economiser, take water from the boilers and supply it to
the economisers. The heated steam/water mixture is returned to the steam
space of the oil fired boiler where the steam is separated.
The economiser heating surfaces are built up of vertical registers carried out of
double steel tubes with steel gills welded on, the gills promote heat transfer
from the exhaust gas to the tubes. The tube registers, including tube bends and
tube supports, are placed in the exhaust gas flow. Tube supports are fixed to the
supporting beam at the side, where the inlet and outlet headers are placed, but
the other supports are not fixed to the respective supporting beams, in order to
allow for thermal expansion. The economisers are supplied with water from
the boilers and so the same water treatment conditions apply.
(Note! The safety valve of the exhaust gas economiser is usually set for an
opening pressure about 1bar higher than the safety valve of the associated
boiler. Under no circumstances should safety valves be adjusted or tampered
with.)

Issue: First

b) Ensure that all instrumentation is reading correctly.
c) Start the circulation pump.
(Note! If the boiler water is already heated (the boiler or the other economiser
in the pair is in operation), the circulating pump discharge valve should be
closed before starting the circulating pump and the flow to the boiler should be
slowly increased. This will avoid excessive thermal shock stress on the
economiser tubes.)
d) When full circulation conditions have been established in the
economiser and the temperature is at the correct level, the
generator engine may be started.
e) As steam is generated in the economiser, a steam/water mixture
will return to the oil fired boiler and steam will separate off for
use in the steam system.
f) When steam generation conditions are stable, set the economiser
to operate automatically.
Ideally the economiser should always be connected to the boiler even when the
associated diesel generator engine is shut down. This ensures that the
economiser is kept warm and is ready for immediate operation when required.
Prolonged Engine Shutdown
If required, the circulating pump can be stopped during prolonged stays in port,
however, not before 12 hours after diesel generator engine shutdown and
provided that no abnormal conditions have occurred during the cooling down
period, e.g. small soot fires.
If the pump must be stopped earlier than 12 hours after diesel generator engine
shutdown, a check must be made to ensure that no soot fires are in progress.
the circulation of water must be re-established prior to the next start of the
diesel generator engine.
If, for some reason, the boiler plant is out of operation, cooling down would
cause a vacuum in the system. This must be avoided, as air from outside is then
able to penetrate the system and cause oxygen corrosion. This oxygen
corrosion will especially appear in the tube system of the economiser.

6.2.2 Economisers Page 1

P&O Aurora

Technical Operating Manual

Economiser Emergency Dry Running

Economiser Gas Space Cleaning

It is possible to operate the economisers in a dry condition, i.e. with no water
circulating or present in the unit. However, this should only be under taken in
emergencies and extreme caution must then be observed to prevent soot fires.

Light soot deposits are removed from the flue gas side of the economiser heat
transfer surfaces using a sonic cleaning system. Each economiser has its own
sonic system. Each cleaning system is powered from the same switchboard and
each use compressed air from the single infrasonic air receiver. This receiver
is located on deck 6.

The economiser construction allows dry running at exhaust gas temperatures
not exceeding 450ºC, provided that the heating surface is clean. The risk of
soot fires is, however, increased during dry running because the tubes, which
are normally cooled by the water in the economiser, are then uncooled and the
temperature rise can be enough to ignite the soot, which is present on the tubes.
A soot fire under these circumstances would most likely cause major damage
to the tubes.

The sonic cleaner has two operating modes, insonating and pause. Insonating
is the mode when the sonic cleaner produces its low frequency sound and the
pause mode occurs during insonating periods. The sonic cleaner is normally set
to automatic (AUTO) operation. This means that it will operate according to a
prescribed sequence of insonating and pauses. In the manual (MAN) mode the
sonic cleaner will insonate continuously.

Procedure for the Emergency Dry Running of an Economiser
It is assumed that the economiser is in the dry condition and the associated
diesel generator engine is about to be started.
a) Inspect the heating surface prior to the dry running period.
b) Clean the economiser by water washing if any soot is present.
c) Start the generator engine and gradually increase the load in order
to raise the temperature of the economiser without causing
thermal expansion problems. Extended low load operation of the
main engine should be avoided as far as possible in order to
reduce soot formation on the economiser tube surfaces.
d) Inspect the economiser frequently and if any deposits are present,
remove them by water washing.
e) Make every effort to re-establish the water circulation to the
economiser, thereby reducing the dry running period to a
minimum.
f) If water circulation can be re-established, the economiser should
be allowed to cool down gradually before water circulation is
started in order to avoid excessive thermal shock stresses which
could result in tube damage.
g) After the diesel generator engine is shut down, allow the
economiser to cool down gradually. Inspect the economiser for
deposits and damage.

Issue: First

At the heart of the Infrafone sonic cleaner is the IC4990 insonating controller
which controls all four sonic cleaners and has three functions:

and sends a signal to the insonating controller causing it to adjust the pulsator
operation if the sound pressure is not correct. It is possible to adjust the sound
level.
Procedure for Operating the Sonic Cleaners
a) Open the service air inlet valve, 752A1152, to the infrasonic air
receiver.
b) Ensure that water is drained from the infrasonic air receiver by
opening the drain valve, 752A1153.
c) Open the infrasonic air receiver outlet valve, 752A1154.
d) Open the air supply valves, 752A1162/61/60/59, to the individual
infrasonic cleaners.

To open and close the solenoid valve for insonating and pause
modes when cleaning

e) Ensure that the pulsator supply pressure regulating valves,
752A1829/30/31/532, are operational.

To measure, via the transducer box TB1, the sound pressure
of the Infrafone sonic cleaner

f) Switch on the power supply to the Infrasonic switch board.

To trigger an alarm if the sound pressure is below a preset level

g) At the insonating controller 4990, set the power switch to ON; the
power light should illuminate indicating that power is being
supplied to all units.

Each exhaust pipe from the generator engines is fitted with a sonic cleaner, the
cleaner head being located below the inlet to the economiser associated with
that engine.
The sonic cleaner consists of a resonance chamber to which is attached a
pulsator and a transducer box. The sonic cleaner is attached to the exhaust pipe
via a resonance tube and diffuser. The sonic cleaner is tuned to produce a
defined frequency, corresponding to a fundamental longitudinal resonance
frequency of the gas column in the exhaust gas pipe to which it is attached.
The pulsator generates an oscillating air/gas sound pressure which is referred
to as the particle velocity. Sound generated in the pulsator, located at the top of
the cleaner head, is amplified, due to resonance, in the resonance chamber
located below the pulsator. This resonance creates a longitudinal standing
wave at intervals of 5 to 10 seconds and the particle velocity in the standing
wave has a cleaning effect on the soot and other solid particles in the gas flow.
The sound wave is omni-directional (it has no specific direction) and so the
entire uptake is cleaned, both upstream and downstream of the sonic cleaner.

h) The insonating lamp will illuminate for sonic cleaner No.1 and
that cleaner will insonate according to the time set with the
potentiometer P1 on the circuit board. After the time has elapsed
the pause sequence will begin. The duration of the pause sequence
is set by the potentiometer P5 on the circuit board.
i) The sequence is repeated for sonic cleaner No.2, then No.3 and
No.4. After all four sonic cleaners have operated, the cycle begins
again for sonic cleaner No.1 and the sequence repeats until the
unit switch is moved to the OFF position. The insonating lights
for each sonic cleaner will illuminate when that cleaner is
insonating and the pause light will illuminate when any of the
cleaners is in the pause mode.

The infrasonic air receiver supplies compressed air at 10bar to the pulsators.
Air for each insonating cycle is supplied to each sonic cleaner via a pressure
regulator, which is connected to the pulsator inlet via a rubber hose. An
electrically activated valve switches the pulsator on and off and it then acts as
a valve for the main air flow. It is this pulsating air flow which is amplified in
the resonating chamber. The transducer box TB1 measures the sound pressure

6.2.2 Economisers Page 2

P&O Aurora
Procedure for Changing the Sonic Cleaner Settings
The settings should only be adjusted if the system is failing to maintain the
engine uptakes in a clean condition. These switches are located within the
insonating controller 4990 cabinet.
a) Switch No.4 on switch panel S1 should be in the ON position
(indicating the last number of the sonic cleaners in the operating
sequence) and all other switches on switch panel S1 should be in
the OFF position.
b) All sonic cleaner switches (S2 - S5) should be set to AUTO for
automatic operation. If not required for operation, such as when
an engine is shut down for a prolonged period, the switch should
be set to the STB (standby) position. If the sonic cleaner is
required to operate continuously, the switch must be moved to the
manual position. However, this will disable the other sonic
cleaners as the insonating sequence will never be completed and
it should be used with caution.
c) The sound pressure alarm level for the sonic cleaners is set with
potentiometer P4. Switch S10 on the circuit board is moved to
position ALARM LEVEL and potentiometer P4 is adjusted; the
sound level is shown on the sound pressure meter. Switch S10 is
returned to the MEASURE position.
d) Time settings for insonating and pause intervals are adjusted
using potentiometers P1 and P5. The insonating interval is set to
between 5 and 15 seconds by adjusting potentiometer P1 to the
appropriate position; the time interval is increased by turning the
potentiometer clockwise. The pause interval is adjustable
between 50 and 300 seconds, by adjusting potentiometer P5. An
increase in pause interval is achieved by turning the potentiometer
clockwise.
Procedure for the Water Washing of the Economiser Tube Surfaces
a) The associated diesel generator engine must be stopped, but the
economiser must be hot enough for the water to evaporate so that
the tubes and fins will not remain wet after washing.

Technical Operating Manual
e) Open the water washing valves as in the following table:

High Temperature Fire

Economiser

Valve

Valve

Economiser DG No.1

724A1808

724A1807

Economiser DG No.2

724A1806

724A1805

Economiser DG No.3

724A1804

24A1803

Economiser DG No.4

724A1802

724A1801

f) Allow the water to spray over the economiser tube surfaces in
order to remove soot deposits.
(Note! Where deposits are highly corrosive or bonded, a soaking spray with a
10% soda ash solution is advisable before washing. If seawater is used for
cleaning, the economiser must be thoroughly washed afterwards with fresh
water in order to remove all salt deposits.)
g) Close the water supply valves. After all the water has drained
from the surfaces, inspect them to see that all deposits have been
removed. If necessary repeat the cleaning process.
h) Refit the inspection doors and close the drain valves.
i) When the generator engine associated with the economiser is to
be brought back into service, repeat the procedure for starting as
above. When the associated generator engine is started, check that
the inspection doors do not leak.
Exhaust Gas Economiser Fires
A fire in the exhaust gas economiser may develop in two stages. Firstly an
initial soot fire which, under certain conditions, may develop into a high
temperature fire.
Initial Soot Fire

c) Ensure that the drain from the bottom of the economiser is clear
and that drain water can flow to the economiser wash water filter
and drain tanks.

This type of fire arises when deposits of combustible materials burn in the
presence of sufficient oxygen. The main constituent of the deposit is soot but
there may be additional unburnt residues of fuel and lubricating oils present.
Such fuel and lubricating oil deposits may be due to faulty combustion
equipment, but they may also occur at starting and during prolonged low
power running of the diesel generator engine. The ignition temperature of the
soot layer is in the region of 300ºC - 400ºC, but the presence of unburnt fuel
or lubricating oil may lower the ignition temperature to approximately 150ºC.
This means that ignition may also take place after shutdown of the generator
engine.

d) Start the fire and wash deck pump system to ensure that pressure
is available for cleaning the economiser.

Even without an ignition temperature, the soot layer above the boiler tube wall
may be ignited by glowing particles (sparks) in the exhaust gas flow.

b) Remove the inspection door of the exhaust gas outlet box on top
of the economiser.

Issue: First

Under certain conditions, a soot fire may develop into a high temperature fire.
There are two forms of high temperature fire; hydrogen and iron.
A hydrogen fire occurs due to the fact that water (H2O) dissociates into
hydrogen and oxygen at high temperatures. Carbon monoxide may occur under
certain conditions when carbon is present. Hydrogen is a combustible gas and
a hydrogen fire may start if the temperature is above 1,000ºC.
An iron fire means that the oxidation of iron at high temperatures occurs at a
rate sufficiently high to make the amount of heat released from the reactions
sustain the process. Oxidation of iron at room temperature (rusting) is a slow
process but it still involves the liberation of heat. At high temperatures much
more heat is liberated, as can be seen when cutting steel with an oxy-acetylene
burner. An iron fire may take place at a temperature in excess of 1,100ºC.
Small soot fires in the economiser may occur especially during manoeuvring
with the diesel generator engine in low load operation. These fires do not cause
damage to the economiser but the fires should be carefully monitored. The heat
developed by the soot fire will increase the tube wall temperature until a state
of equilibrium is reached, i.e. the heat removed by the water in the economiser
tubes corresponds to the heat generated from the soot fire. In most cases the
situation gets no worse. However, if the soot fire is severe, heat removal may
be at a lower rate than generation and the temperature locally may increase to
a point where a hydrogen or iron fire can occur. A hydrogen fire will only
occur if water, or particularly steam, is present. The economisers are cleaned
of light soot deposits by means of a sonic cleaning system therefore steam is
not directed at the tubes at any time. However, in the event of tube failure
resulting in a steam/water mixture entering the exhaust gas pathway, a
hydrogen fire could result.
Procedure for Emergency Action in the Event of a Severe Soot Fire
a) Stop the engine.
b) Keep the circulating pump running.
c) Raise the alarm and inform the Chief Engineer and the bridge of
the situation.
d) Seal the air intakes and ensure that there is no access for air to the
seat of the fire.
e) Apply boundary cooling to the casing in order to lower the
temperature.

6.2.2 Economisers Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.2.3a Boiler Feed and Condensate System

731A4808

731A4806

731A4852
TI

TI

731A4848

731A
4807
Exh. Gas
Economiser
3500kg/h

PI

732A3848

731A4803

Exh. Gas
Economiser
3500kg/h

PDI

150

732A3843

732A3849
40

TI

732A3838

732A3839

732A3842

Exh. Gas
Economiser
3500kg/h

732A3846

732A3844

732A3847

732A3845

40

80
80
80
80

731A4850

PI

40

737A5006

737A5002

731A4802
TI

731A
4804

PI

Bunker Station (Stbd)

731A4855

TI

Manual
Operation
Panel

731A
4805

731A4849

PDI

TI

731A4854

731A4853

Bunker Station (Port)

731A
4801

731A4851

PDI

Exh. Gas
Economiser
3500kg/h

PDI

150

TI

732A3837

TI

732A3836

732A3834

200

From Clean
Condensate
Surplus
Condensers

Clean Drain
Cooler

731A4023

731A
4822

732A3865

TI

732A
3866

731A4861

731A
4837
731A
4828

731A4863
25

731A
4835
731A
4830

731A
4829

25

Sample Cooler

731A4836
For
Sampling

Sample Cooler

731A4840

LIAH

731A4845
731A
For
4826
Sampling

731A4841

80

To Vent
731A
4823

731A
4824

732A3871

737A
5097

80

732A3826 732A3819

732A
3860

732A3818 732A3825

150

80

737A
5040

100

20

150

732A3830 732A3813

100

737A
5026

DIL

731A4838

TI

To Bilge

20

100
737A5027

50

To Bilge
Water

732A3816

25

Water Level
Transmitter

732A3817 732A3823
Simmer Coil

731A4839

731A4842

To
Bilge
Well

150

20 F

20

25

F

20

732A3824
40

40

80

20

E.G.B. 1
Circ. Pump
28m3/h 3.5 Bar

80

Hot Well
10m3

732A
3071

732A
3072

732A
3029

E.G.B. 2
Circ. Pump
28m3/h 3.5 Bar

PDI

732A
3079

732A
3075

PDI
PDIAH

TI

732A3025

732A
3073
20
125

PDIAH

732A
3069

PDIAH

732A
3080

TI

732A3024

732A3048

80

732A
3883

50

Chemical Dosing
Unit

737A
5037

E.G.B. 3
Circ. Pump
28m3/h 3.5 Bar

732A
3087

PDI

PDI

732A
3076

125

732A
3084

732A
3089

TI

732A3026

20
125

PDIAH

732A
3085

732A3009

TI

732A3027

737A
5016

TI

737A
5020

737A
5036

15
732A3010

80

732A
3052
732A
3051

732A
3802
737A
5012

PI

732A3007
732A3011

80
732A3006
737A
5031

+ PI

732A
3008

125

80
80

732A3056
PDI

PDIAH

Steam

LI

32

For
Sampling
32

732A
3055
732A
3054

732A
E.G.B. 4
Circ. Pump 3028
28m3/h 3.5 Bar

PDIAH

20
125

To Vent

80

50

150

Issue: First

TIAHL

150

732A
3030

PDI

732A
3061

LS

LAL

150

40

732A
3880

732A3031

732A
3064

737A
5018

732A3049

80

PDI

PDIAH

737A
5015

LS

40

80

PDIAH

40

737A
5074

80

732A
3874

PDI

732A
3058

20

732A 732A
3807 3811

40
737A5073

732A
3877

732A
3063

20

25
732A 732A
3810 3806
40

125

With
Removable
Key

40

732A3863

20

50

125

737A 40
5070

732A
3861

150

737A
5071

737A
5069

40

732A3831

732A 732A
3805 3809

150

737A
5072

732A 732A
3808 3804

Simmer Coil

731A4843

732A3013

Water
Level
Transmitter

732A3832 732A3812

20

737A5066

732A3833

150
25

737A
5028

TI

732A3012
732A3822

65

F

737A
5014

No.1
Oil Fired Boiler
10000 kg/h

50
Observation Tank

TI

737A
5060

Filling

M

732A3814 732A3829

737A
5099

TI

737A
5059

To Vent

732A
3870
LIAH

732A
3862

TI

737A
5041

150

TI

732A3815 732A3828
M

732A3821

731A4864
731A
4846
731A
4825

80

732A3827 732A3820

No.2
Oil Fired Boiler
10000 kg/h

731A
4844
731A
4827

732A
3016

Dirty Drain
Cooler

M

731A4862

To Vent
731A
4821

732A
3015

From Dirty
Condensate

Clean Drain Dirty Drain
Cooler Cooler

TI

40

50

50

To Steam
Consumer

80

80

737A5003

Filling

80
To Steam
Consumer

737A5004

50

25

40

737A5008

PI

732A3835

732A3840

732A3841

737A50007

S
737A
5010

Feed Water Pump 1
39.1m3/h 16 Bar

737A5017

Feed Water
Saturated Steam

732A 732A
3801 3004

50
50

To Bilge
Well

Key

PI

PI

732A
3005

125
737A
5019

732A
3003

+ PI

Feed Water
Transfer Pump
16m3/h 1.5 Bar

Bilge
Feed Water Pump 2
39.1m3/h 16 Bar

Vents

DPI

732A3053

Illustration 6.2.3a Boiler Feed and Condensate System

P&O Aurora
6.2.3 Boiler Feed and Condensate System
Feed Water Transfer Pump
No. of Sets:
Make:
Model:
Capacity:
Motor:

1
Pompe Garbarino
MU 32/160 LA
16 m3/h; 1.5 bar
1750rpm 1.9kW

Feed Water Pump
No. of Sets:
Make:
Model:
Capacity:
Motor:

2
KSB
n8DA 65 65/88/6.1-11.62
70 m3/h
1755rpm 34.5kW

Introduction
The main condensate system, as part of the steam generating cycle, is the
section concerned with the collection of condensed steam and its discharge to
the hot well. To obtain the maximum benefit from steam as a heating medium,
it condenses in the heating coils as it recovers the latent heat of evaporation in
the steam. Drain traps are fitted at the outlets from such heating coils, so that
only water is allowed to pass. This is the condensate which is returned to the
hot well. Depending upon the heating application, the returning condensate can
be very close to boiling temperature. This high temperature can cause the water
in the hot well to be of too high a temperature for the feed pumps to handle,
without the risk of ‘gassing-up’. Drain coolers are used to reduce the
temperature of the condensate returning to the hot well.
There are two pairs of drain coolers, the clean drain coolers and the dirty drain
coolers. The clean drain coolers take their condensate returns from locations
which are not likely to cause contamination, if there is a heating coil failure,
such as water heaters. The outlet from the clean drain coolers passes directly
to the hot well. The dirty drain coolers take their condensate returns from
locations such as fuel oil heaters, where any heating coil failure could
contaminate the returning condensate. Outlets from the dirty drain coolers pass
to an alarmed observation tank, allowing the presence of oil in the water to be
detected. Any oil or floating sediment is drained to the bilge well via a scum
line.
The clean drain coolers each have a cooling capacity of 800kW whilst the dirty
drain coolers have a 50kW capacity. Returns from both sets of coolers pass to
the cascade and filter side of the hot well, in order to ensure that any solid
matter, gathered in passage through the steam/condensate system, is removed.
When the vessel is at sea and steam is supplied by the waste heat economisers,
there may be times when excess steam is generated. In order to prevent the
lifting of economiser safety valves, the excess steam is dumped to the two

Issue: First

Technical Operating Manual
surplus condensers. Each of these has a steam flow capacity of 6,000kg/h with
39,53kW of heat extraction. Condensate from the surplus condensers flows to
the outlet side of the hot well. As it is condensed steam, directly taken from the
economisers, it will not contain any solid matter.
The cascade/filter section of the hot well is provided with an inspection or
observation compartment. The condensate flowing through the observation
tank is monitored for oil contamination and floating sediment. Any such
sediment found can be drained through a scum line to the bilge well.

Position

Description

Valve

Open

Dirty condensate line valve from forward

737A5049

Open

Dirty condensate line valve from midships

737A5050

Open
Open

Dirty condensate line valve from aft
Dirty condensate drain cooler (543.4040)
inlet valve
Dirty condensate drain cooler (543.4040)
inlet valve
Dirty condensate drain cooler (543.4050)
inlet valve
Dirty condensate drain cooler (543.4050)
inlet valve

737A5048

Open

The hot well has automatic filling. To allow for this there are level switches to
activate the feed water transfer pump start and stop. The feed water transfer
pump takes suction from the feed water storage double bottom (12 S) and will
automatically replenish the hot well, when the level falls to the pump start
level. In addition to the feed water transfer pump start and stop switches, there
is a low level alarm, a level indicator, a temperature indicator and a remote
temperature indicator with high and low level alarms.

Open
Open

737A5057
737A5059
737A5058
737A5060

Closed

Dirty condensate drain cooler bypass valve

737A5099

Closed

Observation tank entry side scum valve

737A5028

Water from the hot well provides the main feed pumps with a positive inlet
pressure head at the pump suctions.

Closed

Observation tank outlet side scum valve

737A5026

Open

Three-way valve from observation tank

737A5066

The drain coolers and surplus condensers should maintain the condensate inlet
temperature to the hot well at about 75°C.

Open

Clean condensate line valve from forward ship 737A5061

Open
Open

Closed

Clean condensate line valve from aft ship
Clean condensate drain cooler (543.4020)
inlet valve
Clean condensate drain cooler (543.4020)
outlet valve
Clean condensate drain cooler (543.4030)
inlet valve
Clean condensate drain cooler (543.4030)
inlet valve
Clean condensate drain cooler bypass valve

Open

Surplus steam line valve from No.1 boiler

731A4010

Open

Surplus steam line valve from No.2 boiler

731A4009

Open

Line valve to surplus condenser (543.4000)

731A4011

Operational

Auto-valve to surplus condenser (543.4000)

731A4831

Open

Outlet valve from surplus condenser (543.4000) 732A3015

Open

Vent valve from surplus condenser (543.4000) 732A3022

Open

Line valve to surplus condenser (543.4010)

731A4012

e) Ensure that cooling water is flowing to the drain coolers and
surplus condenser.

Operational

Auto-valve to surplus condenser (543.4010)

731A4832

Open

Outlet valve from surplus condenser (543.4010) 732A3016

f) Set up the valves as in the following table:

Open

Vent valve from surplus condenser (543.4010) 732A3023

Procedure for Preparing the Condensate System for Operation
a) Ensure that all pressure gauge and instrumentation valves are
open. Check that all instrumentation, including the salinometer, is
functional.
b) Set the valves for the feed water transfer pump as follows:

Open
Open
Open

Position

Description

Valve

Open

FW transfer pump suction valve

737A5010

Open

FW transfer pump discharge valve

737A5012

c) At the IMACs mimic, turn the feed water transfer pump control to
AUTO. Fill the hot well from the feed water storage double
bottom.
d) When the tank is at the correct level, zero the flowmeter reading,
or note the reading, so that the consumption of feed water can be
determined.

737A5062
737A5038
737A5040
737A5039
737A5041
737A5097

The feed pumps and boilers can now be put into operation.

6.2.3 Boiler Feed and Condensate System Page 1

P&O Aurora

Technical Operating Manual

The Boiler Feed System
The two oil fired boilers are supplied with feed water from the hot well by one
of the two boiler feed water pumps. One of these pumps is set for operation at
the IMACs mimic and the other for standby duty, ready to cut-in should the
operational pump fail. The exhaust gas economisers, when in service, are
circulated with water taken from the oil fired boilers by the EGB circulation
pumps. They do not receive feed water directly from the feed water pumps. A
minimum flow through the boiler water feed pumps is assured at all times,
even when the feed water inlet valve at the boiler is shut by the feed controller,
by means of the check valve with automatic bypass, located at each feed water
pump discharge. These valves allow a small quantity of water to return to the
hot well.
Chemical dosing units, one for each boiler, provide for the injection of water
treatment chemicals into the boiler by means of a pump. The treatment
chemicals are injected into the feed water supply line, immediately after the
motorised automatic feed water valve at the boiler, via a non-return stop valve
(732A3863 for No.1 boiler and 732A3861 for No.2 boiler).
Procedure for Preparing the Boiler Feed System for Operation
a) Ensure that the boilers and exhaust gas economisers, if required,
are ready for operation.
b) Ensure that the hot well is full, as described above.
c) Set up the valves as in the following table:

Position

Description

Valve

Open

Hot well suction valve for No.1 feed water
pump

737A5037

Open

No.2 boiler feed line valve

732A3006

The Exhaust Gas Economiser Feed Water Circulation System

Open

Feed water line cross over valve

732A3007

Exhaust Gas Economiser Circulating Pump

Operational

No.1 boiler automatic main feed check valve

732A3862

Open

No.1 boiler main feed check valve

732A3814

Open

No.1 boiler main feed inlet valve

732A3829

Make:
Model:
Capacity:
Motor:

Closed

No.1 boiler secondary feed check valve

732A3815

Open

No.1 boiler secondary feed inlet valve

732A3828

Operational

No.2 boiler automatic main feed check valve

732A3860

Open

No.2 boiler main feed check valve

732A3819

Open

No.2 boiler main feed inlet valve

732A3826

Closed

No.2 boiler secondary feed check valve

732A3820

Open

No.2 boiler secondary feed inlet valve

732A3827

d) At the IMACs mimic, select the operational boiler feed water
pump and switch it to AUTO operation; set the other boiler feed
water pump to standby.
The boiler feed system is now ready for operation. The feed water pumps will
automatically fill and maintain the boilers at the correct level. When filling the
cold boiler, the vent valve must be opened in order to expel air from the boiler
(valve 731A4833 on No.1 boiler and valve 731A4834 on No.2 boiler). The
vent valve must remain open until steam is generated and pressure begins to
rise. The steam expels the remaining air and the valve can be closed when
steam issues from it.
Connection valves to the boiler water level transmitter must be open.
No.1 boiler, water level transmitter connection valves:

Open

Hot well suction valve for No.2 feed water pump 737A5036

732A3816

Open

No.1 feed water pump check valve
with automatic bypass

732A3833

732A3802

732A3871

Open

No.1 feed water pump discharge valve

732A3003

Open

No.1 feed water pump discharge line valve

732A3008

Open

No.1 boiler feed line valve

732A3009

Open

No.2 feed water pump discharge valve

732A3004

Open

No.2 feed water pump check valve
with automatic bypass

732A3801

732A3865

Open

No.2 feed water pump discharge valve

732A3004

732A3866

Open

No.2 feed water pump discharge line valve

732A3005

Issue: First

732A3870
No.2 boiler, water level transmitter connection valves:
732A3821
732A3822

Klaus Union
SLMN 50 315 160S1G
28m3/h
1750rpm 12.1A 11kW

Hot water from the oil fired boilers is circulated through the exhaust gas
economisers and about 80% of that water is converted into steam. The mixture
of steam and water is returned to the oil fired boiler, where the steam collects
at the top of the boiler and is distributed to the steam consumers. At reduced
engine power, the oil fired boiler(s) may be intermittently fired in order to
provide additional heat for the steam generation requirement. The exhaust gas
economisers are located at deck 7 level and each has its own dedicated
circulating pump.
Water from the EGB circulating pump enters the economiser at the bottom and
passes upwards through the heat transfer elements. Here a proportion is
converted into steam. The mixture of steam and water leaves the economiser
at the top and flows to the oil fired boiler which is currently designated as the
steam reservoir. Both oil fired boilers may be used depending upon steam
demand. Flow from the economiser enters the boiler through a non-return
valve.
Procedure for Preparing the Economiser Circulation System for
Operation
a) Ensure that all valves to instruments and gauges are open and that
the instruments and gauges are functioning correctly.
b) Ensure that the oil fired boiler, which is to act as the steam and
water reservoir, is operating correctly.
c) The generator engine which is to supply exhaust gas to the
economiser, will be started after the economiser circulation
system is operating.
d) The economiser(s) and boiler(s) must be checked externally for
any signs of leakage before the units are put into service.
e) Set the valves as in the following table; valves not mentioned will
be closed. It is presumed that the oil fired boiler system is
functioning correctly.
(Note! Economisers No.1 and No.2 would normally be supplied with water
drawn from No.1 boiler, using their own dedicated EGB circulating pumps.
Economisers No.3 and No.4 would normally be supplied from No.2 boiler.
There are crossover valves which enable all EGB circulating pumps to draw
water from No.1.)

6.2.3 Boiler Feed and Condensate System Page 2

P&O Aurora
Position

Description

Open

No. 1 oil fired boiler water
circulating outlet valve

Open
Open
Open
Open
Open
Open

Technical Operating Manual
Economiser & EGB Pump
No.1
No.2
Valve
Valve

No. 1 oil fired boiler water
circulating check valve

732A3830

No. 1 oil fired boiler water filter
bypass valve

732A3051

EGB circulating pump
inlet valve

732A3025

732A3024

EGB circulating pump
filter (a) inlet valve

732A3061

732A3069

EGB circulating pump filter
(a) outlet valve

732A3058

732A3072
732A3073

EGB circulating pump filter
(b) outlet valve

732A3063

732A3071

EGB circulating pump
outlet valve

732A3031

732A3030

EGB circulating pump line
discharge valve

732A3874

732A3877

Economiser first feed
inlet valve

732A3834

732A3845

Economiser second feed
inlet valve

732A3835

732A3844

Open

Economiser first outlet valve

731A4851

731A4850

Open

Economiser second outlet valve 731A4855

731A4854

Open

No.1 boiler non-return inlet valve
from economiser

731A4864

No.1 boiler first inlet valve
from economiser

731A4846

No.1 boiler second inlet valve
from economiser

731A4825

Crossover valve from No.3 and No.4
economiser outlets

731A4023

Open
Open
Open

Open
Open
Closed

Open

No.2 oil fired boiler water
circulating outlet valve
No.2 oil fired boiler water
circulating check valve
No.2 oil fired boiler water
filter bypass valve

Open

732A3064

Open

Description

732A3813

EGB circulating pump filter
(b) inlet valve

Open

Position

Open
Open
Open
Open
Open
Open
Open
Open
Open

EGB circulating pump
inlet valve

732A3825

(Note! If necessary, any or all waste heat economisers may draw water from
either of the boilers and return the mixture of steam and water to that boiler.
This requires the boiler inlet valves from the economiser to be closed, on the
boiler which is not to operate, and the crossover valve (731A4023) to be
opened. The circulating water outlet valves from the boiler not in use must also
be closed and the circulating water crossover valve (732A3048) must be
opened.)

732A3054

Procedure for Filling the Feed Water Storage Double Bottom from Ashore

Economiser & EGB Pump
No.3
No.4
Valve
Valve
732A3818

732A3026

732A3027

EGB circulating pump filter (a)
inlet valve
732A3076

732A3085
732A3084

EGB circulating pump filter (b)
inlet valve
732A3080

732A3089

b) At the port bunker station, open the test valve (737A5008), to
ensure that fresh water is being supplied.

EGB circulating pump filter (b)
outlet valve
732A3079

732A3087

EGB circulating pump
outlet valve

c) Open the port bunker connection non-return valve (737A5006)
and fill the feed water storage DB.

732A3029

732A3028

EGB circulating pump line
discharge valve

732A3880

732A3883

732A3847

732A3849

Economiser second feed
inlet valve

732A3846

732A3848

Open

Economiser first outlet valve

731A4849

732A4848

Open

Economiser second outlet valve 731A4853

731A4852

Open

No.2 oil fired boiler non-return
inlet valve from economiser

731A4861

No.2 oil fired boiler first
inlet valve from economiser

731A4835

No.2 oil fired boiler second
inlet valve from economiser

731A4830

Crossover valve from No.1 and
No.2 economiser outlets

731A4023

Open
Open
Closed

a) Connect the shore water supply pipe to the bunker station
connection on the port or starboard side of the ship.

EGB circulating pump filter (a)
outlet valve
732A3075

Economiser first feed
inlet valve

Open

Normally the feed water DB would be replenished with water produced by the
evaporators. However, the DB can be replenished from a shore supply via a
connection at the bunker stations, should that be considered necessary.

d) If the starboard station is being used, open the starboard bunker
station test valve (737A5004) and check the fresh water supply.
e) Open the starboard bunker connection non-return valve
(737A5002) and fill the feed water storage DB.

f) With the valves set as above, any of the diesel generator engines
may be started and the exhaust gas will start to generate steam in
its exhaust gas economiser. The oil fired boiler may still be
operated until there is sufficient waste heat available from the
engine(s) to meet the steam demand.

Issue: First

6.2.3 Boiler Feed and Condensate System Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.2.4a Boiler Fuel Oil System

Air

Air

From Boiler
Atomising
Steam System

M

731A
6810

20

M

20

731A
6808

10

Boiler 2

731A
6813

10

Boiler 1

631A
6811

From Boiler
Atomising
Steam System

15
20

20

Combination
Controller

F

Combination
Controller

2849

2848

20

20

F

2850
20

20
2022

2021

40
Boiler
Fuel Oil
Heater 1

Condensate
From Atomising
Steam System

15

20

20

40

PI

PI

TI

TI
PI

2009

Condensate
From Atomising
Steam System

TI

F

20

Boiler
Fuel Oil
Heater 2

HFO Service Tank 10
(Port)
149.79m3

20

To Diesel Generator
1&2 Fuel Oil Supply
Pumps

M

40

1001 1002

To Condensate
System
40

10
10

To Incinerator
DO Burners

743A
4009

743A
4008

PI
PI

PI

To
Condensate
System

40

2019

32
50

2006

40

To Leak
Oil DB10S

Boiler F.O.
Pumps
3.3m3/h
17 Bar

15

15

PI

20

2020

743A
4007

25

1003

40

PI

PI

HFO Service Tank 10
(Starboard)
147.73m3

1004

M

25

Incinerator
DO Pumps
260l/h
4bar

+ PI

743A
4002

20

25
743A
4010
DO Transfer
System

Issue: First

80

+ PI

+ PI

Key

2801
M

+ PI

Boiler
Ignition
Pumps
0.05m3/h
5.5/14bar

1006 1005

40

To Diesel Generator
3&4 Fuel Oil Supply
Pumps

HFO Fuel

743A
4001

DO Service
Tank 13
32.02m3

Aalborg Sunrod Unit

743A
2026

25

TI

743A
4013

50

Boiler FO Mixing Tube
0.160m3

2001

20

Saturated Steam

32
Note* All valve numbers are
prefixed by 745A unless stated
otherwise.

Condensate
Air

65

50
2802

1192

Diesel Oil

Illustration 6.2.4a Boiler Fuel Oil System

P&O Aurora
6.2.4 Boiler Fuel Oil System
Boiler Fuel Oil Supply Pump
No. of Sets:
Make:
Capacity:
Motor:

2
Allweiller
3.3 m3/h; 17 bar
1690rpm 2.2kW

Boiler Burner
No. of Sets:
Type:
Capacity:

2
Saacke DDZ 8-355
3.3 m3/h at 17 bar

Boiler Diesel Oil Ignition Pump
No. of Sets:
Make:
Model:
Capacity:

2
Saacke
DZ HD S30
0.05 m3/h at 7 - 14 bar

Introduction
The two oil fired boilers burn the same HFO as used for the generator engines,
the fuel being taken from the HFO service tanks. There are two boiler FO
pumps, one operational and the other set for standby duty. These supply the
boiler burners with heated fuel oil. Steam heaters heat the fuel oil on its way
from the pumps to the boiler burner units. The boiler firing rate is controlled
by a regulator at the boiler and any fuel not used by the boiler burners is
returned to the boiler FO mixing tube. The boiler FO pumps take suction from
the mixing tube and the HFO service tanks. Overflow from the mixing tube
flows to the HFO service tank 10S. The return fuel flow from the boilers may
also be directed to the HFO service tanks via an automatic three-way valve
(745A2801). If the pressure in the fuel supply line from the pumps exceeds a
set value, a pressure sensor activates an automatic valve which relieves the
supply pressure. The oil released flows to the mixing tube.
The boiler FO pumps can also take suction from the DO service tank via threeway cock 745A2802. DO supply would be used in an emergency, if HFO
could not be supplied to the boilers, or if it was considered necessary to flush
the boiler burner system and supply the system with DO prior to maintenance.
All fuel lines are provided with trace heating steam.
The boiler has DO igniters and there are two ignition pumps which draw DO
from the DO service tank and supply it to the boilers.
In normal operation, steam atomisation is used for the HFO and DO, but if no
steam supply is available, atomising air at a pressure of 7 bar is employed.

Issue: First

Technical Operating Manual
Procedure for Preparing the Boiler FO System for Operation

Open

Boiler FO pump No.1 discharge valve

Open

Boiler FO pump No.2 suction valve

Open

Boiler FO pump No.2 non-return discharge valve

Open

Boiler FO pump No.2 discharge valve

Operational

Automatic pressure relief valve

Open

Automatic pressure relief valve inlet valve

Open

Automatic pressure relief valve outlet valve

Open

No.1 boiler FO heater inlet valve

e) Open the steam supply and condensate drain valves for the boiler
FO heaters and check that the automatic steam supply valve is
operational. Check that the automatic steam supply valve bypass
valve is closed.

Open

No.1 boiler FO heater outlet valve

Open

No.2 boiler FO heater inlet valve

Open

No.2 boiler FO heater outlet valve

f) Check that the boiler forced draught fan is operational and that the
boiler furnace has been purged before any attempt is made to flash
the boiler.

Open

Quick closing FO supply valve to No.1 boiler

745A2021

Open

No.1 boiler FO inlet valve

745A2848

Open

No.1 boiler FO return valve

745A2850

g) Check that the boiler FO heater oil drain valves are closed.

Open

Quick closing FO supply valve to No.2 boiler

745A2022

h) Set the valves as in the following table. In this case fuel is being
taken from HFO service tank 10P. The fuel oil supply valves from
the tank may already be open if a generator engine is operating,
but this must be checked. The same tank will supply the boiler
system and the generator engines. The valve settings are such that
a steam supply is available for atomising purposes. If flashing the
boiler from cold, the atomising air supply valves must be opened.

Open

No.2 boiler FO inlet valve

745A2849

Open

No.2 boiler FO return valve

745A2851

Operational

Automatic three-way inlet valve to mixing tube 745A2801

Open

HFO service tank 10P inlet valve

745A2009

Open

HFO service tank 10P inlet valve

745A2006

Open

No.1 boiler atomising steam inlet valve

731A6811

Operational

No.1 boiler atomising steam motorised valve

731A6813

a) Ensure that the valves leading to all instruments and gauges are
open and that the instruments and gauges are reading correctly.
b) Check that the boiler burner is clean and operational.
c) Check that there is fuel in the HFO service tank to be used and
that the fuel is at the correct temperature.
d) Check that atomising steam is available at the boiler to be used.

Position

Description

Valve

Open

HFO service tank 10P quick closing
outlet valve

745A1001

Open

No.2 boiler atomising steam inlet valve

731A6810

Open

HFO service tank 10P line outlet valve

745A1002

Operational

No.2 boiler atomising steam motorised valve

731A6808

Open

HFO service tank 10P line crossover valve

745A1003

Open

HFO service tank boiler pump supply valve

745A1192

Closed

HFO service tank 10S outlet valve

745A1006

Closed

HFO service tank 10S line outlet valve

745A1005

Open

HFO service tank 10S line crossover valve

745A1004

Open

Three-way valve set for HFO suction

745A2802

Open

Mixing tube quick closing valve

745A2001

Open

Boiler FO pump No.1 suction valve

Open

Boiler FO pump No.1 non-return discharge valve

i) At the IMACs mimic, set one boiler FO pump to automatic
operation and the other to standby. Start the operational pump.
j) Set the DO pilot ignition system as described below and establish
a pilot light in the boiler(s).
k) HFO will be circulated around the system, flowing through the
heater(s) to the boiler burner(s) and back to the pump suction via
the mixing tube. When the FO temperature rises to the correct
temperature, the burner valves may be opened. Atomising steam
(or air) will produce the correct degree of atomisation and the
ignition pilot light will ignite the atomised FO spray. Excess FO
not passing through the burner will flow back to the mixing tube.

6.2.4 Boiler Fuel Oil System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.2.4a Boiler Fuel Oil System

Air

Air

From Boiler
Atomising
Steam System

M

731A
6810

20

M

20

731A
6808

10

Boiler 2

731A
6813

10

Boiler 1

631A
6811

From Boiler
Atomising
Steam System

15
20

20

Combination
Controller

F

Combination
Controller

2849

2848

20

20

F

2850
20

20
2022

2021

40
Boiler
Fuel Oil
Heater 1

Condensate
From Atomising
Steam System

15

20

20

40

PI

PI

TI

TI
PI

2009

Condensate
From Atomising
Steam System

TI

F

20

Boiler
Fuel Oil
Heater 2

HFO Service Tank 10
(Port)
149.79m3

20

To Diesel Generator
1&2 Fuel Oil Supply
Pumps

M

40

1001 1002

To Condensate
System
40

10
10

To Incinerator
DO Burners

743A
4009

743A
4008

PI
PI

PI

15

PI

20

2020

743A
4007

25

1003

40
To
Condensate
System

40

2019

32
50

2006

40

To Leak
Oil DB10S

Boiler F.O.
Pumps
3.3m3/h
17 Bar

15

PI

PI

HFO Service Tank 10
(Starboard)
147.73m3

1004

M

25

Incinerator
DO Pumps
260l/h
4bar

+ PI

743A
4002

20

25
743A
4010
DO Transfer
System

Issue: First

80

+ PI

+ PI

Key

2801
M

+ PI

Boiler
Ignition
Pumps
0.05m3/h
5.5/14bar

1006 1005

40

To Diesel Generator
3&4 Fuel Oil Supply
Pumps

HFO Fuel

743A
4001

DO Service
Tank 13
32.02m3

Aalborg Sunrod Unit

743A
2026

25

TI

743A
4013

50

2001

Boiler FO Mixing Tube
0.160m3

20

Saturated Steam

32
Note* All valve numbers are
prefixed by 745A unless stated
otherwise.

Condensate
Air

65

50
Diesel Oil

Illustration 6.2.4a Boiler Fuel Oil System

P&O Aurora

Technical Operating Manual

Procedure for Preparing the Boiler DO Ignition System for Operation
a) Check that there is an adequate DO supply in the DO service tank.
b) Check that the pump suction filters are clean.
c) Check that all instrumentation and gauge valves are open and that
the instruments and gauges are functioning correctly.
d) Set the valves as in the following table:
Position

Description

Valve

Open

DO service tank quick closing suction valve

743A2026

Open

No.1 boiler ignition pump suction valve

743A4001

Procedure for Flushing the Boiler Fuel System with Diesel Oil
(Note! As there is only one fuel supply system for both boilers the entire
operating system will be flushed through with DO unless the components are
isolated. The standby boiler FO pump will not be flushed through, nor will the
burner system of an oil fired boiler which may not be operating. One of the
boiler FO heaters can be isolated or both can be bypassed, but the description
given assumes that both heaters are open and both will be flushed through with
DO.)
a) The boiler system to be flushed through should be set to operate
on HFO, but will not be required to supply steam.

Open

No.1 boiler ignition pump discharge valve

743A4008

Open

No.2 boiler ignition pump suction valve

743A4002

Open

No.2 boiler ignition pump discharge valve

743A4007

d) Shut off the trace heating steam from the boiler FO heater(s), the
boiler FO supply lines and the boiler FO pump lines.

Open

Boiler ignition pump discharge crossover valve 743A4009

e) Open the inlet valve on the operating HFO service tank,
745A2009 (port tank) or 745A2006 (starboard tank).

f) Supply atomising air to the pilot ignition burner.

f) Activate the motorised three-way valve, 745A2801, so that fuel
oil returning from the boiler burner passes to the operating HFO
service tank.

g) Start the working boiler ignition pump and at the boiler, open the
pilot burner valve and ignite the atomised fuel jet. Check the pilot
flame.

g) Turn the three-way valve, 745A2802, so that the boiler FO pumps
take suction from the DO service tank and not the HFO service
tank.

The boiler now has a pilot light and the main fuel burner can be operated when
the fuel temperature reaches the correct level and the forced draught fan has
operated to purge the furnace.

a) Turn the three-way valve, 745A2802, so that the boiler FO pumps
take suction from the operating HFO service tank and not the DO
service tank.
b) Set one boiler FO pump to automatic operation and the other to
standby. Start the operating boiler FO pump and flash up the
operating boiler.
c) Operate the motorised three-way valve, 745A2801, so that fuel oil
returning from the boiler burner passes to the operating mixing
tube and not the HFO service tank.

b) Open the DO service tank quick closing valve 743A2026.
c) Open the DO supply valve to the boiler FO pumps 743A4013.

e) At the IMACs mimic set one boiler ignition pump to automatic
operation and the other to standby.

Procedure for Returning the Boiler System to HFO Operation

d) The boiler will operate on DO and the DO in the system will be
gradually used up.
e) Open the trace steam heating and steam supply to the boiler FO
heater(s). Monitor the boiler flame during this period for
instability which can arise as the temperature of the remaining
DO in the system increases. When the boiler is operating on HFO
at the correct temperature,s flame stability will return.

h) Start the boiler FO pump on manual if it has been stopped, or
switch to manual if it is already running.
The boiler FO pump now supplies DO to the boiler fuel system, the HFO being
forced from the system back to the HFO tank. After about 10 minutes the
boiler FO system will be charged with DO and the pump may be stopped.

Issue: First

6.2.4 Boiler Fuel Oil System Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.2.5a Boiler Control System
ECR
Level
Indicator

Control Panel
ELS

Boiler Control Panel

IMACs

IT
ST

Level
Sensor
Electrode

WC
Level
Control
Valve
MS

M

C16

CO7B
C16

CC

SV

Local
Gauges

LC

W20

CO7A

AS
Level
Sensor
Proportional
Signal

M VM

SC
NV

FO
FV
FC

ME

ELS Emergency Level Switch
LC Level Controller

FP

DV
DO

MB

Water Level Control System

AF

IB

AC

FD
AIR

Air Flow

ME
IB
SC
IT
CC
FC
AC
FP
AS
FO
WC

Monitoring Photocell 'Eye'
Ignition Burner
Steam Control Valve
Ignition Transformer
Combustion Controller
Fuel Flow Controller
Air Flow Controller
Fuel Pump
Atomising Steam
Fuel Oil
Water Level Controller

MB
DV
SV
FV
VM
NV
FD
MS
DO
ST
AF

Main Burner
Diesel Shut Off Valve
Steam Shut Off Valve
Fuel Shut Off Valve
Vane Motor
Non Return Disc Valve
Forced Draught Fan
Manual Shut Off Overide
Diesel Oil
Steam Pressure Transducer
Air Flow Sensor

High Level Alarm

296mm
219mm

Normal Water Level

833mm

412mm

Key
Marine Diesel Oil

537mm

Low Level Alarm
95mm

Fuel Oil

Low Low Level Alarm Trip 1
Low Low Level Alarm Trip 2

Saturated Steam
Electrical/Data Signal

Level
Sensor
Electrode

Local
Gauges

Feed Water

Water Level Alarms and Trips

Issue: First

Illustration 6.2.5a Boiler Control System

P&O Aurora
6.2.5 Boiler Control System
Introduction

Technical Operating Manual
The common section of the boiler control panel with the PLC/PC units
contains the following:
Switches for changing operating modes (manual or automatic)

There are two oil fired Aalborg CPH-10 boilers and these burn heavy fuel oil
which is atomised using steam. At sea, the waste heat economisers generate
steam and the oil fired boilers act as steam and water reservoirs. In port, the
main boilers are oil fired. One of the boilers is designated the master and the
other boiler the slave. The master boiler will operate in accordance with the
steam demand, feed water and oil firing being applied to maintain the water in
the boiler at the correct level and generate steam at the rate to satisfy the
demand. The slave boiler works in conjunction with the master boiler and will
operate if the steam pressure falls below a set value when the master boiler is
operating. The slave boiler will stop firing when the steam pressure rises above
a set value. Automatic control is exercised in response to signals from
transmitters located in the steam lines.
Boiler System Set Pressures

Fuel oil temperature control
Fuel oil pressure control
Master steam pressure control
Steam dump valve control
Alarms for common section components
Emergency operation of common equipment
Each of the boiler control panel sections contains the following:
Burner mode selection with emergency local operation of the burner
Combustion air fan operation
Boiler water level control

12.0bar (gauge)

Economiser safety valves open

11.0bar (gauge)

Boiler safety valves open

10.5bar (gauge)

Maximum boiler working pressure: burner cuts out
(alarm)

Compound controller (burner load controller which regulates
the fuel and air supply to the boiler burner in order to keep the
common main line steam pressure steady at the required value)

10.1bar (gauge)

Main steam line alarm

Burner management control by means of PLC sequence control

9.3/9.6bar (gauge)

Steam dump valve opens

Boiler section alarms

9.0bar (gauge)

Burner stop signal

8.0bar (gauge)

Burner start signal

7.8bar (gauge)

Boiler pressure controller set point

7.5bar (gauge)

Slave burner stop signal high pressure

6.5bar (gauge)

Minimum steam pressure (alarm)

6.5bar (gauge)

Slave burner start signal

The boiler plant may operate under automatic control via the IMACs or the
local programme controller (PC) situated next to the boilers. The boilers may
also operate under manual control by selecting the manual positions on the
boiler controller switches at the local panel and at the burners.
The local control panel consists of three parts, one part for each of the boilers
and one for the common items. The common part is provided with a
programme logic controller (PLC) and a programme controller (PC). At each
of the burner units on the boilers is an emergency control box. The control
panel allows different parts of the plant to be run on manual (MAN) operation
without the PLC and PC units. All of the main pumps (boiler feed water,
economiser circulation and fuel oil) are controlled from the IMACs and not
from the boiler control panel.

Issue: First

Atomising steam pressure control

Systems for Emergency Operation of the Boiler Equipment
The burner sequence is handled by the programmable sequence controller in
the PLC and deals with aspects such as start/stop, purging, ignition, etc. The
sequences for start, operation and stop are carried out by means of program
steps and each step must be correctly carried out before the next step can take
place. This means that the PLC sends a signal to operate a particular function
and that function provides feedback to the PLC to indicate that the operation
was successful. If successful, the PLC signals the next step to take place. If,
however, the function was not performed successfully within a set time period,
the PLC signals the unit to stop safely and raises an alarm.
The two oil fired boilers may be operated as master and slave on automatic
control or they may be operated in manual mode, independently or
simultaneously.
The control system interlocks will not allow the boiler to be fired if the water
level is not within predetermined limits.

Automatic Operation
The boilers operate as a back-up system for the exhaust gas economisers and
will only start when the steam pressure falls below the set point. This is the
normal arrangement for the boiler plant which must always be kept in a state
of readiness. Control of the oil fired boiler plant is via the control panel apart
from the boiler feed pumps, water circulating pumps and fuel oil pumps which
are under the control of the IMACs.
If the steam pressure falls below the set value, the master boiler will start and
the burner will be kept on minimum load until the steam pressure has reached
the pressure of the main steam line. The burner load will then follow the main
steam demand. If, when firing on oil, the steam demand falls below the
minimum burner setting, the burner will continue firing and the steam pressure
will increase until it reaches the set point for the burner to stop. The rate of
firing is set to a predetermined ramp function in order to ensure correct boiler
temperature rise. The burner will remain off until the steam pressure falls
below the value set for automatic start, at which point the burner will ignite and
raise the boiler pressure to the set point.
The slave boiler control system allows the slave boiler burner to operate in
minimum load until the pressure transmitter reaches its stop point. This ensures
that the slave boiler is always ready to supply steam to the system if necessary
and avoids the slave boiler cooling down during long standby periods. The
slave boiler burner starts if the steam pressure falls below its minimum value
setting. The slave boiler will only operate in normal firing condition if the load
on the master boiler exceeds and remains above a predetermined value (about
75% load, but this is adjustable) for a period of time. When the slave boiler
burner is activated, the slave boiler pressure will rise until it matches the steam
supply pressure. The rate of firing during this period is set to a predetermined
ramp function. When the slave boiler is operating at the main steam pressure
the load will be shared equally between the two boilers. The slave boiler will
cut out when the steam load falls to the predetermined cut out load (about
30%).
(Note! The boilers may be operated in emergency firing mode if the key
operated switches on the burner control panels are turned to that position. This
bypasses the automatic sequence controllers and the burners are operated from
the local position.)
Burner Sequence Control
Each boiler has a single burner and each burner has its own sequence controller
(PLC) which deals with furnace purge time, ignition, flame supervision and all
aspects concerned with the operation of the burner. The burner compound
subcontroller deals with the setting of the air damper and fuel oil control valve
to match the steam demand. (If the steam demand falls below the minimum
firing rate, the burner will shut off when the maximum pressure is reached).

6.2.5 Boiler Control System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.2.5b Boiler Control System
Boiler 2 Section

Common Section

PLC

1.
2.
3.
4.

Boiler 1 Section

PLC

PLC
4a.

-X3

-X1

MMI Inter
Face

-X1

-X1

5.

-X3

5a.
Process Station P6.0 For
Boiler 2 + Common
RS422 Communication

Process Station P5.0 For
Boiler 1 + Common
RS422 Communication

Common
Components

6.
6a.
7.

-X9

-X7

-X8
Burner 2

-X9

Gauge Board Boiler 2

-X6

-X8
Burner 1

Gauge Board Boiler 1

12.
13.
14.
15.

Boiler Control Connections

Link
Coupler

Power
Supply

PLC:3
CPU

1601

1600

4AI

8.
9.
10.
11.

4AI

4AI

A1
PLC Common
Section

4AI

16.
17.
18.

Atomizing Steam
Water Level
Load Level Burner
Atomizing Steam Pressure
(Decrease & Increase)
Atomizing Steam Control
(Auto/Man)
Feed Water Control Valve
(Decrease & Increase)
Feed Water Control Valve
(Auto - Man)
Burner Load Main
(Decrease & Increase)
Burner Load Control
(Auto - Man)
Too Low Water Level
(Reset)
Combustion Air Fan
Combustion Air Fan Start
Combustion Air Fan Stop
Combustion Air Fan Control
(Auto & Man)
Smoke Density
Smoke Density Start
Control Voltage
Burner Mode Selector
Auto/Emerg. (Key Switch)
Lamp Test
Main Switch
Emergency Stop

1

2

1.
2.
3.
4.

3

Fuel Oil Pressure
Fuel Oil Temperature
Steam Pressure
Fuel Oil Pressure
(Decrease & Increase)
Fuel Oil Pressure
(Auto - Man)
Fuel Oil Temperature
(Decrease & Increase)
Fuel Oil Temperature
(Auto - Man)
Steam Dump Valve 1
(Decrease & Increase)
Steam Pressure
(Auto - Man)
Steam Dump Valve 2
(Decrease & Increase)
Ignition Burner Pump 1
Ignition Burner Pump
Selector 1,2&3
Ignition Burner Pump 1
Control Voltage
Supply On From
Boiler Section 1
Supply On From
Boiler Section 2
Lamp Test
Emergency Stop

4a.
5.

4

5

6

5a.

4a

5a

6a

6.

12

6a.

7

7.

14

15

9

10

16

8.
9.

13

10.
11.
12.
13.

11

8

14.
15.

18

1746-P2

1447L532

17461B16

17460B16

1746N14

1746N14

1746N14

1746N14

DSP

DSP

1746N14

PLC:2
CPU

Ignition Time +
Igniter Inserted

Burner Start
1600

4AI

4AI

4AI

A2
PLC Boiler 2
Section

Inter
Face

Link
Coupler

1746-P2

Power
Supply

1447L532

PLC:1
CPU

17461B16

1601

17460B16

1600

1746N14

4AI

1746N14

4AI

Process Station P6.0
Connection To IMACs
RS422

1746N14

4AI

A3
PLC Boiler 1
Section

Inter
Face

1764BASMBUS
1747AC

Boiler PLC Configuration

Issue: First

1746-P2

Chassis
Slot No.

1447L532

0

17461B16

1

17460B16

2

1746N14

3

1746N14

4

6

7

1

Air Fan Running

2

Purge Pos. Proven +
Time For Purge
Compound Servo To
Ignition Position

3

Compound Servo
Ignition Pos. Proven
Ignition Burner Pump
Start + V/V Open

4

SF
Stop

Safety Time

0

*

0

Min. Firing Position
Stop

0

*

*

6

Flame Stable Time

SF
Stop

7

Diff. Pressure OK +
Auto Operation Mode
Modulation Free

8

Stop

SF
Stop

*

Ignition Off
Stop

SF
Stop

*

5

Stop

SF
Stop

9

11

12

13

14

15

Stop Sequence

*

Compound Servo To
Steam Purge Position
Oil Supply V/V Open

Stop

0

*

Time
Oil Supply V/V Closed
Steam Purge V/V Open

Stop

SF
Stop

0

*

Steam Purge V/V Close
Compound Servo
To Closed Position

0

*

12

Steam Purge Time
Stop

SF
Stop

10
11

0

*

6

Time
Stop

SF
Stop

SF
Stop

0

: Burner Stop By Means Of
Safety Interlock Circuit Open.
The Sequence Will Return To Step

Process Station P5.0
Connection To IMACs
RS422

1746N14

5

Air Fan + Atomising
Steam V/V

Compound Servo To
Purge Position

1764BASMBUS
1747AC

10

5

Oil Supply V/V Open

1601

7

6a

8

*

Compound Servo
To Min. Position

Power
Supply

6

5a

Start/Stop Sequences

Interlock OK

Link
Coupler

4a

DSP
Safe Interlock Position

1746-P2

5

Boiler Common Section Control Panel Layout

Control Voltage On
4AI

4

3

Start Sequence

A4
Power
Supply

2

17

Boiler Section1/2 Control Panel Layout
1747AC

1

13

Cooling Time

7

8

SF
Stop

*
SF
Stop

*
SF
Stop

*
SF
Stop

*

Stop

0
0

: Normal Stop At Setpoint Or Burner Switch
Set To Stop. If Oil Valve Has Not Yet Been
Opened The Sequence Will Return To Step 0.
When Oil Is On, Sequence Will Jump To Step 10,
And The stop Sequence Will Be Executed, Before
0/10
Returning To Step 0.

: Condition To Be Fulfilled
For Leaving The Step Above
And Entering The Next Step

X

: Sequence Step Number, When
Active The Associated Outputs
Will Be Active, And The Described
Actions Will Be Executed

Illustration 6.2.5b Boiler Control System

P&O Aurora
The steam pressure transmitter is located in the main steam line for both boilers
(valve 731A4856 must be open) and this gives the measured variable for the
master steam controller. The set point for this controller can be adjusted. The
output signal from the master steam controller is the set point for the
compound controller at each boiler panel. When both the master and slave
boilers are operating, their set points are the same and they will operate
together in order to maintain the steam pressure, the load being shared equally.
When steam demand falls to the 30% set load point and both boilers have
dropped down to their cut-out position, the slave boiler burner is stopped. The
boiler will fire at the minimum rate in order to maintain its pressure at the
minimum condition ready for restart, should that be necessary.
The master boiler will remain operational until the exhaust gas boilers are
operating to maintain steam pressure. The boiler burner will shut down but will
operate at the minimum firing level to maintain minimum boiler set conditions.
The burner sequence is carried out in program steps executed in sequence. The
steps can be followed on the PC operator interface on the front of the local
control panel. Each step activates the necessary signal to a particular device
such as the air fan, the igniter or the fuel valve and it also signals the compound
controller to activate its parts of the sequence. Before and after a stop, the
sequence will always revert to step 0 and await a new start order. In the event
or failure of any interlock, the programme will be initialised but return to a set
point in the sequence activating an immediate burner stop. When the failure
has been corrected and the interlock has been reset, the burner sequence will
go to step 0 and commence the start sequence again. When the burner is ignited
successfully the compound controller takes over the regulation of the fuel and
air supply in accordance with steam demand. In the case of a normal stop, the
compound controller shuts off the oil supply to the burner and purges with
steam before shutting down. The fan is allowed to operate for a period in order
to cool the burner. The start sequence is shown in the illustration 6.2.5b.
Operation
The complete steam raising plant should be considered as a single entity, the
boilers are set to automatic operation and will function when the exhaust gas
economisers cannot meet the demand for steam. The boiler control system is
designed to operate the burner sequence, load control alarms and ancillary
systems. The system can be operated in automatic mode either locally from the
PC panel or from the engine control room via the IMACs. The complete plant
or parts of the plant can be operated manually should the need arise. This is
achieved at the PC panel by means of the AUTO/MAN selector for the boiler
components concerned.
Local operation selects the control panel at the boiler unit for each component
group and the groups can then be operated locally on automatic or switched to
manual operation. Local automatic operation is via the touch screen and/or the
numeric keys on the PC keyboard. Automatic control is via the IMACs system.

Issue: First

Technical Operating Manual
Procedures for Operating the Oil Fired Boiler Plant
Procedure for the Selection of Plant Operation Mode

Emergency Operation (Manual)
a) Turn the burner mode selector emergency key switch (52S7A) to
the EMERGENCY position.

a) At the PC panel in LOCAL mode or at the IMACs mimic, select
BURNER SYSTEM, to show the main burner system mimic.

b) Move the combustion air fan switch to the MAN position.

b) Select BOILER PLANT, to change the mimic to boiler control.

c) Press the combustion air START button.

c) Select the required boiler operation mode by pressing the
appropriate button; BOILER 1 MASTER/BOILER 2 SLAVE or
BOILER 2 MASTER/BOILER 1 SLAVE.

d) Select MAN on the burner load controller (compound controller).

d) For operation in manual mode, the boiler selector switch must be
turned to the MAN position.

f) Set the compound load selector to the ignition position by means
of the potentiometer.

e) Purge the furnace for at least 60 seconds.

Procedure for the Selection of the Burner Mode Operation

g) Press the button to open the atomising steam valve.

The controller gives the opportunity for operating the burner(s) in AUTO mode
(from the local PC unit) or EMERGENCY mode (from locally at the burner).

h) Press and hold the IGNITION button until the ignition burner is
on.

Automatic (AUTO) Operation

i) If the ignition burner is satisfactory, press the OPEN OIL VALVE
button and keep depressed for 5 seconds.

a) Check that the burner mode selector emergency key switch
(52S7A) is not activated and that the burner is in AUTO mode.
b) Switch the combustion air fan to AUTO at the combustion air fan
switch (53AS5B).
c) Press the BURNER SYSTEM button to show the main oil flow
picture.
d) Press the BOILER PLANT button to change the picture for boiler
plant control.
e) Toggle the AUTO START buttons in order to automatically start
the burners. Toggle the STOP buttons to stop the burners. This
starts and stops the burners in local mode only.
(Note! In automatic mode, the combustion air fans start automatically and run
for a minimum of 20 minutes in order to avoid more than 3 starts per hour. The
compound controller will automatically operate the air damper and oil control
valve during the purge and ignition cycles.)

j) Release the button and check the flame. If there is no flame,
repeat the furnace purge for 60 seconds and then attempt reignition.
k) When the flame is stable, the firing rate can be adjusted by
regulating the compound controller potentiometers on the control
panel to the required firing rate.
l) Firing is stopped by pressing the OIL VALVE CLOSE/STEAM
PURGE VALVE OPEN button on the local emergency box for at
least 15 seconds. When purging is completed the button is
released and the burner is stopped.
CAUTION!
When in emergency operating mode, only the low water level and flame
failure safety interlocks are operational. The boiler must be constantly
supervised.

f) The burner sequence steps can be followed on the PC display by
pressing the BURNER SYSTEM button to show the main oil
flow picture. The active steps for the selected burner (No.1 or
No.2 boiler) and the actions are indicated.

6.2.5 Boiler Control System Page 2

P&O Aurora

Technical Operating Manual

Boiler Control Loops

Fuel Pressure Control

Atomising Steam Pressure Control

The control system allows different parts of the boiler system to be operated
under automatic control from the PC interface, or the IMACs (AUTO) or under
manual control (MAN) from the local control panel on pushbuttons or
potentiometers.

AUTO Mode
a) Select AUTO on the fuel oil pressure switch on the local control
panel.

AUTO Mode
a) Select AUTO at the atomising steam pressure control
AUTO/MAN selector switch on the control panel for the boiler
concerned.

Selection of the operating mode of the individual controllers is achieved by
turning the controller operating switch on the local control panel.
AUTO Mode
The controllers are software based and the program is stored in the PLC. The
only action needed may be to change the set point and the PID gain. Different
pictures/mimics for the controllers can be called at the PC or at the IMACs.
Moving between input fields for set point (SP) and PID gain is accomplished
using the arrow keys and a new parameter value entered by overwriting the old
value. The new value is activated by pressing the CTRL-PAGE DOWN keys
together.
For each controller, there is a switch for selecting AUTO and MAN modes.
AUTO mode is normally used. In MAN mode, the PLC is inactive and the
operator manually controls the particular loop by activating the relevant push
buttons on the local control panel.
Procedures for Regulating Boiler Control Loops

b) Push the BURNER SYSTEM button to show the main oil flow
picture.
c) Select FUEL OIL PRESSURE CONTROL to change the picture
for FO pressure control. The operator can now change the set
point and PID gain for the controller.
MAN Mode
a) Push the AUTO/MAN button to change to MAN operating mode.
b) Push the INCREASE or DECREASE buttons to increase or
decrease the output signal to the FO control valve. The FO
pressure is displayed on the gauge above the buttons. The increase
or decrease is active whilst the button is pressed.
Feed Water Level Control
AUTO Mode
a) Select AUTO at the feed water control AUTO/MAN selector
switch on the control panel for the boiler concerned.

In the automatic mode, no action is required on the part of the operator except
to adjust the set point and PID gain if required.

b) At the local PC or IMACs display, select WATER SYSTEM to
show the main water flow picture.

Fuel Temperature Control

c) Select FEED WATER CONTROL to change the picture for feed
water control for No.1 boiler or No.2 boiler. The operator can now
change the set point or the PID gain.

AUTO Mode
a) Select AUTO on the fuel oil temperature switch on the local
control panel front.
b) Push the BURNER SYSTEM button to show the main oil flow
picture.
c) Select FUEL OIL PRESSURE CONTROL to change the picture
for fuel oil temperature control. The operator can now change the
set point and PID gain for the controller.
MAN Mode
a) Push the AUTO/MAN button to change to MAN operating mode.
b) Push the INCREASE or DECREASE buttons to increase or
decrease the output signal to the FO heater control valve. The FO
temperature is displayed on the gauge above the buttons. The
increase or decrease is active whilst the button is pressed.

Issue: First

d) The TOO LOW WATER LEVEL RESET button may be pressed
to override the low water level cut-out.
MAN Mode
a) Select the MAN position on the feed water control AUTO/MAN
switch.
b) Push the INCREASE or DECREASE buttons at the feed water
control valve switch, to increase or decrease the output signal to
the control valve. The increase or decrease is active whilst the
button is pressed. The water level indicator gauge is located above
the buttons

b) At the local PC or IMACs mimic select BURNER SYSTEM to
show the main oil flow picture.
c) Select ATOMISER STEAM PRESSURE CONTROLLER to
change the picture for atomising steam pressure for No.1 boiler or
No.2 boiler. The operator can now change the set point or the PID
gain.
MAN Mode
a) Select the MAN position on the atomising steam control
AUTO/MAN switch.
b) Push the INCREASE or DECREASE buttons at the atomising
steam control valve switch to increase or decrease the output
signal to the servo-motor control valve. The increase or decrease
is active whilst the button is pressed. The atomising steam
pressure gauge is located above the buttons
Master Steam Pressure Control
The boilers operate according to the master steam pressure set point and this
can be selected by the operator at the boiler control panel (or on the IMACs).
a) At the control panel, select the BURNER SYSTEM to show the
main oil flow picture.
b) Select the MASTER CONTROLLER, to change to the picture for
the master steam pressure control.
c) In AUTO mode the boiler control loop operates automatically.
The output from the master steam control is fed to the compound
combustion control in each boiler PLC.
d) For automatic/hand mode, AUTO/HAND must be selected at the
panel. The INCREASE or DECREASE buttons are pressed to
increase or decrease the output signal to the compound controller.

c) The TOO LOW WATER LEVEL RESET button may be pressed
to override the low water level cut-out.

6.2.5 Boiler Control System Page 3

P&O Aurora

Technical Operating Manual

Combustion Control, Compound Unit (Fuel and Air)

AUTO/HAND Operation

Smoke Density Monitor

AUTO Mode

The above boiler control loops can also be operated by hand whilst still in
AUTO mode. This would only be undertaken if there was a particular reason
for changing from the normal automatic operation without going to full manual
control of the particular loop operation.

Each boiler uptake is fitted with a flue gas monitoring system which detects
levels of smoke. The unit essentially comprises a detector (a lamp and a
receiving photocell in a housing), a blower and an amplifier. The blower
provides an air draught in the lamp and photocell housing which prevents soot
particles from adhering to the lenses and thereby influencing the accuracy of
the unit. The reduction in the amount of light falling on the detector photocell
is directly related to the amount of smoke in the flue exhaust. The amplified
output signal from the photocell is used to power a milli-ammeter which is
calibrated to read smoke density. If there is no light falling on the photocell
then no current is generated and this is the condition for black smoke.

a) At the air flow control switch, on the local boiler control panel,
select AUTO.
b) At the control panel select BURNER SYSTEM, to show the main
oil flow picture.
c) Select the combustion air fan for No.1 boiler or No.2 boiler. The
operator can now change the PID gain.
MAN Mode
a) At the air flow control switch on the local boiler control panel,
select MAN.
b) Turn the potentiometer (58R9a) air flow manual control to the
right to increase, or to the left to decrease, the output signal to the
air dampers.
Steam Dump Valve I and II Control
AUTO Mode
The control loop is operating and needs no action.
a) Select AUTO at the steam pressure switch below the valve push
buttons on the common panel.
b) At the control panel select the WATER SYSTEM, to show the
main water flow picture.
c) Select STEAM DUMP CONTROL on the picture. The operator
can now change the PID gain for the controller.

Procedure for Auto/Hand Operation of a Control Loop
a) With the AUTO switch selected for the particular control loop
select AUTO/HAND at the control panel. A flashing signal at the
panel will indicate that hand has been selected.
b) Push the INCREASE or DECREASE buttons on the control panel
to increase or decrease the output signal to the particular
controlled unit.
c) When the need for Auto/Hand operation has passed the
AUTO/HAND is deselected at the control panel.
(Note! Extreme care must be taken whenever changing any boiler control
parameter. The operating instructions and the new values must be checked
before any steps are made to alter the set values. Unless there is good cause,
set values and PID gains should not be altered.)

The strength of the light beam is set by means of the INTENSITY
potentiometer so that the instrument’s measuring range is adjusted to the actual
smoke channel width. The alarm point is set by pressing the ALARM LEVEL
ADJ button and rotating the adjusting knob to the required level. When THE
current falls to this level, the alarm is activated. The alarm function is
disconnected during this adjustment in order to prevent a false alarm which
would activate the automatic burner stop. The instrument may be calibrated
(when the glasses are clean and clear air is passing the detector heads) by
rotating the second knob in the adjustment panel until the maximum deflection,
to the ‘0’ position, is obtained on the instrument gauge. When adjustment to
both adjusting knobs has taken place, both must be locked by means of the
locking screws.
The system has a built in alarm delay of 20 seconds in order to discount any
transient readings which could be high when flashing up.
The instrument glasses should be checked weekly and cleaned as necessary. If
there are a number of frequent alarms indicating high smoke levels, the glasses
may require more frequent cleaning.
The smoke monitor must be switched on at all times when the boilers are in
operation or on standby for operation.

MAN Mode
a) Select MANUAL at the steam pressure switch on the common
panel.
b) For dump valve I and dump valve II, press the INCREASE or
DECREASE buttons to increase or decrease the output signal to
the servo motor control for the particular valve. The increase or
decrease is active whilst the button is pressed.

Issue: First

6.2.5 Boiler Control System Page 4

P&O Aurora

Technical Operating Manual

Illustration 6.2.6a Sludge System

Bunker
Stations
ESD
(P)

(S)

Sludge

Sludge

1050

1052

Deck 4

Deck 4
Transformer
Room

Deck 3

65

65

Incinerator
Burners
65

65

2

65
1038

65

TI

1

65

1037
LAH

Deck 3

Waste Oil
Waste Oil
Storage TK 15 (P) Storage TK 15 (S)

Deck 2
1033

1039

Deck 2
1032

TI

LI

LAH

65

TI

1040

LI

Oily Bilge
Deep
TK 15 (S)

Sludge
Settl.
TK
15 (S)

Oily Bilge
Sep.TK

Waste Oil Coll.
TK 15 (S)
80

80

1035

65

1042

18

1045

18
18

1046

18

1001

1002

Oily Bilge
System 1

1047

TI

Oily Bilge
System 1

65

LAH

80
65

LAH

1034
1028

1025

1020

1027

1048

80

1026

Sludge Oil
Pumps
(15 m3/h)

1023

LAH

80
Bilge
Water DB
14 (P)

80

Waste Oil
Pump
(15 m3/h)

No.2

Leak
Oil DB
11&12 (P)

1019

1024

80

Steaming Out
Connection

1029
Start
Stop

1003
LAL

Sludge Oil
TK 14 (P)

No.1

80

1010
LAH

1804

1006 1005
Incinerator
Sludge
Pumps

1011
80

80
80

1012

80
80 1015 1014

1004

80

Key

1017

Leak
Oil DB
10 (P)

80

1018

80

LAH

1013

LAH

80

LAH

80

Sludge
Stern Tube
Drain DB
15 (S)

Electrical Signal

Note* All valve numbers are
prefixed by 771A unless stated
otherwise.
Compartment 15

Issue: First

Sep.
Drain TK
10 (S)

Sep.
Drain TK
10 (P)

80

80

1030
1036

1041
1044

65

Leak
Oil DB
11&12 (S)

1016
Leak
Oil DB
15 (S)

Bilge Water DB
14 (S)

Compartment 14

Compartment 13

Compartment 12

Compartment
11

1008 1009
Leak
Oil DB
10 (S)

Compartment 10

Illustration 6.2.6a Sludge System

P&O Aurora
6.2.6 Sludge System

Technical Operating Manual
Procedure for Preparing the Waste Oil System for Pumping to the
Sludge Oil Tank

f) Start the waste oil pump and transfer the contents of the tank to
the sludge oil tank.

Sludge Oil Pump
No. of Sets:
Make:
Type:
Capacity:

2
Comet Marine Pumps
Vane
15m3/h; 6.0bar

Waste Oil Pump
No. of Sets:
Make:
Type:
Capacity:

1
Comet Marine Pumps
Vane
15m3/h; 6.0bar

Introduction
Sludge is produced by the purifiers and discharged to the separator drain tanks
of which there are two; separator drain tanks 10P (port) and 10S (starboard).
The leak oil tanks (DB 10P, DB 10S, DB 11/12P, DB 11/12S, and 15S) also
form part of the sludge system, as do the waste oil storage tanks (15P and 15S).
Oil from the stern tube drain tank supplies oil to the sludge system.
Water from the bilge double bottom tanks 14 port and starboard is processed
in the coalescer oily bilge separator and the oil collected is passed to the waste
oil collection tank, 15S. Additionally, oil from the oily bilge deep tank (15S) is
discharged to the waste oil collection tank. A Westfalia separator is also used
to centrifuge bilge water before it is discharged overboard and the oil
reclaimed from this unit is discharged to the waste oil collection tank 15S.

a) Steam heating is to be applied to any tank which is to be pumped
out and trace heating steam applied to the lines serving that tank.
Trace heating steam is to be applied to the waste oil pump
discharge lines to the sludge oil tank.

g) If waste oil is to be transferred ashore, rather than to the sludge
tank, the precautions described in the section covering the taking
of bunkers must be observed regarding communications and the
avoidance of spills.

b) Check the contents of the tank to be emptied and check that the
sludge oil tank has sufficient capacity for the oil being pumped.

Procedure for Preparing the Drain and Leak Oil Tanks for Pumping to
the Sludge Settling Tank

c) The waste oil pump has a discharge relief valve, set to 4.0 bar,
which sends oil back to the suction, thus controlling pump
discharge pressure.

a) Steam heating is to be applied to any tank which is to be pumped
out and trace heating steam applied to the lines serving that tank.
Trace heating steam is to be applied to the sludge oil pump
discharge lines to the sludge settling tank.

d) Open all instrument and gauge valves and ensure that the
instrumentation and gauges are working correctly.
e) Set the system valves as in the following table:

b) Check the contents of the tank to be emptied and check that the
sludge settling tank has sufficient capacity for the oil being
pumped.
c) The sludge oil pumps have discharge relief valves (set at 4.0 bar)
which sends oil back to the suction, thus controlling pump
discharge pressure.

Position

Description

Valve

Open

Waste oil pump suction valve

771A1026

Open

Waste oil pump discharge non-return valve

771A1027

Open

Waste oil pump outlet valve

771A1028

d) Open all instrument and gauge valves and ensure that the
instrumentation and gauges are working correctly.

Closed

Waste oil pump - sludge oil pump
crossover suction valve

771A1054

e) Set the system valves as in the following table:

Waste oil pump - sludge oil pump
crossover discharge valve

771A1030

Position

Description

Valve

Closed

The waste oil pump can take suction from the waste oil storage tanks (15P and
15S) and from the collection tank (15S). The pump discharges the oil to the
sludge oil tank, or to the port and starboard bunker stations, for discharge
ashore. The pump is started and stopped locally and there are emergency pump
stops at the bunker stations.

Closed

Waste oil storage tank 15P inlet valve

771A1038

Open

No.1 sludge oil pump suction valve

771A1018

Closed

Waste oil storage tank 15S inlet valve

771A1037

Open

No.1 sludge oil pump discharge non-return valve

771A1019

Open

Sludge oil tank inlet valve

771A1048

Open

No.1 sludge oil pump outlet valve

771A1020

Closed

Port bunker station sludge discharge line valve 771A1051

Open

No.2 sludge oil pump suction valve

771A1023

The sludge oil pumps can take suction from the stern tube oil drain DB 15S,
the leak oil DB 15S, leak oil DB tanks 11/12P/S, leak oil DB tanks 10P/S, and
the port and starboard separator drain tanks. Discharge from the sludge oil
pumps is to the sludge settling tank 15S. After settling, with steam heat
assistance, sludge and oil from the tank are discharged to the waste oil
collection tank and water is discharged to the bilge water DB 14P.

Closed

Stbd bunker station sludge discharge line valve 771A1052

Open

No.2 sludge oil pump discharge non-return valve

771A1024

Open

No.2 sludge oil pump outlet valve

771A1025

Closed

Waste oil pump - sludge oil pump
crossover suction valve

771A1054

Waste oil pump - sludge oil pump
crossover discharge valve

771A1030

Sludge pump discharge line valve

771A1029

Using these systems, all waste oil and sludge are discharged to the sludge oil
tank. Sludge oil is burned in the incinerator.
(Note! All oil or sludge transfers must be correctly recorded in the oil record
book.)

Issue: First

The following valves are open or closed depending upon which tank is being
emptied:
Open/closed

Waste oil storage tank 15P quick closing outlet valve 771A1033

Open/closed

Waste oil storage tank 15P line valve

Open/closed

Waste oil storage tank 15S quick closing outlet valve 771A1032

Open/closed

Waste oil storage tank 15S line valve

771A1035

Open/closed

Waste oil coll. tank 15S quick closing outlet valve

771A1031

Open/closed

Waste oil coll. tank 15S line valve

771A1034

771A1036

Closed
Open

The following valves are open or closed, depending upon which tank is being
emptied:
Open/closed

Stern tube oil drain DB 15S outlet non-return valve 771A1016

6.2.6 Sludge System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.2.6a Sludge System

Bunker
Stations
ESD
(P)

(S)

Sludge

Sludge

1050

1052

Deck 4

Deck 4
Transformer
Room

Deck 3

65

65

Incinerator
Burners
65

65

2

65
1038

65

TI

1

65

1037
LAH

Deck 3

Waste Oil
Waste Oil
Storage TK 15 (P) Storage TK 15 (S)

Deck 2
1033

1039

Deck 2
1032

TI

LI

LAH

65

TI

1040

LI

Oily Bilge
Deep
TK 15 (S)

Sludge
Settl.
TK
15 (S)

Oily Bilge
Sep.TK

Waste Oil Coll.
TK 15 (S)
80

80

1035

65

1042

18

1045

18
18

1046

18

1001

1002

Oily Bilge
System 1

1047

TI

Oily Bilge
System 1

65

LAH

80
65

LAH

1034
1028

1025

1020

1027

1048

80

1026

Bilge
Water DB
14 (P)

Sludge Oil
Pumps
(15 m3/h)

1023

LAH

80

80

Waste Oil
Pump
(15 m3/h)

No.2

Leak
Oil DB
11&12 (P)

1019

1024

80

Steaming Out
Connection

1029
Start
Stop

1003
LAH

LAL

Sludge Oil
TK 14 (P)

No.1

80

1010
1804

1006 1005
Incinerator
Sludge
Pumps

1011
80

80
80

1012

80
80 1015 1014

1004

80

Key

1017

Leak
Oil DB
10 (P)

80

1018

80

LAH

1013

LAH

80

LAH

80

Sludge
Stern Tube
Drain DB
15 (S)

Electrical Signal

Note* All valve numbers are
prefixed by 771A unless stated
otherwise.
Compartment 15

Issue: First

Sep.
Drain TK
10 (S)

Sep.
Drain TK
10 (P)

80

80

1030
1036

1041
1044

65

Leak
Oil DB
11&12 (S)

1016
Leak
Oil DB
15 (S)

Bilge Water DB
14 (S)

Compartment 14

Compartment 13

Compartment 12

Compartment
11

1008 1009
Leak
Oil DB
10 (S)

Compartment 10

Illustration 6.2.6a Sludge System

P&O Aurora

Technical Operating Manual

Open/closed

Stern tube oil drain DB 15S line valve

771A1017

Open/closed

Leak oil DB 15S outlet non-return valve

771A1014

Position

Description

Valve

The sludge oil tank is provided with steam heating and a circulation pump.

Open/closed

Leak oil DB 15S line valve

771A1015

Open/closed

Leak oil DB 11/12S outlet non-return valve

771A1013

The description below assumes that the incinerator has already been operating
for some time and that the temperature in the incinerator chamber is correct for
the burning of sludge oil.

Open/closed

Leak oil DB 11/12S line valve

771A1012

Open/closed

Leak oil DB 11/12P outlet non-return valve

771A1010

a) Supply heating steam to the sludge tank heating coil.

Open/closed

Leak oil DB 11/12P line valve

771A1011

Open/closed

Leak oil DB 10S outlet non-return valve

771A1009

b) Open the spring loaded self closing valve to drain water from the
sludge oil tank.

Open/closed

Leak oil DB 10S line valve

771A1008

c) Open the sludge tank outlet quick closing valve (771A1804).

Open/closed

Leak oil DB 10P outlet non-return valve

771A1005

Open/closed

Leak oil DB 10P line valve

771A1006

Open/closed

Drain tank starboard quick closing outlet valve 771A1002

Open/closed

Drain tank starboard line valve

771A1004

Open/closed

Drain tank port quick closing outlet valve

771A1001

Open/closed

Drain tank port line valve

771A1003

f) Select a sludge oil pump to use and start the pump. Stop the pump
when the required quantity of oil/sludge has been transferred.

Issue: First

Procedure for Preparing the Sludge Oil Tank System for Burning Sludge
Oil in the Incinerator

d) Start the sludge oil tank circulation pump and leave the pump
running for 30 minutes. This is in order to ensure an even
temperature throughout the tank contents and a homogeneous
sludge oil in the tank.
e) Start the sludge oil supply pump for the incinerator which is
operating. Excess sludge oil, over that supplied to the burner, will
return to the sludge oil tank.
f) Ensure that the sludge oil is burning correctly. Continue to supply
sludge oil to the incinerator until the sludge oil tank is empty.

6.2.6 Sludge System Page 2

P&O Aurora

Technical Operating Manual
To Accomm/galleys

Illustration 6.2.7a Steam System

See Illus.
6.2.8a

From Steam Supply
Bunker Station (P)

2.8 bar
(g)

736
A3004

100

65

150
150

736
A3005

100

2.8 bar
(g)

100

150

65

From Boiler
Plant

50
736
A3007

M

150

A1098

PI

Pass. Pool No.3
SW Heater

50
A1285

PI

80

A1256

To
Bilge

PI
TI

TI

M

A1318
12

20

40

A1230
15

20
A1305

A1136

A1134

A1119

A1120

HFO TK 17
Centre

25

HFO DB
13/14 TK (P)
Bilge Water
DB TK 14
(P)

15

125

20

A1138
20
A1145

150

A1105
A1121

15

A1131

A1129

A1141
Bilge Water
DB TK 14
(S)

HFO DB
13/14 TK (C)

Evaporator 2

15

Sludge Oil
TK

15

A1240
15

Renov. Oil
DB 11 C

15

15

PI
TI

20

20
TI

A1237

DG 2 Circ.
DB 11 S

M

A1152

25

12
A1236

15

A1154

25

DG 4 Circ.
DB 12 S

25

A1125
15

Oily Bilge
Deep TK 15
(S)

A1124
15
A1123
15

15 A1308
A1322
15

Compartment 15

A1235

12

15
A1234

12
A1224

Waste Oil
Collecting TK 15
(S)
Sludge
Storage
Deep TK 15

65
A1250

A1317

To
Food Waste
Injection

From Boiler Plant

Arrangement On Deck 2

Steam Injection
For Hot Well

200
A1259

TI

To
Condensate
System In
Engine Room

A1252

DG 1&2 HT FW Preheater

Diesel
Engine
4

M

Note* All valve numbers are
prefixed by 731 unless stated
otherwise.

12

M

15

Oily Bilge
Separator
Heater

A1315

20

20

25

Condensate

12
Diesel
Engine
2

20

20
40

Leak Oil
11/12 S

A1223

A1337

80

A1104

Steam

Compartment 16

A1244

TS

A1153
A1126

15

TI

200

Dirty Oil
DB
11 C
A1241

A1155

Hydraulic Oil

A1249

20

Leak Oil DB
15 S

Key

A1803

25

A1309

A1258

12

A1127

A1102

12

M

A1150
HFO DB
13/14 TK (S)

65

20

A1246

DG 3 Circ.
DB 12 P

A1149

A1288

Diesel
Engine
1

A1802
15

A1247

DG 1
Circ DB
11 (P)

A1316

25

Grease
Trap

15

Pulper
Water
TK

Leak Oil
11/12 S

A1148

80

Galley
Water
Drain TK

A1231

125

20
A1146

Waste Oil
Store
TK (S)

Diesel
Engine
3

A1261

A1144

A1139
32

A1132

A1217

65

A1133

80

A1248

Grease
Trap

Waste Oil
Store
TK (P)

A1107

A1218

A1116

A1114

A1117

Issue: First

A1254

25

HFO DB
15 C

125

Evaporator 1

12

65

32

A1228

736A3009

A1283
A1142

32

Compartment 17

A1805

M

TS

Non PW Calorifier
TK 2

40

A1307

A1225
200

A1806

F

40

32

736
A3003

M

Hot
Well

A1112 A1090

A1092
A1260

150

A1324

Compartment 14

Compartment 13

Compartment 12

Compartment 11 150

From Steam Supply
Bunker Station (S)

Illustration 6.2.7a Steam System

P&O Aurora
6.2.7 Steam System

Technical Operating Manual
Procedure for Supplying Steam from the Boilers to the Consumer Steam
Main

d) With the boiler(s) operating, steam is now available at the steam
supply main.

Introduction
Saturated steam is supplied by the two boilers and the economisers. There is
no provision for superheating steam. Steam supply is at the boiler working
pressure of 10 bar.
Steam is taken from the boilers through main or auxiliary stop valves and
directed to the consumer systems. Each boiler has its own steam outlet line and
these lines also have connections to the surplus steam condensers. The
automatic motorised valves, allowing steam into the condensers, are operated
by the control system. They open to direct excess steam to the condensers in
order to maintain the correct pressure in the steam lines. The amount of steam
generated by the economisers varies with engine load. When the amount of
steam generated exceeds demand, it is necessary to dump the surplus steam to
the condensers.
Both boilers supply steam to a main steam manifold system through individual
isolating valves (731A1225 for No.1 boiler and 731A1259 for No.2 boiler).
There is provision for a shore/barge steam supply via connections at the bunker
stations. These connections would be closed at all times except when steam
was being supplied externally.
Steam is used in the engine room for heating and tracing purposes. At the
outlets from all heaters and tank heating coils there are drain traps, which only
allow condensed steam to pass. This ensures that steam is condensed in the
heater or heating coil thus giving its latent heat of evaporation and providing
for higher operational efficiency. Condensate from the drains returns to the hot
well via drain coolers which reduce the temperature of the condensate and so
prevent overheating of the hot well.
Steam is used in the accommodation areas in the galleys and laundry as well
as for the heating of the crew sea water swimming pool.

If the steam lines are cold, the steam which first enters the lines will condense
and this condensate can cause water hammer in some parts of the system. This
water hammer can cause damage to the pipes and fittings. Drains in the system
must be opened before steam is supplied and must remain open until the lines
are warmed through. Steam supply valves should be opened slowly, in order to
ensure that the temperature in a cold steam pipe rises gradually. The procedure
described below assumes that the pipeline system is already warm but it is the
same for a cold system, apart from the essential need to warm through the
system gradually and remove any condensate.
Some items of plant are supplied with steam via multiple valves. Unless
otherwise stated, steam supply valves are manually operated. Where there are
only manually operated valves in the steam supply line, to an item of plant, it
means that that item will function under direct steam supply with manual
control. A pneumatic valve in the system reacts to control from the item of
plant and will regulate the steam flow to the plant. This valve must be
operational and the manual steam supply and inlet valves must be open. Some
items of plant are provided with remotely controlled electrically operated
steam inlet valves. These IMACs controlled valves are activated from the
mimic panel, and allow control of the steam supply to an item of plant. The
manual steam valves must be open and the pneumatically controlled valve (if
fitted) operational before the IMACs valve is activated.
a) Ensure that the steam valve to the pressure controller (731A4856)
is open.

(Note! There must be prior agreement between the ship and the shore/barge
concerning the steam supply and its pressure. The shore/barge will set the
pressure of the supply which must at all times be within the capabilities of the
ship`s system. There is no need for the surplus steam condenser to operate as
steam pressure is regulated by the shore/barge.)
a) Connect the shore steam supply pipe and ensure that it is fixed
firmly to the ship`s steam connection. Safety notices should be
posted warning of steam in the line.
b) Ensure that all the boiler steam valves are shut.
c) Open the bunker supply line drain valve and ensure that the drain
trap is functioning. The drain valve for the port bunker station is
732A3020, the starboard station is valve 732A3021. The valve
should remain open at all times as the drain trap will operate to
allow any condensate to flow to the bilge.
d) Set the valves as in the following table, which assumes use of the
port bunker station for supply.
Position

Description

c) Set the valves as follows:

Open

Steam supply valve to the
ship’s steam main

731A4005

Open

Bunker station steam supply

731A4004

Closed

Steam supply valve to the
ship’s steam main

731A4008

Bunker station steam supply

731A4003

Position

Drains return to the hot well via drain coolers. Drains from oil heaters return
via the dirty drain cooler and observation tank, where oil contamination can be
detected.

Issue: First

With a shore or barge supply, the quantity of steam available will usually be
less than a shipboard supply. As steam is required for certain duties, it has to
be supplied to the consumer main.

b) Ensure that the supply valves from the steam main lines to the
surplus condensers (731A4009 and 731A4010) are open and that
the surplus condensers are operating.

With each steam supply, there is an associated drain from the item of plant.
Drains leave the equipment via drain traps. These traps ensure that the steam
is condensed in the plant, thus obtaining maximum heating benefit. The drain
outlet valve, from the item of plant, should be opened before and after steam
is supplied. Operation of the drain trap should be periodically checked. High
drain temperature signifies that some steam is passing the drain trap and this
indicates a defective drain trap.

The quality of the drains from the clean drain cooler is constantly checked by
the salinometer, located in the return line to the hot well.

Procedure for Supplying Steam from the Bunker Station to the Consumer
Steam Main

Description

No.1
Boiler
Valve

No.2
Boiler
Valve

Open

Main stop valve

731A4844

731A4837

Open

Auxiliary stop valve

731A4827

731A4828

Open

Boiler steam non-return valve

731A4863

731A4862

Open

Secondary stop valve

731A4845

731A4833

Open

Auxiliary secondary stop valve 731A4826

731A4829

Open

Steam supply valve to steam
main

731A1259

731A1225

Open

Port
Valve

Stbd
Valve

e) Steam will be supplied to the ship from ashore and the shore
station will control the pressure within the agreed limits set for the
ship.

6.2.7 Steam System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.2.7b Steam System
200
65

65

65

200

200

200

200

A1295
50
15 A
1815
A
1274

A
1812
M

A
1814
A
1275
15

15

32

40

M

M

A
1817

A
1820

DO
Sep.
Heat.

A
1293

M

20

25
FO
Sep.
Heat.

A
1291

A1296 A1841
32

DG 1&2 FO
Final Heater

100

65

A1063

A1297
M

A1209
A1206 A1207

25

A1210

M

LO
Sep.
Heat.

A1007

Pass. Pool No.1
SW Heater

65

200

5.5 bar (g)

32
M

A1211 A1212

A1215

25
65

A1065

A1204

32

A1203

15

15

Leak Oil TK 10 (P)

25

A1200

25

A1199

15

15
32

HFO Service TK 10
(S)

A1194

15

A1179

32

A1180

32

A1182

15

A1183
50

A1052 15
20

A1167
20

LO
Sep.

LO
Sep.

HFO
Sep.

HFO
Sep.

HFO Boiler
Heaters

A
1271

25
A
1213
25

A
A
1265 A
1266
1268

M

M

A
1829

A
1832
A
1830
32

A
1827
25

A
1267
A
1835

M

80

A1197

M

A1184
40

HFO DB
10 TK (S)

A1186

A
1270

A1187
A1172
A1173

25

A
1833

40

A1178

50

25

AC
Reheater's

A1022

A1025

25

HFO DB 9 TK (S)
A1061 15
150

A1030

125

80

80

3

A1027

A1037

HFO DB 8
(S)

A1081 A1069

A1024

M

A1029
200

50

125

15
25
A1083

Key

A1036

A1071

25

M

A1303
A1301

40

80

50

A1072

Steam

M

80

2

A1067

Condensate
Hydraulic Oil

1

Note* All valve numbers are
prefixed by 731 unless stated
otherwise.

150

A1294

AC Preheater's
200

Compartment 10

A1021

A1026

100

A1300 A1840

80

80
80

A1040
15 A1039

M

DG 3&4 FO Final
Heater

A1020

HFO DB 8 TK (S)

32

A1019

80

2

A1041
32

A1084

200

Issue: First

Leak Oil
10 (S)

25

A1060

A1175

Pot. Wat.
Heater's

15 A1043

80
A1017

A1016

M

1

20
25

2

A
1838

A
1836

HFO DB 8 TK (P)

A1059

1

M

80

A1057 15
20

50

M

80

1

A1044

M

2

A1056

32 65

To Accomm./Laundry
System (Illus. 6.2.8b)

To
Bilge

65

25

HFO DB 9 TK (C)

M

A
1272
A
1273

A1045

HFO DB 9 TK (P)

A1176

Sep.
Drain
TK 10
(S)

125

HFO DB 8
(P)

A1055

25

20
M

25

125

A1051

20

A1196

A1193

A1159

A1189

20
A1050

20

M

20

25

15
A1169

20

A1190

A1014

A1015

20

A1171

HFO Settling TK 10
(S)

A1012

65

25

A1170

A1191

736A3011

50

150

A1166

20

A1158

40

15

15

A1157
15

PI

F

25

A1164

HFO DB
10 (P)
HFO DB
10 (C)

HFO Overflow TK
10C

40

15

A1163
A1201

Pass. Pool No.2
SW Heater

A1160
A1162

HFO Settling TK 10
(P)

A1009

40
A1214

32

LO
Sep.
Heat.

HFO Service TK 10
(P)

20

A1299

50

32

A
1264

A1047

40

M

A
1276
25

FO
Sep.
Heat.

40

A
1826

A
1292

Non PW Calorifier
TK 2

M

M

A
1823

A
1281

A
1280

A
1277
25

Sep.
Drain
TK 10
(S)

A
A
1821
1282

A
A
1278 1818

A
1290

50
A
1824

200

200

Compartment 9

Compartment 8

Compartment 7

Illustration 6.2.7b Steam System

P&O Aurora

Technical Operating Manual

Procedure for Establishing Steam Supply to the Main and Aft Engine
Room Steam Ring Mains
The steam ring main in the engine room is divided into sections which can be
isolated by means of valves. The arrangement of the ring main is such that if
failure occurs in one part, it can be isolated without disrupting the steam supply
to most consumers, as another part of the ring main can be used. There are a
number of routes by which steam can be supplied to consumer groups because
of the arrangement steam ring main. The procedure described assumes that all
isolating valves in the ring are open and that the ring is complete.
a) Steam is supplied to the consumer main as described above.
b) Open the following valves to ensure that steam is available to all
points in the ring.

c) Set the valves for the consumers as indicated in the following
table:
Forward Accommodation Steam
Position

Description

Valve

Open

Accommodation (fwd) steam direct supply
inlet valve

731A1015

Accommodation (fwd) low pressure (5 bar)
system supply valve

731A1014

Accommodation (fwd) low pressure (5 bar)
system reducing valve

731A1012

Open
Open
Open

Accommodation (fwd) low pressure (5 bar)
system inlet valve

Description

Valve

Isolating valve to starboard side of main ring

731A1260

Non-potable Water Heaters

Isolating valve to port side of main ring

731A1257

Open

Starboard forward main ring isolating valve

731A1068

Port forward main ring isolating valve

731A1046

Forward main ring isolating valve

731A1030

Main ring compartment 9 crossover starboard isolating valve

731A1067

Main ring compartment 9 crossover port isolating valve

731A1047

Main ring compartment 10 crossover starboard isolating valve

731A1294

Main ring compartment 10 crossover port isolating valve

731A1295

Main ring compartment 10 crossover centre isolating valve

731A1167

Aft main ring isolating valve

731A1218

After ring starboard inlet valve

731A1155

After ring port inlet valve

731A1142

After ring aft isolating valve

731A1121

c) Steam is now available at all parts of the main steam ring and the
after steam ring.
Procedure for Establishing the Steam Supply to all Engine Room
Consumers
Individual steam consumers are supplied from the main and aft steam rings
either individually or as sub-groups.
a) Ensure that the consumer to be supplied with steam is in a safe
condition to receive the steam supply.
b) Ensure that the drain valve from the consumer is open and that the
drain trap is operational.
Issue: First

Open
Open
Open

731A1011

731A1009

Non-potable water calorifier No.1
electrically operated inlet valve

731A1007

Non-potable water calorifier No.2
electrically operated inlet valve

731A1116
731A1114

Open

No.1 Potable water heater steam supply valve

Operational

No.1 Potable water heater IMACs controlled
inlet valve

731A1019
731A1017

No.1 Potable water heater pneumatic
regulating valve

731A1016

Open

No.2 Potable water heater steam supply valve

731A1024

Operational

No.2 Potable water heater IMACs controlled
inlet valve

Operational

Open

Passenger pool No.2 SW heater steam supply valve 731A1065

Open

Passenger pool No.3 SW heater steam supply valve 731A1098

Valve

Open

No.1 AC reheater steam supply valve

731A1073

Operational

No.1 AC reheater pneumatic regulating valve

731A1075

Operational

No.1 AC reheater IMACs controlled inlet valve 731A1076

Open

No.2 AC reheater steam supply valve

731A1080

Operational

No.2 AC reheater pneumatic regulating valve

731A1078

Operational

No.2 AC reheater IMACs controlled inlet valve 731A1077

Open

No.1 AC preheater steam supply valve

731A1069

Operational

No.1 AC preheater pneumatic regulating valve

731A1071

Operational

No.1 AC preheater IMACs controlled inlet valve 731A1072

Open

No.2 AC preheater steam supply valve

731A1081

Operational

No.2 AC preheater pneumatic regulating valve

731A1083

Operational

No.2 AC preheater IMACs controlled inlet valve 731A1084

No.3 Potable water heater steam supply valve

731A1029

Operational

No.3 Potable water heater IMACs controlled
inlet valve

731A1027

No.3 Potable water heater pneumatic
regulating valve
731A1026
No.1 and No.2 Potable water heaters crossover
steam valve
731A1020
No.1and No.2 Potable water heaters crossover
steam valve

272

Open
Operational
Open

Open

Open

Closed

Passenger pool No.1 SW heater steam supply valve 731A1063

731A1022
731A1021

Closed

Open

Open

No.2 Potable water heater pneumatic
regulating valve

Operational

Description

Diesel Generator Final Fuel Heaters

Potable Water Heaters

Operational

Position

AC Units Preheaters and Reheaters

Non-potable water calorifier No.1 steam
supply valve

Non-potable water calorifier No.2
steam supply valve

Passenger Pool Sea Water Heaters

Operational
Open
Open

Diesel generator No.s 1 and 2 FO final heater
steam supply valve

731A1299

Diesel generator No.s 1 and 2 FO final heater
IMACs controlled inlet valve

731A1841

Diesel generator No.s 1 and 2 FO final heater
steam inlet valve

731A1296

Diesel generator No.s 1 and 2 FO final heater
manual steam inlet valve

731A1297

Diesel generator No.s 3 and 4 FO final heater
steam supply valve

731A1303

Diesel generator No.s 3 and 4 FO final heater
IMACs controlled inlet valve

731A1840

Diesel generator No.s 3 and 4 FO final heater
steam inlet valve
Diesel generator No.s 3 and 4 FO final heater
manual steam inlet valve

731A1300
731A1301

731A1025
6.2.7 Steam System Page 3

P&O Aurora

Technical Operating Manual

Boiler Fuel Heater

Open

No.2 LO heater manual steam inlet valve

731A1293

Aft Accommodation

(Boiler heater valves are manufacturer’s supply ie: no ship’s ID number.)

Open

No.3 LO separator heater steam supply valve

731A1830

Open

Open

No.1 boiler HFO heater steam supply valve

Operational

No.3 LO heater motor controlled steam inlet valve 731A1831

Operational

No.1 boiler HFO heater IMACs controlled inlet valve

Open

No.3 LO heater steam inlet valve

731A1267

Open

No.1 boiler HFO heater steam inlet valve

Open

No.3 LO heater manual steam inlet valve

731A1268

Open

No.1 boiler HFO heater final steam inlet valve

Open

No.4 LO separator heater steam supply valve

731A1827

Open

No.2 boiler HFO heater steam supply valve

Operational

No.4 LO heater motor controlled steam inlet valve 731A1829

No.2 boiler HFO heater steam inlet valve

Open

No.4 LO heater steam inlet valve

731A1263

Open

No.4 LO heater manual steam inlet valve

731A1264

Open

HFO Separator Heaters

DO Separator Heater

No.1 HFO heater motor controlled steam inlet valve 731A1820

Open

No.1 DO separator heater steam supply valve

Open

No.1 HFO heater steam inlet valve

731A1281

Operational

No.1 DO heater motor controlled steam inlet valve 731A1814

Open

No.1 HFO heater manual steam inlet valve

731A1282

Open

No.1 DO heater steam inlet valve

731A1275

Open

No.2 HFO separator heater steam supply valve 731A1815

Open

No.1 DO heater manual steam inlet valve

731A1274

Operational

No.2 HFO heater motor controlled steam inlet valve 731A1817

Hot Well Steam

Open

No.2 HFO heater steam inlet valve

731A1277

Open

Hot well steam injection supply valve

Open

No.2 HFO heater manual steam inlet valve

731A1290

Operational

Open

No.3 HFO separator heater steam supply valve 731A1836

Hot well steam injection IMACs controlled
inlet valve

731A1090

Operational

No.3 HFO heater motor controlled steam inlet valve 731A1838

Hot well steam injection inlet valve

731A1112

Operational

Open

No.3 HFO heater steam inlet valve

Open

731A1812

Accommodation (No.2 aft) (2.5 bar) system
supply valve

731A1256

Accommodation (No.2 aft) (2.5 bar) system
reducing valve

731A1254

Accommodation (No.2 aft) (2.5 bar) system
inlet valve

736A3009

Accommodation (No.1 aft) (2.5 bar) system
crossover valve

736A3005

Diesel Generator Engines
Open

No.1 Diesel generator engine steam inlet valve 731A1246

Open

No.1 Diesel generator engine HFO double filter
steam inlet valve
731A1316

Open

No.2 Diesel generator engine steam inlet valve 731A1236

Open

No.2 Diesel generator engine HFO double filter
steam inlet valve
731A1315

Open

No.3 Diesel generator engine steam inlet valve 731A1217

Open

No.3 Diesel generator engine HFO double filter
steam inlet valve
731A1318

Open

No.4 Diesel generator engine steam inlet valve 731A1224

Operational

Diesel generator No.s 1 and 2 HT FW preheater
IMACs controlled valve
731A1250

Open

No.4 Diesel generator engine HFO double filter
steam inlet valve
731A1317

Oily Bilge Separator

Open

No.4 HFO heater steam inlet valve

731A1267

Evaporators

Open

No.4 HFO heater manual steam inlet valve

731A1268

Open

No.1 evaporator steam supply valve

Operational

No.1 evaporator pneumatic steam
regulating valve

731A1805

No.1 evaporator motor controlled
steam inlet valve

731A1806

731A1276

Open

No.2 evaporator steam supply valve

731A1261

731A1291

Position

Description

Valve

Operational

No.2 evaporator pneumatic steam
regulating valve
No.2 evaporator motor controlled
steam inlet valve

LO Separator Heaters
Open

No.1 LO separator heater steam supply valve

Operational

No.1 LO heater motor controlled steam inlet valve 731A1826

731A1824

Open

No.2 LO separator heater steam supply valve

Operational

No.2 LO heater motor controlled steam inlet valve 731A1823

Issue: First

736A3007

731A1273

No.4 HFO heater motor controlled steam inlet valve 731A1834

No.2 LO heater steam inlet valve

Accommodation (No.1 aft) (2.5 bar) system
inlet valve

Diesel generator No.s 1 and 2 HT FW preheater
steam supply valve
731A1252

Operational

Open

731A1285

Open

No.4 HFO separator heater steam supply valve 731A1833

No.1 LO heater manual steam inlet valve

Closed

Accommodation (No.1 aft) (2.5 bar) system
reducing valve

731A1272

Open

Open

Open

731A1283

HT FW System Pre-heater

No.3 HFO heater manual steam inlet valve

No.1 LO heater steam inlet valve

Open

731A1092

Open

Open

Open

Open

No.1 HFO separator heater steam supply valve 731A1818

Open

Open

Accommodation (No.1 aft) (2.5 bar) system
supply valve

731A1821

731A1292

Operational

731A1228

Open

Oily bilge separator heater inlet valve

Operational

Oily bilge separator heater automatic
temperature control valve

Food Waste System
Food waste injection line (a) steam supply valve

Operational

731A1802
731A1803

Food waste injection line (a) pneumatic control steam valve
Food waste injection line (b) steam supply valve
Food waste injection line (b) pneumatic control steam valve

6.2.7 Steam System Page 4

P&O Aurora

Technical Operating Manual

Procedure for Preparing the Drain System for Operation

LO Separator Heaters

HT FW System Preheater

a) Ensure that the drain cooler inlet and outlet valves are open and
they are being supplied with cooling water, from the LT CFW
system for auxiliary consumers.

Open

Diesel generator No.s 1 and 2 HT FW
preheater drain outlet valve

732A1189

Evaporators

b) Ensure that the hot well system is operational and the feed pumps
are supplying the boiler(s).

Open

No.1 evaporator drain outlet valve

732A1167

Open

No.2 evaporator drain outlet valve

732A1170

c) Set the drain valves as in the following table for the consumers as
indicated.

Aft Accommodation

Clean Condensate System

Open

Aft accommodation drain outlet valve

737A3020

Line Drain Valves

Description

Valve

Open

Forward port dirty condensate line drain valve 737A3027

Open

Forward clean condensate line drain valve

737A3013

Open

Forward starboard dirty condensate
line drain valve

Open

Compartment 9 clean condensate line drain valve 737A3004

Open

Aft clean condensate line drain valve

737A3010

Open

Fwd Diesel generators engine dirty condensate
line drain valve
737A3030

Open

Aft Diesel generators engine dirty condensate
line drain valve

737A3019

Aft dirty condensate line drain valve

737A3015

737A3022
737A3011
Open

Non-potable Water Heaters
Open
Open

Non-potable water calorifier No.1 drain outlet valve 732A1130
Non-potable water calorifier No.2 drain outlet valve 732A1138

Diesel Generators Final Fuel Heaters
Open
Open

Potable Water Heaters

Diesel generator No.s 1 and 2 FO final heater
drain outlet valve
Diesel generator No.s 3 and 4 FO final heater
drain outlet valve

No.2 LO separator heater drain outlet valve

732A1208

Open

No.3 LO separator heater drain outlet valve

732A1215

Open

No.4 LO separator heater drain outlet valve

732A1213

Open

No.1 DO separator heater drain outlet valve

732A1203

Open

No.1 Diesel generator engine drain outlet valve 732A11

Open

No.1 Diesel generator engine HFO double filter
drain outlet valve
732A1259

Open

No.2 Diesel generator engine drain outlet valve 732A1238

Open

No.2 Diesel generator engine HFO double filter
drain outlet valve
732A1261

Open

No.3 Diesel generator engine drain outlet valve 732A1236

Open

No.3 Diesel generator engine HFO double filter
drain outlet valve
732A1265

Open

No.4 Diesel generator engine drain outlet valve 732A1233

Open

No.4 Diesel generator engine HFO double filter
drain outlet valve
732A1263

Oily Bilge Separator
732A1192

No.1 Potable water heater drain outlet valve

732A1132

Open

No.2 Potable water heater drain outlet valve

732A1134

Boiler Fuel Heater

Open

No.3 Potable water heater drain outlet valve

732A1136

(Boiler heater valves are manufacturer’s supply ie: no ship’s ID number.)

Open

Oily bilge separator drain outlet valve

d) The condensate will return from each item of operating plant to
the clean or dirty drain coolers and then to the hot well.

Passenger Pool Sea Water Heaters

Open

No.1 boiler HFO heater drain outlet valve

Open

Passenger pool No.1 SW heater drain outlet valve

Open

No.2 boiler HFO heater drain outlet valve

Open

Passenger pool No.2 SW heater drain outlet valve

HFO Separator Heaters

Open

Passenger pool No.3 SW heater drain outlet valve

Open

No.1 HFO separator heater drain outlet valve

732A1208

Open

No.2 HFO separator heater drain outlet valve

732A1206

Open

No.1 AC reheater drain outlet valve

732A1146

Open

No.3 HFO separator heater drain outlet valve

732A1221

Open

No.2 AC reheater drain outlet valve

732A1143

Open

No.4 HFO separator heater drain outlet valve

732A1217

Open

No.1 AC preheater drain outlet valve

732A1142

Open

No.2 AC preheater drain outlet valve

732A1140

Issue: First

Open

732A1195

Open

AC Units Preheaters and Reheaters

732A1211

Diesel Generator Engines

Position

Forward Accommodation Steam
Open
Accommodation (fwd) drain valve

No.1 LO separator heater drain outlet valve

DO Separator Heater

Dirty Condensate Heater System

Line Drain Valves

Open

6.2.7 Steam System Page 5

P&O Aurora

Technical Operating Manual

Illustration 6.2.8a Accommodation Steam System

Orangery

Flight
Dishwasher
74kG/h 1270C

4021

32

32

Key

Aut. Rack
Dishwasher
65kG/h 1270C

4022

Saturated Steam

40

Deck 12
Deck 11
Pot Wash
30kG/h 1270C

Bell Box
Galley

25

4029

Tilting Steam Kettle
90kG/h 1270C

4027

32

4026

4023

4025

Distribution Counter
5kG/h 1270C

20

4030

Deck 10

Bain Marie
7kG/h 1270C

20

40
40

40

Deck 9
Hot Counter
0
7kG/h 127 C

Cafe
Bordeaux

Deck 8

4032

15

Deck 7
Aft
Scullery

Tilting Steam Kettle
0
90kG/h 127 C
Bain Marie
0
3kG/h 127 C

Aut. Rack
Dishwasher
0
65kG/h 127 C

Bain Marie
0
7kG/h 127 C

20

4038

4040

20

20

4039
20

4036
20

Hot Press
0
28kG/h 127 C

4035

Hot Press
0
16kG/h 127 C

Bain Marie
0
3kG/h 127 C

Hot Press
0
28kG/h 127 C

Bain Marie
0
3kG/h 127 C

20

4083
20

4051

Pot Wash
0
240+41kG/h 127 C

4033
Tilting Steam Kettle
75kG/h 1270C
Distribution Counter
0
15kG/h 127 C
Deck 6

4042

4041

25

32

4045
32

20

4049

Pressure Steamer
81kG/h 1270C

Aut. Rack
Dishwasher
65kG/h 1270C

Tilting Steam Kettle
0
75kG/h 127 C

Flight
Dishwasher
150kG/h 1270C

Hot Press
0
28kG/h 127 C

50

4047
20

4046

Hot Press
0
28kG/h 127 C
4061

20

40

40

Flight
Dishwasher
150kG/h 1270C

20

4050 20

50

4034

20

4048
4084

4081

20

Main
Galley

Hot Press
0
43kG/h 127 C

4037
20 4082

32

4057
20

4055

32

50

4054

Kettle With Mixer
0
80+80kG/h 127 C

32

4053 32

100

100

4058
20 4044

Distribution Counter
15kG/h 1270C

4063
4062

4059

4052 40

4060
65

65

Crew
Galley

32

4064
20

Deck 5

4066

Tilting Steam Kettle
0
90kG/h 127 C
Pot Wash
30kG/h 1270C
50

Deck 4

32

4069
32

Flight Dishwasher
0
74kG/h 127 C

4070
20

40

Tilting Steam Kettle
90kG/h 1270C

Crew Mess Room

Officer's Mess Room

Distribution Counter
0
23+18+5kG/h 127 C

Hot Counter
0
10kG/h 127 C

4073

Bain Marie
12kG/h 1270C

4071

4075

4074

20
50

Pot Wash
Room

80

80

Pot Wash
30kG/h 1270C

4076
20

4078

4077
20

20

50
50

4079

20

100

100

2.5 bar

2.5 bar

100

20

Deck 3

Steam Supply
From Engine
Room System
Illus. 6.2.7a
Fire Zone 7

Issue: First

Fire Zone 6

Blow Off
Pipe Safety
Valve

Compartment
12

Illustration 6.2.8a Accommodation Steam System

P&O Aurora

Technical Operating Manual
Open

6.2.8 Accommodation Steam System
Introduction

Open

There is a limited steam system in the accommodation spaces, but the steam
application is restricted to working areas and not passenger spaces, except for
galleys. Associated with the steam systems there are drain systems with
condensate being returned to the engine room condensate system.
Steam supply to the accommodation areas comes from the engine room steam
system with access being via two separate connection systems as shown in the
tables below. The forward accommodation steam system consists of a 9bar line
and a 5bar line; these supply the laundry and dry cleaning units as well as the
crew swimming pool heater. The aft accommodation steam system operates at
2.5bar pressure via two supply lines. The aft system supplies steam to the
galleys and mess rooms. Although each supply line has dedicated users, a cross
connection between the two supply lines means that either steam supply line
can direct steam to all the aft consumers.
All condensate lines are fitted with a float type condensate trap immediately
before the valve. This ensures that only water is returned in the condensate line
thus enabling full energy to be obtained from the condensation of the steam. If
the condensate trap is defective, the return line will be abnormally hot and the
condensate trap should be overhauled.
Forward Accommodation Steam Supply Valves
Position

Description

Valve

Open

Accommodation (fwd)
steam direct supply inlet valve (9 bar)

731A1015

Accommodation (fwd)
low pressure (5 bar) system supply valve

731A1014

Open
Open
Open

Open
Open
Open

Issue: First

Accommodation (No.2 aft)
(2.5 bar) system inlet valve
Accommodation (No.1 aft)
(2.5 bar) system crossover valve

Crew pool seawater heater condensate valve
731A1254
736A3009
736A3005

Procedure for Supplying the Forward Accommodation Consumers

Crew pool seawater heater condensate line valve

Laundry
Steam Valve

Washer extractor steam line valve

736A4001

Washer extractor No.1

736A4002

b) Open the condensate return valve to the engine room condensate
system, 737A3011

Washer extractor No.2

736A4003

Washer extractor No.3

736A4004

c) For the 9 bar accommodation steam system, open the steam user
supply valves and condensate valves as in the following table
when the supply is required:

Washer extractor No.4

736A4005

Condensate Valve

Dry Cleaning
Dry cleaning line steam valve

736A4020

Dry cleaning line No.1 supply valve

736A4013

Condensate Valve

Washer extractor No.1

736A4007

Laundry

737A4002

d) For the 5bar accommodation steam system, open the steam user
supply valves and condensate valves as in the following table
when the supply is required:

Description

a) Open the forward accommodation steam supply valves as shown
above for the 9 bar and 5 bar systems, ensuring that the pressure
reducing valves are functioning correctly.

Description

Steam Valve

Drying tumbler No.1

731A2012

732A2008

Washer extractor No.1

736A4008

Drying tumbler No.2

731A2013

732A2009

Ironing table

736A4009

737A4010

Drying tumbler No.3

731A2014

732A2010

Rotary cabinet

736A4010

737A4009

Drying tumbler No.4

731A2015

732A2011

Body former

736A4011

737A4008

737A4015

Trouser topper

736A4012

737A4007

732A2007

Dry cleaning line No.2 supply valve

736A4014

Roll ironer main condensate valve

737A4014

Ironing table

736A4015

737A4003

737A4012

Hoffman press

736A4016

737A4004

Rotary press

736A4017

737A4005
737A4006

Drying tumbler main condensate valve
Roll ironer and folder

Accommodation (fwd)
low pressure (5 bar) system reducing valve

731A1012

Intermediate condensate isolating valve

Accommodation (fwd)
low pressure (5 bar) system inlet valve

731A1011

Dry Cleaning

Aft Accommodation Steam Supply Valves
Open

Closed

Accommodation (No.2 aft)
(2.5 bar) system reducing valve

731A2010

Shirt unit (sleeves)

731A2005

732A2006

Spotting table

736A4018

Shirt unit (body press)

731A2003

732A2004

Bypass valve for flushing the system

736A4019 (closed)

Shirt unit (collar press)

731A2004

732A2005

Drying tumbler

731A2002

732A2003

Intermediate steam supply valve

731A2008
731A2007

Accommodation (No.1 aft)
(2.5 bar) system supply valve

731A1283

Accommodation (No.1 aft)
(2.5 bar) system reducing valve

731A1285

Accommodation (No.1 aft)
(2.5 bar) system inlet valve

736A3007

Accommodation (No.2 aft)
(2.5 bar) system supply valve

Crew pool seawater
heater steam supply valve

731A1256

Crew pool seawater heater
motorised steam supply valves

6.2.8 Accommodation Steam System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.2.8b Accommodation Steam System

Key
Saturated Steam
Control Board

Seawater
Casing
M

731A
2007

Deck 5

Crew Swimming Pool
Seawater Heater

Deck 5

32

Deck 4

Deck 4

Deck 3

Deck 3

Deck 2

Deck 2
1015

Steam Supply
From Engine
Room System

9 bar

65

32
40

50

5 bar

731A
2001
40

65

736A3011

40

731A
2011

4001
Washer Extractor
100kG/h 5 Bar

25

4002
Washer Extractor
100kG/h 5 Bar

25

32

40

731A
2012

25

25

4004
25

Washer Extractor
100kG/h 5 Bar

32

731A
2013
25

4005

Roll Ironer &
Folder
480kG/h 9 bar

Washer Extractor
80kG/h 5 Bar

15

731A
2014

731A
2015

Drying Tumbler
182kG/h 9 Bar

Washer Extractor
80kG/h 5 Bar

15

15

4015

15

Laundry

Hoffman Press
18kG/h 5 Bar

4008
Drying Tumbler
182kG/h 9 Bar

Ironing Table
10kG/h 5 Bar

Drying Tumbler
182kG/h 9 Bar

Rotary Cabinet
20kG/h 5 Bar

15

Rotary Press
27kG/h 5 Bar

4009
15

Spotting Table
10kG/h 5 Bar

4010
Drying Tumbler
182kG/h 9 Bar

Body Former
28kG/h 5 Bar

15

4011
Trouser Topper
28kG/h 5 Bar

Issue: First

Ironing Table
10kG/h 5 Bar

4007

25

Deck 1

4014

20

4003
Washer Extractor
100kG/h 5 Bar

25

4013

40

25

731A
2008

32

731A
2010
40

731A
2009

20

4020

40

See Illustration
6.27b

65

Dirty Linen

System Flushing
Connection From
Condensate
System

731A
2005

15

15

4016

731A
2003

15

15

4017

731A
2004

15

15

4018
20

Shirt Unit (MS2 Sleeves)
16kG/h 9 Bar

Shirt Unit (Body Press)
9kG/h 9 Bar

Shirt Unit (CCY Press)
9kG/h 9 Bar

Drying Tumbler
182kG/h 9 Bar

731A
2002

4019

15

4012
Dry Cleaning
Deck 1

Illustration 6.2.8b Accommodation Steam System

P&O Aurora

Technical Operating Manual

Procedure for Supplying the Forward Accommodation Consumers
a) Open the after accommodation steam supply valves as shown
above for the 2.5bar system. Ensure that the pressure reducing
valves are functioning correctly. Both supply lines should be
opened whenever possible.
b) Open the line steam valves as below:

Description

Steam Valve

Condensate Valve

Main Galley

Main Galley Aft Scullery

Steam supply valve line No.1

736A4060

Description
Flight dishwasher

Steam Valve
736A4033

Condensate Valve
737A4027

Steam supply valve line No.2

736A4059

Automatic rack dishwasher

736A4034

737A4028

Condensate valve line No.1

736A4057

Café Bordeaux Galley

Condensate valve line No.2

736A4056

Hot counter

736A4032

737A4025

Description

Valve

Hot press No.1

736A4035

737A4029

Steam supply line No.1 aft first intermediate line valve

736A4062

Hot press No.2

736A4036

737A4030

Bell Box/Lido Galley

Steam supply line No.1 aft second intermediate line valve

736A4061

Hot press No.3

736A4037

737A4031

Steam supply valve

736A4025

c) Open the condensate return valve to the engine room condensate
system, 737A3020.

Hot press No.3

736A4081

737A4077

Titling steam kettle

736A4030

737A4020

Hot press No.3

736A4082

737A4078

Pot wash machine

736A4029

737A4021

d) Open the steam consumer supply valves and condensate valves as
in the following table, when the supply is required:

Titling steam kettle

736A4038

737A4032

Bain marie

736A4027

737A4023

Bain marie

736A4039

737A4033

Distribution counter

736A4026

737A4024

Bain marie

736A4040

737A4034

Orangery Galley

Distribution counter

736A4041

737A4035

Steam supply valve

736A4023

Titling steam kettle

736A4042

737A4036

Flight dishwasher

736A4021

737A4019

Pressure steamer

736A4045

737A4039

Automatic rack dishwasher

736A4022

737A4018

Titling steam kettle

736A4049

737A4043

Pot wash table

737A4037

Hot press No.4

736A4046

737A4040

Hot press No.5

736A4047

737A4041

Hot press No.5

736A4083

737A4081

Hot press No.6

736A4048

737A4042

Hot press No.6

736A4084

737A4080

Bain marie

736A4050

737A4044

Bain marie

736A4051

737A4045

Flight dishwasher

736A4052

737A4046

Automatic rack dishwasher

736A4053

737A4047

Description

Steam Valve

Condensate Valve

Pot Wash Room
Pot wash machine

736A4079

Line condensate valve

737A4074
737A4075

Crew Galley
Crew galley supply valve line No.1

736A4073

Crew galley supply valve line No.2

736A4074

Line condensate valve

737A4072

Tilting steam kettle

736A4064

737A4059

Pot wash machine

736A4066

737A4061

Titling steam kettle

736A4069

737A4064

Flight type dishwasher

736A4070

737A4065

Bain marie

736A4071

737A4066

Crew Mess Room
Distribution counter

736A4075

737A4068

Pot wash machine

736A4054

737A4079

Distribution counter

736A4076

737A4069

Pot wash machine

736A4055

737A4049

Distribution counter

736A4077

737A4070

Kettle with mixer

736A4057

737A4051

Kettle with mixer

736A4058

737A4052

Distribution counter

736A4044

737A4038

Officer’s Mess
Hot counter

Issue: First

736A4078

737A4071

6.2.8 Accommodation Steam System Page 2

P&O Aurora

Technical Operating Manual

6.2.9 Tank Heating System
Introduction
Fuel, lubricating oil and sludge tanks are heated by means of steam circulating
through coils in the tanks. Steam is supplied from the main steam system and
the condensate returned to the hot well via drain traps, the dirty condensate
coolers, and the observation tank.
The steam heating system drain valves should be opened before steam is
supplied. The operation of the drain traps should also be checked after steam
has been supplied.

HFO settling tank 10P heating coil IMACs steam valve

731A1212

General Oil Tanks

HFO settling tank 10P heating coil steam 2nd supply valve

731A1211

Renovated oil DB 11C steam inlet valve

731A1244

HFO settling tank 10P heating coil IMACs bypass valve

731A1215

Dirty oil DB 11C steam inlet valve

731A1241

HFO settling tank 10P heating coil (a) steam inlet valve

731A1201

Waste oil collection tank steam inlet valve

731A1308

HFO settling tank 10P heating coil (b) steam inlet valve

731A1200

Waste oil storage tank 15P steam inlet valve

731A1133

HFO settling tank 10S heating coil steam supply valve

731A1196

Waste oil storage tank 15S steam inlet valve

731A1132

HFO settling tank 10S heating coil IMACs steam valve

31A1194

Sludge oil tank steam inlet valve

731A1309

HFO settling tank 10S heating coil steam 2nd supply valve

731A1193

Sludge storage deep tank steam inlet valve

731A1324

HFO settling tank 10S heating coil IMACs bypass valve

731A1197

Port grease trap steam inlet valve

731A1136

Steam for tank heating is supplied from the steam main and the procedure for
setting this has been described in section 6.2.7. The procedure described here
assumes that a steam supply is already available in the steam main.

HFO settling tank 10S heating coil (a) steam inlet valve

731A1191

Port grease trap pneumatic temperature control valve

731A1134

HFO settling tank 10S heating coil (b) steam inlet valve

731A1190

Starboard grease trap steam inlet valve

731A1131

Procedure for Supplying Steam to the Tank System

HFO service tank 10S heating coil steam supply valve

731A1186

Starboard grease trap pneumatic temperature control valve

731A1130

HFO service tank 10S heating coil IMACs steam valve

731A1184

Bilge Tanks

HFO service tank 10S heating coil steam 2nd supply valve

731A1183

Oily bilge deep tank 15S (a) steam inlet valve

731A1125

HFO service tank 10S heating coil IMACs bypass valve

731A1187

Oily bilge deep tank 15S (b) steam inlet valve

731A1124

HFO service tank 10S heating coil (a) steam inlet valve

731A1179

Bilge water DB 14P steam inlet valve

731A1139

HFO service tank 10S heating coil (b) steam inlet valve

731A1180

Bilge water DB 14S steam inlet valve

731A1141

HFO overflow tank 10C heating coil (a) steam inlet valve

731A1158

HFO overflow tank 10C heating coil (b) steam inlet valve

731A1159

a) Open the valves as in the following table, when tank heating is
required:
Description

Valve

HFO Storage, Service and Settling Tanks
No.8 DB tank steam supply valve

731A1033

HFO DB 8P heating coil (a) steam inlet valve

731A1045

HFO DB 8P heating coil (b) steam inlet valve

731A1044

HFO DB 8P heating coil (c) steam inlet valve

731A1041

HFO DB 8S heating coil (a) steam inlet valve

731A1036

HFO DB 8S heating coil (b) steam inlet valve

731A1037

HFO DB 8S heating coil (c) steam inlet valve

731A1040

HFO DB 9P heating coil (a) steam inlet valve

731A1050

HFO DB 9P heating coil (b) steam inlet valve

731A1051

Leak Oil Tanks
Leak oil tank 10P steam inlet valve

731A1162

Leak oil tank 10S steam inlet valve

731A1176

Leak oil tank 11/12P steam inlet valve

731A1231

Leak oil tank 11/12S steam inlet valve

731A1235

Leak oil tank 15S steam inlet valve

731A1127

HFO DB 9C heating coil (a) steam inlet valve

731A1055

Separator Drain Tanks

HFO DB 9C heating coil (b) steam inlet valve

731A1056

Separator drain tank 10P steam inlet valve

731A1280

HFO DB 9S heating coil (a) steam inlet valve

731A1059

Separator drain tank 10S steam inlet valve

731A1271

HFO DB 9S heating coil (b) steam inlet valve

731A1060

Diesel Generator Engine Circulating Sumps

HFO DB 10P heating coil (a) steam inlet valve

731A1163

No.1 Diesel generator LO circulating DB 11P steam inlet valve 731A1247

HFO DB 10P heating coil (b) steam inlet valve

731A1164

No.2 Diesel generator LO circulating DB 11S steam inlet valve 731A1237

HFO DB 10C heating coil (a) steam inlet valve

731A1170

No.3 Diesel generator LO circulating DB 12P steam inlet valve 731A1248

Galley water drain tank steam inlet valve closed (line blanked) 731A1102
Pulper water tank steam inlet valve closed (line blanked)

731A1104

b) Steam is supplied to the individual tanks as required. Some tanks
having multiple heating coils and all must be supplied with steam
to ensure correct temperature distribution throughout the tank.
c) Where a temperature control valve is used, the steam supply will
be automatically regulated in order to ensure the correct
temperature in the tank.
d) Service and settling tanks have IMACs controlled valves. All
other valves should be kept open and the steam supply directed by
remote operation of the IMACs valve from the mimic panel.

No.4 Diesel generator LO circulating DB 12S steam inlet valve 731A1223

Issue: First

6.2.9 Tank Heating System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.2.9a Tank Heating System

From Steam Supply
Bunker Station (P)

150
150

Waste Oil
Store
TK (P)

A1107

200

Key

A1139

Bilge Water
DB TK 14 (P)

A1230

A1138 32

15

A1141

Waste Oil
Store
TK (S)

25

Steam

From Boiler Plant

200

Leak Oil
Tank
DB 11/12S

A1288
40

32

Leak Oil
Tank
DB 11/12P

A1205

32

Non PW Calorifier
TK 2

HFO Service TK 10
(P)

A1204

32

A1203

20

HFO Settling TK 10
(P)

40
A1218

A1116

A1114

A1248
A1247

32 A1307

32

15

HFO DB
13/14 TK (P)

A1144

A1305

80

A1145

32
A1304

A1146

40
HFO DB
13/14 TK (C)

A1148

20 A1117

A1149

HFO DB15
Centre

A1150
20 A1119

80

20

A1152
A1153

15
A1102

A1154
15

25

A1200

25

A1127

25

A1199

Pulper
Water
TK

A1104

Leak Oil
TK 15S

15

Sludge Oil
TK

Oily Bilge
Separator
Heater

TI

M

A1125
15

Dirty Oil DB
11 (C)

25

A1123

Renov. Oil
DB 11 (C)

15

A1308

15
A1322
15

20
20

A1244

A1170
25

A1241

20

15

25

20

Leak Oil
Tank
DB 11/12S

A1237

Generator
No.2 Circ.
DB 11S

40

HFO Settling TK 10
(S)

15

HFO DB 9 TK (S)

A1061

20

200

32
25
100

A1179

200

150

A1193

32

15

25
25

A1183

50

M

A1045

HFO DB 8
(P)

A1196

65

A1194
M

A1182

From Boiler Plant

A1030
25

A1197

A1186

A1044

50

HFO DB 8 TK (P)

15

A1184

15

A1043
A1187

HFO Service TK 10
(S)

Steam Injection
Hot Well

15

32

15

A1180

20

A1167

A1159

A1189

200

150

20
A1060

A1164

25
Generator
No.4 Circ.
DB 12S

A1059

A1163

A1166

A1160

15

HFO DB 9 TK (C)

A1057

25

HFO
Overflow
TK 10C

A1190

Sludge
Storage
Deep TK 15

20
A1056

A1158

25

15

HFO DB
10 TK (P)

A1170

25

15

25

40
32

A1041

50

25

32

A1040

15

25

A1172

25

A1173

40

HFO DB 8 TK (S)

15
A1039
25

HFO DB
10 TK (S)

A1037 32

15 A1175

A1259
TI

M

A1092

Hot
Well
A1112 A1090

40

Note* All valve numbers are
prefixed by 731 unless stated
otherwise.

A1260

15

Leak Oil
TK 10 (S)

A1176

A1294

A1067

15

100

25

HFO DB 8
(S)

A1178
150

A1036

50

A1033

200
150

A1324
150

Issue: First

15
A1160

15

A1235

Waste Oil
Collecting TK 15
(S)

A1055

20

HFO
DB 10
TK (C)

15

HFO DB 9 TK (P)

20

25

15

15 A1337

A1124

A1052

A1215

Leak Oil
TK 10 (P)

A1223

15

15

A1258

A1309

Oily Bilge
Deep TK 15
(S)

15

A1214

150

25
15

A1212

A1162 15

20

A1155
40

A1051

50
A1211

20
20

50

50

25

A1191
15 A1126

A1210

M

20

25

A1009

A1050

25

100

25
15

25

A1209

40

A1171

HFO DB
13/14 TK (S)

A1120

Galley
Water
Drain
TK

15

A1201

32 65

32
A1206 A1207

Generator
No.1 Circ.
DB 11P

Generator
No.3 Circ.
DB 12P

65

150

M

A1142
65

100

Hydraulic Oil

80

HFO TK 17
Centre

Non PW Calorifier
TK 1

A1047

A1007

A1231

Bilge Water
DB TK 14 (S)

A1105

A1121

A1295

Condensate

A1132

A1046

A1225

A1133

25

200

A1068

200

From Steam Supply
Bunker Station (S)

Illustration 6.2.9a Tank Heating System

P&O Aurora

Technical Operating Manual

Procedure for Operating the Tank Drain System
a) Open the valves as in the following table when tank heating is
required:
HFO Storage, Service and Settling Tanks

HFO DB 17C heating coil (a) drain valve

732A1119

General Oil Tanks

HFO DB 17C heating coil (b) drain valve

732A1122

Renovated oil DB 11C drain valve

732A1014

HFO service tank 10P heating coil (a) drain valve

732A1226

Dirty oil DB 11C drain valve

732A1068

HFO service tank 10P heating coil (b) drain valve

732A1232

Waste oil collection tank drain valve

732A1271

HFO settling tank 10P heating coil (a) drain valve

732A1231

Waste oil storage tank 15P drain valve

732A1149

HFO settling tank 10P heating coil (b) drain valve

732A1175

Waste oil storage tank 15S drain valve

732A1152

HFO 10P tank drain valve

737A3026

Sludge oil tank drain valve

732A1239

HFO settling tank 10S heating coil (a) drain valve

732A1178

Sludge storage deep tank drain valve

732A1266

HFO settling tank 10S heating coil (b) drain valve

732A1181

Port grease trap drain valve

732A1158

HFO service tank 10S heating coil (a) drain valve

732A1184

Starboard grease trap drain valve

732A1155

HFO service tank 10S heating coil (b) valve

732A1187

Bilge Tanks

HFO 10S tank drain valve

737A3024

Oily bilge deep tank 15S (a) drain valve

731A1161

HFO overflow tank 10C heating coil (a) drain valve

732A1048

Oily bilge deep tank 15S (b) drain valve

731A1162

HFO overflow tank 10C heating coil (b) drain valve

732A1222

Bilge water DB 14P drain valve

731A1102

Line drain valve

737A3008

Bilge water DB 14S drain valve

731A1105

Line drain valve

737A3006

Galley water drain tank steam inlet valve closed (line blanked) 731A1102

Description

Valve

No.8 DB tank line drain valve

737A3002

HFO DB 8P heating coil (a) drain valve

732A1223

HFO DB 8P heating coil (b) drain valve

732A1001

HFO DB 8P heating coil (c) drain valve

732A1006

HFO DB 8S heating coil (a) drain valve

732A1128

HFO DB 8S heating coil (b) drain valve

732A1009

HFO DB 8S heating coil (c) drain valve

732A1012

HFO DB 9P heating coil (a) drain valve

732A1013

HFO DB 9P heating coil (b) drain valve

732A1016

HFO DB 9C heating coil (a) drain valve

732A1019

HFO DB 9C heating coil (b) drain valve

732A1022

HFO DB 9S heating coil (a) drain valve

732A1025

HFO DB 9S heating coil (b) drain valve

732A1028

HFO DB 10P heating coil (a) drain valve

732A1056

HFO DB 10P heating coil (b) drain valve

732A1052

HFO DB 10C heating coil (a) drain valve

732A1043

HFO DB 10C heating coil (b) drain valve

732A1042

HFO DB 10S heating coil (a) drain valve

732A1039

HFO DB 10S heating coil (b) drain valve

732A1036

HFO DB 13/14P heating coil (a) drain valve

732A1086

HFO DB 13/14P heating coil (b) drain valve

732A1089

HFO DB 13/14C heating coil (a) drain valve

732A1092

Diesel Generator Engine Circulating Sumps

HFO DB 13/14C heating coil (b) drain valve

732A1095

No.1 Diesel generator LO circulating DB 11P drain valve

732A1065

HFO DB 13/14S heating coil (a) drain valve

732A1098

No.2 Diesel generator LO circulating DB 11S drain valve

732A1074

HFO DB 13/14S heating coil (b) drain valve

732A1101

No.3 Diesel generator LO circulating DB 12P drain valve

732A1063

HFO DB 15C heating coil (a) drain valve

732A1111

No.4 Diesel generator LO circulating DB 12S drain valve

732A1080

HFO DB 15C heating coil (b) drain valve

732A1116

Diesel generator line drain valve

737A3030

Issue: First

Leak Oil Tanks

Pulper water tank steam inlet valve closed (line blanked)

731A1104

Leak oil tank 10P drain valve

732A1059

Incinerator steam supply line (a) drain valve

731A1246

Leak oil tank 10S drain valve

732A1031

Incinerator steam supply line (a) drain valve

731A1247

Leak oil tank 11/12P drain valve

732A1062

Leak oil tank 11/12S drain valve

732A1077

Leak oil tank 15S drain valve

732A1108

b ) The tank drain system will operate when steam is supplied to any
of the tank heating coils. Checks should be made to ensure that
the drain traps are functioning correctly and to ensure that no oil
is returning to the hot well with the condensate.

Separator Drain Tanks
Separator drain tank 10P drain valve

732A1198

Separator drain tank 10S drain valve

732A1219

Line drain valve

737A3008

6.2.9 Tank Heating System Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.3.1a Fresh Water Evaporator Plant
Engine Room
Steam System

Deck - 4
Deck - 3

Plant Shown is for Evaporator No.1

100
125

731A
1228

3002 3003

3001

300

Vent

200
PI

PIAHL

HT
Outlet
250

712A
1338

TSA
5

P
SA6

731A
1805

Seawater/HT
Plate Heater

TI
23

Evaporator 1
640m3/24h

P
SA6

PI
9

Ejectors
TI
6

PI
17

TIAL

125

LIAHL

TI
7

250

PI
14

TI
5

TI
4

TI
3

TI
2

TI

100

731A
1806

PI

M

LIAHL

PI
13

TI
9

TI
18

TI
11

TI
12

TI
13

TI
14

LIAHL
7

M

250

TI
10

Chemical
Dosing
LSA
21

TI
19

M

Heater
Temperature
Controller

LIAHL

TI

TS
M

DG No.s
1 and 2
HT
System
Inlet
250

PI
18
PI
20

TIAL

712A
1291 TISA
4

TIAHL

100

TI
22

Booster
Heater

65

TI
8

Distillate
Plate
Cooler

350

SALZ

250

Drain To
Bilge Well

M

125

100

65

3820

PI

TI

UC

U4 SA8

65
FIAHL

Evaporator 1
Sea Water
Pump
431m3/h
4.0 Bar

65

PI

TI
15

+ PI

732A
1166

+ PI

3014

Evaporator 1
Ejector
Pump
96m3/h
7.5 Bar

3803

200

1090

From
No.2
Evaporator

Fresh
Water
Treatment

Key
Sea Water

150

Steam
200

200

3805
300

Sea Water Crossover 11

Issue: First

Evaporator 1
Distillate
Pump
26.7m3/h
4.0 Bar

200

3821

High
Salinity
Overboard

1091

3013

M

M

732A
1167

3808

FI

3023

TI
21

TI

Evaporator 1
Brine Pump
420m3/h
2.3 Bar

PI
10

PI
16

PI

3807

M

Condensate
Pump
9m3/h

100

H.T. Cooling Water
All Valve No.s
Prefixed At 701A
Unless Stated

Distillate
Control Air
Electrical

Illustration 6.3.1a Fresh Water Evaporator Plant

P&O Aurora

Technical Operating Manual

6.3 Water Systems

Introduction

6.3.1 Fresh Water Evaporator Plant

The low pressure evaporator uses CFW from the HT circulating system as the
heat source. The temperature of this water is only about 80ºC and so it cannot
evaporate the sea water feed at atmospheric pressure. In order to provide for
evaporation at the lower temperature the pressure in the evaporator chamber
must be reduced. During evaporation, gasses dissolved in the sea water are
liberated and these can destroy the vacuum. The low pressure evaporator is
fitted with an air ejector system, this keeps the pressure in the evaporator
chamber low enough to allow for evaporation.

Evaporator
Maker:
Type:
Capacity:

Serck Como
MSF 640-6
640t/day

Evaporator SeaWater Pump
Make:
Type:
Capacity:

Serck Como
MU 200/315
431m3/h; 4.0 bar

Evaporator Brine Pump
Make:
Type:
Capacity:

Serck Como
NT 200/400
404m3/h; 2.3 bar

Evaporator Ejector Pump
Make:
Type:
Capacity:

Serck Como
MU 80/400
96m3/h; 7.5 bar

Distillate Pump
Make:
Type:
Capacity:

Serck Como
CLT 50-315
26.7m3/h; 4.0 bar

Distillate Cooler:
Type:

VT 20 V CD-10

Sea Water Heater
Type:

VT 80 MHV L B-6

Booster heater
Type:

A43-VD18 C5H 059-1

There are two evaporators, one located in compartment 11 and the other in
compartment 12. The evaporators are of the ‘Flash’ type, which means that
heating of the sea water feed takes place outside the evaporator chamber and
when the hot sea water, or brine, enters the low pressure evaporator chamber,
some of the sea water ‘flashes off’ and produces vapour. This vapour passes
through a demister screen which removes any salt water particles. The vapour
then condenses in a chamber above the evaporation chamber. The condensate,
or distilled water, is removed by the evaporator distilled water pump and
cooled before passing to the distilled water storage tanks. Each evaporator is
of the multistage type with six stages; this means that the heated brine that is
not evaporated in the first stage, passes from that first stage into the second
stage, which is maintained at a slightly lower pressure. Because of the lower
pressure more evaporation takes place and more condensate is produced. From
the second stage, the heated sea water flows to the third stage, then the fourth,
fifth and sixth stages before being pumped overboard by the brine pump. The
stages are maintained at successively lower pressures so that evaporation can
take place in each stage. This type of evaporator is very efficient at producing
distilled water from a single heating of the sea water.
The main source of heat is the HT fresh water cooling system, and the
evaporators act as coolers for the HT system, but if the DG engines are
operating at reduced load, the evaporators can still operate at or near full
capacity, because there is a steam booster heater located just before the
evaporator sea water feed heater. This booster heater raises the temperature of
the HT FW before it enters the evaporator sea water heater thus enabling it to
heat the sea water feed to the correct temperature.
There are two air ejectors fitted to each evaporator and these are of the venturi
type. Sea water acts to eject the gases from the evaporator chamber. Most of
the dissolved gases are liberated from the brine in the first stage and this has
an ejector of its own, the first stage ejector suction pressure being 0.349bar
absolute. The vacuum is maintained in the subsequent stages by the second
ejector, which has its suction located at the final stage. The suction pressure in
the final stage is 0.09bar absolute.

The evaporator sea water pump supplies the sea water feed to the evaporator
and on the way to the heater this sea water acts as the condensing fluid within
the evaporator chamber, thus its temperature is increased before it reaches the
heater. The temperature of the sea water entering the sea water heater is about
69ºC. In the main heat exchanger, heated by CFW from the HT system, the sea
water, or brine, which is to become the evaporator feed, is heated to the brine
top temperature (BTT) which is 80ºC for full capacity operation of the
evaporator. Depending upon the DG engine loading, the HT CFW temperature
is between 88ºC and 73ºC; at the lower engine loading levels the booster heater
may be required. The evaporator control system automatically adjusts the
steam supply to the booster heater, if required, in order to maintain the
temperature of the brine entering the evaporator.
Distilled water production depends upon the brine top temperature and this
depends upon the DG load and heating available from the steam supply to the
booster heater. The control system adjusts the supply of heated sea water to the
evaporator first stage chamber, depending upon the BTT if the value of 80ºC
is not reached. The control system automatically adjusts the flow rate of heated
sea water to the evaporator fist stage chamber to compensate for any reduced
sea water temperature. The evaporator plant is fitted with an automatic brine
recirculation system for keeping the sea water temperature at the sea water
heater inlet at a constant 32ºC. The remixing device, MRF2, allows for a
maximum recirculation of 80% of the evaporator brine discharge to the sea
water inlet, in order to maintain the sea water heater inlet temperature at the
optimum level.
The evaporator brine pump removes the brine from the evaporator chamber
and discharges it overboard.
The distilled water pump removes the condensate from the evaporator
chambers and pumps it to storage, via a cooler. If the salinity of the distilled
water is too high temporarily, the control system operates the distilled water
three-way valve and dumps the distilled water overboard. When the salinity
returns to an acceptable level the distilled water is diverted to the storage
system.
Once set up and working, the evaporators will operate automatically and
produce distilled water at the maximum rate allowed by the heating system.
Very low sea water inlet temperatures may restrict water production, as the
flow rate of the sea water to the evaporator will be reduced, in order to
compensate for a reduced inlet temperature below the maximum of 80ºC.

There is a separate ejector pump and water leaving this pump first flows
through the condensate cooler before it reaches the air ejectors. Discharge from
the ejectors is overboard.

Issue: First

6.3.1 Fresh Water Evaporator Plant Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.3.1a Fresh Water Evaporator Plant
Engine Room
Steam System

Deck - 4
Deck - 3

Plant Shown is for Evaporator No.1

100
125

731A
1228

3002 3003

3001

300

Vent

200
PI

PIAHL

HT
Outlet
250

712A
1338

TSA
5

P
SA6

731A
1805

Seawater/HT
Plate Heater

TI
23

Evaporator 1
640m3/24h

P
SA6

PI
9

Ejectors
TI
6

PI
17

TIAL

125

LIAHL

TI
7

250

PI
14

TI
5

TI
4

TI
3

TI
2

TI

100

731A
1806

PI

M

LIAHL

PI
13

TI
9

TI
18

TI
11

TI
12

TI
13

TI
14

LIAHL
7

M

250

TI
10

Chemical
Dosing
LSA
21

TI
19

M

Heater
Temperature
Controller

LIAHL

TI

TS
M

DG No.s
1 and 2
HT
System
Inlet
250

PI
18
PI
20

TIAL

712A
1291 TISA
4

TIAHL

100

TI
22

Booster
Heater

65

TI
8

Distillate
Plate
Cooler

350

SALZ

250

Drain To
Bilge Well

M

125

100

65

3820

PI

TI

UC

U4 SA8

65
FIAHL

Evaporator 1
Sea Water
Pump
431m3/h
4.0 Bar

65

PI

TI
15

+ PI

732A
1166

+ PI

3014

Evaporator 1
Ejector
Pump
96m3/h
7.5 Bar

3803

200

1090

From
No.2
Evaporator

Fresh
Water
Treatment

Key
Sea Water

150

Steam
200

200

3805
300

Sea Water Crossover 11

Issue: First

Evaporator 1
Distillate
Pump
26.7m3/h
4.0 Bar

200

3821

High
Salinity
Overboard

1091

3013

M

M

732A
1167

3808

FI

3023

TI
21

TI

Evaporator 1
Brine Pump
420m3/h
2.3 Bar

PI
10

PI
16

PI

3807

M

Condensate
Pump
9m3/h

100

H.T. Cooling Water
All Valve No.s
Prefixed At 701A
Unless Stated

Distillate
Control Air
Electrical

Illustration 6.3.1a Fresh Water Evaporator Plant

P&O Aurora

Technical Operating Manual

Chemical dosing of the sea water feed is used to prevent the formation of
deposits inside the heat exchanger. Dosing chemicals, diluted with distilled
water from the evaporator outlet, are introduced into the sea water pump
suction line. The chemicals prevent the formation of salt scale inside the heat
exchanger and the interstage condensers through which the sea water flows.
The dosing rate recommended by the chemical supplier must not be exceeded.
The dosing rate is obtained by adjusting the stroke of the dosing pump and
should give an injection rate of approximately 1.3 ppm of chemical additive
(the recommendations of the chemical manufacturer must be studied carefully,
with respect to the setting of the dosing pump stroke and the dilution of the
chemical with distilled water in the dosing tank).
(Note! The evaporator plant must not be used for producing distilled water for
domestic consumption when operating in restricted waters near coasts or
estuaries.)
Procedure for Operating the Evaporators
This procedure assumes that the plant is in the cold condition
a) Check that no restrictions apply to the operation of the evaporator.
b) Ensure that electrical power is available at the evaporator control
and that the valves to all instruments and gauges are open.

Operational
Operational
Open
Open
Open

Electrically operated
remixing valve MRF2

701A3821

701A3823

Electrically operated
brine pump discharge valve

701A3803

701A3811

Overboard discharge
non return valve
Overboard discharge valve

701A3002
701A3003

701A3010
701A3011

Evaporator ejector
pump inlet valve

701A3014

701A3016

Open

Distilled water
cooler SW inlet valve

Open

Distilled water cooler
SW outlet valve

Open

Air ejector SW outlet valve

Open

Air ejector SW discharge valve 701A3001

701A3012

Open

Air ejector air inlet valve
evaporator HP end

N2

N2

Air ejector air inlet
valve evaporator LP end

N3

N3

Open
Closed

Evaporator vent

Operational

Hot brine motorised inlet valve RF1

RF1

c) Ensure that control air is available to the evaporator control
system.

Operational

Distilled water pump
discharge valve

701A3820

701A3822

d) Ensure that water is circulating in the HT CFW system and that it
is at the correct temperature. If not, supply steam to the booster
heater and ensure that the steam supply valve is under the control
of the evaporator control system.

Open

Distilled water
cooler inlet valve

B10

B10

Distilled water
cooler outlet valve

B11

B11

Distilled water
three-way valve

MV1

MV1

Distilled water
discharge valve to system

722A1091

722A1090

Dosing unit inlet valve
to SW pump suction

701A3023

701A3022

Dosing unit inlet valve
from distillate line

V43

V43

e) Fill the chemical dosing tank with distilled water or fresh water
from the potable water system and add the quantity of chemical
indicated by the chemical supplier. Agitate the tank to ensure the
correct mixing.

Open
Operational
Open
Closed

f) Set the evaporator valves as in the following table:
Evap. No. 1
Valve

No. 2
Valve

Position

Description

Open

Evaporator SW pump
remote operated suction valve 701A3805

701A3809

Evaporator SW pump
inlet valve

701A3013

701A3015

Evaporator SW pump
discharge valve

701A3807

701A38013

Open
Open

Issue: First

Closed

h) Check that the evaporator ejector pump has reduced the
evaporator chamber pressure to the required level; check that the
ejectors can maintain that pressure.
i) The control system will regulate the flow of heated sea water to
the evaporator depending upon the temperature of the sea water at
the evaporator inlet. It will adjust the steam supply to the booster
heater as necessary and also the amount of brine remix.
j) The control system will control the rate of discharge of distilled
water depending upon the level of production. It will also divert
the distilled water overboard until the salinometer confirms that
the salinity is below the minimum acceptable level.
k) When the salinity reaches an acceptable level the three-way
control valve will discharge the distilled water into the potable
water system.
(Note! The level of dosing chemical added must be monitored carefully and
details recorded. Under certain sea water conditions foaming in the evaporator
may occur and this requires the addition of anti-foaming chemicals tot he
dosing tank. The instructions provided by the chemical supplier must be
studied carefully before chemicals are used.)

g) Set the evaporator control panel to automatic and ensure that the
evaporator ejector pump, evaporator SW pump, dosing unit
pump, evaporator brine pump and evaporator distilled water
pump all start, when the control is switched to start.

6.3.1 Fresh Water Evaporator Plant Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.3.2a Distilled Water Transfer System

Key

Bunker Stations

S
1067

P

S

1066

1065

Dom. Fresh Water

Note* All valve numbers are
prefixed by 722A unless stated
otherwise.

P
1068

PW Bunker Stations
Shell Doors 8 and 9

1070

Feedwater

1069

Air
1072
100

40

1071

Cold PW
Ring Deck 4

100
100
65

100

100

100
Aft PW
Tanks

40

125

125

100

125

100

Forward PW
Tanks

1083

100
1227

1097

1228

100
1081

M

Evaporator 1
Bunker
& Evap.
CL. Unit

1077

1806

Bunker
& Evap.
PH. Unit

1091
65

1094
IMACs

IMACs

100
65

65

Control
Air

To Sea

Evap. Water
Analysis/Control

1095

Min.
Neutr.
Filter 2

1212
1214

1217
Filling

1216

1220

Min.
Neutr.
Filter 1

100

1218

1222

1223
65

737A
5014

1213
1215

M

1090

Bunker Water
Analysis/Control
1810

Control
Air

To Sea

65

1096

1079

1805

100

50

100

100

1219

100

65
1221
100

65

Evaporator 2
50

M

1224

50

1092

737A
5012

737A
5010

Feedwater Storage DB12S

Issue: First

Water Soft. Plant
Hot Well

M

50

S

1093
1225

From Non PW

Sampling
DPI

Feed Water Transfer Pump
16m3/h 1.5 Bar

PW
DrainTK

Laundry DB6S

Illustration 6.3.2a Distilled Water Transfer System

P&O Aurora

Technical Operating Manual

6.3.2 Distilled Water Transfer System

Introduction

Mineralising Filter

Distilled water made in the two evaporators is transferred to the potable water
storage tanks on the ship and also to the boiler feed water storage tank (DB
12S) and the non-potable water storage tank (DB 6S).

Maker:
Type:
No of sets:
Capacity:

2
640 t/day

Water Softening Plant
Maker:
Type:
No of sets:
Capacity:

Allweiller
NT 25-160/159 U3D-W18
1
5 t/h

Chlorination Unit
Maker:
Type:
No of sets:
Capacity:

Prominent
G/5B 0613PP1000A10001
2
13.1 ltr/h

Potable Water Tank Capacities
Tank
PW tank 3-1 P
PW tank 3-1 S
PW tank 3-2 P
PW tank 3-2 S
PW tank 7 outer P
PW tank 7 inner P
PW tank 7 inner S
PW tank 7 outer S
PW tank 16 outer P
PW tank 16 inner P
PW tank 16 inner S
PW tank 16 outer S
Total

Issue: First

Capacity
171.3 m3
171.3 m3
162.7 m3
162.7 m3
140.2 m3
129.6 m3
129.6 m3
140.2 m3
160.4 m3
291.8 m3
291.8 m3
151.1 m3
2102.1 m3

Procedure for Supplying Distilled Water to the Boiler Feed Tank from
the Evaporators
a) Ensure that the evaporator(s) are functioning correctly and
making distilled water.

Potable water may also be supplied from shore or barge facilities via
connections at the port and starboard bunker stations.

b) Check the quantity of water in the boiler feed tank and estimate
the time needed to transfer the quantity required.

Because the distilled water produced by the evaporators contains no natural
salts, it can be harmful when consumed and so treatment is needed to restore
some of the salts which would otherwise be leached from the human body by
the distilled water.

c) Check that the valves to all instruments and gauges are open.

The distilled water is passed through a mineralising filter before being
discharged to the potable water storage tanks. It also flows through a pH unit
where its alkalinity is brought to a neutral level. Because the distilled water is
produced at low temperature, all bacteria may not have been destroyed and so
a chlorination process is used to sterilise the distilled water.
Potable water loaded at the bunker stations also undergoes the pH and
chlorination procedure. The quantity of chlorine and pH chemicals are
carefully metered to ensure that the correct dose is added. The amount and
quality the of distilled water or bunker potable water flowing through the
supply pipes is measured by flow meters and control units regulate the supply
of pH and chlorination chemicals accordingly.
There are separate control and analysing units for the distilled water and the
bunker potable water. Prior to use, the water is further analysed and treated, see
section 6.3.3)

d) Set the valves as in the following table:
Position

Description

Valve

Open

Distilled water
supply valve from No.1 evaporator

722A1091

Distilled water
supply valve from No.2 evaporator

722A1090

Mineralising filter
to water softener line valve

722A1093

Mineralising filter
to water softener supply valve

722A1225

Open

Distilled water line valve

722A1224

Open

Distilled water softener plant by-pass valve

722A1092

Open
Closed
Closed

e) Start the evaporator plant and check that it is supplying distilled
water to the tank.
f) The above arrangement supplies distilled water directly from the
evaporators to the distilled water tank, bypassing the mineralising
filters and the water softener plant.
(Note! If mineralised distilled water is to be used for boiler feed it must be
passed through the water softener before discharge to the boiler feed water
tank.)

6.3.2 Distilled Water Transfer System Page 1

P&O Aurora

Technical Operating Manual

Procedure for Supplying Softened Mineralised Distilled Water to the
Boiler Feed Tank from the Evaporators
a) Ensure that the evaporator(s) are ready for operation.
b) Check the quantity of water in the boiler feed tank and estimate
the time needed to transfer the quantity required.

Procedure for Supplying Distilled Water to the Boiler Feed Tank from
the Bunker Station
CAUTION!
Before any water is taken from a barge or shore station it should be
sampled and analysed to ensure that it does not contain harmful chemicals
or bacteria.

Procedure for Supplying Distilled Water from the Evaporators to the
Potable Water Storage tanks.
a) Check the quantity of water in the potable water tanks.
b) Check that the valves to all instruments and gauges are open.
c) Check that the evaporator(s) are ready for operation

c) Set the valves as in the following table: All other valves must be
closed.

a) Check the quantity of water in the boiler feed tank and estimate
the time needed to transfer the quantity required.

Position

Description

Valve

Open

Distilled water
supply valve from No.1 evaporator

722A1091

Distilled water
supply valve from No.2 evaporator

722A1090

Open

No.1 mineralising filter inlet valve

722A1213

Open

No.2 mineralising filter inlet valve

722A1212

Position

Description

Open

No.1 mineralising filter N/R outlet valve

722A1223

Open

Open

No.1 mineralising filter discharge valve

722A1221

Port distilled water
bunker station motorised supply valve

Open

No.2 mineralising filter N/R outlet valve

722A1222

Open

No.2 mineralising filter discharge valve

722A1220

Open

Mineralising filter to water softener line valve

722A1093

Open

Mineralising filter to water softener supp. valve 722A1225

Open

Water softener supply pump inlet valve

Open

Water softener remote controlled outlet valve

Open

Water softener unit discharge valve

Open

e) Start the evaporator plant and check that it is supplying distilled
water to the tank.
f) The above arrangement supplies distilled water from the
evaporators to the distilled water system via the mineralising
filters and the water softener plant.

b) Establish a system of communication with the bunker station and
the shore supply station/supply barge.
c) Connect distilled water supply pipe to the bunker pipe.

d) Set the valves as in the following table; Note that the potable
Water (PW) tank filling valves are indicated as open, but they will
only be open for filling that particular tank. Valves indicated as
open should be closed.
Position

Description

Open

Dist. water supply valve from No.1 evaporator 722A1091

Open

Dist. water supply valve from No.2 evaporator 722A1090

Open

No.1 mineralising filter inlet valve

722A1213

Open

No.2 mineralising filter inlet valve

722A1212

Open

No.1 mineralising filter N/R outlet valve

722A1223

Open

No.1 mineralising filter discharge valve

722A1221

Open

No.2 mineralising filter N/R outlet valve

722A1222

e) Signal for the distilled water supply pump from the shore
station/barge to be started.

Open

No.2 mineralising filter discharge valve

722A1220

Closed

Mineralising filter to water softener line valve

722A1093

f) Signal for distilled water supply pump from the shore
station/barge to be stopped, when the necessary quantity of
distilled water has been taken

Closed

Mineral. filter to water softener supply valve

722A1225

Operational

CO2 PW hardener dosing unit motorised valve

Open

CO2 inlet valve to evaporator outlet line

Open

Sampling valve to distilled water test unit

722A1094

Open

Dosing inlet valve from pH unit

722A1825

Open

Dosing inlet valve from chlorination unit

722A1824

Open

Dist. water outlet N/R valve to tank supply line 722A1096

Open

Dist. water outlet valve to tank supply line

d) Set the valves as in the following table: The arrangement assumes
that the port bunker station is to be used for supply.

Closed

Starboard distilled water
bunker station motorised supply valve

Valve
722A1069
722A1070

(Note! The above procedure provides direct access for distilled water from
ashore/barge to the distilled water tank.)

Valve

722A1097

PW Tank Valves

Issue: First

Open

PW tank 3-1P pneumatic inlet valve

722A1015

Open

PW tank 3-1S pneumatic inlet valve

722A1016

Open

PW tank 3-2P pneumatic inlet valve

722A1013

Open

PW tank 3-2S pneumatic inlet valve

722A1014

6.3.2 Distilled Water Transfer System Page 2

P&O Aurora

Technical Operating Manual

Open

PW tank 7P outer pneumatic inlet valve

722A1017

Open

PW tank 7P inner pneumatic inlet valve

722A1018

Open

PW tank 7S inner pneumatic inlet valve

722A1019

Open

PW tank 7S outer pneumatic inlet valve

722A1020

Open

PW tank 16P outer pneumatic inlet valve

722A1021

Open

PW tank 16P inner pneumatic inlet valve

722A1022

Open

PW tank 16S inner pneumatic inlet valve

722A1023

Open

PW tank 16S outer pneumatic inlet valve

722A1024

e) Check the electrical power supply to the evaporator is on and
check that the sample analyser, the chlorination unit, the ph unit
and the CO2 unit are functioning; this is part of the IMACs system
and can be monitored and controlled from the ECR.
f) Start the evaporator and when the salinity of the condensate
produced is below the minimum acceptable level, direct the
condensate to the discharge line.
g) Fill the potable water tanks as required.
h) When the evaporators are out of service, the valves to the
analysing and dosing unit must be shut.
i) Check the levels of chemicals in the dosing units daily and
replenish as necessary.

Procedure for Filling the PW Tanks from the Bunker Connections

i) Shut the bunker station valve and disconnect the pipe.

CAUTION!
Before any water is taken from a barge or shore station it should be
sampled and analysed to ensure that it does not contain harmful chemicals
or bacteria.

j) Shut the system valves and shut down the water analysing and
dosing unit.

The quality of fresh water supplied by barge or shore station is always
uncertain and the water must be sampled, analysed and treated before it is
discharged to the tanks.
a) Establish an effective communication system with the bunker
station and the barge/shore station.
b) Connect the water supply pipe to the ship connection at the
bunker station.
c) Check that the valves to all gauges and instruments are open and
the gauges and instruments are operating correctly
d) Check that there is power at the bunker water switchboard and
that all items of the analysing and dosing equipment connected to
that switchboard are functioning correctly.
e) Set the valves as in the following table: The assumption is made
that the port pipe connection is being used to supply potable water
Position

Description

Valve

Open

Port bunker line motorised water inlet valve

722A1071

Open

Stbd bunker line motorised water inlet valve

722A1072

Open

Sampling valve to distilled water test unit

722A1077

Open

Dosing inlet valve from pH unit

722A1805

Open

Dosing inlet valve from chlorination unit

722A1806

Open

Dist. water outlet NR valve to tank supply line 722A1081

Open

Distilled water outlet valve to tank supply line 722A1083

f) The potable water tank filling valves are opened to fill the
particular tanks; the valves are as indicated in the procedure for
filling the tanks from the evaporators.
g) Signal the shore station/barge to commence pumping water.
h) When the tanks have reached their filling capacities, signal the
shore station/barge to stop the pumps.

Issue: First

6.3.2 Distilled Water Transfer System Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.3.3a Water Treatment Systems

CO2
Deck 1

Compartment 9

Chlorine - Analyser

Power 230V 60Hz

PI

Evaporator Water
Max. 54m3/h
Flow
Meter

Chlorine - Analyser

Process - Station
P14.1

Pre - Chlorination / pH - Correction
Of Evaporator Water and Bunker
Water Systems
(Systems Identical)

Injection
HCL
Min

Max

Zero

Min

PI

PI

Buffer Vessel

Pressure
Transmitter

Pressure
Reducing Valve

FI

From
Evaporator

Pressure
Control Valve

Max

Zero

Prominent

CO2 Dosing Before Remineralisation Filters

Prominent

Bunker/Evaporator
System
3TB1

CO2 Bottle 30 kg

3TB2

Injection
Chlorine
Chlorine
Sensor

2TB1

LA

pH
Sensor

Mixing
Device

2TB2

Chlorine
Solution
Pos 6033330

0.5 L/min
Sample Water

Independent pH/Chlorine
(Far Point) Measuring System (Bridge Deck)

Common Tank For
Evaporator & Bunker Water
Pre - Chlorination
Deck 1

Compartment
9

Two Channel
Chart Recorder
ppm
pH

Power 1 230V 60Hz
Min

Process - Station
P12.1
Bunker Water
System

Max

Zero
Prominent

Min

Max

Zero

Chart Recorder

Prominent

LA
Chlorine
Sensor

pH
Sensor

Sample Cock

HCL
Solution
Deck 1

Compartment
9
Common Tank For
Evaporator & Bunker Water
pH - Correction

Issue: First

To Potable Water
Storage Tanks

Key
0.5 L/min
Sample Water

Pos 6033320

Distillate/Fresh Water
Electrical

Potable Water Line

Illustration 6.3.3a Water Treatment Systems

P&O Aurora
6.3.3 Water Treatment Systems
Overview
In order to maintain the potable water system free from bacteria and supply
water fit for human consumption, the water produced in the evaporating plant
requires treatment. Water bunkered from ashore must also be monitored and
treated to ensure its quality. There are strict controls on the parameters of the
treatment to be adhered to. These are laid down in regulations imposed by the
Flag State, the P&I Club and the Port Health authority. Regular checks are
made by port health authorities who have the power to detain a ship if it has
not complied with the regulations, particularly where the dosage of chlorine is
concerned.
There are several stages in the treatment of potable water aboard Aurora. The
water leaving the evaporator will be very pure, lacking in hardness salts and
with a pH value of between 5.5 and 6.0. The first stage is remineralisation. This
also has the effect of raising the pH to an acceptable value. To aid this process,
carbon dioxide gas is injected into the water before the rehardening filter.
Further pH correction, if necessary, then takes place prior to the injection of
chlorine as a disinfectant.
The treated water is then stored in double bottom tanks before distribution into
the potable water system. During this storage period, the level of chlorine will
drop due to natural degradation and interaction with organic materials. It is
measured again and further dosed to ensure that the level is within the required
parameters. The parameters are:
Upper level: 1.2 ppm
Lower level: 0.8 ppm.
Evaporator Distillate Treatment - CO2 Dosing Plant
Water produced from flash evaporator plant has a pH value of 5.5 to 6.0, due
to the release of carbon dioxide from the seawater and the subsequent
formation of carbonic acid. This is undesirable, in the distillate, for human
consumption and is corrosive to some of the materials in the system. It does
have some advantage in the demineralisation stage of the treatment, if
increased by the addition of carbon dioxide in the gaseous form. The dolomite
material in the remineralisation plant is not readily soluble in water, even when
heated. With the addition of carbon dioxide, the following reaction will take
place, thus enhancing the performance of the unit.
(CaMg)(CO)2 + 2 CO2 + 2H2O →Ca(HCO3)2 + Mg(HCO3)2
In the presence of carbon dioxide in evaporator water, the resulting hardness
increases proportionally to the carbon dioxide content, when reacting with the
dolomite.

Issue: First

Technical Operating Manual
The recommended dosage of carbon dioxide in this plant is 25mg of CO2 per
litre of water produced. Therefore at the full output of both evaporators
(2 x 640m3 per day), the daily consumption will be 32kg of gas.
An integral dosing unit is supplied, consisting of the following components:
A pressure transmitter (0 - 100 bar), measuring the CO2 bottle
pressure, raising an alarm at low pressure, via the IMACs system
A pressure reducing valve including gauges, indicating the bottle
pressure and outlet pressure
A proportional pressure control valve, reacting to the evaporator
water flow signal and controlling the flow of CO2 gas into the
water
A pressure vessel, intended to absorb any shocks due to gas or
water pressure fluctuations
A visual flow meter indicating the gas flow into the water
A dosing lance fitted into the water line to inject the CO2 gas
Procedure for Starting the Carbon Dioxide Dosing Plant
a) Ensure that power is available to the unit.
b) Open the injection lance isolating valve (1839).
c) Open the CO2 bottle isolating valve and check that the internal
pressure is sufficient to supply the system for the required
operating time.
d) The flow control valve should be receiving a water flow signal
from the chlorine injection equipment and dosing CO2 in the
correct proportion.
e) Observe the flow rate of gas in the visual flow meter and compare
with the water flow rate, to ensure correct dosage (25mg per litre).

Dolomite is an equivalent mixture of calcium and magnesium carbonate. The
consumption of rehardening material amounts to approximately 15 - 25
grammes per ton of distillate. Refilling is necessary after 1,000 to 1,400
operating hours. A sight glass indicates the level of dolomite in the filter. The
dolomite filter material reacts sensitively to iron and manganese compounds
which can cause blocking of the filter over time. Periodic back flushing of the
filter is required, this being required before the differential pressure rises above
0.5 bar.
There are two filter units fitted on Aurora, each capable of handling the full
production of each evaporator. Under normal conditions, with both evaporators
at full production, both filters should be on line in parallel to each other.
Procedure to put Remineralisation Filters On-line
During the first few weeks of operation, after changing the Dolomite or
topping up, the pH can be as high as 10.5. This is only temporary and is
corrected by the pH altering plant in the next stage.
To put the filters back on-line, the following procedure should be followed:
a) Ensure that valves 1214 and 1215 (back flushing drains to the
potable water drain tank) are closed.
b) Ensure that valves 1217 and 1218 (filter drains to the potable
water drain tank) are closed.
c) Open the vent valves on each unit.
d) Partially open the filter inlet valves (1212 and 1213) and allow the
unit to fill up, until water issues from the vents.
e) Close the vent valves and fully open the inlet valves.
f) At this point, open up the drains slowly and observe the water. If
it is cloudy, allow it to run away until the water is clear.

Evaporator Distillate Treatment - pH Adjustment/Rehardening Filter

g) Open the filter outlet valves (1220 and 1221).

The evaporated water has a pH of between 5.5 and 6.0 and has a negligible
mineral content. The next stage of the treatment is achieved in a Serck Como
type CF 640 pH adjusting/rehardening filter.

h) Close the drain valves.

To avoid corrosion, make the water fit for human consumption and to ensure
the effectiveness of the chlorine, pH correction of the distillate is necessary.
This is achieved during its flow through the corresponding active dolomite
layer in the unit. In addition, the dolomite layer also rehardens (remineralises)
the pH corrected distillate. The pH of the water leaving the unit will be
between 7.5 and 8.5.

6.3.3 Water Treatment Systems Page 1

P&O Aurora
Back Flushing Procedure

Technical Operating Manual
Evaporator Distillate Treatment - pH Correction and Chlorine Injection

Control and Adjustment of the pH Value

a) Open the back flush valves (1216 and 1219).

Definition and Importance of Correct pH Values

b) Open the back flush drain valves (1214 and 1215) to the potable
water drain tank.

The pH is a measure of the acidity or alkalinity of water. The pH scale ranges
from zero (extremely acidic) to 14 (extremely alkaline). Pure distilled water
would have a pH of 7.0 i.e. neutral.

The pH value of the evaporated water is detected by a probe, through which a
sample of the water flows. The flow rate of the water is measured and utilising
this signal and the deviation from the set point (pH 7.2), a signal to the pump
is generated. The stroke rate of the pump is preset and the pulses per minute
determined from the two inputs. A dosing tank containing diluted sulphuric
acid is supplied and this is injected into the potable water. The acid (H2SO4;
15% by weight) is prepared by mixing one part commercial battery
(accumulator) acid with one part water.

c) Close the filter inlet valves (1212 and 1213).
d) Close the filter outlet valves (1220 and 1221).
e) The back flushing should take place for approximately five
minutes. The loss of water from each filter is around 2m3.
f) Open the filter outlet valves (1220 and1221).
g) Open the filter inlet valves (1212 and 1213).

The effectiveness of free chlorine is dependant on the pH of the water. Chlorine
(and most other disinfectants) work far more effectively at low pH values than
at high pH values. It is also far more unstable at low pH values and can be lost
from the water.
When chlorine is introduced into the water, it divides into two parts;
hypochlorous acid (HOCL), which is a strong, fast, oxidising disinfectant, and
hypochlorite ion (OCL), which is a very slow, weak disinfectant. The HOCL
will destroy most organisms in less than two seconds, usually less than half a
second. The OCL can take up to thirty minutes to achieve the same results.

The monitoring equipment will signal an alarm to the IMACs if the pH rises
above 7.5 or falls below 6.5

The pH of the water determines the ratio of HOCL to OCL. Unfortunately, the
usual test for free chlorine records both HOCL and OCL components as free
chlorine, so unless the pH value is also known and controlled, it is impossible
to tell the percentage HOCL present in the water.
At a value of 7.0 pH, 75% of the free chlorine exists as HOCL.

Control and Adjustment of the Chlorine

h) Close the back flush drain valves (1214 and 1215).
Should back flushing fail to cure the high differential pressure, the dolomite
will need to be replaced. Refer to the manufacturer’s instructions to carry this
out. A test kit should be used to establish that the filter is functioning correctly.
The correct parameter is a hardness of 3° - 5° dH and a resulting conductivity
of 100 to 150mS/cm.

At a value of 7.4 pH, 52% of the free chlorine exists as HOCL.
At a value of 8.0 pH, 22% of the free chlorine in the water exists as HOCL.
It can be seen that to effectively disinfect the water with chlorine, the pH value
must be closely controlled. The remineralisation filter may have raised the pH
from an undesirably low figure, to a higher than desirable value. For this
reason, the potable water now passes through a pH measurement and
adjustment process before the addition of the chlorine.

Issue: First

See the manufacturer’s instructions regarding operation, calibration and probe
cleaning.

WARNING!
Never mix acid and chlorine. When combined, acid and chlorine produce
large quantities of chlorine gas.

The level of chlorine in the water is sensed by a probe fitted into the same
sampling point as the pH probe. A signal from this probe is taken in
conjunction with a signal from the water flow meter and utilised to calculate
the required pulse rate of the chlorine injection pump. The stroke is manually
adjusted to ensure that at the full pulse rate, the quantity of chlorine injected is
sufficient. The set point of the equipment is 2.5ppm, with alarms being
signalled to the IMACs system at 2.0ppm and 3.5ppm.
The treated water is now stored in tanks until it is required to be distributed.
During this storage time it is likely that the chlorine level will have dropped as
it is used up in the oxidation of organic material.

6.3.3 Water Treatment Systems Page 2

P&O Aurora

Technical Operating Manual

Treatment of Potable Water Prior to Distribution

Bunkered Water Treatment

Chlorine

A residual chlorine level is required in the water before distribution to ensure
that the system is disinfected. However, for human consumption, the level
should not be too high. United States Port Health (USPH) stipulate a minimum
level of 0.2ppm at the furthest point in the system and a recommended general
level of 0.4ppm. To achieve this, the level of chlorine entering the distribution
system is set at between 0.8ppm and 1.2 ppm. Should it fall below 0.8ppm then
the dosing will be triggered. Should the level rise above 1.2ppm, then injection
of sodium hydrogen sulphite will take place. This chemical will perform
dechlorinisation.

During fresh water bunkering, the bunker water is also disinfected and pH
corrected by means of proportional chlorination (at least 2ppm chlorine
content) and pH dependent acidification (set point pH 7.2). The evaporator
dosing system chemical drums are also used by the bunkered water system.

A common misconception about chlorine is the assumption that a smell of
chlorine in the water signals overdosing.

The injected sodium hydrogen sulphite solution reacts with the excess of
sodium hypochlorite and by formation of the harmless reaction, produces
sodium hydrogen sulphate and common salt.
NaOCl

+

NaHSO3

+

NaCl

+

Far Point Monitor
For final analysing and recording of the chlorine content and the pH value at
the remote point of the ship’s potable water distribution system, the following
monitoring system is installed on the bridge deck.

This is not necessarily true, and is often caused by insufficient dosing. The
oxidation and disinfection becomes overloaded, and a highly irritant gas nitrogen trichloride (a type of tear gas) - is given off. This gas has a harsh
chlorinous smell, hurts the eyes and irritates the respiratory system thus
leading people to believe that there is too much chlorine when in fact, the
opposite is true.
Chlorine Dosing Unit

A chlorine analyser and a pH analyser are connected to a two channel circular
chart recorder for independent pH/chlorine monitoring and recording
respectively.

NaHSO4

Maker:
Type:
Capacity:

Prominent
G/5B 0613PP1000A10001
13.1 ltr/h

Alarm values for this system are as follows:
Sodium
Sodium Hydrogen
Hypochlorite
Sulphite

Common
Salt

Sodium Hydrogen
Sulphate

As previously mentioned, the pH value must be correct to maximise the effect
of the chlorine. Prior to chlorine level correction, further acid injection takes
place if necessary.
The dosing equipment is fitted immediately after the potable water distribution
pumps. The pipework is arranged so that it splits into two sections and rejoins
afterwards. Such is the importance of the correct control of water quality, that
there are two independent sets of dosing equipment, one fitted on each side
section. This is to allow for filling of the dosing drums and maintenance,
without interruption to the process.

Low alarm
High alarm

Chlorine

pH Value

0.3 ppm
0.8 ppm

pH 6.5
pH 7.5

If the chlorine content of the potable water, after passing the postchlorination/dechlorination/pH correction system, is at a set point of 0.8 ppm,
the chlorine analyser on the bridge deck shows values of approximately 0.3 0.4 ppm; i.e. the disinfection of the distribution system is correct and indicates
that the dosing parts of the potable water system are operating correctly.
In accordance with USPH regulations, the chlorine content in the potable water
must not fall below 0.2 ppm at the independent measuring point on the bridge
deck.
Deviations from the adjusted alarm points for a period longer than 10 minutes
will raise an alarm at the IMACs system.
The recorder charts should be renewed daily and filed onboard for possible
inspection by port authorities.
The measuring range of the circular chart recorder is as follows:

Issue: First

Blue pen:

0-2 ppm chlorine, corresponding to 0 - 100% of the chart.

Red pen:

pH 2-12, corresponding to 0 - 100% of the chart.

6.3.3 Water Treatment Systems Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.3.4a Potable Hot Fresh Water System in Machinery Spaces

To Hot Potable
1
Water System Distribution

2

3

4

5

6

7

PI

PI
TI

TI

PI
TI

PI

PI

PI
TI

PI

PI
TI

PI
TI

PI

PI
TI

PI

50
65

65
1074

1088

PI

PI
TI

50
PI

1072

25

1071

1070

65

1069

1068

65

80

1067

1066

1065

1064

1063

1062

50
1093

1090

From Cold
Potable Water

80

1073

1094

Drain To Bilge
End Of Pipe

1049

1061

1060

1059

1058

PI

PI

PI

PI

PI

PI

4.7 bar

3.8 bar

3.8 bar

4.9 bar

5.8 bar

6.6 bar

80

65
1048

1057

65

25

1047

1046

1044

125

65

80

1045

50

1056

1043

65
TI

TS

125

TIAHL

PI

IMACs
From Control
Air System

125

Hot
Potable
Water
Recircul.

F

1034

Potable
Water
Heater
1
F

80

Hot
Potable
Water
Recircul.

80

50

125

100

F

80

Bilge

TI

1035

Potable
Water
Heater
2

10 bar

1037

Bilge

TI

1036

125

10 bar

1038

Bilge

TI

Potable
Water
Heater
3

65

80

10 bar

1039

TI

32

TI

TI

1027

80

1026

125

1025

125

125

Steam
(P)

1096
65

Steam
(S)

Compartment 7

1020
65
M

Hot Potable
Water
Circulating
Tank (1.0 m3)

1097
1098

1100

32
No.1

LS

M

65

Key

PI
TI

M

PI
TI

1019

1018
65

Saturated Steam

1013

1015

No.2

1003

65

Air
Condensate
Electrical Signal

Comp. 15

125

65

Dom. Fresh Water

Note* All valve numbers are
prefixed by 723A unless stated
otherwise.

Hot Potable Water
Circulation Pumps
1 & 2 (22 m3/h)

1017

TI

80

1004

PI
TI

PI
TI

65
65

1014

1016

M

1021

M

M

M

Condensate

1101

1087

From Cold
Potable Water
System
Comp. 5

Comp. 13

Issue: First

Illustration 6.3.4a Potable Hot Fresh Water System in Machinery Spaces

P&O Aurora

Technical Operating Manual

6.3.4 Potable Hot Fresh Water System in Machinery Spaces

Procedure for Supplying Hot Potable Water to the Ship’s System

Hot Potable Water System Line Valves

Hot Potable Water Circ. Pumps

The procedure assumes that the system is already fully primed.

Open

No.1 hot PW main supply valve

723A1048

Open

No.1 hot PW main inlet valve

723A1072

Closed

No.1 hot PW
main pressure reducing valve bypass valve

722A1073

Open

No.2 hot PW main supply valve

723A1047

Open

No.2 hot PW main inlet valve

723A1070

Closed

No.2 hot PW
main pressure reducing valve bypass valve

723A1071

Make:
Type:
No. of Sets:
Capacity:

a) Open all valves to instruments and gauges and ensure that the
instruments and gauges are working correctly.

Pompe Garbarino
Centrifugal
2
22m3/h 7.5bar

b) Check that the cold PW system is functioning correctly and
supplying water at the correct pressure.

Hot Potable Water Circulating Tank
Capacity:

c) Ensure that air is supplied to the hot PW circulating tank.

1.0m3

Potable Water Heater
Type:
No. of Sets:

Steam heated, 1250kW
3

Introduction
Hot potable water is circulated around the ship by two hot PW pumps, via
seven main distribution lines. Three steam heaters, located at the pump outlet,
are used to raise the temperature of the water. Suction for the pumps is taken
from the hot PW circulation tank which is pressurised by air from the control
air system. Hot PW from the forward and aft recirculating lines passes to the
circulating tank. There is also a make-up water connection from the cold PW
system. The make-up water from the cold line can also flow directly into the
pump discharge line through a non-return valve, if the pressure at the pump
discharge falls. The hot return lines and the cold make-up line are provided
with water flowmeters so that consumption can be determined.
System operation is controlled by the IMACs system, which regulates the
steam supply to the heaters. The water supply temperature is maintained by the
steam heaters; the high temperature alarm is set at 77ºC and the low at 60ºC.
The recirculation arrangement ensures that a fresh supply of hot PW is always
available at every part of the ship. Discharge into the system line valves is via
pressure reducing valves, so that the correct pressure is maintained at all
locations. For emergency use, there are bypass arrangements for the pressure
reducing valves and these are normally kept closed, but must be flushed
through at regular intervals. All lines can be drained to the bilge.
Cold Potable Water Supply Mains
Main No.
Main 1
Main 2
Main 3
Main 4
Main 5
Main 6
Main 7

Issue: First

Location
Galleys
Decks 2 - 4
Hospital
Decks 5 - 7
Decks 8 - 10
Decks 11 - 13
Pools

Pressure Reducing Valve Setting
4.7bar
3.8bar
3.8bar
4.9bar
5.8bar
6.6bar
3.5bar - 6.6bar

d) Ensure that a steam supply is available at the heaters and that the
condensate valves are open.

Open

No.3 hot PW main supply valve

723A1046

e) Set the system valves as in the following table:

Open

No.3 hot PW main inlet valve

723A1068

Closed

No.3 hot PW
main pressure reducing valve bypass valve

723A1069

Open

No.4 hot PW main supply valve

723A1045

Open

No.4 hot PW main inlet valve

723A1066

Closed

No.4 hot PW
main pressure reducing valve bypass valve

723A1067

Position

Description

Valve

Open

No.1 hot PW circulating pump suction valve

723A1005

Open

No.1 hot PW circulating pump NR outlet valve 723A1013

Open

No.1 hot PW circulating pump discharge valve 723A1015

Open

No.2 hot PW circulating pump suction valve

Open

No.2 hot PW circulating pump NR outlet valve 723A1014

Open

No.5 hot PW main supply valve

723A1044

Open

No.2 hot PW circulating pump discharge valve 723A1016

Open

No.5 hot PW main inlet valve

723A1064

Open

Supply valve from the cold water system

722A1134

Closed

No.5 hot PW
main pressure reducing valve bypass valve

723A1065

Open

Supply NR valve from the cold water system

722A1135

Open

No.6 hot PW main supply valve

723A1043

Open

Cold water inlet NR valve to pump outlet line

723A1101

Open

No.6 hot PW main inlet valve

723A1062

Open

Cold make-up water supply cock to circ. tank

723A1017

Closed

Open

Cold make-up water supply valve to circ. tank 723A1100

No.6 hot PW
main pressure reducing valve bypass valve

723A1063

Operational

Cold make-up water motorised circ. tank valve 723A1018

Open

No.7 hot PW main supply valve

723A1049

Open

Cold make-up water circ. tank inlet valve

723A1019

Open

No.7 hot PW main supply NR valve

723A1088

Open

No.1 PW heater inlet valve

723A1025

Open

No.7 hot PW main inlet valve

723A1074

Open

No.1 PW heater outlet valve

723A1037

Closed

No.7 hot PW main line cross connection valve 723A1093

Open

No.2 PW heater inlet valve

723A1026

Open

No.2 PW heater outlet valve

723A1038

Open

No.3 PW heater inlet valve

723A1027

Open

No.3 PW heater outlet valve

723A1039

723A1004

)f et the PW pumps so that one is the main pump and the other is
on standby, ready to cut in automatically should pressure fall.
h) From the IMACs system, start the pump(s) and check the system
flow. Ensure that water is available at all locations.
i) From the IMACs system, open the steam supply to the heaters and
check that the system temperature is being controlled. Allow the
system to operate for some time to ensure hot water is returned to
the circulating tank. Check hot water is available at all outlets.

6.3.4 Potable Hot Fresh Water System in Machinery Spaces Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.3.5a Potable Cold Fresh Water System in Machinery Spaces

Key
Bunker Stations

Dom. Fresh Water

P

S
1068

Note* All valve numbers are
prefixed by 722A unless stated
otherwise.

Electrical Signal

1067

Air
Deck 4

Test
Drain

1072

1071

100

Test
Drain
100

100

Deck 3
50

Deck 2

100

Deck 2
125

125

100
40

65

100

1083

1097

1081

1096

100

Bunker
& Evap.
CL. Unit

Evaporator 1

1077

1806

Feedwater Store
DB 12 S

Bunker Water
Analysis/Control

M

40

1091

1088

65

1089

PW TK 16 Outer P
(160.4 m3)

Bunker
& Evap.
PH. Unit

65

40
1021

Control
Air

To Sea

40

Evap. Water
Analysis/Control

1095

1810

1094
IMACs

IMACs

100
Min.
Neutr.
Filter 2

1090

40

80
1212
1213
1214
1215

Min.
Neutr.
Filter 1

M

Cold PW
Recirculation

1079

1805

1033

Control
Air

To Sea

80
1217

1218

150

125

1216

1222

1223

1220

1221

1219

100

1022

PW TK 16 Inner P
(291.8 m3)

1034

65

Evaporator 2

150

65
40

1035

65

65

1093
1225

40
1092

1023

Water Soft. Plant

150
M
PI

Sampling

50

1036
150

PW TK 16 Outer S
(151.1 m3)

From Non PW

200

100

1024

Issue: First

1224

150

PW TK 16 Inner S
(291.8 m3)

Compartment 16

40

Compartment 15

CO2 Dosing Unit
PW Hardening
Compartment 9
CO2 Bottle PW Hardening

200

Overflow
To Bilge

PW Back Flush
PP (8.5 m3/h)
To Grey
Water TK
PW Start LS
DrainTK
LS
(2.0 m3) Stop

Illustration 6.3.5a Potable Cold Fresh Water System in Machinery Spaces

P&O Aurora
6.3.5

Potable Cold Fresh Water System in Machinery Spaces

Potable Water Pump
Make:
Type:
No of Sets:
Capacity:
Motor:

Pompe Garbarino
MU 80/400LE
3
140m3/h 7.5bar
42.7kW 1750rpm

Introduction
The potable cold water system throughout the ship operates on a constant flow
basis, with water circulated by one or more potable water pumps. These pumps
take water from one of the potable water storage tanks. The suction valves
from these tanks are remotely operated and the tanks are fitted with remote
reading quantity gauges. The tanks also have high and low level alarms so that
a warning is given when a tank is nearly empty and the supply needs to be
taken from elsewhere. The high level alarm provides a level warning when the
tanks are filled from the evaporators.
There are three potable water pumps and each is provided with a differential
pressure indicator. The potable water pumps discharge water to one of two
branches of an outlet main. The branches are identical in that they have inlet
connections for the chemical treatment. The branches can be isolated by
remotely operated inlet valves and are protected from flowback by non-return
outlet valves.
In the outlet pipe from the recombined branches is a mixing device which
ensures that the treatment chemicals are thoroughly mixed with the water. The
outlet line has six discharge connections to the cold potable water system and
one connection to the hot potable water system.
The cold water branches serve cold potable water mains in different parts of
the ship, returns from these mains come back to the potable water pump
suction via a flow meter. The flowmeter in the pump discharge line enables the
potable water consumption to be calculated.
The cold water system main lines are supplied at different pressures and each
supply line has a pressure reducing valve to ensure that the correct water
pressure exists in the particular line. Higher pressures are used for the upper
decks because of the static pressure head. The line pressures at all deck levels
should be approximately the same.
For emergency use there are bypass arrangements for the pressure reducing
valves and these are normally kept closed. However, they must be flushed
through at regular intervals. All lines can be drained to the bilge.

Issue: First

Technical Operating Manual
Cold Potable Water Supply Mains
Main No
Main 1
Main 2
Main 3
Main 4
Main 5
Main 6
Main 7

Location
Galleys
Decks 2 -04
Hospital
Decks 5 - 7
Decks 8 - 10
Decks 11 - 13
Pools

Pressure Reducing Valve Setting
4.7 bar
3.8 bar
3.8 bar
4.9 bar
5.8 bar
6.6 bar
5.5 bar

Procedure for Supplying Cold Potable Water to the Ship System
The procedure assumes that the system is already fully primed.
a) Ensure that all gauges and instrument valves are open and that the
gauges and instruments are functioning.

e) Open the suction line valves from the tanks as necessary for
taking water from the particular tanks.
Description

Valve

Forward tank and return line suction valve

722A1099

Cross connection valve PW pumps No.1 and No.2

722A1100

Cross connection valve PW pumps No.2 and No.3

722A1101

Line valve to PW pump No.1

722A1103

Tank 7P and 7S suction valve

722A1004

After tank and return line suction valve

722A1002

f) Set the system valves as in the following table:
Position

Description

Valve

b) Check that there is an adequate level of chemical in each of the
dosing units and replenish if necessary.

Open

No.1 PW pump suction valve

722A1105

Open

No.1 PW pump N/R discharge valve

722A1229

c) Supply power to the PW service analyser and treatment unit and
check that it is functioning correctly at the IMACs system.

Open

No.1 PW pump system discharge valve

722A1117

Closed

No.1 PW pump transfer discharge valve

722A1120

d) Open the supply valve(s) on the PW tank(s) to be used; these
valves are remotely operated from the ECR and are numbered as
follows:

Open

No.2 PW pump suction valve

722A1106

Open

No.2 PW pump NR discharge valve

722A1230

Open

No.2 PW pump system discharge valve

722A1118

Closed

No.2 PW pump transfer discharge valve

722A1121

Open

No.3 PW pump suction valve

722A1107

Open

No.3 PW pump NR discharge valve

722A1231

Open

No.3 PW pump system discharge valve

722A1119

Closed

No.3 PW pump transfer discharge valve

722A1122

Closed

Overboard discharge line valve

722A1292

Closed

Transfer line valve

722A1293

PW Tank

Valve

PW tank 3-1 P pneumatic supply valve

722A1027

PW tank 3-1 S pneumatic supply valve

722A1028

PW tank 3-2 P pneumatic supply valve

722A1025

PW tank 3-2 S pneumatic supply valve

722A1026

PW tank 7 outer P pneumatic supply valve

722A1029

PW tank 7 inner P pneumatic supply valve

722A1030

PW tank 7 inner S pneumatic supply valve

722A1031

PW tank 7 outer S pneumatic supply valve

722A1032

PW tank 16 outer P pneumatic supply valve

722A1033

PW tank 16 inner P pneumatic supply valve

722A1034

PW tank 16 inner S pneumatic supply valve

722A1035

PW tank 16 outer S pneumatic supply valve

722A1036

Water Treatment System
Open

Treatment branch No.1 inlet valve

722A1126

Open

No.1 PH corrector chemical supply valve

722A1838

Open

No.1 Dechlorination chemical supply valve

722A1828

Open

No.1 Post-chlorination chemical supply valve

722A1830

Open

Treatment branch No.1 NR outlet valve

722A1128

Open

Treatment branch No.1 discharge valve

722A1130

6.3.5 Potable Cold Fresh Water System in Machinery Spaces Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.3.5b Potable Cold Fresh Water System in Machinery Spaces
Cold PW Ring Deck 4

Key

Deck 5
Decks
2-4

Galleys

Decks
5-7

Hospital

Decks
8-10

S

Decks
11-13

Test
Drain

80

32

125

80

1069

1070

100

100

125

1065

65

Deck 4

Dom. Fresh Water

P

1066

Electrical Signal

Bunker Stations

Test
Drain

Air

CO2 Piping

100

Deck 3
100

100
100

1228

Deck 2

1227

Deck 2

125
125

65

65

PI
TI

PI
TI

PI
TI

PI
TI

PI
TI

PI

PI

PI

PI

PI

PI

PI

1168 1167

1166

1164

1162

1160

1158

To Pools

Note* All valve numbers are
prefixed by 722A unless stated
otherwise.

150

80 1165 125 1163

125
PI

1156
4.7bar

PI

1155 PI 1154 PI
3.8bar
3.8bar

1153
4.9bar

125

32

80

1140
200

1139

80
1142

To Hot
Potable
Water

100

1135

1134

1298
1831

1829

1131
1129
200

100
2

1018

100

2

65
1122

150

PW TK 7 Outer S
(140.2 m3)

1119

150

1121

1828

1130

1

1128
200

1126
200

1118

1230

S
PDI
TI

Cold PW
Recirculation

Super
Chlor. TK
1085

PW Service
Post-Chlor. 1

1086

PW Service
De-Chlor. 1

1

PW Service
PH-Correct. 1

1

1120

1015
1013

1117
150

150

PW PP 2
(140 m3/h)

150

1027

1028 150

1229
1014

S
PDI
TI

S
PDI
TI

PW PP 1
(140 m3/h)

200

150

PW TK 3-1 P
(162.7 m3)
PW TK 3-1 S
(162.7 m3)

1025

PW TK 3-2 P
(171.3 m3)

150

PW TK 3-2 S
(171.3 m3)
1026
200

1016

1019

100
1032

1107

150
100

200

1106

1104

1105

150

Compartment 7

To Laundry
DB6S

150

1103

150
200
1102

Issue: First

From Hot
PW

1830

150

PW PP 3
(140 m3/h)

1231

Working
Air Supply

1020

200

Drain

1137

150

150

1031

125

PI

40

125

PW TK 7
Inner S
(129.6 m3)

100

1138

40

1150

1226

1838
1127

65

1293

Working Air

125

1837

1292

150 1030

1151
6.6bar

PI

1132

1029
150

1152
5.8bar

PI

65

200
1133

PI

1833

PI

100

65

2

1017

PW TK 7
Inner P
(129.6 m3)

1141

100

Potable
Water
Cl pH
Analysis

PW TK 7 Outer P
(140.2 m3)

1161 125 1159

M

65

PI
TI

1157
1210

1101

200
1100

200
1099

Compartment 4

Compartment 3

Illustration 6.3.5b Potable Cold Fresh Water System in Machinery Spaces

P&O Aurora

Technical Operating Manual

Open

Treatment branch No.2 inlet valve

722A1127

Open

Forward cold PW recirculating line valve

722A1086

Open

No.2 PH corrector chemical supply valve

722A1837

Open

Aft cold PW recirculating line valve

722A1089

Open

No.2 Dechlorination chemical supply valve

722A1829

Open

No.2 Post-chlorination chemical supply valve

722A1831

Open

Treatment branch No.2 NR outlet valve

722A1129

Open

Treatment branch No.2 discharge valve

722A1131

Open

PW analysis sample suction valve

722A1132

h) Start the pump(s) and check the flow through the systems to
ensure that water is available at all locations.
i) Chemically treat the cold PW as required.

PW System Line Valves
Open

Hot PW system supply valve

722A1134

Open

Hot PW system supply N/R valve

722A1135

Open

No.1 PW main supply valve

722A1142

Open

No.1 PW main inlet valve

722A1168

Closed

No.1 PW main press. red. valve bypass valve

722A1167

Open

No.2 PW main supply valve

722A1141

Open

No.2 PW main inlet valve

722A1166

Closed

No.2 PW main press. red. valve bypass valve

722A1165

Open

No.3 PW main supply valve

722A1140

Open

No.3 PW main inlet valve

722A1164

Closed

No.3 PW main press. red. valve bypass valve

722A1163

Open

No.4 PW main supply valve

722A1139

Open

No.4 PW main inlet valve

722A1162

Closed

No.4 PW main press. red. valve bypass valve

722A1161

Open

No.5 PW main supply valve

722A1138

Open

No.5 PW main inlet valve

722A1160

Closed

No.5 PW main press. red. valve bypass valve

722A1159

Open

No.6 PW main supply valve

722A1137

Open

No.6 PW main inlet valve

722A1158

Closed

No.6 PW main press. red. valve bypass valve

722A1157

Open

No.7 PW main supply valve

722A1169

Open

No.7 PW main supply NR valve

722A1211

Open

No.7 PW main inlet valve

722A1136

Closed

No.7 PW main line cross connection valve

722A1210

Issue: First

g) Set the PW pumps so that one is the main operating pump and the
other pumps are on standby to cut in, should pressure in the
system fall. The standby pumps will cut-in automatically

6.3.5 Potable Cold Fresh Water System in Machinery Spaces Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.3.6a Non Potable Water System

Potable Water
Ring Deck 5
Non-Potable
Water Pump
No.1 (30 m3/h)

Deck 5
Evap.

PI
TI

65

IMACs

GW
Coll.
TK 4

Heeling TK 8 P
(162.12 m3)

High
Press.
Clean.
Supply

100

Non Potable
Water Hydro.
TK 2
(6.0 bar)

1012

Working
Air

Working
Air

6.0
bar

ILI
T

1021
6.5 bar

1020

6.5
bar

Stop

PI
TI

1105

40

LI
TI

1048

100

1015

80

1147

4.5 bar
80

1031

PI
TI

1027

80

1029

1030

PIAH

125

High
Fog
System

TIAHL

15

1026

Non Potable
Water Calor.
TK 1
(4.0 bar)

1116
1123

65

20

1173
20
65

20

80

20

20

20

80

80
80

1046

80

20

1045

1141

20

15

Non Potable
Hot Water
Circ. Pump
No.1 (1 m3/h)

20

GW
Coll.
TK 4

GW
Coll.
TK 5

20

1122

15

Vacuum
Unit 1

15
1149
15

65

Drain
To C/D
DB 7

TI

15
15
15

GW
Coll.
TK 11
21

BW/
GW
DB 5
P

1160

20
20

15

Non Potable Water
DB 6 P
(104.58 m3)

1034
1049

GW
Coll.
TK 2.1
21

1165

PI

1016

1002

1806

1024

PI

BW/
GW
DB 6
P

1013

Non-PW
Hot water
Exp. TK 1

80

20

Deck 2

1006

15

Non Potable
Water Hydro.
TK 1
(6.0 bar)

1018

20
1022

80

Deck 3

80
PI
TI

1019

1086

15

1001

Working
Air

PI
TI

6.0
bar

80

1047

1005

Potable Water
Bunker Station
Deck 4

65
PI
TI

50

80

Non-Potable
Water Pump
No.2 (30 m3/h)

1163

High
Press.
Clean.
Cool.
Water

PI
TI

1011

65
20

65

65

65

65

25

1174

25

25

25

1042
1172

1143

1036

1037 1038 1039 1040 1113 1114 1115

Key
Wash
Extractor

Wash
Extractor

Wash
Extractor

Wash
Extractor

BW/
GW
DB 5
S

25
1043

1041
Wash
Extractor

25
1061 1088

Wash
Extractor
1044

Wash
Extractor

Aquatex

Dom. Fresh Water
1052

Saturated Steam

Note* All valve numbers are
prefixed by 721A unless stated
otherwise.

Air

Vacuum
Unit 2

Laundry Water
DB 4 S

Laundry Water
DB 6 S
(104.58 m3)

Condensate
Electrical Signal

GW
Coll.
TK 2.2
21

1166

GW
Coll.
TK 3

Heeling TK 8 S
(162.12 m3)

1161

BW/
GW
DB 6
S

1145

Comp. 9

Issue: First

Comp. 8

Comp. 7

To Grey
Water System

Comp. 6

Comp. 5

Comp. 4

Illustration 6.3.6a Non-Potable Water System

P&O Aurora
6.3.6

Technical Operating Manual

Non-Potable Water System

Procedure for Filling the Non-Potable Water DB 6P
The tank has a capacity of 104.58 m3.

Non-Potable Water Pump
Make:
Type:
No. of Sets:
Capacity:

a) If filling from the bunker supply lines, open valve 722A1227 and
motorised valve 722A1098.

Pompe Garbarino
50G5 3
2
30m3/h 6bar

b) If filling from the evaporator system, open valve 722A1228 and
motorised valve 722A1098, with the evaporators operating and
supplying water through the mineralising filters.

Non-Potable Water Hot Circulation Pump
Make:
Type:
No. of Sets:
Capacity:

Pompe Garbarino
Centrifugal
2
1.0m3/h 1bar

Non-Potable Calorifier Tank
Capacity:

e) Start the operating pump and check that pressurised water is
available at the main.

The non-potable water system and industrial water system are used in the
machinery spaces and other areas for washing and for general machinery
services such as separator bowl sealing.
The non-potable water system is kept under pressure by two hydrophore tanks
and two self-priming pumps supply water from the non-potable water DB 6P.
The non-potable water DB is filled from the potable water system. There is a
hot non-potable water system which circulates hot water to the laundry wash
extractor, which is heated in a calorifier.
The non-potable water system is under IMACs control and this maintains a
constantly pressurised supply throughout the system. The non-potable water
pumps, one working and the other on standby, take suction from the nonpotable water DB 6P and supply the water to the pressurised main which is
kept under pressure by the two hydrophore tanks. These tanks are charged with
air at 6bar.
Non-potable water outlets supplied include:

c) If filling from the potable water ring, open valve xxxx at deck 4.

Vacuum unit No.1 inlet valve

721A1049

d) The non-potable water tank is provided with alarms for high and
low level, in addition to the remote quantity indicator.

Vacuum unit No.2 inlet valve

721A1052

Vacuum unit No.3 supply line valve

721A1087

e) Close the filling valves when the tank is at the required level.

Vacuum unit No.3 inlet valve

721A1090

Vacuum unit No.4 supply line valve

721A1102

a) Check that all the valves to gauges and instruments are open and
that the gauges and instruments are reading correctly.

Vacuum unit No.4 inlet valve

721A1103

b) Supply control air to the hydrophore tanks and to the control
system as required.

Heeling Tank 18P inlet valve

721A1047

Heeling Tank 14P inlet valve

721A1099

3.0 bar Reduced Pressure Lines
Position

Description

Valve

Open

Non-PW DB 6P suction valve

721A1116

Open

Suction valve from No.1 hydrophore tank

721A1013

Open

No.1 non-PW pump suction valve

721A1001

Open

No.1 non-PW pump NR suction valve

721A1005

Open

No.1 non-PW pump discharge valve

721A1011

Open

No.2 non-PW pump suction valve

721A1002

Open

No.2 non-PW pump NR suction valve

721A1006

Open

No.2 non-PW pump discharge valve

721A1012

High pressure cleaning equipment

Vacuum units

Open

No.1 hydrophore tank connection valve

721A1018

LT FW cooling systems

HT FW cooling system

Open

No.2 hydrophore tank connection valve

721A1019

Starting air compressor coolers

Demineralising unit

Open

Forward system line valve

721A1026

Boiler cleaning unit

Turbine washing system

Open

Aft system line valve

721A1015

Open

Aft system NR line valve

721A1015

Issue: First

Heeling Tanks

c) Set the system valves as in the following table:

Laundry

The system also supplies top-up water to the heeling tanks and flushing water
to the grey and black water DB tanks and other grey water collecting tanks.

Vacuum Units
721A1048

Separators

Coalescer oily bilge separator

Supply Valves for Non-Potable Water Consumers

Vacuum units No.1 and No.2 supply line valve

Procedure for Operating the Cold Non-Potable Water System

525 kW

The system is now available to supply non-potable water to the users. The
supply valves in the following table may be opened as required:

d) Set one non-PW pump to operational and the other as standby.

Reducing valve (3.0bar) inlet valve

721A1066

Forward turbocharger wash device inlet valve

721A1070/1

Aft port turbocharger wash device inlet valve

721A1075/6

Aft starboard turbine wash device inlet valve

721A1077/8

CFW system inlet valve

721A1072

LT/HT expansion tanks supply valve

721A1074

LT/HT CFW system supply valve

721A1176

Cooling water DB 12S supply valve

721A1073

Separator room (port) water supply valve

721A1062

Separator room (starboard) water supply valve

721A1063

Starting air compressor No.1 CW header tank inlet valve

721A1065

Starting air compressor No.2 CW header tank inlet valve

721A1082

Demineralising unit inlet valve

721A1056

Chilled water expansion tank supply valve

721A1055

Heating water expansion tank supply valve

721A1175

Fire system topping up pump supply valves

21A1175/1053

6.3.6 Non-Potable Water System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.3.6b Non Potable Water System

Key
Dom. Fresh Water
Saturated Steam
Air

Starting Air Comp. 1
Cooling Water
Header TK 15

Condensate
Electrical Signal

1133

Note* All valve numbers are
prefixed by 721A unless stated
otherwise.

BW/
GW
DB 17
P

Deck 3

Bilge &
Ballast
PP 3

Bilge
Pump
1

Separator
Rooms

GW Coll.
TK 9

GW/BW
DB 9
P

LO
FO MDO
Sep. Sep. Sep.
P
P
P

Deck 2

1168
1140

Bilge
Deck 2

1130

1169

GW Coll.
TK 10

Heeling TK 14 P
(187.55 m3)

1127
20

Turbocharger
Wash
Device

GW Coll.
TK 6

40
20

32
20

15

GW Coll.
TK
11

50
1100

1082

20

1085

1099
32

20

Galley
GW TK
1

1125

Garbage
System

80

1084

1067
65

1128
PI

15

Pulper
GW TK
2

40

40
1109

Non
Potable
Water Hot
Circ.
Pump 2
(1 m3/h)

1170

Vacuum
Unit 4
BW/
GW
DB 17
S

40

Coalescer
Oily Bilge
Sep.

1103

15

1153

1152

15

65 15

15

1151

1092

PI
TI

20
32

65

65

65

TI

1171
1112

32

Heeling TK 14 S
(187.55 m3)

Tech. Water
Calorifier
TK
(6.5 bar)

17

16

Issue: First

Comp. 15

Comp. 14

1087

1056

1090

25

32

20

50

1134

Deck 2

50

20

15

GW Coll.
TK 7

20
1070

1175

1055

1053
40

20

1121

Deck 2

PI

1167
1074

1073

1176

LT/HT Cool. LT/HT
Exp. Water
TK 5 DB 12
S

Turbocharger
Wash Device
Bilge

Hot
Well

Bilge &
Ballast
PP 1

15

Deck 3

HFO
Sep.
S

LO
Sep.
S

De- BW/ Chill. Heat. Fire
Mineral. GW Water Water Topp.
Unit DB 9 Exp. Exp. Up PP
S
TK
TK

Separator
Rooms

Starting Air Compressor 1
Cooling Water
Header TK 15

1096

Engine Room
Steam System

15

20

Turbocharger
Wash Device
1177

40

Sprinkler
System

1072

1094

Non Potable
Water Calor.
TK 2
(6.0 bar)

1069

25

1110

1093

32

Vacuum
Unit 3

Turbocharger
Wash
Device

Bilge &
Ballast
Pump 2

1077

TIAHL

Oily
Bilge
Sep.

Oily Bilge
Deep
TK 15 S

Boiler
Clean.

1063

Bilge

40

3.5 bar

15

1064

1137
PI
TI

Non PW Hot
Exp. TKS 2
(18.7L)

1117

GW Coll.
TK 6

PI

15

15
20

1065

20

1066

1083

20

1179

20

1062

20

To
Cross well
Deck 1
Garbage
System

15

1101

1075
15

65

32
1102

20

Bilge
Comp. 13

Comp. 12

Comp. 11

Comp. 10

Comp. 9

Illustration 6.3.6b Non-Potable Water System

P&O Aurora

Technical Operating Manual

Sprinkler system supply valve

721A1117

Procedure for Operating the Forward Hot Non-Potable Water System

BW/GW DB 6S hot non-PW supply valve

721A1166

Bilge and ballast pump No.1 non-PW supply valve

721A1064

BW/GW DB 9P hot non-PW supply valve

721A1168

Bilge and ballast pump No.2 non-PW supply valve

721A1083

a) Check that all valves to the gauges and instruments are open and
that the gauges and instruments are reading correctly.

BW/GW DB 9S hot non-PW supply valve

721A1167

Bilge and ballast pump No.3 non-PW supply valve

721A1085

b) Supply the control air control system as required.

Bilge pump non-PW supply valve

721A1100

c) Ensure that the cold non-PW system is functioning correctly.

Procedure for Operating the Aft Hot Non-Potable Water System
(Technical Water System)

Oily bilge separator non-PW supply valve

721A1101

Boiler cleaning water supply valve

721A1084

d) Open the steam supply valve to the No.1 non-PW calorifier and
the condensate drain valve from the calorifier.

a) Check that all valves to the gauges and instruments are open and
that the gauges and instruments are reading correctly.

Garbage system

721A1092

e) Set the system valves as in the following table:

b) Supply the control air control system as required.

Crosswell deck

21A1092/1179

Laundry
Wash extractor No.1 cold non-PW supply valve

721A1036

Wash extractor No.2 cold non-PW supply valve

721A1038

Wash extractor No.3 cold non-PW supply valve

721A1040

Wash extractor No.4 cold non-PW supply valve

721A1114

Wash extractor No.5 cold non-PW supply valve

721A1042

Position

Description

Valve

Open

Non-PW hot expansion tank No.1 inlet valve

721A1031

Open

Hot non-PW system
supply valve from cold system

Open
Open
Open

Wash extractor No.6 cold non-PW supply valve

721A1044

Washer Maytag cold non-PW supply valve

721A1061

Open

721A1029

c) Ensure that the cold non-PW system is functioning correctly.
d) Open the steam supply valve to the No.2 non-PW calorifier and
the condensate drain valve from the calorifier.
e) Set the system valves as in the following table:

Hot non-PW system
NR valve from cold system

721A1030

Hot non-PW system
No.1 circulating pump suction valve

Position

Description

721A1045

Open

Hot non-PW system
No.1 circulating pump discharge valve

No.2 non-PW
hot expansion tank inlet valves

721A1046

Open

Hot non-PW system line valve to aft branch

721A1172
Open

Grey Water Collecting Tank
GW collecting tank 1 21 non-PW supply valve

721A1149

GW collecting tank 2.1 21 non-PW supply valve

721A1147

GW collecting tank 2.2 21 non-PW supply valve

721A1161

GW collecting tank 3 21 non-PW supply valve

721A1145

GW collecting tank 4.1 21 non-PW supply valve

721A1163

GW collecting tank 4.2 21 non-PW supply valve

721A1143

GW collecting tank 5 21 non-PW supply valve

721A1141

GW collecting tank 6 21 non-PW supply valve

721A1140

GW collecting tank 7 21 non-PW supply valve

721A1134

GW collecting tank 8 21 non-PW supply valve
GW collecting tank 9 21 non-PW supply valve
GW collecting tank 10 21 non-PW supply valve

721A1137
721A1133
721A1130

Pulper GW tank 2 21 non-PW supply valve

721A1125

Galley GW tank 1 21 non-PW supply valve

721A1128

Galley GW tank 11 21 non-PW supply valve

721A1127

Issue: First

f) Start No.1 hot non-PW circulating pump and check the system
flow.
g) Open the supply valves to the hot non-PW users, as in the
following table when required:
Description

Open

Valve
Open

Laundry
Cleaner Aquatex hot non-PW supply valve

721A1120

Washer Maytag hot non-PW supply valve

721A1088

Wash extractor No.1 hot non-PW supply valve

721A1037

Wash extractor No.2 hot non-PW supply valve

721A1039

Wash extractor No.3 hot non-PW supply valve

721A1113

Wash extractor No.4 hot non-PW supply valve

721A1115

Wash extractor No.5 hot non-PW supply valve

721A1041

Wash extractor No.6 hot non-PW supply valve

721A1043

BW/GW DB Tanks
BW/GW DB 6P hot non-PW supply

Open

Valve
721A1151/2/3

Hot non-PW system
supply valve from cold system

721A1093

Hot non-PW system
NR valve from cold system

721A1094

Hot non-PW system
No.2 circulating pump suction valve

721A1109

Hot non-PW system
No.2 circulating pump discharge valve

721A1110

Hot non-PW system line valve to aft branch

721A1172

f) Start the No.2 hot non-PW circulating pump and check the flow
through the system.
g) Open the supply valves to the aft hot non-PW users, as in the
following table when required:
Description

Valve

Garbage system
BW/GW DB tanks 17 supply valve

721A1171

BW/GW DB 17P hot non-PW supply valve

721A1169

BW/GW DB 17S hot non-PW supply valve

721A1170

Oily bilge deep tank 15S hot non-PW supply valve

721A1112

721A1165

6.3.6 Non-Potable Water System Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.4.1a Grey Water System

Port
Bunker Station
Deck 4 Shore
Connection

1153

Deck 5

1253

Deck 4
Deck 3

Grey Water
Collecting
Tank 11
10m3

1235

1233

1376
BW/GW
Tank 17
(Port) 235m3

1238

1204

1237

1203

1236

1202

1232

Grey Water
Collecting
Tank 10
10m3

1181
1182

Grey Water
Collecting
Tank 9
10m3

1183

1197

1201

1198

1174

Grey Water
Pump 19 & 20

1259 1258
PI

PI

Grey Water
Pump 21 & 22

1256

PI

1234

Grey Water
Pump 17 & 18

PI

PI

1196

PI

1175

1229

1227

1199

1193

1172

1170

1228

1226

1200

1192

1171

1169

1451
200

1178

1176

1449

1207

100

1448
100

100

150

200

200
200

BW/GW
Tank 17
(Stb'd) 225m3

200

125
1225
From Black
Water System

100

1208
200

150
200

100

100

200

1255 1254

1447

PI

200
1252

1450

1250

1249

1262

100

Grey Water
Drain Tank
10m3

100

1188 1189

1257

1222

1261

1221

1260

1220

1248
1241

1242
100 100
1377

1243

1215

1244

1214

1218

Grey Water
Collecting
Tank 8
10m3

1211

1187 1186

1163

1162

1184

1166

1136

1165

1137

1164

1138

1157
1154

1159

1155

100

1216

Compartment 17

PI

1210

PI

1247

1191

Pulper
Water Tank
10m3

1212
1219

PI

1375

Grey Water
Discharge Pumps 1 & 2
200m3/h

Priming
Unit

1160 1142

PI

1372

1143

Grey Water
Collecting
Tank 7
10m3

1140
1147

1133

1139

1146
PI

1158

1144

1371

100
PI

PI

Key
Galley Water
Pump 1 & 2

Sewage Discharge

PI

Note* All valve numbers are
prefixed by 762A unless stated
otherwise.

Deck 3

Deck 5

Compartment 16

Compartment 15

PI

Grey Water
Pump 15 &16

Pulper Water
Pump 1 & 2

Grey Water
Pump 13 &14

Stbd
Bunker Station
Deck 4 Shore
Connection

Deck 4

Issue: First

1446

1209
Compartment 14

Compartment 13

Compartment 12

Compartment 11

1150

Compartment 10

Illustration 6.4.1a Grey Water System

P&O Aurora

Technical Operating Manual

Illustration 6.4.1b Grey Water System

1043
1044

1127

Grey Water
Collecting
Tank 6
10m3

BW/GW
1130
D.B. 9
(Port) 55m3
1131

1345
1344

1132
1370

1122

1334

1046
Grey Water
Pump 3 & 4

1342

1333

BW/GW
Tank 6
(Port)
111m3

1367

Grey Water
Pump 7 & 8

Grey Water
Pump 11 & 12
PI

1040

1039

1364
1015

PI

PI

1125

1119

1340

1337

1126

1118

1341

1338

1048

1036

1049

1035

1114

1032
1051

200

1442

1065

100

200

100

200
1117

100

1113
1444

1443

Laundry Water
D.B. 6
(Starboard)
106m3

200

1066
200
1441

1109
1110

BW/GW
D.B. 9
(Starboard)
55m3

Grey Water
Collecting
Tank 5
5m3

1094
1095

1111
1102

1106

1101

1099
1105

1087

1091

1086

1084
1090

1098

PI

1103

PI 1058

80

1056

1024

1069
1070

Grey Water
Collecting
Tank 3
9m3

1077

1071
1081

1076

1080 1074

1329
1328

Compartment 9

Issue: First

Compartment 8

1322
1072
1073

PI

1368

LS
LS

1321

1332

1326
1319
1325

1318

Grey Water
Pump 25 & 26

LS

Laundry Water D.B. 4
(Starboard)

PI

1078

1323

PI

Compartment 7

50

1327

1083

PI

Grey Water
Pump 9 & 10

1020
1023
Grey Water From
Accommodation

Grey Water
Collecting
Tank 2.2
4m3

1365

1366
PI

PI

200

200

1063 1064

1019

1025

BW/GW
Tank 5
(Starboard)
100m3

1082

1088

1026

LAH

PI

1369

40

1055

125

PI

1029

1060
100
1061

Grey Water
Collecting
Tank 4.2
5m3

1096

1097

1057

1030

1440

BW/GW
Tank 6
(Starboard)
115m3

1112

100

PI

Laundry Grey Water
Pumps 1 & 2
5m3/h

1031

PI

100

1004

1001 PI

1002

BW/GW
D.B. 9
(Port) 55m3

200
1033

1034

200

200

Laundry Grey Water
Pump 3&4

1005

1009

1006

1050

200

200

1011

Grey Water
Pump 1 & 2

200

1445
1116

1012

1010
1008

1038

1335

Grey Water
Collecting
Tank 1
9m3

PI

1363

PI

1115
1124

Vacuum
Breaker
1438

1045

1343

1121

PI

Grey Water
Collecting
Tank 4.1
5m3

Grey Water
Collecting
Tank 2.1
3m3

Compartment 4
PI

Grey Water
Pump 5 & 6
Compartment 6

Grey Water
Pump 23 & 24
Compartment 5

Note* All valve numbers are
prefixed by 762A unless stated
otherwise.

Key
Sewage Discharge

Illustration 6.4.1b Grey Water System

P&O Aurora

Technical Operating Manual

6.4 Sewage Systems

Introduction

6.4.1 Grey Water System

The grey water system collects water from showers, baths and hand
washbasins in the accommodation together with waste water from the galley
and laundry. Grey water falls by gravity to one of 13 grey water collecting
tanks distributed throughout the ship below deck 3 level. There are also two
separate laundry water DB tanks, a galley water drain tank and a pulper water
tank. All the tanks are provided with two pumps which are used to empty the
tanks into the BW/GW double bottoms when they are over half full. All tanks
are vented at the funnel or foremast.

Tank

Capacity

Pumps

Grey Water Collecting Tank 1

9 m3

2x

Grey Water Collecting Tank 2.1

3

m3

2x

Grey Water Collecting Tank 2.2

4 m3

2x

Grey Water Collecting Tank 3

9 m3

2x

Grey Water Collecting Tank 4.1

5 m3

2x

Grey Water Collecting Tank 4.2

m3

2x

Grey Water Collecting Tank 5
Grey Water Collecting Tank 6
Grey Water Collecting Tank 7
Grey Water Collecting Tank 8
Grey Water Collecting Tank 9
Grey Water Collecting Tank 10
Grey Water Collecting Tank 11
Galley Water Drain Tank
Pulper Water Tank
Laundry Water DB 4 S
Laundry Water DB 4 S

5

10

m3

10

m3

10

m3

10

m3

10

m3

10

m3

10

m3

10

m3

10

m3

0.8

m3

104.58

GW Discharge Pumps
Maker:
Type:
No. of Sets:
Capacity:
Motor:

Pompe Garbarino
MU 125/250L
2
200m3/h 1.5bar 1800rpm
1800rpm

GW Pumps
Maker:
Type:
No. of Sets:
Capacity:
Motor:

Issue: First

Herborner
5.5/QSH101-2-160-W1
26
60m3/h 0.8bar
1750rpm 2.6kW

m3

a) Check that the valves to all the instruments and gauges are open
and that the instruments and gauges are working.
b) Check that all the tank float switches are operating correctly.
c) Check that the electrical supply is available to all pumps.
d) Set the valves as in the following table:

2 x 60

m3/h:

2 x 60

m3/h:

0.8bar

2 x 60

m3/h:

0.8bar

2 x 60

m3/h:

0.8bar

2 x 60

m3/h:

0.8bar

2 x 60

m3/h:

0.8bar

2 x 60

m3/h:

0.8bar

2 x 60

m3/h:

0.8bar

2 x 60

m3/h:

0.8bar

2 x 40

m3/h:

2x5

Procedure for Pumping Out the Grey Water, Galley Water Drain and
Pulper Water Tanks to the Grey Water Main

m3/h:

0.8bar

2.1bar

2.4bar

Grey water, galley water and pulper drain tanks are flushed through with water
from the non-potable water system. The level switches in the tanks, which start
and stop the pumps, are also flushed with non-potable water in order to remove
sediment which could inhibit operation.
Grey water from the accommodation has direct access to the tanks, there are
no filling valves.
The tank pumps start and stop automatically and discharge into a delivery main
which has connections with the BW/GW DB tanks. Black water is also
discharged into the BW/GW DB tanks.
The tank discharge pumps are set up so that No.1 pump starts when the tank is
60% full and if that pump fails to reduce the tank level, No.2 pump starts when
the tank reaches 70% full. There is a high level alarm set to operate when the
tank is 90% full. The pumps stop when the tank is 10% full.
The BW/GW DB tanks are pumped out by means of two grey water discharge
pumps. These pumps take suction from the BW/GW DB tanks via a suction
main and discharge into the grey water main from the GW collecting tanks.
This means that the GW discharge pumps may be used to transfer grey water
from one BW/GW BD tank to another, should the need arise.
The grey water main has connections to shore discharge points at the port and
starboard bunker stations on deck 4. The contents of the BW/GW DB tanks
may be pumped ashore by the GW discharge pumps. The most usual means of
disposal for the contents of the BW/GW DB tanks is overboard discharge and
this is also achieved by the GW discharge pumps. There are two overboard
discharge points, port and starboard, below the waterline in compartment 15.
This location is aft of the sea water inlet connections, therefore there is no risk
of contaminating sea water brought into the ship for use in the evaporators.
The overboard discharge is through an inverted U shaped pipe, the top of
which is above the waterline, therefore sea water cannot flow into the tanks via
the GW discharge pumps. The remotely operated butterfly discharge valves in
the port and starboard overboard discharges are only opened when discharging
overboard, but even if one of these valves fail, sea water cannot enter the pipe
system because of the inverted U shaped arrangement of the discharge pipes.

Position

Description

Valve

Laundry DB 4S
Open

No.1 pump suction valve

762A1020

Open

No.1 pump NR discharge valve

762A1027

Open

No.1 pump discharge valve

762A1024

Open

No.2 pump suction valve

762A1019

Open

No.2 pump NR discharge valve

762A1025

Open

No.2 pump discharge valve

762A1026

Laundry DB 6S
Open

No.3 pump suction valve

762A1061

Open

No.3 pump NR discharge valve

762A1063

Open

No.3 pump discharge valve

762A1054

Open

No.4 pump suction valve

762A1060

Open

No.4 pump NR discharge valve

762A1058

Open

No.4 pump discharge valve

762A1057

Grey Water Collecting Tank No.1
Open

No.1 pump suction valve

762A1001

Open

No.1 pump NR discharge valve

762A1008

Open

No.1 pump discharge valve

762A1009

Open

No.2 pump suction valve

762A1002

Open

No.2 pump NR discharge valve

762A1004

Open

No.2 pump discharge valve

762A1005

Closed

Pump bypass valve

762A1006

6.4.1 Grey Water System Page 1

P&O Aurora

Technical Operating Manual

Grey Water Collecting Tank No.2.1

Grey Water Collecting Tank No.4.1

Grey Water Collecting Tank No.6

Position

Description

Valve

Position

Description

Valve

Position

Description

Valve

Open

No.3 pump suction valve

762A1039

Open

No.7 pump suction valve

762A1334

Open

No.11 pump suction valve

762A1121

Open

No.3 pump NR discharge valve

762A1036

Open

No.7 pump NR discharge valve

762A1340

Open

No.11 pump NR discharge valve

762A1119

Open

No.3 pump discharge valve

762A1035

Open

No.7 pump discharge valve

762A1341

Open

No.11 pump discharge valve

762A1118

Open

No.4 pump suction valve

762A1046

Open

No.8 pump suction valve

762A1333

Open

No.12 pump suction valve

762A1122

Open

No.4 pump NR discharge valve

762A1048

Open

No.8 pump NR discharge valve

762A1337

Open

No.12 pump NR discharge valve

762A1125

Open

No.4 pump discharge valve

762A1049

Open

No.8 pump discharge valve

762A1338

Open

No.12 pump discharge valve

762A1126

Closed

Pump bypass valve

762A1038

Closed

Pump bypass valve

762A1335

Closed

Pump bypass valve

762A1124

Grey Water Collecting Tank No.2.2

Grey Water Collecting Tank No.4.2

Grey Water Collecting Tank No.7

Open

No.23 pump suction valve

762A1319

Open

No.25 pump suction valve

762A1084

Open

No.13 pump suction valve

762A1139

Open

No.23 pump NR discharge valve

762A1325

Open

No.25 pump NR discharge valve

762A1090

Open

No.13 pump NR discharge valve

762A1142

Open

No.23 pump discharge valve

762A1326

Open

No.25 pump discharge valve

762A1091

Open

No.13 pump discharge valve

762A1143

Open

No.24 pump suction valve

762A1318

Open

No.26 pump suction valve

762A1083

Open

No.14 pump suction valve

762A1140

Open

No.24 pump NR discharge valve

762A1321

Open

No.26 pump NR discharge valve

762A1086

Open

No.14 pump NR discharge valve

762A1146

Open

No.24 pump discharge valve

762A1322

Open

No.26 pump discharge valve

762A1087

Open

No.14 pump discharge valve

762A1147

Closed

Pump bypass valve

762A1323

Closed

Pump bypass valve

762A1088

Closed

Pump bypass valve

762A1144

Grey Water Collecting Tank No.3

Grey Water Collecting Tank No.5

Grey Water Collecting Tank No.8

Open

No.5 pump suction valve

762A1073

Open

No.9 pump suction valve

762A1098

Open

No.15 pump suction valve

762A1157

Open

No.5 pump NR discharge valve

762A1076

Open

No.9 pump NR discharge valve

762A1101

Open

No.15 pump NR discharge valve

762A1155

Open

No.5 pump discharge valve

762A1077

Open

No.9 pump discharge valve

762A1102

Open

No.15 pump discharge valve

762A1154

Open

No.6 pump suction valve

762A1074

Open

No.10 pump suction valve

762A1099

Open

No.16 pump suction valve

762A1162

Open

No.6 pump NR discharge valve

762A1080

Open

No.10 pump NR discharge valve

762A1105

Open

No.16 pump NR discharge valve

762A1160

Open

No.6 pump discharge valve

762A1081

Open

No.10 pump discharge valve

762A1106

Open

No.16 pump discharge valve

762A1159

Closed

Pump bypass valve

762A1078

Closed

Pump bypass valve

762A1103

Closed

Pump bypass valve

762A1158

Issue: First

6.4.1 Grey Water System Page 2

P&O Aurora

Technical Operating Manual

Grey Water Collecting Tank No.9

Pulper Water Tank

Description

Valve

Position

Description

Valve

Position

Description

Valve

BW/GW DB 5P hydraulically operated filling valve

762A1031

Open

No.17 pump suction valve

762A1176

Open

No.1 pulper water pump suction valve

762A1211

BW/GW DB 5P NR filling valve

762A1032

Open

No.17 pump NR discharge valve

762A1170

Open

No.1 pulper water pump NR discharge valve

762A1214

BW/GW DB 5S hydraulically operated filling valve

762A1030

Open

No.17 pump discharge valve

762A1169

Open

No.1 pulper water pump discharge valve

762A1215

BW/GW DB 5S NR filling valve

762A1029

Open

No.18 pump suction valve

762A1174

Open

No.2 pulper water pump suction valve

762A1212

BW/GW DB 6P hydraulically operated filling valve

762A1051

Open

No.18 pump NR discharge valve

762A1172

Open

No.2 pulper water pump NR discharge valve

762A1218

BW/GW DB 6P NR filling valve

762A1050

Open

No.18 pump discharge valve

762A1171

Open

No.2 pulper water pump discharge valve

762A1219

BW/GW DB 6S hydraulically operated filling valve

762A1055

Closed

Pump bypass valve

762A1175

Closed

Pump bypass valve

762A1216

BW/GW DB 6S NR filling valve

762A1056

BW/GW DB 9P hydraulically operated filling valve

762A1114

Grey Water Collecting Tank No.10

Galley Water Drain Tank

Open

No.19 pump suction valve

762A1198

Open

No.1 galley water pump suction valve

762A1248

BW/GW DB 9P NR filling valve

762A1115

Open

No.19 pump NR discharge valve

762A1193

Open

No.1 galley water pump NR discharge valve

762A1242

BW/GW DB 9S hydraulically operated filling valve

762A1113

Open

No.19 pump discharge valve

762A1192

Open

No.1 galley water pump discharge valve

762A1241

BW/GW DB 9S NR filling valve

762A1112

Open

No.20 pump suction valve

762A1197

Open

No.2 galley water pump suction valve

762A1249

BW/GW DB 17P hydraulically operated filling valve

762A1258

Open

No.20 pump NR discharge valve

762A1199

Open

No.2 galley water pump NR discharge valve

762A1244

BW/GW DB 17P NR filling valve

762A1259

Open

No.20 pump discharge valve

762A1200

Open

No.2 galley water pump discharge valve

762A1243

BW/GW DB 17S isolating filling valve

762A1225

Closed

Pump bypass valve

762A1196

Closed

Pump bypass valve

762A1247

BW/GW DB 17S hydraulically operated filling valve

762A1254

BW/GW DB 17S NR filling valve

762A1255

Grey Water Collecting Tank No.11
Open

No.21 pump suction valve

762A1232

Open

No.21 pump NR discharge valve

762A1227

Open

No.21 pump discharge valve

762A1226

Open

No.22 pump suction valve

762A1233

Open

No.22 pump NR discharge valve

762A1229

Open

No.22 pump discharge valve

762A1228

Closed

Pump bypass valve

762A1234

Issue: First

e) Set each tank pump pair to operate on automatic, so that the
pumps start and stop under the control of the float switches in the
tanks.

With the particular tank valve sets in the open position, the grey water can be
transferred to the above DB tanks.

f) The pumps will operate to pump grey water into the grey water
main.
g) The valves must be set as in the following table, so that discharge
of grey water into the grey water main flows to one of the
BW/GW DB tanks. Unless stated, all valves connecting with the
grey water main are closed; only the valves indicated for the
particular purpose stated must be open.

6.4.1 Grey Water System Page 3

P&O Aurora

Technical Operating Manual

Procedure for Discharging the Contents of the BW/GW DB Tanks
Overboard
a) Ensure that the valves to all the instruments and gauges are open
and that the instruments and gauges are reading correctly.
b) Ensure that the ship is in safe waters to discharge overboard.
c) Set the valves as in the following table; valves not specifically
mentioned should be closed.
Position

Description

Valve

Open

No.1 GW discharge pump suction valve

762A1191

Open

No.1 GW discharge pump NR discharge valve 762A1189

Open

No.1 GW discharge pump discharge valve

762A1188

Open

No.2 GW discharge pump suction valve

762A1184

Open

No.2 GW discharge pump NR discharge valve 762A1186

Open

No.2 GW discharge pump discharge valve

762A1187

Operational

Port GW main
overboard discharge remotely operated valve

762A1207

Stbd GW main
overboard discharge remotely operated valve

762A1208

Operational

d) From the IMACs open the BW/GW DB tank suction valve for the
tank to be pumped out:
BW/GW DB tank 5P remotely operated suction valve

762A1033

BW/GW DB tank 5S remotely operated suction valve

762A1034

BW/GW DB tank 6P remotely operated suction valve

762A1065

BW/GW DB tank 6S remotely operated suction valve

762A1066

BW/GW DB tank 9P remotely operated suction valve

762A1116

BW/GW DB tank 9S remotely operated suction valve

762A1117

BW/GW DB tank 17P remotely operated suction valve

762A1256

BW/GW DB tank 17S remotely operated suction valve

762A1257

e) From the IMACs, open the overboard discharge valve (port or
starboard or both).
f) Start the GW discharge pump(s), pump out the BW/GW DB tank.
g) Pump other BW/GW tanks as required.
h) When the tanks are empty, stop the pump and shut all valves.

Issue: First

6.4.1 Grey Water System Page 4

P&O Aurora

Technical Operating Manual

Illustration 6.4.2a Sewage Black Water Vacuum Units

Black Water From
Accommodation

From
Non-Potable
Water System

Suction Chamber
100

15

80

80

PS

From
Non-Potable
Water System

PS

PS

PS

15

15

'O' Ring

Macerator
Stationary
Knife Set

Pressure Chamber
Macerator
Rotating
Knife Set

Motor Rotor

Pressure Side

Suction Side

65

+ PI

80
LAH

32

32

LS

32

65

Suction
Chamber
Cover
M

M

'O' Ring

M

50

50

80

Shaft
Seal

Liquid Ring

LAH

Bearings

Motor
Fan

Rotor
PI

Vacuumarator Unit
Vacuumarators
To
Sewage
Units

Key
Sewage Discharge
Technical Water
(Non-Potable)

Issue: First

Illustration 6.4.2a Sewage (Black Water) Vacuum Units

P&O Aurora
6.4.2 Sewage (Black Water) Vacuum Units
Vacuum Collection Unit
Maker:
Type:
No. of Sets:

Jets
Jet Vacuum System
4

Vacuum Unit Discharge Pumps
Maker:
Type:
No. of Sets:
Capacity:

Netzsch Nemo
NM021BY01S04B 2-Stage
2 per unit
0.9m3/h

Introduction
The black water (sewage) collection pipes from the accommodation are
connected to four separate vacuum extraction tank units, each unit having
connections from certain parts of the ship.
Cross connection valves allow pairs of vacuum units to be linked so that one
of the vacuum units can be shut down and the accommodation discharges
directed to the other unit in the pair. Vacuum units No.1 and No.2 are cross
connected, as are vacuum units No.3 and No.4.
There are two vacuum units serving the forward section of the accommodation,
one for the midships section and one for the aft section.
The Jets vacuum system uses a differential air pressure (vacuum) to transport
sewage from lavatory pans to the holding tank from where it is pumped to the
sewage treatment plant. Vacuum is created in the pipework from the lavatory
pans by a liquid ring screw pump with an integrated macerator, known as a
vacuumarator. There are three vacuumarators associated with each collecting
tank.
The function of the vacuumarator is to create a vacuum in the pipe and
discharge macerated sewage to the holding tank. A valve mounted on the
vacuum side of the vacuumarator separates the vacuum side of the unit from
the atmospheric side, the holding tank side. The connection between a lavatory
pan and its vacuum pipe is only open during flushing. An Electronic Flushing
and Discharge (EFD) Valve in the discharge side of the lavatory pan controls
connection of the lavatory pan to the vacuum pipe. When the EFD valve is
operated, upon flushing the lavatory pan, sewage waste, water and air is sucked
into the vacuum pipe and transported to the vacuumarator which pumps the
macerated sewage to the associated collecting tank.

Issue: First

Technical Operating Manual
The vacuumarators operate depending upon the pressure in the collection pipe
from the accommodation. Normally one vacuumarator for each collection tank
would be working and the others cut-in according to pressure. They are started
and stopped by means of pressure switches attached to the collecting line main.

Procedure for Operating the Black Water Vacuum Units
a) In the vacuum unit control cabinet, turn the main switch to the ON
position.

The vacuumarators take suction from a main pipe which is supplied at both
ends from the sewage inlet, in order to ensure good line suction. Flushing water
from the non-potable water system is provided at one end of the suction main
pipe. Flushing connections are also provided in the collecting tank. The liquid
level in the collecting tank ensures a static pressure for sealing the
vacuumarator.

b) Ensure that the valves to all the instruments and gauges are open
and that the instruments and gauges are operating correctly.

Each collecting tank is maintained at atmospheric pressure and will contain
raw sewage which has been broken down into small particles by the action of
the vacuumarator(s). Each vacuum unit collecting tank has two discharge
pumps, one set to operate as the main pump and the other to cut in should the
operating pump not be able to empty the collecting tank. The operating
discharge pump will start when the collecting tank reaches a set level and will
stop when the level falls to a point just above the suction inlet. The second
pump will start if the collecting tank level continues to rise above the cut-in
level for the operating pump.

e) If the unit has not been operated for some time, flush through the
main connecting line to the vacuumarators and the tank system
with non-potable water.

The vacuum unit discharge pumps direct the sewage to the sewage treatment
plants, normally the sewage treatment plant associated with the collecting tank.
In extreme situations No.1 vacuum unit may discharge to sewage plants No.s
1 and 2, or No. 2 alone. Similarly No.2 vacuum unit may discharge to sewage
plants No.s 1 and 2 or No.2 alone. Vacuum units and sewage plants No.s 3 and
4 may be similarly connected.
The vacuumarators start and stop in response to pressure switches in the main
sewage suction line. An alarm will be triggered if the second vacuumarator has
to run continuously for more than 30 minutes and another alarm is triggered if
the third vacuumarator starts. The main operating vacuumarator is set to cut in
at 40% vacuum, the second at 35% vacuum and the third at 32% vacuum. All
vacuumarators are set to stop at 50%. An alarm is triggered if the vacuum falls
to 20%
(Note! The vacuumarators must never be started or operated without sufficient
sealing liquid in the collecting tank.)

c) Ensure that all the accommodation lines are operational.
d) Check that the solids and sharp objects trap on each unit is clear.

f) Ensure that there is liquid in the collecting tank to sufficient depth
to act as sealing liquid for the vacuumarators.
g) Set the valves as in the following table:
Position

Description

Open

Solids/sharp objects
trap inlet NR valve

Open

Solids/sharp objects
trap inlet valve

Open

Solids/sharp objects
trap outlet valve

Closed

Solids/sharp objects
trap bypass valve

Closed

Cross connection valve

Closed

Main line flushing water valve 761A1050

761A1058

Open

Main sewage line inlet valve

761A1049

761A1057

Open

Secondary
sewage line inlet valve

761A1048

761A1056

761A1055

761A1063

761A1054

761A1062

Open

No.1 discharge
pump suction valve

Open

No.1 discharge
pump discharge valve

Open

No.2 discharge
pump suction valve

Open

No.2 discharge
pump discharge valve

No.1 Unit
Valve

No.2 Unit
Valve

761A1004

6.4.2 Sewage (Black Water) Vacuum Units Page 1

P&O Aurora
Open
Closed
Open

Vacuum unit sewage
discharge valve

Sewage treatment
plant sewage inlet valve
Description

Open

Solids/sharp objects
trap inlet NR valve

Open

Solids/sharp objects
trap inlet valve

Closed

i) Move each vacuumarator switch to the AUTO position.
761A1006

Sewage treatment
plant cross connection valve

Position

Open

Technical Operating Manual
761A1002

761A1012
761A1014

761A1010

No.3 Unit
Valve

No.4 Unit
Valve

Closed

Cross connection valve

Closed

Main line flushing water valve 761A1066

761A1074

Open

Main sewage line inlet valve

761A1065

761A1073

Open

Secondary
sewage line inlet valve

761A1064

761A1072

761A1071

761A1079

No.1 discharge
pump suction valve

Open

No.1 discharge
pump discharge valve

761A1038

Open

No.2 discharge
pump suction valve

Open

No.2 discharge
pump discharge valve

761A1070

761A1078

Vacuum unit
sewage discharge valve

761A1017

761A1035

Open
Closed
Open

Sewage treatment plant
inlet cross connection valve
Sewage treatment plant
sewage inlet valve

k) Set the main collecting tank discharge pumps switches to START
and the operational switches to the AUTO position so that the unit
will operate in response to the timer in the control cabinet. The
standby pump will cut-in if the main pump fails to operate or if
the collecting tank level rises to level 2 and the pump will run for
40 minutes. If the tank low level is reached, both pumps will stop.
(Note! The timer starts counting when the low level switch L1 is closed after
a pumping cycle. The time interval before the next pumping cycle can be
adjusted based upon experience of the system in operation.)

Solids/sharp objects
trap outlet valve
Solids/sharp objects
trap bypass valve

Open

j) Operate the discharge pump standby selector switch to select
which discharge pump is to operate in main mode and which in
standby mode.

l) The system will operate automatically, with each vacuum unit
serving a section of accommodation and discharging sewage from
the collecting tank to its own sewage treatment plant.

761A1018
761A1106

761A1034

h) Select the order in which the vacuumarators will operate by
adjusting the pressure switches at which they cut in.
The main operating unit is set to cut-in at 40% vacuum, the second operating
unit at 35% vacuum and the third at 32% vacuum.
All vacuumarators are set to stop at 50% vacuum.

Issue: First

6.4.2 Sewage (Black Water) Vacuum Units Page 2

Page Left Intentionally Blank

P&O Aurora

Technical Operating Manual

Illustration 6.4.3a Sewage (Black Water) Treatment Unit

Blower 1 Branch 2

Blower 2 Branch 2

Diluting
Water

Blower 2 Branch 1
For Standby

Blower 3 Branch 1
(One For Standby 50%)

M

M

FC

M

M

M

Blower 1 Branch 1

Black
Water In

Venting

Surplus Sludge Flow
LS

Floating Sludge Off

LS

LS

Return Sludge Flow

Dosing
Container

M

Dosing Pump

Test
Nozzle

Sludge
Stabilization

Aeration 1

Sedimentation
Tank

Test
Nozzle

Aeration 2
Test
Nozzle

Disinfection

LS

Test
Nozzle

Test
Nozzle

Test
Nozzle
Aerator

Aerator

Test
Nozzle

Test
Nozzle

Emergency
Outlet

Aerator

Pump 2
(Standby 100%)

Emergency
Overflow

Pump 1

Discharge

Key
Sewage
Air

Issue: First

Illustration 6.4.3a Sewage (Black Water) Treatment Unit

P&O Aurora
6.4.3 Sewage (Black Water) Treatment Plants
Sewage Treatment Plant
Maker:
Type:
No. of Sets:

Aquamar
MSP IX
4

Sewage Unit Pump
Maker:
Type:
No. of Sets:
Capacity:

Herborner
3/K80-2-158-F-WI
2 per plant
32m3/h 1bar 1,680rpm

Introduction
The sewage treatment plants provide facilities for the bacterial breakdown of
the raw sewage into sludge and water which can be discharged overboard, after
chlorine treatment to destroy harmful pathogens.
There are four sewage treatment plants each supplied with sewage from an
associated vacuum collection unit, although facilities are available to allow for
cross connection of vacuum collection units and sewage treatment plants.

Technical Operating Manual
An air lift system, supplied with air by the blowers, produces a transfer of the
liquid into the sedimentation tank where the sludge, containing the active
bacteria, falls to the bottom. The air lift provides a constant flow of liquid to
the settlement tank. Some of the sludge at the bottom of the settlement tank is
returned to the first aeration tank where the bacteria in the sludge can work on
the sewage recently supplied to the plant. Surplus sludge flows to the sludge
stabilisation tank where further settlement occurs; periodically the contents of
the sludge stabilisation tank are pumped to the contact or disinfection tank
before being pumped overboard.
The clean liquid at the top of the sedimentation tank flows over a weir into the
contact or disinfection tank where it is mixed with chlorine from the
chlorinator. Level switches in the contact tank start and stop the effluent
discharge pumps which empty the contact tank. One of the pumps is set as the
master and will start and empty the contact tank when the level reaches a set
value. If the level continues to rise, the standby pump starts. Both pumps stop
when the tank level reaches the low level switch.
The effluent pumps discharge their liquid into the black water main from
where it can be discharged overboard by different methods, either:
Via ship’s side connections
To the bunker stations for discharge ashore
To the grey water main for discharge to the BW/GW DB tanks

Each sewage treatment plant consists of a large rectangular tank divided into
four separate, but interconnecting, chambers. Raw sewage from the vacuum
collecting tank is discharged into the first aeration chamber where it is aerated
by diffusers supplied with air by the electrically driven air blowers. Sludge,
containing activated bacteria, is pumped from the sedimentation chamber so
that the bacterial breakdown of the raw sewage may start as soon as it enters
the first aeration chamber.

The overboard discharge is used when the ship is in waters where discharge of
treated sewage is permitted and is the normal means by which the effluent is
dealt with.

Dilution water is also supplied to the aeration tank from the cooling sea water
system, the amount of dilution water being controlled by float switches in the
outlet or contact tank. The dilution water ensures that there is always the
correct level in the treatment plant irrespective of the amount of raw sewage
supplied.

(Note! It is essential that all local restriction on the discharge of treated sewage
effluent are observed.)

Where the ship is in restricted waters for long periods, the effluent may be
stored in the BW/GW DB tanks and pumped overboard, using the grey water
discharge pumps, when circumstances permit.

Procedure for Operating the Sewage Treatment Plants
The procedure described assumes that the system is already charged with
active bacteria. This will be the normal situation and a recharge is only
required in exceptional circumstances. If a recharge with active bacteria is
required, the system must be cleaned and then charged with fresh sea water.
The cause of the contamination which has killed the active bacteria must be
detected and corrected before the system is recharged. After recharge, the plant
will achieve stable biological activity after approximately 1 month, depending
upon the continuity of use.
All air valves marked 8.xx are pre-adjusted by the manufacturer of the unit and
should not be changed. This would alter the air distribution to the tanks.
Procedure for Operating the Sewage Treatment System
a) Ensure that the valves to all instruments and gauges are open and
that the instruments and gauges are operating correctly.
b) Ensure that the associated vacuum collection unit is ready for
operation.
c) Check the electrical supply at the units.
d) Check that the sewage treatment plant is ready for operation in
accordance with the maker’s instructions.
e) Ensure that all the test cocks are closed.
f) Set the valves as in the following table:
Position

Description

Open
Open
Open

From the first aeration chamber the sewage, water and bacterial mix flows to
the second aeration chamber, where it is further agitated by an air supply. The
process of sewage breakdown by bacteria is natural, but it requires an abundant
supply of oxygen and agitation to ensure adequate mixing of the sewage,
bacteria and oxygen. The plant is designed to allow the raw sewage to stay in
the aeration tank for a period of about 12 hours where it is constantly aerated
and agitated.

Open
Open
Open
Open

Issue: First

No.1 Plant
Valve

No.2 Plant
Valve

Sewage treatment
plant sewage inlet valve

761A1014

761A1010

No.1 effluent pump
suction valve

7.6

7.6

No.1 effluent pump
non-return discharge valve

7.8

7.8

No.1 effluent pump
discharge valve

7.7

7.7

No.2 effluent pump
suction valve

7.9

7.9

No.2 effluent pump
non-return discharge valve

7.11

7.11

No.2 effluent pump
discharge valve

7.10

7.10

6.4.3 Sewage (Black Water) Treatment Plants Page 1

P&O Aurora
Closed

Sewage pump bypass valve

Open

SW supply valve
to No.s 1 and 2 sewage plants

Open

SW inlet valve
to sewage treatment plant

Technical Operating Manual
7.12

7.12
701A1017

701A1011

701A1010

No.3 Plant
Valve

No.4 Plant
Valve

Position

Description

Open

Sewage treatment
plant sewage inlet valve

761A1106

761A1034

No.3 effluent pump
suction valve

7.6

7.6

No.3 effluent pump
non-return discharge valve

7.8

7.8

No.3 effluent pump
discharge valve

7.7

7.7

Open
Open
Open
Open

No.4 effluent pump
suction valve

7.9

7.9

No.4 effluent pump
non-return discharge valve

7.11

7.11

No.4 effluent pump
discharge valve

7.10

7.10

Closed

Sewage pump bypass valve

7.12

7.12

Open

SW supply valve to
No.s 3 and 4 sewage plants

Open
Open

Open
Closed
Closed
Closed
Closed
Closed

SW inlet valve to
sewage treatment plant

701A1114
701A1115

701A1116

Bunker station port
(deck 4) discharge valve

761A1020

Bunker station starboard
(deck 4) discharge valve

761A1021

Remote operated discharge
valve to grey water system

761A1037

Port remote operated
overboard discharge valve

761A1028

Port remote operated
overboard discharge valve

761A1029

(Note! The sewage treatment plant should be filled with water up to the
maximum marks before sewage is admitted)

Issue: First

g) The destination of the effluent discharge is selected and the
required valves are opened remotely for overboard discharge or to
the grey water system. Manual operation of the valves is used for
bunker station discharge. As the effluent is generally pumped
overboard or to the grey water system (BW/GW DB tanks),
remote operation of these valves enables the destination to be
conveniently changed, when entering or leaving restricted waters.
h) At the control cabinet the switch S1 is to be set to the AUTO
position and the switch S2 (Blower choose) can be set to any
position.
i) Start the sewage treatment plant operating on AUTO by turning
the main switch. The control system will start the blowers for
supplying air to the plant and the effluent pumps will operate
automatically to pump out the contact tank when the level of the
liquid reaches the start switch.
j) The dilute water valve will operate automatically to supply
diluting water from the SW system whenever the system needs in
order to ensure a stay time in the aeration tank of about 12 hours.
(Note! The overboard discharge is via an inverted U pipe with the top of the U
situated above the water line. This ensures that water cannot flow from the sea
into the treatment tank even if the overboard discharge valve fails.)
The sludge concentration in aeration tanks 1 and 2 must be tested periodically.
If the settable solids become more than 800ml/litre in any one of the aeration
chambers, the tank has to be emptied. If the ship is operating in areas where
the discharge of sludge is not allowed, operate switch S5 on the control panel
to allow the sludge to be discharged to tank 5, until the vessel is in safe waters,
where discharge overboard can then take place.
To discharge the contents of a tank, close valve 7.4 from the final contact tank
and open the individual discharge valve from the tank to be emptied, 7.1
(aeration tank I), 7.2 (aeration tank II), 7.3 (sedimentation tank), or 7.5 (sludge
stabilisation). Move switch S2 at the control cabinet to the manual position and
the pump will operate to pump out the tank. When the tank is nearly empty,
turn the pump switch S2 back to the auto position.
(Note! The time settings on the timers K7T through to K16T may be adjusted
in order to ensure the optimum performance of the plant. This should only be
carried out if the flow of waste to the unit varies from that anticipated, for an
appreciable period of time.)
The chlorine concentration in the discharge fluid should be tested periodically
using the test kit supplied. The amount of free chlorine should be
approximately 5 ppm. If the concentration is not at this level, the chlorine
dosing pump should be adjusted.

6.4.3 Sewage (Black Water) Treatment Plants Page 2

P&O Aurora

Technical Operating Manual

6.5 High Pressure Water Washing System

Control

High Pressure Pump Unit

The system is started by pressing the reset button. Initially only one pump,
starts. If the water pressure drops to 75% of the normal pressure due to high
volume demand, then the second pump cuts in.

Maker:
Type:
Capacity:

Karcher
KD 8000C/2
130 l/min 100bar

Introduction
The high pressure water washing system is used for cleaning in the machinery
spaces and deck areas. Water at high pressure (100 bar) is sent to the HP
washing main which has outlets in the machinery spaces and at working deck
areas throughout the ship. Special spray guns can be connected to the outlet
points and high velocity water jet sprays produced for cleaning surfaces. The
HP spray guns can be adjusted to control the flow and the spray to suit the
cleaning being carried out. Each spray gun has a maximum flow of 15 l/min.
High pressure water is provided by the HP pressure pump unit which is self
contained and has an output of 130 l/min. The unit consists of two separate
electric motor and pump assemblies, each motor driving two piston type
pumps. Pulsation dampers at the pump outlets dampen out the pressure
fluctuations from the piston pumps whilst safety valves prevent over pressure
of the system. Each pump assembly outlet pipe is fitted with a relief valve
which vents to the pump suction tank. There is also a non-return valve in each
pump assembly outlet line. An overflow valve in the HP pump unit discharge
line to the pressure main can direct the pump outlets back to the suction tank
and is used to unload the pumps for starting and stopping.
The suction tank is fitted with a float valve which allows make-up water into
the tank from the main water system. A small flow of water from the mains is
also used to cool the pump electric motors, this water being discharged into the
suction tank. The system HP outlet pipe is provided with a pressure sensor and
a pressure gauge and the suction tank is fitted with a level sensor. Temperature
sensors are provided at the pump motors.
The pump unit is electrically fed from ME12/3Q10.
CAUTION!
The system operates at very high pressure and at such pressures serious
injury can occur if the water spray guns are not handled correctly.
Extreme care must be taken with the spray guns to ensure that water is
not sprayed at personnel and that connectors are tight before valves are
opened. Similar caution must be exercised when monitoring the pump
unit operation.

Issue: First

If the water consumption suddenly drops below the capacity of the first pump,
then the second pump cuts out after running on for a short interval. Should the
flow drop below 400 litres per minute then the first pump cuts out as well, after
a short running down period.

Procedure for Supplying High Pressure Water to the HP Water Washing
System
a) Open the main water supply valve to the pump suction tank.
b) Open the cooling water supply valve to the pump motor system
and the individual valves to the pump motors. Check that the
pressure reducing valve is operational and that water is flowing to
the suction tank.
c) Open the discharge valves from each pump assembly.

If the water consumption suddenly drops below 400 litres per minute when
both pumps are operating, the second pump cuts out immediately and the first
pump cuts out after the short running down period.
Whilst the system is on standby, loss of pressure due to leakage causes the first
pump to start up. This process is allowed to take place six times. If no hand gun
is opened during this period, then the system availability time is terminated.
The system is controlled by pressure sensing elements. Both pumps are
controlled in the same way. The pump start order is automatically varied to
maintain similar running hours on both pumps.
Cooling Circuit
While a pump is running, the equivalent cooling solenoid valve is open. This
enables cooling water to flow via the pressure controller to the motor cooling
coil. The flow of water is adjusted by the pressure controller. After it has
passed through the cooling coil, the water is fed to the float tank.

d) Check that the overflow valve is set to direct the pump outputs
back to the suction tank.
e) Open the line output valve (726A1010) to the high pressure main.
f) Start one pump unit; depending upon the demand for high
pressure water only one unit may be required.
g) Check with the final users that they are ready to receive high
pressure water and that all equipment is safe to operate.
h) Turn the overflow valve so that high pressure water is directed
into the HP main.
i) If the capacity of one pump unit is insufficient to maintain
pressure the second unit will be required. This should be done offload, therefore the anticipated demand should be checked before
pumping is commenced, so that both pumps may be started with
water directed to the suction tank via the overflow valve.
To Shut Down the HP Water Washing System
a) When the users signal that HP water is no longer required, turn
the overflow valve so that water is directed to the pump suction
tank thus unloading the pumps.
b) Switch off the pumps.
c) Close the cooling water supply valves.
d) Shut off the water supply valve to the pump suction tank.
e) Open an outlet valve to a spray gun so that the pressure is released
from the HP main.

6.5 High Pressure Water Washing System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.5a High Pressure Cleaning System
To Deck 11
1150

Key

All Valve No.s Prefixed
At 726A Unless Stated

To Deck 11

Domestic Fresh Water

1152
1142

Deck 7

To Upper Decks

To Deck 11
1144
1138
1140

To Deck 11
1134
1130

1136

Deck 6
Key

1146
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
T1.

Electric Motor, Water Cooled
Piston Pump
Safety Valve
Pulsation Damper
Overflow Valve (Unloaded)
Pressure Relief Valve
Non Return Valve
Filter
Valve With Floater
Break Tank
Pressure Reduction Valve
Solenoid Valve
Pressure Gauge
Presure Sensor
Level Monitoring
Motor Temperature

1132
1100

1122

1102
1128
1124

Deck 5

1112
1114

1110

20

Deck 3

20

High Pressure Pump Unit
130L/min - 100 Bar
8

PS

14
13 14

15

9

PI

PS

20

5

6

11

7
1004

4

3

1034

4

3

1076

1008
25

1032

1

12

M

T1

Deck 1

T1

2
12
3

1

4

3

2

100X
1026

7
* High Pressure
Outlet to
HP Main

1024

1036

T1

2

20

32

1028
1006

1002
1023

M

T1

1030

1038
1007

2
6

4

1074

32

LS

10

Motor
Cooling
Circuit

1120

Deck 4

Main
Water
Supply

Break
Tank
Overflow

1126

1020

* High Pressure
Inlet to
HP Main From HP Pumps

20

Deck 2

1001
1005

Issue: First

Illustration 6.5a High Pressure Water Washing System

P&O Aurora

Technical Operating Manual

Illustration 6.5b High Pressure Cleaning System
Deck 14

1276

1256
Deck 13
1258

1252
1272

1248
1254
1228

1274
1266

1250

1262

Deck 12
1264

1230

1240
1242

1303
1234
1260
1236
1210

1233

Deck 11
1224
1220
1212

1226
1223

1304

Deck 10

1190

1302

1192
1301

Deck 9
1180

Key

1184

Sea Water

1186
1182

All Valve No.s Prefixed
At 726A Unless Stated

1187

To Upper Decks
Pulsation Damper

Deck 8

Issue: First

Illustration 6.5b High Pressure Water Washing System

P&O Aurora

Technical Operating Manual

Illustration 6.6.1a Oily Bilge System

Sludge System

Compartment 15
Shell

Compartment 11

From Steering Gear Room

Overboard Discharge
Positioned After Sea Water Inlet
For Fresh Water Evaporators

Remote
Stop Piston
Oily Pump

2112

50

40
125
40

PI
TI

2079

From Boiler Cleaning System And Drain From Top Of Funnel
65
100

M

HSO

2080

100

TAL TAH
PAL

PI

ESD

From Nozzle Cooling Water System

Hot Non
Potable
Water

TI

QIAH

PAL

TI

50

2116
2063

Pre-Heater
2115

Interior
Interior
Drainage
Drainage
From
From
Emerg. Gen. Emerg. Gen.
1 Deck 5
2 Deck 5

LAHH

LSH

LSL

Deck 2

PI

PI

Feed
Pump

PDAH

Oily Bilge
Separator
Unit

Water Inlet

2055

40

Coalescer
Oily
Bilge
Seperator

2058
TI

40
40

65
50

32

2076

40

PI

Oil
Monitor

On Deck 2
2059

PI

To Sludge Settling TK

2067

Control
Panel

40

2117

Sludge TK

Deck 5

50

Steam.
Out
Conn.

2060

40

50

To Oily
Bilge

2065

Oily Bilge
Deep TK 15 S
(23.93 m3)

TI

Operating
Water

Stern
Thruster
Gravity
Tank

Oil

2064

TI

To
Sludge Oil
Pump

PI

2068

1 bar

Waste Oil
Collecting
TK 15 S

2111

LAH

Oil

40

40

ESD
2057

65

To Leakage Oil Tank

100

40

PI

65

2056

50

50

Piston Oily
2083
Bilge Pumps 1&2
(20 m3/h)
2084

2104

25

Steering
Gear
Deck 4

To
Forward
Bilge Well

2085

Void Space
TK 17

Well

Heeling TK 14
(P)

2086

BW/GW
TK 17
(S)

2113

2044

2043

65

65

DG 3 Circ.
DB 12 (P)

2049

2028

2088

65

2045 2074

2041
2114
2042

65

65

BW/GW
TK 17
(S)

2046 2047

2050

65

From Mn
Bilge Sys.

65

Hand Pump

Void Space
TK 17

65

65

2033

65

2029

C/D
DB
13

2036

Vent Pipe

Heeling TK 14
(S)

Well
Well

DG 4 Circ.
DB 12 (S)

C/D
DB
12
Well

Seawater
Cross Over

Hand
Pump
65
65

2025

65

Well

25

65

2017
65

STBD
Stabiliser
Plant

65

C/D HFO Settl.
DB TK 10 (S)
10

Hand
Pump

25
65

HFO Day
TK 10 (S)

Sep. Drain
TK 10 (S) 2010

Well
Well

65

2103
C/D
DB
8

LAH

HFO DB
8 (S)

50

Local
Start/
Stop

BW/GW
DB 5 (P) BW/GW

PW TK 7
Inner (P)

50

50

50 50

DB 4 (P)
20

2002
PW TK 7
Inner (S)
PW TK 7
Outer (S)

Lift
Trunk

BW/GW
DB 5 (S)

BW/GW
DB 4 (S)

PW TK 3-2
(S)

Key
Bilges

2008 2005

Air

Heeling TK 8
(S)

From Boilers washing Water & Exhaust Gas Pipe Drain System

Issue: First

PW TK 7
Outer (P)

65

HFO Settl.
TK 10 (P)
25

DG 2 Circ.
DB 11 (S)

2100
20

HFO DB
8 (P)

65

Overboard
Discharge

25

2027 2004

Sep. Drain
TK 10 (P) 2009

LAH

2021

2109
2108

Well

DG 1 Circ.
DB 11 (P)

65

Heeling TK 8
(P)

2016

2020

2024

Stern Thruster Room
Steering
Gear
Deck 4

Well

65

Fire Main
Connection

Oily Bilge Pump
(2.0 m3/h)

HFO Day
TK 10 (P)

2039
2040

2062

Port
Stabiliser
Plant

65

2087
+ PI

C/D
DB
13

65

2035

Well
C/D
DB
12

Well

Well

PI
25
25

From FW Cool. System
Vent Pipe

65

2105

To Oily Bilge
Deep TK
Comp. 15

2082

100

Hand
Pump

Remote
Stop
Piston
Oily
Pump

65

65

Condensate

Note* All valve numbers are
prefixed by 703A unless stated otherwise.

Saturated Steam

Illustration 6.6.1a Oily Bilge System

P&O Aurora

Technical Operating Manual

6.6 Bilge and Ballast Systems

DB14 may be pumped out via the coalescer unit which has its own pump.

6.6.1 Oily Bilge System

Overboard discharge water must not exceed an oil content of 15 ppm.
Discharges from both the coalescer and the centrifugal separation plant are
monitored constantly for oil levels. Should the oil content exceed the 15 ppm
level, a three-way valve operates to return flow to the coalescer unit. If the oil
content of discharge water from the centrifugal separator exceeds 15 ppm, a
three-way valve directs the flow back to the oily bilge deep tank and an alarm
is triggered. The overboard discharge from the coalescer and centrifugal
separation plant is located aft of the inlet for the fresh water evaporators.

Piston Type Oily Bilge Pump
Maker:
Type:
No of Sets:
Capacity:

Iron
BDV-35
2
20m3/h 3bar

Forward Oily Bilge Pump
Maker:
Type:
No of Sets:
Capacity:

Iron
TNU-20-LL-C
1
2m3/h 2bar

Description

Valve

Stern thruster room bilge well suction valve

703A2062

Compartment 15P bilge well suction valve

703A2049

Compartment 15S bilge well suction valve

703A2050

(Note! Prior to the discharge of any bilge water overboard via the oily water
separator systems, the bridge must be informed and permission obtained to
make such a discharge. Details of the discharge must be recorded in the engine
room log book.)

Compartment 14P bilge well suction valve

703A2035

Compartment 14S bilge well suction valve

703A2036

Compartment 13P bilge well suction valve

703A2032

Procedure for Pumping the Oily Bilge Wells to the Oily Bilge Deep Tank
15S

Compartment 13S bilge well suction valve

703A2033

Compartment 12P aft bilge well suction valve

703A2028

Compartment 12S aft bilge well suction valve

703A2029

Compartment 12P forward bilge well suction valve

703A2024

Compartment 12S forward bilge well suction valve

703A2025

Compartment 11P aft bilge well suction valve

703A2020

Compartment 11S aft bilge well suction valve

703A2021

Compartment 11P forward bilge well suction valve

703A2016

Compartment 11S forward bilge well suction valve

703A2017

Compartment 10P bilge well suction valve

703A2007

Valve

Compartment 10S bilge well suction valve

703A2008

Compartment 10C bilge well suction valve

703A2009

Compartment 9P bilge well suction valve

703A2004

Compartment 9S bilge well suction valve

703A2005

Compartment 8 bilge well suction valve

703A2002

Introduction
a) Ensure that all the strainers are clear.
The oily bilge system is part of the main bilge system but is intended to handle
small quantities of bilge water contaminated with oil. Oily water accumulates
in the oily bilge wells located in the machinery spaces. Contaminated water
from these wells is pumped, by means of the piston oily bilge pumps, to the
oily bilge deep tank 15S. Oily water, which accumulates in the forward thruster
room bilges, can be pumped to the oily bilge wells, in compartment 8, by
means of the forward oily bilge pump. Steering gear bilges are pumped to the
oily bilge deep tank by means of hand pumps. Each bilge well is provided with
a suction valve and a mud box strainer.
Discharge from the piston oily bilge pumps may also be directed to discharge
connections at the port and starboard bunker stations on deck 4. This enables
the contents of the oily bilge wells to be discharged ashore, should the ship be
alongside for a prolonged period. There are remote stops for the oily bilge
pumps at the port and starboard bunker stations
The oily bilge deep tank is fitted with steam heating coils. These coils allow
the contents of the tank to be heated, in order to increase the rate at which the
separation of the oil and water takes place. The tank has two compartments and
the discharge from the oily bilge wells, steering gear rooms, boiler cleaning
system and nozzle cooling water system are directed to the first compartment.
Gravitational settling takes place in this compartment and the oil is drained to
the waste oil collection tank 15S. Water passes to the second compartment of
the oily bilge deep tank via a siphon tube with its entry point located 250 mm
from the bottom of the first compartment. Oil which separates out in the
second compartment is directed to the waste oil collection tank via a selfclosing valve. Water in the oily bilge deep tank is discharged overboard via the
coalescer oily bilge separator or the Westfalia centrifugal separator plant. The
oily bilge deep tank may also be drained to bilge water DB14. Bilge water

Issue: First

f) Open the bilge well suction valves, as shown in the following
table; these valves are opened to pump a well and then closed
when the well is dry. These valves are remotely operated and can
be open and closed from the IMACs system.

b) Ensure that all pressure gauge and instrumentation valves/cocks
are open and that the instruments are reading correctly.
c) Ensure that there is sufficient capacity in the oily bilge deep tank
15S to accommodate the quantity of oily bilge water being
pumped.
d) Set the piston oily bilge pump suction and discharge valve as in
the following table:
Position

Description

Open

No.1 piston oily bilge pump suction valve

703A2086

Open

No.1 piston oily bilge pump non-return
discharge valve

703A2084

Open

No.1 piston oily bilge pump discharge valve

703A2083

Open

No.2 piston oily bilge pump suction valve

703A2087

Open

No.2 piston oily bilge pump non-return
discharge valve

703A2085

Open

No.2 piston oily bilge pump discharge valve

703A2082

Open

Piston oily bilge pump remote operated
discharge valve to oily bilge deep tank

703A2057

Piston oily bilge pump discharge valve
to bunker station

703A2056

Closed

e) Set up the piston oily bilge pumps, so that one is the operational
pump and the other is the standby pump.

g) Start the selected piston oily bilge pump from the control room
and pump the bilge wells to the oily bilge deep tank 15S,
monitoring the level in the deep tank, to ensure that it is not
overfilled.
In addition to pumping the oily bilge wells, the piston oily bilge pumps may
also be used for pumping out the separator drain tanks and bilge water double
bottoms 14P and 14S.
The valves must be set manually for this, as follows:

6.6.1 Oily Bilge System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.6.1a Oily Bilge System

Sludge System

Compartment 15
Shell

Compartment 11

From Steering Gear Room

Overboard Discharge
Positioned After Sea Water Inlet
For Fresh Water Evaporators

Remote
Stop Piston
Only Pump

2112

50

40
125
40

PI
TI

2079

From Boiler Cleaning System And Drain From Top Of Funnel
65
100

M

HSO

2080

100

TAL TAH
PAL

PI

ESD

From Nozzle Cooling Water System

Hot Non
Potable
Water

TI

QIAH

PAL

TI

50

2116
2063

Pre-Heater
2115

Interior
Interior
Drainage
Drainage
From
From
Emerg. Gen. Emerg. Gen.
1 Deck 5
2 Deck 5

LAHH

LSH

LSL

Deck 2

PI

PI

Feed
Pump

PDAH

Oily Bilge
Separator
Unit

Water Inlet

2055

40

Coalescer
Oily
Bilge
Seperator

2058
TI

40
40

65
50

32

2076

40

PI

Oil
Monitor

On Deck 2
2059

PI

To Sludge Settling TK

2067

Control
Panel

40

2117

Sludge TK

Deck 5

50

Steam.
Out
Conn.

2060

40

50

To Oily
Bilge

2065

Oily Bilge
Deep TK 15 S
(23.93 m3)

TI

Operating
Water

Stern
Thruster
Gravity
Tank

Oil

2064

TI

To
Sludge Oil
Pump

PI

2068

1 bar

Waste Oil
Collecting
TK 15 S

2111

LAH

Oil

40

40

ESD
2057

65

To Leakage Oil Tank

100

40

PI

65

2056

50

50

Piston Oily
2083
Bilge Pumps 1&2
(20 m3/h)
2084

2104

25

Steering
Gear
Deck 4

To
Forward
Bilge Well

2085

Void Space
TK 17

Well

Heeling TK 14
(P)

2086

BW/GW
TK 17
(S)

2113

2044

2043

65

65

DG 3 Circ.
DB 12 (P)

2049

2028

2088

65

2045 2074

2041
2114
2042

65

65

BW/GW
TK 17
(S)

2046 2047

2050

65

From Mn
Bilge Sys.

65

Hand Pump

Void Space
TK 17

65

65

2033

65

2029

C/D
DB
13

2036

Vent Pipe

Heeling TK 14
(S)

Well
Well

DG 4 Circ.
DB 12 (S)

C/D
DB
12
Well

Seawater
Cross Over

Hand
Pump
65
65

2025

65

Well

25

65

2017
65

STBD
Stabiliser
Plant

65

C/D HFO Settl.
DB TK 10 (S)
10

Hand
Pump

25
65

HFO Day
TK 10 (S)

Sep. Drain
TK 10 (S) 2010

Well
Well

65

2103
C/D
DB
8

LAH

HFO DB
8 (S)

50

Local
Start/
Stop

BW/GW
DB 5 (P) BW/GW

PW TK 7
Inner (P)

50

50

50 50

DB 4 (P)
20

2002
PW TK 7
Inner (S)
PW TK 7
Outer (S)

Lift
Trunk

BW/GW
DB 5 (S)

BW/GW
DB 4 (S)

PW TK 3-2
(S)

Key
Bilges

2008 2005

Air

Heeling TK 8
(S)

From Boilers washing Water & Exhaust Gas Pipe Drain System

Issue: First

PW TK 7
Outer (P)

65

HFO Settl.
TK 10 (P)
25

DG 2 Circ.
DB 11 (S)

2100
20

HFO DB
8 (P)

65

Overboard
Discharge

25

2027 2004

Sep. Drain
TK 10 (P) 2009

LAH

2021

2109
2108

Well

DG 1 Circ.
DB 11 (P)

65

Heeling TK 8
(P)

2016

2020

2024

Stern Thruster Room
Steering
Gear
Deck 4

Well

65

Fire Main
Connection

Oily Bilge Pump
(2.0 m3/h)

HFO Day
TK 10 (P)

2039
2040

2062

Port
Stabiliser
Plant

65

2087
+ PI

C/D
DB
13

65

2035

Well
C/D
DB
12

Well

Well

PI
25
25

From FW Cool. System
Vent Pipe

65

2105

To Oily Bilge
Deep TK
Comp. 15

2082

100

Hand
Pump

Remote
Stop
Piston
Only
Pump

65

65

Condensate

Note* All valve numbers are
prefixed by 703A unless stated otherwise.

Saturated Steam

Illustration 6.6.1a Oily Bilge System

P&O Aurora

Technical Operating Manual

Description

Valve

Separator drain tank 10P suction valve

703A2009

Separator drain tank 10S suction valve

703A2009

Bilge water DB 14 P suction valve

703A2041

Bilge water DB 14 P suction valve

703A2042

Procedure for Pumping the Forward Thruster Oily Bilge Wells to Oily
Bilge Well No.8
a) Open the thruster oily bilge pump suction valve 703A2099 and
discharge valve 703A2100.

Procedure for Pumping Oily Bilge Water Overboard via the Bunker
Station Connections
a) Ensure that the shore station or barge is able to receive the oily
bilge water.
b) Establish a communication system with the shore station or barge
and agree the amount of oily bilge water to be transferred.
c) Connect the discharge pipe to the port or starboard bunker station
connection as appropriate and check that the piston oily bilge
pump remote stop button operates.
d) Set the piston oily bilge pump suction and discharge valve as in
the following table:

b) Open the discharge valve to the bilge well 703A2103.
c) Open the individual thruster oil bilge well suction valves
703A1009/1234/1235/1236.
d) Start the thruster oily bilge pump and pump out the thruster oily
bilge wells. This pump has a local start and stop.
Procedure for Pumping the Steering Gear Compartment Oily Bilge
Wells to the Oily Bilge Deep Tank 15S
a) Open the port steering gear compartment oily bilge well suction
valves 703A2104/5 and the starboard steering gear compartment
oily bilge well suction valves 703A2108/9.
b) Open the port steering gear oily bilge well hand pump discharge
valve to the oily bilge deep tank 15S 703A2070.
c) Pump out the port steering gear bilge well.
d) Open the starboard steering gear oily bilge well hand pump
discharge valve to the oily bilge deep tank 15S 703A2071.
e) Pump out the starboard steering gear bilge well.

Position

Description

Valve

Open

No.1 piston oily bilge pump suction valve

703A2086

Open

No.1 piston oily bilge pump non-return
discharge valve

703A2084

Open

No.1 piston oily bilge pump discharge valve

703A2083

Open

No.2 piston oily bilge pump suction valve

703A2087

Open

No.2 piston oily bilge pump non-return
discharge valve

703A2085

Open

No.2 piston oily bilge pump discharge valve

703A2082

Closed

Piston oily bilge pump remote operated
discharge valve to the oily bilge deep tank

703A2057

Piston oily bilge pump discharge valve
to the bunker station

703A2056

Open

e) Set one of the piston oily bilge pumps as the operational pump
and the other as the standby.
f) From the ECR set the bilge well suction valves as above in order
to pump out the particular bilge wells.

Procedure for Draining Oil from the Oily Bilge Deep Tank 15S
The tank is provided with a high level alarm. Tank filling must cease when this
alarm is triggered.
a) Supply steam heating to the forward and after compartments of
the deep tank. Ensure that the condensate drain valves
732A1161/2 are open. Ensure that the temperature does not
exceed 70ºC.
b) Allow the contents of the oily bilge deep tank 15S to settle for as
long as possible.
c) Open the filling valve 703A2076 on the waste oil collection tank
15S.
d) Open the spring loaded self-closing test valves 703A2063 (high)
and 703A2065 (low) on the forward compartment, in order to
determine that there is oil present at the correct level in the tank.
The flow of oil or water may be detected by observing the
discharge from the valve pipe into the collecting funnel.
e) Open the oil drain valve 703A2064 and drain oil from the forward
compartment of the oily bilge deep tank 15S, to the waste oil
collection tank 15S.
f) Open the oil drain valve 703A2061 on the after compartment and
drain oil from the oily bilge deep tank aft compartment to the
waste oil collection tank.
g) Discharge from the valve pipes into the collecting funnel should
be monitored visually when items e) and f) are performed. The
valves should be closed if water commences to flow.
h) When all oil ceases to flow from the valves in items e) and f), the
valves are closed. The oily bilge deep tank may be refilled from
the oily bilge wells or water may be pumped from the tank via the
coalescer or the oily water separator.

g) Position a responsible person at the bunker station, with an
effective means of communication with the ECR and the shore
station or barge.
h) Start the piston oily bilge pump and pump the bilge wells ashore
or to the barge. The person at the bunker station should observe
the pipe connection for leaks and be prepared to stop the pump if
required.
i) When the bilge wells are empty, stop the pump and disconnect the
discharge pipe, taking care to avoid spilling any oily water in the
pipe.

Issue: First

6.6.1 Oily Bilge System Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.6.2a Oily Water Separator

Sensor
Electrode

Safety
Valve

Backwashing
Discharge
Valve

Pneumatic
Three way
Valve

Compressed
Air Supply
6-8 bar

Overboard
Stop Valve
Backwashing
Water Supply

Oil
Discharge
Valve

Three
-way
Cock

Control
Box

Sample
Discharge
Funnel

Pressure
Reducing
valve

15 ppm Alarm
Monitor

Basket
Strainer

Non
Return
valve

To
Sludge
Tank

To Bilge

Suction
Valve
Non-Return
Valve

Issue: First

Foot Valve
With Strainer

Backwashing
Water
Supply Valve

Illustration 6.6.2a Oily Water Separator

P&O Aurora
6.6.2 Bilge Water Separator
Coalescer Oily Bilge Separator
Maker:
Type:
No. of Sets:
Capacity:
Serial No.

RWO Water Technology
SKIT S100 gravity separator with coalescer
1
10m3/h
5297

Oily Water Separation Plant
Maker:
Type:
No. of Sets:
Capacity:

Westfalia Separator
Centri-pack
1
50-100 l/m

Introduction
There are two bilge water separation systems. Both can draw oily water from
the oily bilge deep tank 15S and then pump the cleaned water overboard. Both
can also be used for pumping out the bilge water DB tanks 14P and 14S. The
centrifugal separation plant may also be used for pumping out the oily bilge
wells directly.
Operation of the Coalescer Oily Bilge Separator
This unit has its own pump which is located at the outlet from the coalescer,
thus oily water is drawn into the unit rather than pumped in. This arrangement
avoids unnecessary mixing of the oil and water due to the turbulence set up in
the pump, so easing the burden on the coalescer. The unit works through
gravity with coarse separation taking place in the first stage due to the
difference in densities of the oil and water. The separated oil flows to the top
of the unit and the remaining oily water then passes to the coalescer stage
where it flows through a porous element which attracts the oil droplets. The
droplets of oil on the coalescer surface become larger and flow to the top of the
unit where they combine with the oil from the coarse separation. A heater in
this upper region supports the separation process and promotes the pumping of
the oil. A sensor measures the level of the oil collected and as soon as a preset
level is reached, the automatic level control opens the oil discharge valve and
the backwash water inlet valve. The incoming backwash water flushes the oil
to the waste oil collection tank 15S. The backwash process cleans the coalescer
unit and maintains it in optimum condition. During the backwash process the
pump and heater are switched off.
The water outlet from the oily water separator is continuously monitored for
oil content and a warning is given if the oil content exceeds 15 ppm. When the
alarm is triggered, a pneumatic three-way valve is activated and the outlet from
the oily water separator is directed back to the oily bilge deep tank.

Issue: First

Technical Operating Manual
The oily water separator operates automatically and requires an electrical
power supply for the pump, heater and controls, an air supply for the three-way
valve and a fresh water supply for the backwash system.

If the oil content does not fall below 15ppm within a set time, an alarm will be
triggered.

Operation of the Oily Water Separation Plant

The oily water separation plant operates automatically and may be started and
stopped from the control room.

The centrifugal oily water separation plant consists of the following
equipment:

Procedure for Pumping Water Overboard from the Oily Water Deep
Tank 15S via the Coalescer

Centrifugal separator
Feed pump
Automatic filter
Steam preheater
Temperature control unit

a) Inform the bridge of the intention to pump the oily bilges via the
oily water separator plant. Obtain permission to do so.
b) Ensure that there is electrical power at the coalescer unit, together
with an air supply and a fresh water supply.

Separator control unit

c) Check the operation of the control panel and the oil in water
monitoring system by pressing the TEST button for 3 seconds.

Oil in water monitor

d) Check that the coalescer oily bilge separator is full of water.

Sludge pump
e) Set the valves as in the following table:
All items are mounted on one module, together with the associated pipework,
valves and cabling. The feed pump takes suction from the bottom of the oily
bilge deep tank 15S, or from bilge water DB tanks 14P and 14S. The feed
pump, which is protected against large particles by a coarse suction filter,
delivers the oily water to the motor driven metal edge filter, which protects the
heater and separator disc stack from larger particles which might cause fouling
or clogging. The filter is monitored by a differential pressure switch and if the
filter is clogged, the switch is triggered and starts the motor for 10 seconds in
order to scrape solids from the strainer. The solids then collect at the bottom of
the filter housing. After a set number of cleanings, an alarm is triggered and
the solids must be drained from the bottom of the filter housing.
Oily water passing through the heater has its temperature raised in order to
promote separation. Operation of the separator is monitored and controlled
automatically via the control panel. The separator has water and oil outlets.
The oil flowing to the waste oil collection tank 15S and the water flowing
overboard via an oil in water monitor and three-way valve. If the monitor
senses an oil content in excess of 15ppm, the pneumatically activated threeway valve directs the water discharge back to the oily bilge deep tank 15S.
Separator bowl cleaning is carried out when the oil content monitor senses a
discharge oil content in excess of 15ppm. During the cleaning process, the
separator inlet three-way valve recirculates the oily water back to the oily bilge
deep tank. Sludge from the bowl is discharged into a sludge tank located below
the separator. This small sludge tank may be pumped to the sludge settling tank
15S when required. After ejection, the separator is returned to operation with
discharge directed back to the oily bilge deep tank, until the oil in water
monitor senses that the oil content of the water has fallen below 15ppm.

Position

Description

Valve

Open

Oil discharge non-return valve to waste oil
collecting tank 15S

703A2111

Recirculation non-return valve back to oily
bilge deep tank 15S

703A2041

Backflush non-return valve to oily bilge
deep tank 15S

703A2116

Open

Oily bilge deep tank suction valve

703A2060

Open

Oily bilge deep tank remotely operated
suction valve

703A2117

Open
Open

Open

Coalescer overboard discharge non-return valve 703A2115

Open

Bilge overboard discharge non-return valve

703A2080

Open

Bilge overboard discharge valve

703A2079

f) Switch the coalescer oily bilge separator main switch on to start
the plant. The plant will go through the backflush cycle in order
to ensure that the unit is full.
g) When the GREEN WATER DISCHARGE light illuminates
green, this indicates that the unit is full. The pump will now
operate and take suction from the oily bilge water deep tank.
h) The heater may now be operated by pressing the HEATER switch.

6.6.2 Bilge Water Separator Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.6.2a Oily Water Separator

Sensor
Electrode

Safety
Valve

Backwashing
Discharge
Valve

Pneumatic
Three way
Valve

Compressed
Air Supply
6-8 bar

Overboard
Stop Valve
Backwashing
Water Supply

Oil
Discharge
Valve

Three
-way
Cock

Control
Box

Sample
Discharge
Funnel

Pressure
Reducing
valve

15 ppm Alarm
Monitor

Basket
Strainer

Non
Return
valve

To
Sludge
Tank

To Bilge

Suction
Valve
Non-Return
Valve

Issue: First

Foot Valve
With Strainer

Backwashing
Water
Supply Valve

Illustration 6.6.2a Oily Water Separator

P&O Aurora

Technical Operating Manual

i) The coalescer oily bilge separator will function automatically and
will backflush when required. The oil content of the discharge
water will be monitored. If the level exceeds 15ppm, the unit will
automatically backflush and go into recirculation mode, whilst the
oil content is checked after back flushing.
Procedure for Pumping Water Overboard from the Bilge Water DB
Tanks 14 Port and Starboard via the Coalescer
a) The procedure is identical to that for pumping out the oily bilge
water deep tank 15S, except that the oily deep tank suction valve,
703A2060, and the oily bilge deep tank remotely operated suction
valve, 703A2117, are closed.
b) Open the following remote bilge water DB tank 14P and 14S
valves from the ECR:
Description

Valve

Bilge water DB 14P remote line suction valve

703A2113

Bilge water DB 14S remote line suction valve

703A2114

c) Operate the coalescer plant as above, until the DB tanks are
empty.
Procedure for Pumping Water Overboard from the Oily Water Deep
Tank 15S via the Oily Water Separation Plant
a) Inform the bridge of the intention to pump the oily bilges via the
oily water separator plant. Obtain permission to do so.
b) Ensure that there is electrical power at the oily water separation
plant together with an air supply and a fresh water supply.
c) Ensure that all instruments are reading and that the pneumatically
operated three-way valves are functioning.

Open

Bilge overboard discharge non-return valve

703A2080

Open

Bilge overboard discharge valve

703A2079

Procedure for Pumping Water Overboard from the Bilge Water DB
Tanks 14P and 14S via the Oily Water Separation Plant

g) Check the oil level in the separator gearbox and replenish if
necessary; ensure that the separator drum brake is off.

a) The plant is operated in the same way as described previously,
except that the suction valves from the oily bilge deep tank 15S
are closed.

h) At the separator system control panel, push the black
SEPARATOR button and move the FC FEED PUMP switch to
the MAN position.

b) Open the following valves, from bilge water DB tanks 14P and
14S.

i) Start the feed pump by pressing the FEED PUMP button. Adjust
the feed pump speed to approximately 30 Hz using the PLUS and
MINUS buttons.

Description

Valve

Oil bilge water DB 14P remote suction valve

703A2039

Oil bilge water DB 14S remote suction valve

703A2040

j) Open the steam supply and condensate valves at the heater.
k) Move the CIRCULATION OPERATION switch to position ‘1’.
l) The separator will run up to speed and the temperature will rise
steadily. When the centrifuge is operating at the correct speed and
the temperature is about 80ºC, start the separation process by
pressing the black SEPARATION button.

Procedure for Pumping Water Overboard from Oily Bilge Wells via the
Oily Water Separation Plant
a) The plant is operated in the same way as for pumping out the oily
bilge deep tank, except that the deep tank suction valves are
closed.
b) Open the oily bilge main suction valve 703A2088.

m) Check that the discharge pressure is between 3 and 4 bar; adjust
if necessary.
n) Check the operation of the oil in water monitor by opening the
clean water supply to the monitor; the display should read 00
ppm. Open the sample valve to the monitor and close the clean
water valve.

c) Open the individual bilge well remotely operated suction valves,
as described in the Procedure for Pumping the Oily Bilge Wells to
the Oily Bilge Deep Tank 15S (section 6.6.1).

o) Move the selector switch CIRCULATION OPERATION to the
‘0’ position. Note that the separator discharge will only change
from recirculation to overboard discharge when the oil monitor
reads 15 ppm or less.
p) Move the FC FEED PUMP key switch to the AUTO position.

d) Check the level of sludge in the separator sludge tank and pump
the sludge to the sludge settling tank 15S if necessary.
e) Check that all the separator unit valves are open.

q) The separator plant will now operate automatically to discharge
cleaned water overboard and oil to the waste oil collecting tank.
The separator bowl will be flushed automatically when the
discharge water oil content exceeds 15 ppm.

f) Set the external valves as in the following table:
Position

Description

Valve

Open

Remotely operated suction valve from
oily bilge deep tank 15S

703A2055

Oily bilge deep tank 15S suction valve

703A2060

Open

Issue: First

r) To shut down the separation plant, the red SEPARATION button
must be pressed and the steam and condensate valves closed. The
FC FEED PUMP switch is moved to the MAN position and the
red FEED PUMP button pressed, to stop the feed pump. All
system valves must be closed and the oil monitor flushed through
with fresh water before switching off. Valves in the bilge lines
must be closed.

6.6.2 Bilge Water Separator Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.6.3a Main Bilge System
Chain
Locker
Bilge & Ballast
Pump
No.3
225m3/h

1293
1294

LAH

1189

1178

50

1170

1161 1160

200

1104

1144

80

1165

1105

1112

1137

1129

80

LAH

Void
Space
TK 16

1113

+PI

100

1122

C/D DB
10

PI

1086
1100

1127 S

1150
LAH

100

80
80

100

C/D
DB
9

HFO
DB 8
(P)
1051

HFO
Settl.
TK 10 (S)

80

HFO
DB 8
(S)
1042

1264

1053

LAH

Sea Cooling
Water Pump
For M.E.

LAH

LAH

Sea Cooling
Water Pump
To Oily
For M.E.
Bilge
System

LAH

LAH

1028

1033

80

1032

1023
1018

50

PW TK 7
Inner (S)
PW
TK 7
Outer
(S)

1012

1006

50

1192

Void
Space
TK 3

LAH

LAH LAH

1234 1235

1027
80

80

1024

1034
1029
LAH

LAH

1019

LAH

LAH

PW
TK
3&2
(S)

1236

1009
50
1014

LAH

1065

LAH

50

LAH

1073

Stabilizer
Plant
LAH

LAH

1013

Connection
To Oily
1279
Bilge
System

1241

1040
50

80

100

LAH

Heeling
TK 14
(S)

PW TK 7
Inner (P)

100

80

HFO
Service
TK 10 (S)

PW
TK 7
Outer (P)

200

1068

1083
1096

1109

1052
1041

200

S

80

HFO
Settl.
TK 10 (P)

1017

S

1155

C.D. DB
15 (S)

200

200

200

+PI

1273

PI

1159

1209

Steering
Gear

Void Space
TK 17

From
Bilge/
Ballast
System

PI

S

S

1158

1268

1303

Void Space
TK 19

PI

PI

1263

HFO
Service
TK 10 (P)

200

1200

Stern
Thruster
Room

+PI

DB14S

50

BW/GW
BW/GW
TK 17
TK 18 (S)
(S)

PI

1174
1157

LAH

50

S

1164
1169

1277

80

IT

1216

1190

1154
Bilge
Water DBs
DB14P

IT

50 1204 80 1217

100

PI

50

To Oily
Bilge Hand
Pump 1205

1280

1099

1274

LAH

1072

1082

1011

50
1278

LAH

1064

1118

1139

80

PI

200

1199

+PI

Heeling
TK 8
(P)

1094
80

1091

200

1215

LAH

1177

100

LAH

LAH

200

1149

IT

Steering
Gear

1208

BW/GW
TK 17
(P)

1108

Chain
Chain
Locker
Locker

LAH

1125

200

IT

BW/GW
TK 18
(P)

LAH

LAH

250

1184

100
200

50

50

LAH

LAH

Fire Main
Connection

Stabiliser
Plant
1121

LAH

LAH

LAH

1237

200

Stern
Thruster
Room

LAH

Void
Space
TK 16

200

Void Space
TK 17

Bilge & Ballast
Pump
No.1
LAH
225m3/h

LAH

Heeling
TK 14
(P)

200

Void Space
TK 19

LAH

Bilge & Ballast
Pump
No.2
225m3/h

200

200

Emergency
Bilge Pump
225m3/h

LAH

1300

Heeling
TK 8
(S)

1005
1323

Fire Main
Connection
Arrangement Of Discharge Pipes

Deck 4 11500

Shell

Deck 3 8800
1300

Plastic
Coated
4800

Key
Bilges
Well

Deck 2 6100

7500
From
BL

Note* All valve numbers are
prefixed by 703A unless stated
otherwise.

Issue: First

Illustration 6.6.3a Main Bilge System

P&O Aurora
6.6.3 Main Bilge System
Bilge and Ballast Pump
Maker:
Type:
No. of Sets:
Capacity:

Pompe Garbarino
MU 125/250LP
3
225m3/h 2bar

Emergency Bilge Pump

Technical Operating Manual
The forward part of the ship, comprising the bow thruster room, the well on
deck 4 and the chain locker have their own bilge pumping system. The bow
thruster room oily bilge may be pumped out via the oily bilge system, as
described in section 6.6.1, but the removal of clean bilge water from these
spaces is accomplished by means of ejectors powered by water from the fire
main.
(Note! Prior to pumping bilges overboard, permission must be obtained from
the bridge and details of the discharge should be recorded in the engine room
log book.)

(Note! As these pumps are expected to be ready for bilge and ballast duties at
all times, the priming system should be kept operational.)
e) Set the remotely operated bilge well valves as in the following
table, in order to pump out the particular bilge wells.
(Note! The table lists all bilge well valves, but these valves will not all be open
together. Particular sets of valves may be opened and closed remotely whilst
the pump(s) operate, in order to pump the bilge wells.)
Forward Section of Bilge Main

Maker:
Type:
No. of Sets:
Capacity:

Pompe Garbarino
MU 125/250LP
1
225m3/h 2bar

Procedure for Pumping out the Bilge Wells using the Bilge and Ballast
Pumps and Discharging Clean Bilge Water Overboard
a) Inform the bridge of the intention to pump clean bilge water
overboard. Obtain permission to do so.

Introduction
The main bilge system complies with SOLAS regulations for the pumping of
liquids from spaces where they may collect. The system comprises a suction
main which runs the length of the hull and to which suction branches are
connected. These branches give access to bilge wells in all the compartments.
Each bilge well suction pipe is provided with a mud box strainer and a
hydraulically actuated valve which can be activated from the ECR.

b) Check all instrumentation in the bilge system and ensure that it is
working correctly.
c) Select the bilge and ballast pump(s) to be used for the bilge
pumping operation and set the valves as in the following table:
(Note! These pumps are also used for ballast operations and it is essential that
the valves be correctly set for pumping bilges.)

Compartments may have two or more bilge wells, depending upon their
location. The bilge wells are provided with high level alarms.
Three bilge and ballast pumps take suction from the bilge main. These pumps
are electrically driven from the main supply. There is an emergency bilge pump
which is supplied with power from the emergency switchboard system. Pumps
are self-primed by means of a priming unit associated with the pump. All
valves on the priming unit must be open before the pump is started, the unit
must also be supplied with water from the non-potable water system.
All bilge pumps have direct overboard discharge connections. The overboard
discharge pipes have an inverted U form, with the top above the vessel’s load
waterline. This prevents the backflow of sea water into the pump pipework.
Two of the main generator cooling sea water pumps, DG 1 and 2 CSW pump
No.1 and DG 3 and 4 CSW pump No.1, are provided with direct bilge suctions
for emergency pumping out of the main engine compartments.
Bilge pumping operations are carried out from the ECR. The pumps and
valves can all be started and stopped remotely from the IMACs system.
The bilge main also has connections to cofferdams throughout the ship and
these may also be pumped out using the bilge pumps.

Issue: First

Position

Description

Open

Non-return
discharge valve

Open
Open

Remote operated
discharge valve
Remote bilge
main suction valve

Pump 1
Valve
703A1273
703A1091

Pump 2
Valve
703A1274
703A1118

Pump 3
Valve
703A1277

Description

Valve

Bilge main forward section isolating valve

703A1068

Description

Port
Valve

Starboard
Valve

Centre
Valve

Compartment No.4
bilge well suction valve

703A1023

703A1024

Compartment No.5
bilge well suction valve

703A1028

703A1029

703A1027

Compartment No.6
bilge well suction valve

703A1033

703A1034

703A1032

Compartment No.7
bilge well suction valve

703A1041

703A1042

703A1241

Compartment No.8
bilge well suction valve

703A1052

703A1053

Compartment No.9
bilge well suction valve

703A1064

703A1065

703A1139
Cofferdam DB Tank Bilge Valves

703A1086

703A1113

703A1144

Emergency Bilge Pump Valves

Description

Valve

Void space tank 3 port

703A1018

Position

Description

Valve

Void space tank 3 port

703A1019

Open

Non-return discharge valve

703A1280

Cofferdam DB No.7 suction valve

703A1040

Open

Remote operated discharge valve

703A1184

Cofferdam DB No.8 suction valve

703A1051

Open

Remote operated overboard discharge valve

703A1237

Cofferdam DB No.9 suction valve

703A1058

Open

Remote bilge main suction valve

703A1189

d) Check that the priming system for each pump is operational.
Check that all valves are open and that the priming unit is being
supplied with water from the non-potable water system.

6.6.3 Main Bilge System Page 1

P&O Aurora

Technical Operating Manual

Forward Centre Section of Bilge Main (Isolating Valve Located Between
No.s. 1 and 2 Bilge and Ballast Pumps)

Aft Section of Bilge Main (Isolating Valve Located Between No.3 Bilge
and Ballast Pump and the Emergency Bilge Pump)

Description

Valve

Bilge main aft section isolating valve

Bilge main forward centre section isolating valve

703A1112

Port
Valve

Starboard
Valve

703A1159

Description

No.1 bilge and ballast pump
direct suction compartment No.10 starboard

703A1095

Compartment No.14 bilge well suction valve

703A1164

703A1165

No.2 bilge and ballast pump
direct suction compartment No.12 port

703A1121

Compartment No.15 bilge well suction valve

703A1177

703A1178

Compartment No.16 bilge well suction valve

703A1193

703A1194

No.2 bilge and ballast pump
direct suction compartment No.12 starboard

703A1122

Valve

No.3 bilge and ballast pump
direct suction compartment No.13 port

703A1149

No.3 bilge and ballast pump
direct suction compartment No.13 starboard

703A1150

Emergency bilge pump
direct suction compartment No.14 port

703A1169

Emergency bilge pump
direct suction compartment No.14 starboard

703A1170

Compt. No.10 aft bilge well suction valve

703A1072

703A1073

Compt. No.10 aft (2) bilge well suction valve

703A1082

703A1083

Compt. No.11 bilge well suction valve

703A1099

703A1100

Description

Compt. No.12 forward bilge well suction valve 703A1108

703A1109

Stern thruster room
forward bilge well suction valve

703A1217

Stern thruster room aft bilge well suction valve

703A1204

Description

Valve

Cofferdam DB No.10 suction valve

703A1077

Cofferdam DB Tank Bilge Valves

Cofferdam DB No.11 suction valve

703A1104

Cofferdam DB No.15 port suction valve

703A1190

Aft Centre Section of Bilge Main (Isolating Valve Located Between No.s.
2 and 3 Bilge and Ballast Pumps)

Cofferdam DB No.15 starboard suction valve

703A1268

Void space tank 16 port suction valve

703A1199

Bilge main aft centre section isolating valve

Void space tank 16 starboard suction valve

703A1200

Starboard
Valve

Void space tank 17 port suction valve

703A1208

Description

Port
Valve

Void space tank 17 starboard suction valve

703A1209

Compt. No.12 aft bilge well suction valve

703A1126

703A1127

Void space tank 18 port suction valve

703A1215

Compt. No.13 bilge well suction valve

703A1154

703A1155

Void space tank 18 starboard suction valve

703A1216

Void space tank 19 suction valve

703A1205

Cofferdam DB Tank Bilge Valves
Description

Valve

Cofferdam DB No.12 suction valve

703A1129

Cofferdam DB No.13 suction valve

703A1137

Cofferdam DB No.14 suction valve

703A1174

Issue: First

703A1094

Starboard
Valve

703A1265

703A1112

No.1 bilge and ballast pump
direct suction compartment No.10 port

Port
Valve

Compt. No.10 forward bilge well suction valve 703A1263

Cofferdam DB Tank Bilge Valves

Direct Bilge Suctions

Void spaces 3, 16 and 17, and cofferdam DB tanks 7, 8, 9, 10, 11, 12, 13, 14
and 15 are all fitted with high level alarms.
f) From the IMACs, start the selected pump and pump the bilge
well(s) overboard.
g) During pumping, a close watch must be kept on the operation to
ensure that no contaminants are discharged.
h) When the pumping of bilges, coffer dams and void spaces is
complete, shut off the pump(s) and close all valves.

6.6.3 Main Bilge System Page 2

P&O Aurora

Technical Operating Manual

Procedure for the Pumping of the Forward Thruster Room Bilges and
Chain Locker Bilge using the Ejector System

Open

Bow thruster room aft bilge well suction valve 703A1234

Open

Bow thrust rm centre bilge well suction valve

There are ejectors on the port and starboard sides, each being connected to the
bilge wells on that side of the ship. Normally the fire main connection on the
port side would be used to operate the port ejector and the starboard fire main
connection would operate the starboard ejector. However, there is a cross
connection valve, 703A1279, which allows one fire main connection to
operate both ejectors.

Open

Bow thrust rm forward bilge well suction valve 703A1236

All valves are manually operated and the pumping of the forward bilge wells
must be performed locally.
a) Contact the bridge and obtain permission to pump the forward
bilge wells.
b) Ensure that a pump is supplying the fire main and that there is
sufficient pressure to operate the ejectors.
c) Set the valves in the following table, in order to pump the
particular bilge well.
Port Ejector
Position

Description

Valve

Closed

Fire main cross connection valve

703A1279

Open

Fire main connection valve to ejector

703A1278

Open

Overboard discharge valve

703A1011

Open

Ejector outlet valve

703A1013

Open

Ejector outlet non-return valve

703A1012

Open

Chain locker suction valve

703A1006

Open

Bilge well on deck 4

703A1192

Starboard Ejector
Position

Description

Valve

Closed

Fire main cross connection valve

703A1279

Open

Fire main connection valve to ejector

703A1300

Open

Overboard discharge valve

703A1323*

Open

Ejector outlet valve

703A1005*

Open

Chain locker suction valve

703A1014

Open

Bow thruster room bilge suction valve

703A1009*

Issue: First

703A1235

*These valves are normally kept open.
d) The bilges are pumped via the ejectors and when the bilge well(s)
are dry, the ejector system is shut down and the valves closed,
apart from those indicated. These valves are normally left open so
that the spaces may be pumped out in the event of flooding which
would prevent access to the valves.

Procedure for the Emergency Pumping of Machinery Space Bilges via
the Cooling Sea Water Pumps.
The main engine cooling sea water pumps, DG 1 and 2 CSW pump No.1 and
DG 3 and 4 CSW pump No.1, are provided with direct bilge suctions for the
emergency pumping of the main engine compartments.
Whilst the main engine(s) are operating, these pumps would normally be
running or would be in the standby mode with suction and discharge valves
open. The emergency bilge suction valves associated with these pumps have
long hand wheels which project a minimum of 460mm above the engine room
floor plates.
In the event of an emergency which necessitates rapid removal of large
quantities of water from the engine room spaces, the following action should
be taken:
(Note! In an emergency the bilges may be pumped, even though there may be
small quantities of oil present.)
a) If the pumps are not already operating, start DG 1 and 2 CSW
pump No.1 if compartment 11 is subject to flooding and DG 3 and
4 CSW pump No.1 if compartment 12 is flooding. If both
compartments are flooding, both pumps must be started if they are
not already operating.
b) Open the emergency bilge suction valve(s). For DG 1 and 2 CSW
pump No.1 in compartment 11, valve 701A1039 must be opened.
For DG 3 and 4 CSW pump No.1 in compartment 12, valve
701A1202 must be opened.
c) The pumps will then draw water from the compartment bilge and
pump it overboard via the cooling SW system. The pumps will
also be drawing water from the sea, as the main sea suctions
remain open; these valves, 701A1034 and 701A1131, should be
closed in order to obtain full suction from the bilge, if the level of
water in the bilge continues to rise.

6.6.3 Main Bilge System Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.6.4a Ballast Water System

250
200

BW/GW
TK 17
(P)

BW
DB
TK 8
(P)

PI

PI

PI

PI

A1084

200

A1081

A1086

A1083

A1060
A1058

A1056

A1105

A1102

A1044
A1059

A1057

A1045

A1071
A1051

A1097

BW
DB TK 4
(P)

A1018

A1020
A1025

BW
TK 2

A1013
A1008

200

200

A1003

200

A1124

A1038 A1034

BW/GW
DB TK 6
(P) BW/GW
DB TK 5
A1024
(P)

PW
TK 7
Outer
(P)
PW
TK 7
Inner
(P)

200
200

200

200
200

A1061

A1103

200

PI

A1033

A1043

S

A
1100
A1097

BW/GW
TK 17
(S)

PI

A1101

S

200

TI

PI

200

PI

TI

A1104

TI

A1082

S

A1085

200

BW
TK 18
(S)

A1032

200

200

PI

A1106

BW
DB 16/17

A1137
A1134

Heeling
TK 8
(P)

BW/GW
DB TK 10
(P)

A1050

200
R1017

TI

From Bilge
System

200

BW DB
TK 10
(P)

A1042

TI

A1135

A1136

R1079
A1074

BW DB
TK 11
(P)

A1070

200

BW TK
19
Aft
Peak
(P)
BW TK
19
Aft
Peak
(S)

A1133

R1101

A1098

200

BW
TK 18
(P)

BW DB
TK 12
(P)

200

250

Ballast Pump
No.3
225m3/h

200

Heeling
TK 14
(P)

TI

Void Space
TK 17

Void
Space
TK 16

Ballast Pump
No.2
225m3/h

200

Ballast Pump
No.3
225m3/h

BW
DB
TK 8
(S)

PW
TK 7
Inner
(P)
PW
TK 7
Outer
(S)

A1026

A1027

BW/GW
DB TK 6
(S)

A1014

BW
TK 1
Fore
Peak

A1009

A1021 A1019

BW/GW
DB TK 5
(S)

BW
DB TK 4
(S)

A1075

Void Space
TK 17

Void
Space
TK 16

Heeling
TK 14
(S)
Sea Water Crossover 13

BW DB
TK 12
(S)

BW DB
TK 11
(S)

BW DB
TK 10
(S)

BW/GW
DB TK 10
(S)

Sea Water Crossover 9

Heeling
TK 8
(S)

Arrangement Of Discharge Pipes

Deck 4 11500

Shell

Deck 3 8800
1300

Plastic
Coated
4800

Key
Ballast Water

Deck 2 6100

7500
From
BL

Bilges

Note* All valve numbers are prefixed 702

Issue: First

Illustration 6.6.4a Ballast Water System

P&O Aurora

Technical Operating Manual

6.6.4 Ballast and Heeling System

Ballast Tank Capacities

Bilge and Ballast Pump

Ballast Water Compartments

Capacity m3

BW tank No.1 fore peak

418.23

BW tank No.2

323.95

BW DB 4P

75.82

BW DB 4S

75.03

BW/GW DB 5P

92.01

BW/GW DB 5S

101.87

BW/GW DB 6P

111.63

BW/GW DB 6S

115.42

BW DB 8P

67.05

BW DB 8S

67.05

BW/GW DB 9P

54.95

BW/GW DB 9S

54.95

BW DB 10P

108.30

BW DB 10S

108.30

BW DB 11P

137.65

BW DB 11S

137.65

BW DB 12P

62.95

BW DB 12S

62.95

BW/GW DB 17P

234.84

BW/GW DB 17S

234.84

BW DB 16/17 skeg

371.17

All valves are remotely operated from the ECR IMACs system.

BW DB 18P

147.62

All ballast tanks are vented, the forward tanks to the fore mast and the aft tanks
to the funnel top.

BW DB 18S

151.39

BW DB 18/19 skeg

189.12

Ideally the ballast tanks should be completely filled or emptied. Slack tanks
give a free surface effect which can be detrimental to stability.

BW DB 19P aft peak

99.40

BW DB 19S aft peak

99.40

Maker:
Type:
No. of Sets:
Capacity:

Pompe Garbarino
Centrifugal Self priming
3
225m3/h 2bar

Introduction
The ballast system enables sea water to be loaded into, and removed from,
tanks within the ship in order to maintain the vessel’s stability and also provide
for control of the trim and heel.
The vessel’s stability and trim must be established prior to leaving port and the
amount of ballast required in particular tanks determined. During passage,
additional ballast may be required in order to compensate for fuel consumed.
Sea water is supplied to the ballast tanks via the sea suction valves of the bilge
and ballast pumps. The ballast tanks may be pumped up using one or more of
the bilge and ballast pumps. The sea suction of the pump is opened and the
pump started, with the discharge valve to the ballast main open. Opening the
isolating valves on the ballast main allows sea water access to the complete
ballast main or to sections of the ballast main as required. Individual ballast
tank valves are then opened, to allow the filling of the particular tanks.
Alternatively, the ballast tanks may be run up from the sea, which is a much
slower process and does not require the pumps to operate. Opening the sea
suction valve of one of the pumps together with the associated ballast main
suction valve allows sea water into the ballast main. Individual ballast tank
valves are then opened to allow for filling of the particular tanks. This
arrangement of running up ballast tanks from the sea prevents rapid filling of
the tanks and allows for easier control of the ballasting operation.

(Note! All water transfer operations must be recorded in the log book.)

Issue: First

Procedure for Filling the Ballast Tanks with Sea Water via one of the
Bilge and Ballast Pumps

Total: 3,703.53

a) Determine which ballast tanks are to be filled and sound the tanks
to determine if any ballast water is already present.
b) Confirm with the bridge which tanks are to be filled and the
quantity of water to be put in each tank. Confirm a timetable and
the order in which the ballast tanks are to be filled.
c) Check that the priming system for the ballast pumps is operational
with all necessary valves open and fresh water supplied from the
non-potable water system. The priming system should always be
in an operational condition, in order to allow the bilge and ballast
pumps to be started from the control room at any time.
d) Set the pump valves as in the following table. All valves are
remotely operated from the IMACs system.
(Note! The tanks may be filled using any of the bilge and ballast pumps but a
careful check must be made to ensure that the correct pump valves are set for
the pump to be used. This is important, as the same pumps can be used for
bilge pumping duties and care must be taken to ensure that bilge water is not
pumped into ballast tanks.)
Position Description

Pump 1
Valve

Pump 2
Valve

Pump 3
Valve

Open

Sea suction valve

702A1066

702A1100

702A

Closed

Ballast main
suction valve

702A1068

702A1103

702A

Ballast main
discharge valve fwd 702A1060

702A1101

702A

Ballast main
discharge valve aft

702A110x

702A

Open
Open

702A1061

e) Ballast main isolating valves (from pumps) will be open or closed
depending upon which section of the main is being supplied and
which bilge and ballast pump is in operation. The isolating valves
must be set so that water will flow in the required section of the
ballast main from whichever pump is operational.
Description

Fwd Valve

Aft Valve

No.1 bilge and ballast pump
ballast main isolating valves

702A1067

702A1069

No.2 bilge and ballast pump
ballast main isolating valves

702A1102

702A1105

No.3 bilge and ballast pump
ballast main isolating valves

702A

702A

6.6.4 Ballast and Heeling System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.6.4b Ballast Water and Heeling System
Key
Ballast Water
Vents
Non Potable Water

Deck 4

Heeling Tank 14 (Port)
QIAHL

20

Vent For
Level Indicator

LI

1008

Heeling Tank 8 (Port)
142.68m3
QIAHL

200

1009
200

All Valve No.s
Prefixed 783A
Unless Stated

LI

1028

50

20

1025
400

Cross Flooding

Filling From Non Potable
Water System
Water
Sampling

Cross Flooding

Filling From
Non Potable
Water System

To Be Locked In
Open Position

300

1010

Emergency Filling & Drain
From Ballast System

300

Water
Sampling

1011

Drain To Bilge
To Be Locked In
Closed Position

Emergency Filling
& Drain From
Ballast System

HFO DB 8
(Port)

1007
Heeling Pump
1006

+ PI

+ PI

Emergency Filling & Drain
From Ballast System
782A
1002

Water
Sampling

200

20

400

1016
QIAHL

50

Heeling Pump 2
Axial Pump. Reversible
600m3/h 0.6 Bar

+ PI

Emergency Filling
& Drain From
Ballast System
Chemical
Filling

HFO DB 8
(Stb'd)

782A
1001

1003

1026
200

Vent For
Level Indicator

QIAHL

LI

20

1002
Heeling Tank 14 (Stbd)

Heeling Pump 1
Axial Pump. Reversible
600m3/h 0.6 Bar

300

Water
Sampling

1027
LI

Drain To Bilge
To Be Locked In
Closed Position

+ PI

1014

Chemical
Filling

To Be Locked In
Open Position

300

Heeling Tank 8 (Stbd)
142.68m3

50

1001

Leakage Detection
Sensor
Leakage Detection
Chamber

Issue: First

Zn-anode

Illustration 6.6.4b Ballast Water and Heeling System

P&O Aurora

Technical Operating Manual

f) Set the ballast tank filling valves so that only the valves on the
tanks to be filled are open. The valves are listed in the following
table. Check that the valves on the tanks not to be filled are shut.

Description

Filling
Valve

BW tank No.1 fore peak

702A1008

BW tank No.2

702A1009

BW DB 4P

702A1013

BW DB 4S

702A1014

BW/GW DB 5P

702A1018

702A1020

BW/GW DB 5S

702A1019

702A1021

BW/GW DB 6P

702A1025

702A1024

BW/GW DB 6S

702A1026

702A1027

BW DB 8P

702A1033

BW DB 8S

702A1034

BW/GW DB 9P

702A1043

702A1042

BW/GW DB 9S

702A1044

702A1045

BW DB 10P

702A1050

BW DB 10S

702A1051

BW DB 11P

702A1070

BW DB 11S

702A1071

Non-return
Valve

h) When the selected tank is full, close the filling valve and when all
the selected tanks are full, shut off the pump and close all valves,
apart from the pump priming system valves. Check that the tanks
contain the required quantity of ballast water.
(Note! The ballast tanks are vented as they are filled, by the venting system.

a) Consult with the bridge and determine which ballast tanks are to
be emptied and confirm the amount of water to be removed from
the tanks.

Procedure for Filling the Ballast Tanks Directly with Sea Water

b) Sound the ballast tanks to check the amount of water in the tanks.

This procedure does not use the bilge and ballast pumps.

c) Consult with the bridge and agree a timetable for emptying the
ballast tanks.

a) The procedure for checking which tanks are to be filled is the
same as in the procedure above for filling the tanks via the bilge
and ballast pumps.
b) Set the valves at the bilge and ballast pump as in the following
table. Not all pump valve arrangements need to be set, as the tanks
may be run up using one sea connection.
Position Description

Pump 1
Valve

Pump 2
Valve

Pump 3
Valve

Open

Sea suction valve

702A1066

702A1100

702A

Open

Ballast main
suction valve

702A1068

702A1103

702A

Ballast main
discharge valve fwd 702A1060

702A1101

702A

Ballast main
discharge valve aft

702A110x

702A

Closed
Closed

702A1061

c) The ballast main isolating valves should be opened in order. This
will allow water access to the forward and after section of the
ballast main.

BW DB 12P

702A1074

BW DB 12S

702A1075

BW/GW DB 17P

702A1119

702A1117

Description

Forward valve Aft Valve

BW/GW DB 17S

702A1120

702A1121

No.1 bilge and ballast
pump ballast main isolating valves

702A1067

702A1069

No.2 bilge and ballast
pump ballast main isolating valves

702A1102

702A1105

No.3 bilge and ballast
pump ballast main isolating valves

702A

702A

BW DB 16/17 skeg

702A1106

BW DB 18P

702A1133

BW DB 18S

702A1134

BW DB 18/19 skeg

702A1135

BW DB 19P aft peak

702A1136

BW DB 19S aft peak

702A1137

g) Start the selected bilge and ballast pump from the IMACs system
and fill the ballast tanks for which the valves have been set. Check
that only those tanks selected are being filled.

Issue: First

Procedure for Pumping Out Ballast Tanks and Discharging the Ballast
Water Overboard

d) Check that the priming system for the ballast pumps is operational
with all necessary valves open and fresh water supplied from the
non-potable water system.
The priming system should always be in an operational condition, in order to
allow the bilge and ballast pumps to be started from the control room at any
time.
e) Set the bilge and ballast pump valves as in the following table. All
valves are remotely operated from the IMACs system. Only one
pump would normally be used for ballast duties and only the
valves on the selected pump need be set.
(Note! The bilge and ballast pumps are also used for bilge pumping duties and
care should be taken in setting the valves to ensure that ballast water only is
pumped.)

Position Description

Pump 1
Valve

Pump 2
Valve

Pump 3
Valve

Closed

Sea suction valve

702A1066

702A1100

702A

Open

Ballast main
suction valve

702A1068

702A1103

702A

Overboard
discharge valve

702A1091

702A1118

702A1139

Ballast main
discharge valve fwd 702A1060

702A1101

702A

Ballast main
discharge valve aft

702A110x

702A

Open
Closed
Closed

702A1061

d) The ballast tank filling valves should be opened as required to fill
the required tanks. The valves are as shown in the table, in the
section above.
This filling system allows ballast tanks to be run up from the sea and the filling
process is slower than by the use of pumps. The same precautions must,
however, be observed in order to ensure that only the desired tanks are filled.

6.6.4 Ballast and Heeling System Page 2

P&O Aurora

Technical Operating Manual

f) Set the ballast main isolating valves so that the selected pump(s)
can draw ballast water from the forward and after ballast tanks.
The ballast main isolating valves must be set as in the following
table:
Description

Forward valve Aft Valve

No.1 bilge and ballast
pump ballast main isolating valves

702A1067

702A1069

No.2 bilge and ballast
pump ballast main isolating valves

702A1102

702A1105

No.3 bilge and ballast pump
ballast main isolating valves

702A

702A

g) Open the suction valves (the same valves are used for suction and
filling of the ballast tanks) on the selected tanks, from the IMACs
system. The tank vents will allow air into the ballast tanks as
water is removed.

The tanks are vented, allowing air to escape from a tank as water flows in and
enabling air to enter a tank as water is removed. The heeling system is
controlled remotely from the ECR or bridge, as required.
Chemically treated fresh water is employed as the heeling fluid. Chemical
treatment is required in order to prevent corrosion. Samples of the water must
be drawn periodically and tested, chemicals being added to the water is
necessary. The heeling tanks are filled from the non-potable water system.
In an emergency, the heeling tanks may be filled and drained by means of the
bilge and ballast pumps via the ballast main. Heeling tank filling and draining
valves are manually operated and are locked in the closed position unless the
heeling system is being filled or drained via the bilge and ballast pumps.
Before adding or removing water from the heeling tanks, the quantity to be
added to or removed from each of the tanks must be confirmed with the bridge
and a timetable agreed for the operation.

d) From the ECR or bridge, operate the heeling tank control system
for each pair of tanks to transfer the required quantity of water
between the tanks in each pair. Sufficient water needs to be
transferred to change the heel by the required amount. The control
system opens the remotely operated line valve tank (783A1003
for heeling tanks 8P and 8S, and 783A1014 for heeling tanks 14P
and 14S and starts the pump in the required direction to suit the
direction of water transfer required.
e) When the heeling pump is stopped, the remotely operated line
valve is closed to prevent flow of water between the tanks.
Emergency Filling of the Heeling Tanks via the Bilge and Ballast Pumps
a) Set the ballast system for ballast tank filling via the bilge and
ballast pumps, as previously described.
b) Ensure that all ballast tanks are closed.

All water transfer operations must be recorded in the log book.
h) Start the selected pump, to pump ballast water from the selected
ballast tank(s) in the order as agreed with the bridge. Check that
water if flowing from the tank and being discharged overboard.
When the required quantity of water has been removed from the
tank, close the valve and continue pumping water from the other
ballast tanks, if any. When ballast pumping is complete, shut off
the pump and close all the ballast line and pump valves, apart
from the priming system valves.
The Heeling System

Framo
Axial reversible
2
300m3/h 0.6bar

The heeling system is used to maintain the ship in the upright position when in
port or at anchor if the movement of masses within the ship or high wind tends
to incline the vessel.
Two pairs of tanks are employed, heeling tanks 8 port and 8 starboard and
heeling tanks 14 port and 14 starboard. Water is moved between the tanks in
each pair to maintain the ship upright. Each pair of heeling tanks is connected
by pipework to a reversible axial flow pump and that pump operates to transfer
water between the tanks. There is also a separate section of pipe which
bypasses the pump and allows for direct connection between the heeling tanks
when a remotely operated valve is opened. Opening of this valve allows the
levels in the two tanks in each pair to be equalised.

Issue: First

Heeling Water Tanks

Capacity m3

Description

Valve

Heeling tank 8 port

142.88

Heeling tank 8 port filling/suction valve

702A1032

Heeling tank 8 starboard

142.88

Heeling tank 8 starboard filling/suction valve

702A1038

Heeling tank 14 port

185.40

Heeling tank 14 port filling/suction valve

702A1098

Heeling tank 14 starboard

185.40

Heeling tank 14 starboard filling/suction valve

702A1097

Total:

Heeling Pump
Maker:
Type:
No. of Sets:
Capacity:

c) Manually open the heeling tank filling valves as in the following
table:

Heeling Tank Capacities

656.56

Procedure for Operating the Heeling System
a) When the ship is in an upright position prior to entering port,
ensure that the heeling tank pairs have sufficient water and
replenish if necessary. Open the remotely actuated equalising
valve, in order to give the same level of water in each tank,
782A1001 for heeling tanks 8P and 8S, and 782A1002 for heeling
tanks 14P and 14S. Close the valves when the tank levels have
equalised.
b) Open the heeling pump transfer line isolating valves 783A1007
for heeling tanks 8P and 8S, and 783A1010 for heeling tanks 14P
and 14S and lock these valves open. Lock the drain valves
783A1006 and 783A1011 in the closed position.
c) The heeling tank systems are now ready for operation.

d) Operate the selected bilge and ballast pump to put the desired
quantity of sea water in the selected heeling tank.
e) Shut off the pump when the tanks have been filled with the
amount of water required and close and lock the valves.
Emergency Draining of the Heeling Tanks Using the Bilge and Ballast
Pumps
a) The ballast system must be set for pumping out ballast tanks, as
previously described.
b) Suction valves on the heeling tanks from which water is to be
removed must be opened.
c) The bilge and ballast pump is started and water pumped from the
selected tank(s).
d) When the required quantity of water has been removed, the pump
is stopped and all valves closed and locked.

6.6.4 Ballast and Heeling System Page 3

P&O Aurora
6.6.5 Remote Valve Control System
Remote Valve Actuation System
Maker:
Type:
System:

Naval Impianti
Electro-hydraulic
Winner Control

Introduction
Remotely actuated valves are used throughout the vessel, the valves being
actuated electro-hydraulically via electrical signals sent from the IMACs
system. Valves are grouped in fire zones and are controlled from Winner
control cabinets located on different decks within the particular fire zone.
Electrical signals from the mimic panel in the ECR activate switches in the
Winner Control Cabinet (WCC) and this sends oil under pressure to actuate the
valve. A maximum of 45 valves can be managed from the same WCC.

Technical Operating Manual
Depending upon the type of valve, the actuator may be of the Tork (rack and
pinion) type, for butterfly and ball valves, or of the single acting Ram type, for
globe valves. The ram electro-hydraulic actuator is of the single acting type
with a gas spring return system. Each unit is coupled to its own micropower
pack and electro-hydraulic actuator. The micropower pack contains its own oil
tank and electric motor driven pump and associated valves. Each micropower
pack, apart from those for throttling valves, has red and green position
indicating LEDs. Each actuator has a mechanical position indicator; the
IMACs mimic panel gives an electronic indication of the valve’s position.

Each actuator is connected to its own intelligent electronic card in the
associated WCC. Each card has a local control facility and LED operation
indication. Local control is the back-up mode and overrides the IMACs
control. It is possible to group some valves to operate with a common
command, but normal operation is of individual valve movement via the
IMACs system. Each electronic controller card is connected to its associated
valve actuator by means of a multiwire cable, the cabinets containing the
controller cards. These cards are positioned in order to allow for accessibility,
local control and to minimise possible cable signal losses.

a) Ensure that electrical power is available at each of the Winners
Control Cabinets.
b) Check that valves operated from each WCC are set for remote
operation.
c) Check that the IMACs mimic panel indicates that all the valves
are available for remote actuation.

Fixed hand pumps are fitted to the following ballast water side valves
Fire Zone 5
701A1188, 701A1107, 701A1192. 701A1093, 701A1093, 701A1004,
701A1097
Fire Zone 4

Valves actuators are of the electro-hydraulic type and each valve has its own
micropower pack. There is a portable hand pump located in each fire zone for
emergency operation of the valves should the control system or electrical
power supply fail.

Procedure for Operating the Remote Valve System

701A2010, 701A2003, 701A2023, 701A2034, 701A2045
Each valve actuator has its own micropower pack which is self contained and
should not require any attention. If the hydraulic fluid should leak, it is
indicative of failure within the micropower pack or actuator and the entire unit
will require attention.
Sluggish or incomplete movement of the valve is indicative of problems with
the micropower pack or actuator and this means that attention is required.

d) Operate the valves from the IMACs and check that they move
according to the setting.
Procedure for the Emergency Operation of Remote Controlled Valves
If the failure is at the WCC electronic system or in the signal transmission from
the mimic panel, the valve may be operated locally from the WCC.
a) Operate the lever switches for the valve concerned to open or
close the valve from the WCC.
If the micropower pack has failed, the valve may be actuated using the portable
pump or the fixed hand pumps, in the case of the ballast system water side
valves.
a) Attach the portable hydraulic pump unit as necessary and operate
this or the fixed hand pump to move the valve in the required
direction.

When there are no commands from the IMACs or local switches, the processor
manages the actuator to maintain the last command position.
The valve position signal is generated by switches or potentiometers coupled
to the valve shaft. The switches and potentiometers are wired to the valve’s
electronic card, so a position signal is always available.
(Note! The controller cards are preconfigured, but reconfiguring is possible
using a portable PC.)

Issue: First

6.6.5 Remote Valve Control System Page 1

P&O Aurora

Technical Operating Manual

Hydraulically Actuated Valves
The complete list of remote controlled valves is listed below.
WTC: Watertight Compartment
WCC: Winners Control Cabinet
Fire Zone 2
Valve
702A1008
702A1009
722A1025
722A1026
702A1013
702A1014
703A1018
703A1019
703A1023
703A1024
722A1027
722A1028
761A0211
722A1013
722A1014
722A1015
722A1016
762A0102
761A0218
702A1018
702A1019
703A1027
703A1028
703A1029
761A0210
762A1031
762A1030
762A1033
762A1034

System
Ballast
Ballast
Potable Water
Potable Water
Ballast
Ballast
Bilge
Bilge
Bilge
Bilge
Potable Water
Potable Water
Black Water
Potable Water
Potable Water
Potable Water
Potable Water
Grey Water
Black Water
Ballast
Ballast
Bilge
Bilge
Bilge
Black Water
Grey Water
Grey Water
Grey Water
Grey Water

Deck
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
2
3
1
1
1
1
1
1
1
1
1
1

WTC
3
3
3
3
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
5
5
5
5
5
5
5
5
5
5

WCC
2.1
2.1
2.1
2.1
2.1
2.1
2.0
2.0
2.0
2.0
2.1
2.1
2.0
2.1
2.1
2.1
2.1
2.1
2.0
2.1
2.1
2.0
2.0
2.0
2.0
2.1
2.1
2.1
2.1

Fire Zone 3
702A1025
702A1026
703A1032
761A0109
762A1051
762A1055
762A1065
762A1066
703A1033

Ballast
Ballast
Bilge
Black Water
Grey Water
Grey Water
Grey Water
Grey Water
Bilge

1
1
1
1
1
1
1
1
1

6
6
6
6
6
6
6
6
7

3.1
3.1
3.1
3.0
3.1
3.1
3.1
3.1
3.0

Issue: First

Valve
703A1034
703A1040
703A1241
722A1017
722A1018
722A1019
722A1020
722A1029
722A1030
722A1031
722A1032
722A1069
722A1070
722A1098

System
Bilge
Bilge
Bilge
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water

Deck
1
1
1
1
1
1
1
1
1
1
1
4
4
5

WTC
7
7
7
7
7
7
7
7
7
7
7

WCC
3.0
3.0
3.0
3.1
3.1
3.1
3.1
3.1
3.1
3.1
3.1
3.0
3.0
3.0

Fire Zone 4
703A1041
703A1042
703A2002
761A0108
761A0209
782A1001
783A1003
701A2010
701A2003
701A2023
701A2034
701A2045
702A1033
702A1034
702A1043
702A1044
703A1051
703A1052
703A1053
703A1058
703A1064
703A1065
703A2004
703A2005
744A1003
744A1004
744A1005
744A1006
762A1114
762A1113
762A1116
762A1117

Bilge
Bilge
Oily Bilge
Black Water
Black Water
Cross Flooding
Heeling
Sea Water
Sea Water
Sea Water
Sea Water
Sea Water
Ballast
Ballast
Ballast
Ballast
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Oily Bilge
Oily Bilge
HFO
HFO
HFO
HFO
Grey Water
Grey Water
Grey Water
Grey Water

1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1

8
8
8
8
8
8
8
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9
9

4.0
4.0
4.1
4.0
4.0
4.0
4.1
4.0
4.0
4.0
4.0
4.0
4.1
4.1
4.1
4.1
4.0
4.0
4.0
4.0
4.0
4.0
4.1
4.1
4.1
4.1
4.1
4.1
4.1
4.1
4.1
4.1

Fire Zone 5
Valve
703A1068
703A1263
703A1264
703A1072
703A1073
703A2007
703A2008
703A2013
744A1007
744A1008
744A1009
744A1010
744A1011
744A1012
744A1013
744A1014
744A1015
744A1016
744A1017
744A1018
744A1019
744A1020
744A1021
761A0309
761A0317
701A1093
701A1004
701A1097
702A1050
702A1051
702A1056
702A1057
702A1058
702A1059
702A1060
702A1061
703A1077
703A1082
703A1083
703A1086
703A1091
703A1094
703A1095
703A1099
703A1100
703A1104
703A1105

System
Bilge
Bilge
Bilge
Bilge
Bilge
Oily Bilge
Oily Bilge
Oily Bilge
HFO
HFO
HFO
HFO
HFO
HFO
HFO
HFO
HFO
HFO
HFO
HFO
HFO
HFO
HFO
Black Water
Black Water
Sea Water
Sea Water
Sea Water
Ballast
Ballast
Ballast
Ballast
Ballast
Ballast
Ballast
Ballast
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge

Deck
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
3
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1

WTC
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
10
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11

WCC
5.0
5.0
5.0
5.0
5.0
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.0
5.0
5.0
5.0
5.0
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.1
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0

6.6.5 Remote Valve Control System Page 2

P&O Aurora

Technical Operating Manual

Fire Zone 5 (contd)
Valve
System
703A2016
Oily Bilge
703A2017
Oily Bilge
703A2020
Oily Bilge
703A2021
Oily Bilge
701A1188
Sea Water
701A1107
Sea Water
701A1192
Sea Water
702A1070
Ballast
702A1071
Ballast
702A1074
Ballast
702A1075
Ballast
702A1100
Ballast
702A1101
Ballast
702A1102
Ballast
702A1103
Ballast
702A1104
Ballast
702A1105
Ballast
702A1108
Bilge
703A1109
Bilge
703A1112
Bilge
703A1113
Bilge
703A1118
Bilge
703A1121
Bilge
703A1122
Bilge
703A1126
Bilge
703A1127
Bilge
703A1129
Bilge
703A2024
Oily Bilge
703A2025
Oily Bilge
703A2028
Oily Bilge
703A2029
Oily Bilge
722A1071
Potable Water
722A1072
Potable Water

Deck
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
3
3

WTC
11
11
11
11
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12

WCC
5.1
5.1
5.2
5.2
5.0
5.0
5.0
5.2
5.2
5.2
5.2
5.2
5.2
5.2
5.2
5.2
5.2
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.2
5.2
5.2
5.2
5.0
5.0

Fire Zone 6
702A1081
702A1082
702A1083
702A1084
702A1085
702A108
703A1137
703A1139
703A1144
703A1149
703A1150
703A1154

1
1
1
1
1
1
1
1
1
1
1
1

13
13
13
13
13
13
13
13
13
13
13
13

6.1
6.1
6.1
6.1
6.1
6.1
6.0
6.0
6.0
6.0
6.0
6.0

Issue: First

Ballast
Ballast
Ballast
Ballast
Ballast
Ballast
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge

Valve
703A1155
703A2032
703A2033
743A2006
743A2007
743A2008
743A2009
743A2024
744A1060
744A1061
744A1062
744A1063
744A1064
744A1065
762A0118
782A1002
783A1060
783A1005
783A1006
703A1174
703A1158
703A1159
703A1160
703A1164
703A1165
703A1169
703A1170
703A2035
703A2036
703A2039
703A2040
703A2043
703A2044
703A2113
703A2114
703A1268
703A1184
703A1189
703A1237
703A1190
703A1177
703A1178
703A2049
703A2050
703A2055
703A2057
722A1034
722A1035

System
Bilge
Oily Bilge
Oily Bilge
DO
DO
DO
DO
DO
HFO
HFO
HFO
HFO
HFO
HFO
Grey Water
Cross Flooding
Heeling
Wet Waste
Wet Waste
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Oily Bilge
Oily Bilge
Oily Bilge
Oily Bilge
Oily Bilge
Oily Bilge
Oily Bilge
Oily Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Oily Bilge
Oily Bilge
Oily Bilge
Oily Bilge
Potable Water
Potable Water

Deck
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
3
3
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1

WTC
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
13
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
15
15
15
15
15
15
15
15
15
15
15
15
15

WCC
6.0
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.1
6.0
6.0
6.1
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.2
6.2
6.2
6.2
6.2
6.2

Valve
744A1148
744A1149
744A1150
744A1151
761A1028
761A1029
761A1037
762A1207
762A1208
702A1106
703A2117
722A1021
722A1022
722A1023
722A1024
722A1033
722A1036
762A0106
762A0107
762A0104
762A0105

System
HFO
HFO
HFO
HFO
Black Water
Black Water
Black Water
Grey Water
Grey Water
Ballast
Oily Bilge
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water
Potable Water
Grey Water
Grey Water
Grey Water
Grey Water

Deck
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
3
3

WTC
15
15
15
15
15
15
15
15
15
15
15
15
15
15
15
15
15
15
15
15
15

WCC
6.2
6.2
6.2
6.2
6.0
6.0
6.2
6.0
6.0
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.2
6.0
6.0
6.0
6.0

Fire Zone 7
703A1199
703A1200
703A1293
703A1294
703A1208
703A1209
762A1256
762A1257
702A1119
702A1120
762A1258
762A1254
762A0109
703A1217
703A1204
703A2062
702A1133
702A1134
702A1135
702A1136
702A1137
703A1205
703A1215
703A1216
762A0110`

Bilge
Bilge
Bilge
Bilge
Bilge
Bilge
Grey Water
Grey Water
Ballast
Ballast
Grey Water
Grey Water
Grey Water
Bilge
Bilge
Oil Bilge
Ballast
Ballast
Ballast
Ballast
Ballast
Bilge
Bilge
Bilge
Grey Water

1
1
1
1
1
1
1
1
2
2
2
2
2
1
1
1
2
2
2
2
2
2
2
2
2

16
16
16
16
17
17
17
17
17
17
17
17
17
18
18
18
18
18
18
18
18
18
18
18
18

7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0
7.0

6.6.5 Remote Valve Control System Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.7.1a Fuel Oil Transfer and Bunkering System - Fuel Oil
Key
Port Bunker
Station

Starboard Bunker
Station
Emergency
Pump Stop

Fuel Oil
Electrical Signal

Emergency
Pump Stop

1072

Note* All valve numbers are
prefixed by 744A unless stated
otherwise.

1073
1076

1074

1077

1075

DECK 4
DECK 3

DECK 3
250

250

HFO Trans. Pump
No.1 50 m3/h
+ PI

250

1053

1051

PI

HFO Trans. Pump 1033
No.2 50 m3/h

150

+ PI

1052

PI

1050

1032
Vent

1008

150

1022

HFO Service
Tank 10 P
(149.8 m3)

1058

HFO Tank 17 C
(265.4 m3)

100

1009

1010

150

1019
1024

250

1152

1007

250

Vent

1011

1012

150

HFO Settl.
Tank 10 P
(149.8 m3)

1023

1025

1013
125

1014

150

1001

1015

Compartment 17
1059

HFO DB
13/14 P
(103.4 m3)

50

1016

10
bar

150

150

150

HFO DB 8 P

1017

HFO DB Tank 10 P
(140.8 m3)

150

1020

1018

150

250

HFO DB Tank 9 P
(101.26 m3)
250

1004
150

1005

1021

250

1003

1006

HFO DB 8 P
(378.63 m3)

150

1148

1149

HFO DB 15 C
(16.7 m3)

1150

1151

150

HFO DB
13/14 C
(87.1 m3)

1061

LS

1060

HFO DB 13/14 S
(103.4 m3)

150

1055
1062

HFO Overflow
DB 10 C (54.5 m3)

HFO DB Tank 10
C (96.30 m3)

150

150

HFO DB Tank 10 S
(140.8 m3)

150

HFO DB Tank 9 S
(101.26 m3)

1065

1057

Issue: First

1002

125

HFO Service Tank 10 S
(138 m3)
HFO Day Tank 10 S
(142 m3)

Compartment 13

150

HFO DB 8 S
Vent

Compartment 15

HFO DB 8 S
(378.63 m3)

150

1063

150

1064

HFO DB Tk 9 C
(116.72 m3)

100

1027

1029
100

1028

1030

Compartment 10

Compartment 9

Compartment 8

Illustration 6.7.1a Fuel Oil Transfer and Bunkering System - Fuel Oil

P&O Aurora
6.7 Fuel Oil and Lubricating Oil Transfer and Bunkering Systems
6.7.1 Fuel Oil Transfer and Bunkering System - Fuel Oil
HFO Transfer Pumps
Make:
Type:
Model:
Capacity:
Motor:

Imo
Self Priming IMO Screw Pump
ACF 100K4 IRBO
50m3/h 2bar
F350 18.5kW 690V 1150rpm

Introduction
Heavy fuel oil (HFO), for all purposes on board the ship, is stored in thirteen
storage tanks. From the storage tanks, HFO is transferred to two HFO settling
tanks where it is allowed to settle prior to being purified into the two HFO
service tanks. HFO is supplied to the main engines and auxiliary boilers from
the heavy fuel oil service tanks.
The HFO storage tanks are filled from one of the HFO bunkering stations,
located on the port and starboard sides of deck 4. At each bunker station there
is an HFO connection, a diesel oil connection and a gas oil connection; the
lifeboat engines use gas oil and there is also, at each bunker station, a lifeboat
gas oil filling line which is supplied by the gas oil transfer pump. Emergency
stop buttons for all transfer pumps are also situated at the bunker stations.
Sampling connections are fitted to each fuel oil bunker pipe after the bunker
line valve. Each bunkering line is fitted with a pressure gauge.
Two HFO transfer pumps are used to transfer HFO from the storage tanks to
the settling tank at a rate of 50m3/h and a pressure of 5.0bar. HFO is transferred
from the settling tanks to the service tank via the HFO separators, the settling
tanks being sludged to remove water before they are connected to the
separators.
The HFO overflow tank is provided to collect the overflow from the HFO
storage, settling and service tanks in the event of overfill. The HFO transfer
pumps are used to pump the contents of the HFO overflow tank to the HFO
settling tank. HFO can be transferred from one storage tank to another for trim
or other purposes, using the transfer pump and the bunkering line.
Outlet valves from the settling and service fuel tanks are of the remotely
operated, quick closing type which can be closed from the control station.
After being tripped the valves must be reset locally. Each tank is also fitted
with a self-closing test cock to test for the presence of water and to drain any
water present. All tanks are provided with remote quantity and temperature
indicators, these having high and low level alarms. The tanks also have a selfclosing sounding cock, fitted with a test cock. In addition to these devices, the
HFO settling and service tanks have a remote quantity indicator, a temperature
indicator and a low level alarm.

Issue: First

Technical Operating Manual
The two settling tanks are equipped for automatic filling. The overflow tank
has a high level alarm.
The HFO tanks are fitted with heating coils and facilities for steaming out. The
HFO tank filling, suction and transfer lines are lagged and provided with trace
heating.
Heavy Fuel Oil Tanks
Compartment

Capacities (S.G. 0.980)
Weight(Tons)
Volume 100%(m3)

No.8 HFO DB tank (P)

378.63

371.1

No.8 HFO DB tank (S)

378.63

371.1

No.9 HFO DB tank (P)

101.26

99.2

No.9 HFO DB tank (C)

116.72

114.4

No.9 HFO DB tank (S)

101.26

99.2

No.10 HFO DB tank (P)

140.8

138.0

No.10 HFO DB tank (C)

96.3

94.4

No.10 HFO DB tank (S)

140.8

138.0

No.13/14 HFO DB tank (P)

103.4

101.3

No.13/14 HFO DB tank (C)

87.1

85.4

No.13/14 HFO DB tank (S)

103.4

101.3

No.15 HFO DB tank (C)

116.7

114.4

No.17 HFO DB tank (C)

265.4

260.1

HFO settling tank 10 (P)

149.8

146.8

HFO service tank 10(P)

149.8

146.8

HFO settling tank 10 (S)

146.7

143.8

HFO service tank 10(S)

147.7

144.7

HFO overflow DB 10 (C)

54.5

53.4

(Note! For all of the procedures, ALL valves are closed unless it is specifically
stated that they are open.)
Preparation and Procedure for Loading and Transfer of Bunkers
Prior to bunkering, confirmation should be obtained that the specification of
the fuel oil being delivered is the same as that ordered and that the quantity
being supplied is also that which was requested.

CAUTION !
At least one bunker tank filling valve must be fully open at all times
during the bunkering operation.
Before and during bunkering, the following steps should be complied with:
1) The purpose of this procedure is to ensure that bunkers of the
correct specification and agreed quantity are received on board in
a safe and efficient manner which minimises the risk of pollution.
2) Bunker barge tanks should be checked for water content.
3) Representative samples are to be drawn using the continuous drip
method for the duration of the loading operation and are to be
immediately dispatched for analysis.
4) Where possible, new bunkers are to be segregated on board prior
to use, until results of laboratory analysis are received.
5) No internal transferring of bunkers should take place during
bunker loading operations.
6) The estimated finishing tank levels should determined prior to the
starting of loading.
7) Bunker tanks should not exceed 97.5% full. The overflow tank
should be empty prior to commencing bunkering.
8) Any bunker barges attending the vessel are to be safely moored
alongside before any part of the bunker loading operation begins.
9) Level alarms fitted to bunker tanks should be tested prior to any
bunker loading operations.
10) Verify that all lines are sound, by visual inspection.
11) Complete the pre-transfer check list.
12) All personnel involved should be aware of the contents of the
bunker loading plan.
13) The Chief Engineer is responsible for bunker loading operations
and at all times there should be a sufficient number of officers and
ratings to ensure that the operation is carried out safely.
14) A watch for signs of leakage should be kept at the manifold
during loading.
15) All personnel involved should be in radio contact, the radios
being tested prior to the bunkering operation.

6.7.1 Fuel Oil Transfer and Bunkering System - Fuel Oil Page 1

P&O Aurora

Technical Operating Manual

16) Safe means of access to barges shall be used at all times.

Description

Tank Quick
Closing Valve

Line Valve
(Hydr. Operated)

17) Scuppers and save-alls (including those around bunker tank
vents) should be effectively plugged.

No.8 HFO DB tank (P)

744A1001

744A1003

No.8 HFO DB tank (S)

744A1002

744A1005

18) Drip trays are provided at bunker hose connections.

l) Repeat the steps above until only two tanks remain open, then
signal to the bunker barge to reduce the pumping rate.
m) When down to the final tank, signal to the bunker barge to further
reduce the flow rate until the tank is full and then signal to stop.

No.9 HFO DB tank (P)

744A1007

19) Oil spill containment and clean up equipment must be deployed
and ready for use.

No.9 HFO DB tank (C)

744A1009

No.9 HFO DB tank (S)

744A1015

20) Loading should start at the agreed minimum loading rate. Only
upon confirmation of no leakage and fuel going only into the
nominated tanks, should the loading rate be increased.

No.10 HFO DB tank (P)

744A1013

No.10 HFO DB tank (C)

744A1011

No.10 HFO DB tank (S)

744A1017

q) Close the tank filling valves on the final tank which has been
filled.

No.13/14 HFO DB tank (P)

744A1061

r) Collect and label samples and send ashore for laboratory testing.

No.13/14 HFO DB tank (C)

744A1063

No.13/14 HFO DB tank (S)

744A1065

No.15 HFO DB tank (C)

744A1150

21) When topping off, the flow of oil to the tank in question should
be reduced by diverting the flow of oil to another tank. In the case
of the final tank, the loading rate should be reduced to the agreed
minimum at least 20 minutes before the finishing tank quantity is
reached.
22) Prior to bunkering, the operation must be discussed with the deck
department where any matters which are likely to interfere with
bunkering must be raised. All shipboard personnel must be made
aware that bunkering is to take place.
Relevant information is to be entered in the Oil Record Book on completion of
loading.
Procedure to Load Bunkers from the Bunker Barge
a) At the bunker connection to be used, remove the blank and
connect the bunkering hose. Ensure that the joint being used is in
good condition.

No.17 HFO DB tank (C)

744A1152

744A1148

e) Open the valve at the selected bunkering station:
Description

Valve

HFO bunker valve port

744A1072

HFO bunker valve starboard

744A1073

f) Establish effective communication between the control room, the
bunker barge and the bunkering station.
g) Signal to the bunker barge to commence bunkering fuel oil at a
slow rate.

d) Open the filling valve(s) on the fuel oil storage tanks to be filled.
All tanks may be filled at the same time if necessary, but care
must be taken closing valves when tanks are full, as the filling rate
on the remaining tanks will increase. It is unlikely that all tanks
will be filled at any bunkering operation and only the filling
valves on the tanks to be filled should be opened. New fuel must
not be mixed with fuel already on board.

Issue: First

o) Open the vent at the bunkering connection and allow the hose to
drain back to the supplier.
p) Disconnect the hose connection and replace the blank.

To Transfer Fuel Oil using the Fuel Oil Transfer Pump
a) Ensure that the HFO tanks to be used have been heated to the
correct temperature and that line tracing steam is on.
b) Open the suction and line valve from the storage tank from which
HFO is to be transferred. Quick closing valves must be opened
manually and hydraulically actuated line valves are opened from
the FO transfer console.
Description

Tank Quick
Closing Valve

Line Valve
(Hydr. Operated)

No.8 HFO DB tank (P)

744A1001

744A1004

No.8 HFO DB tank (S)

744A1002

744A1006

No.9 HFO DB tank (P)

744A1008

No.9 HFO DB tank (C)

744A1010

h) Check the ship to bunker barge connection and pipeline for leaks.

No.9 HFO DB tank (S)

744A1016

i) Check that fuel oil is flowing into the required fuel oil storage
tank(s) and not to any other tank. Check that the drip sampler unit
is operating at the required rate.

No.10 HFO DB tank (P)

744A1014

No.10 HFO DB tank (C)

744A1012

No.10 HFO DB tank (S)

744A1018

No.13/14 HFO DB tank (P)

744A1060

No.13/14 HFO DB tank (C)

744A1062

No.13/14 HFO DB tank (S)

744A1064

No.15 HFO DB tank (C)

744A1151

b) Set up bunker sampling equipment.
c) Ensure that the blanks on the other bunkering connections are
secure and that the valves are closed. Ensure drain and sampling
valves are closed, that the drip tray is empty and the drain closed.

n) Close the valve at the bunkering station.

j) Speed up bunkering to the agreed maximum rate. The bunker
filling line is fitted with a relief valve set to lift at 10 bar, the relief
valve releases HFO to the overflow tank.
k) As the level in the first fuel oil storage tank approaches 95%,
close in the filling valve to top up the tank slowly, then close the
filling valve completely when the required level (96.5%) is
reached.

No.17 HFO DB tank (C)

744A1152

744A1149

6.7.1 Fuel Oil Transfer and Bunkering Systems - Fuel Oil Page 2

P&O Aurora
c) Open the line valve of the Port HFO settling tank, 744A1020. For
the starboard HFO settling tank open valve 744A1019.
d) Open the tank quick closing valve of the Port HFO settling tank,
744A1027. For the starboard HFO settling tank open valve
744A1023.
e) Open the No.1 fuel oil transfer pump suction valve, 744A1033.
For the No.2 fuel oil transfer pump, open suction valve
744A1032.
f) Open the No.1 fuel oil transfer pump discharge valve 744A1053.
For the No.2 fuel oil transfer pump open suction valve 744A1052.
Check that the discharge non-return valve 744A1051 (No.2
744A1050) is open and operational.
g) The HFO settling tanks are fitted for automatic filling. The fuel
oil transfer pumps must be set so that the required pump is used;
one pump will be set for duty and the other for standby. The
transfer pump will cut-out automatically when the settling tank
reaches the required level.
h) Check that fuel oil is being correctly transferred, i.e. that it is
being transferred from the required storage tank to the designated
destination.

Technical Operating Manual
6.7.2 Fuel Oil Transfer and Bunkering System - Diesel Oil
Gas Oil Transfer Pump
Make:
Type:
Model:
Capacity:
Motor:

Imo
Self Priming IMO Screw Pump
ACG 052N6 IVBO
4m3/h 3.5bar
F215 2.2kW 690V 1150rpm

Diesel Oil Transfer Pump
Make:
Type:
Model:
Capacity:
Motor:

Imo
Self Priming IMO Screw Pump
ACG 070N6 IVBO
15m3/h 5bar
F265 5.5kW 690V 1150rpm

Diesel Oil Transfer Pump
Make:
Type:
Model:
Capacity:
Motor:

Imo
Self Priming IMO Screw Pump
ACE 0250N1 IVBP
0.5m3/h 2.5bar
0.37kW 1110rpm

All DO and GO tanks are provided with remote quantity indication which also
have high and low level alarms. The DO and GO storage tanks and the DO
overflow tank have self-closing sounding cocks. Remote quantity indicators
and level alarms are fitted to the DO and GO service tanks.
The emergency generator GO service tank has an automatic tank filling
capability and a level alarm which indicates a capacity for 36 hours running.
Diesel Oil and Gas Oil System Tanks
Capacities (S.G. 0.980)
Weight(Tons)
Volume 100%(m3)

No.14 DO DB tank (P)

64.0

54.4

Introduction

No.14 DO DB tank (S)

64.0

54.4

There are separate diesel oil and gas oil systems with their own tanks and
transfer pumps. Diesel oil and gas oil bunker lines are provided at the port and
starboard bunker stations. The DO filling line is fitted with a relief valve set to
lift at a pressure of 10 bar, the released oil being directed to the DO overflow
tank. The GO filling line relief valve, also set at 10 bar, releases oil to the GO
service tank.

DO overflow tank 15 (C)

20.7

17.6

DO service tank 13 (P)

37.4

31.8

No.15 GO tank (P)

24.4

20.7

GO service tank 15 (S)

29.5

25.1

EDG GO service tank

11.73

10.0

There two DO storage tanks; a DO overflow tank and a DO service tank. From
the storage tanks, DO is transferred to the diesel oil service tank, using the DO
transfer pump. There is GO storage tank and a GO service tank. In addition,
there is an emergency generator GO service tank located in the emergency
diesel generator room.

Issue: First

The filling and outlet valves on the DO and GO service tanks are of the
hydraulically actuated remote quick closing type. After being tripped, the
valves must be reset locally. Each tank is also fitted with a self-closing test
cock to test for the presence of water and to drain any water present.

Compartment

i) Close all valves at the end of the HFO transfer operation.
(Note! All movements of oil to and from the ship and within the ship must be
recorded correctly in the ship’s Oil Record Book.)

The DO and GO transfer pumps both have a capacity of 5m3/h at a pressure
of 5.0 bar. They can be cross-connected but this requires the removal of blanks
in the suction and discharge lines. The emergency generator GO filling pump
has a capacity of 0.5m3/h at a pressure of 2.5bar. Pumps can be operated locally
or from the Engine Control Room (ECR).

Preparation for the Operation of Loading Diesel Oil and Gas Oil
The procedures for loading DO and GO should follow those for HFO.

6.7.2 Fuel Oil Transfer and Bunkering System - Diesel Oil Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil
Local Start/
Stop

EDG GO
Serv. TK
(11.73 m3)
742A
3034

LS

Port Bunker Station

Local
Start/
Stop

Funnel
Vents
742A
3037

LAL

Emergency
Pump Stop

Emergency
Generator Room

65

Life Boat
Gas Oil
Filling

DECK 5

742A
3024

DECK 4

40

742A
3025

742A
3026

743A
2034

742A
3030
50

Emergency
Pump Stop

743A
2032

742A
3035

65

Starboard Bunker Station

Local
Start/
Stop

743A
2033
743A
2035

742A
3029

65

80

Life Boat
Gas Oil
Filling

742A
3031

65

80

40

DECK 4
Void
Space Tk
Inside B/5

DECK 3

DECK 2

DECK 2

80

DO Transfer
Pump 15m3/h

100
743A
2007

743A
2006

100

100

80
50

743A
2008
100
100

742A
3055

65

PW
Tank 16
Inner
P/S

100

GO Serv.
Tank 15 P
(24.4 m3)

100

742A
3058

742A
3002
742A
3055

65

742A
3003

100

LS

100

Vents

742A
3009
742A
3008

50

65

742A
3010

742A 742A
3018 3019

PI

LS

DO Overflow Tk
15 C (20.7 m3) 743A
2001

50

742A
50
3005

742A
3036
+ PI

742A
3052

100

743A2002

50
100

2.5 bar

742A3047

3057

65
742A
3004

743A
2054

742A
3060

65

65

DO DB
14 P
(64.0 m3)

742A3046

65

743A
2026

M

40

+ PI

40

To DO To DG FO
Service Service
System System

GO Transfer
Pump 14m3/h
65

80

80

743A 743A
2021 2022

PI

50

10 bar

65

65

743A2011
100
743A
2009
743A
2004

80

742A
3007
742A
3006

+ PI

2013

50

65

80

80

743A
2025
10 bar

743A
2024

25
PI

DO Service
Tank 13 P
(32.02 m3)

742A
3048

25

EDG GO Transfer Pump 5 m3/h

DO DB 14 S
(64.0 m3)

Key
GO Serv.
Tank 15 S
(29.5 m3)

Marine Diesel Oil

16

Issue: First

65

Note* All valve numbers are
prefixed by 744A unless stated
otherwise.

742A
3001

Electrical Signal

Compartment 15

Compartment 14

Compartment 13

Illustration 6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil

P&O Aurora

Technical Operating Manual

To Load Diesel Oil Bunkers From Bunker Barge

To Load Gas Oil Bunkers From Bunker Barge

To Transfer Diesel Oil using the Diesel Oil Transfer Pump

At the bunker connection to be used, remove the blank and connect the
bunkering hose. Arrange a drip tray beneath the connection.

At the bunker connection to be used, remove the blank and connect the
bunkering hose. Arrange a drip tray beneath the connection.

Diesel Oil (DO) may be transferred between the DO storage tanks; the DO
service tank is normally filled via the DO and GO separator.

a) Ensure that the blanks on the other bunkering connections are
secure and that the valves are closed. Ensure that the drain and
sampling valves are closed.

a) Ensure that the blanks on the other bunkering connections are
secure and that the valves are closed. Ensure that the drain and
sampling valves are closed.

a) Open the line suction valve from the storage tank from which the
DO is to be transferred; hydraulically actuated line valves are
opened from the FO transfer console.

b) Open the following valves on the selected diesel storage tank(s):
b) Open the filling valve, 742A3003, on the gas oil storage tank.
Description

Line Valve (Hyd. Op.)

No.14 DO DB tank (P)

743A2006

No.14 DO DB tank (S)

743A2008

c) Open the valve at the selected bunkering station.
Description

Valve

HFO bunker valve port

743A2032

HFO bunker valve starboard

743A2033

d) Establish effective communication between the control room, the
bunker barge and the bunkering station.

c) Open the valve at the selected bunkering station.
Description

Valve

HFO bunker valve port

742A3024

HFO bunker valve starboard

742A2025

d) Establish effective communication between the control room, the
bunker barge and the bunkering station.
e) Signal to the bunker barge to commence bunkering fuel oil at a
slow rate.
f) Check the ship to bunker barge connection and pipeline for leaks.

e) Signal to the barge to commence bunkering fuel oil at a slow rate.
f) Check the ship to bunker barge connection and pipeline for leaks.

g) Check that gas oil is flowing into the gas oil storage tank and not
to any other tank.

g) Check that diesel oil is flowing into the diesel oil storage tank,
and not to any other tank.

h) Speed up bunkering to the agreed maximum rate.

h) Speed up bunkering to the agreed maximum rate.

i) As the level in the gas oil storage tank approaches 95%, close in
the filling valve to top up the tank slowly.

Description

Line Valve (Hyd. Op.)

No.14 DO DB tank (P)

743A2007

No.14 DO DB tank (S)

743A2009

No.15 DO overflow tank (C)

743A2004

DO Service tank No.13 (P)

743A2026 (tank valve)
743A2011 (hand operated)

b) Open the line filling valve of the DO storage tank to be filled.
(Note! It is normally only possible to transfer DO from the port D.B. storage
tank to the starboard DB storage tank, and vice versa.)
Oil may be taken from the DO service tank or the DO overflow tank and
pumped to the storage tanks.
c) Open the following line filling valves:
Description

Line Valve (Hyd. Op.)

No.14 DO DB tank (P)

743A2006

No.14 DO DB tank (S)

743A2008

d) Open the DO transfer pump suction valve, 743A2133.
i) As the level in the diesel oil storage tank approaches 95%, close
in the filling valve to top up the tank slowly.

j) Signal to the bunker barge to further reduce the flow rate until the
tank is full and then signal to stop.

j) Signal to the bunker barge to further reduce the flow rate until the
tank is full and then signal to stop.

k) Open the vent at the bunkering connection and allow the hose to
drain back to the supplier.

k) Close the valve at the bunkering connection.

l) Disconnect the hose connection and replace the blank.

l) Open the vent at the bunkering connection and allow the hose to
drain back to the supplier.

m) Close all the tank filling valves.

e) Open the DO transfer pump discharge valve, 743A2022. Check
that the discharge line non-return valve, 743A1021, is open and
operational.
f) Start the DO transfer pump and check that fuel oil is being
correctly transferred, i.e. that it is being transferred from the
required storage tank to the designated destination.
g) When the required quantity of DO has been transferred, stop the
pump and close all valves.

m) Disconnect the hose connection and replace the blank.
n) Close all the tank filling valves.

Issue: First

In an emergency the DO service tank may be filled directly from the DO
storage tanks via the DO transfer pump. In order to achieve this, the blank in
the DO transfer pump suction line, 743A2010, must be removed and
exchanged with the pump line suction valve, 743A2011.

6.7.2 Fuel Oil Transfer and Bunkering System - Diesel Oil Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil
Local Start/
Stop

EDG GO
Serv. TK
(11.73 m3)
742A
3034

LS

Port Bunker Station

Local
Start/
Stop

Funnel
Vents
742A
3037

LAL

Emergency
Pump Stop

Emergency
Generator Room

65

Life Boat
Gas Oil
Filling

DECK 5

742A
3024

DECK 4

40

742A
3025

742A
3026

743A
2034

742A
3030
50

Emergency
Pump Stop

743A
2032

742A
3035

65

Starboard Bunker Station

Local
Start/
Stop

743A
2033
743A
2035

742A
3029

65

80

Life Boat
Gas Oil
Filling

742A
3031

65

80

40

DECK 4
Void
Space Tk
Inside B/5

DECK 3

DECK 2

DECK 2

80

DO Transfer
Pump 15m3/h

100
743A
2007

743A
2006

100

100

80
50

743A
2008
100
100

742A
3055

65

PW
Tank 16
Inner
P/S

100

GO Serv.
Tank 15 P
(24.4 m3)

100

742A
3058

742A
3002
742A
3055

65

742A
3003

100

LS

100

Vents

65

742A
3010

742A 742A
3018 3019

PI

LS

DO Overflow Tk
15 C (20.7 m3) 743A
2001

50

742A
50
3005

742A
3036
+ PI

742A
3052

100

743A2002

50
100

2.5 bar

742A3047

3057

65
742A
3004

743A
2054

742A
3060

65

65

DO DB
14 P
(64.0 m3)

742A3046

65

743A
2026

M

40

+ PI

50

10 bar

65

65

742A
3009
742A
3008

50

40

To DO To DG FO
Service Service
System System

GO Transfer
Pump 14m3/h
65

80

80

743A 743A
2021 2022

PI

743A2011
100
743A
2009
743A
2004

80

742A
3007
742A
3006

+ PI

2013

50

65

80

80

743A
2025
10 bar

743A
2024

25
PI

DO Service
Tank 13 P
(32.02 m3)

742A
3048

25

EDG GO Transfer Pump 5 m3/h

DO DB 14 S
(64.0 m3)

Key
GO Serv.
Tank 15 S
(29.5 m3)

Marine Diesel Oil

16

Issue: First

65

Note* All valve numbers are
prefixed by 744A unless stated
otherwise.

742A
3001

Electrical Signal

Compartment 15

Compartment 14

Compartment 13

Illustration 6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil

P&O Aurora

Technical Operating Manual

Procedure for the Emergency Filling of the Diesel Oil Service Tank from
the Diesel Oil Storage Tank

Procedure to Provide Gas Oil at the Lifeboat Filling Station Using the
Gas Oil Transfer Pump

In the event of the failure of the diesel oil separator, the diesel oil service tank
may be filled directly from the DO service tanks via the the DO transfer pump.
To achieve this, the blank in the DO transfer pump suction line, 743A2010,
must be removed and exchanged with the pump line suction valve, 743A2011.

a) Open the quick closing suction valve from the GO storage tank,
742A3002

a) Open the quick closing suction valve from the GO service tank,
742A3002.

b) Open the GO storage tank line suction valve, 742A3009.

b) Open the GO service tank line suction valves, 742A3006 and
742A3007.

a) Open the line suction valve from the storage tank from which the
DO is to be transferred. Hydraulically actuated line valves are
opened from the FO transfer console.
Description

Line Valve (Hyd. Op.)

No.14 DO DB tank (P)

743A2007

No.14 DO DB tank (S)

743A2009

No.15 DO overflow tank (C)

743A2004

b) Open the hydraulically actuated line filling valve to the DO
service tank, 743A2026.

c) Open the GO transfer pump suction valve, 742A3010.
d) Open the GO transfer pump discharge valve, 742A3019. Check
that the discharge line non-return valve, 742A1018, is open and
operational.
e) Open the bunker station supply line valve, 742A3046. Ensure that
the supply line non-return valve, 742A3047 is open and
operational.
f) From the FO transfer console start the GO pump and check that
gas oil is available at the lifeboat filling station.

c) Open the DO transfer pump suction valve, 743A2133.

There is a pressure reducing valve, 742A3060, in the supply line to the bunker
station and this reduces the pressure to 2bar.

d) Open the DO transfer pump discharge valve, 743A2022. Check
that the discharge line non-return valve, 743A1021, is open and
operational.

The supply line from the pump, after the reducing valve, is fitted with a relief
valve set at a pressure of 2.5bar and the released oil returns to pump suction.

e) Start the DO transfer pump and check that fuel oil is being
correctly transferred, i.e. that it is being transferred from the
required storage tank to the DO service tank.
f) When the required quantity of DO has been transferred stop the
pump and close all valves.
Gas Oil Transfer System
GO may be pumped to the lifeboat GO filling line at the port and starboard
bunker stations.
In an emergency, GO may also be pumped to the EDG GO service tank. The
GO service tank is filled from the GO storage tank via the DO and GO
separator.

To Fill the Emergency Generator Gas Oil Service Tank From the Gas
Oil Service Tank Using the Emergency Generator Gas Oil Filling Pump

c) Open the emergency diesel generator GO filling pump suction
valve, 742A3048.
d) Open the emergency diesel generator GO filling pump discharge
valve, 742A3052.
The emergency diesel generator GO service tank is fitted for automatic tank
filling and the emergency diesel generator GO filling pump will operate to fill
the tank to the required level.

The bunker stations are provided with pump emergency stops.
Procedure To Fill the Emergency Generator Gas Oil Service Tank From
the Gas Oil Transfer Pump
a) Open the quick closing suction valve from the GO service tank,
742A3002.
b) Open the GO service tank line suction valve, 742A3008.
c) Open the GO transfer pump suction valve, 742A3010.
d) Open the GO transfer pump discharge valve, 742A3019. Check
that the discharge line non-return valve, 74A1018, is open and
operational.
e) Open the GO transfer pump line discharge valve, 742A3004.
f) Open the GO transfer pump line discharge valve to the emergency
diesel generator GO service tank, 742A3005.
g) Start the GO transfer pump and transfer the required quantity of
oil.

Issue: First

6.7.2 Fuel Oil Transfer and Bunkering System - Diesel Oil Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.7.3a Tank Vents and Overflow System
Funnel Vents

Overflow & Vent Pipes
Located Inside The
Safety Triangle Above Deck 4

Note* All valve numbers are
prefixed by 744A unless stated
otherwise.

Emergency Generator Room
65
65

EDG GO Serv.
TK (11.73 m3)

200
100

Port Bunker Station

DECK 5
65
25
65

743A
2038

1066

DECK 4

DECK 4

DECK 3

Void
Space Tk
Inside B/5

DECK 3

DECK 2
80

200

300

125

DECK 2

200
300

300

300
300

125

100

100
200

125

80

100

HFO Serv.
Tank 10 P
(149.8 m3)

65
LS

50

742A
3055
125

742A
3055

200
200

125

125

125

125 125 125

DO Serv.
Tank 13P
(37.4 m3)

300

743A
2054

LS

HFO DB
Tank 10 P
(140.8 m3)

100

100

125

100

DO Overflow Tk
15 C (20.7 m3)

DO DB
14 P
(64.0 m3)

HFO DB 13/14 P
(103.4 m3)

743A2002

150

125

125

LS

HFO DB 15 C
(16.7 m3)

HFO Tank
17 C
(265.4 m3)

300

125
200

HFO DB 13/14 C
(87.1 m3)

125

1055

100

200

200

200

125

125

125

125

HFO DB
Tank 10C
HFO Overflow
(96.30 m3)
DB 10 C
(54.5 m3)

125

125

HFO DB
Tank 9 P
(101.26
m 3)
125

125

HFO DB
8P

125

HFO DB Tk 9 C
(116.72 m3)
125

100

DO DB 14 S
(64.0 m3)

200

HFO Settl.
Tank 10 P
(149.8 m3)

GO Serv.
Tank 15 P
(24.4 m3)

PW
Tank 16
Inner
P/S
50

125

200

125

HFO DB 13/14 S
(103.4 m3)

HFO DB
Tank 10 S
(140.8 m3)

125

HFO DB Tank 9 S
(101.26 m3)

125

125

80

125

GO Serv.
Tank 15 S
(29.5 m3)

1057

HFO DB
8S

HFO Service Tank 10 S
(138 m3)
HFO Day Tank 10 S
(142 m3)

Compartment 17

Issue: First

16

Compartment 15

Compartment 14

Compartment 13

12

Compartment 11

Compartment 10

Compartment 9

Compartment 8

Illustration 6.7.3a Tank Vents and Overflow System

P&O Aurora

Technical Operating Manual

6.7.3 Tank Vents and Overflow System
Introduction
All tanks are vented to atmosphere. Small tanks within the machinery spaces
which contain small quantities of fluid are vented within their respective
compartments.
Fuel tank overflow and vent pipes are located in the safety triangle above deck
4, the vent pipes terminating at flame arresters in the funnel.
The HFO storage, settling and service tanks overflow into the HFO overflow
double bottom tank located in compartment 10. HFO tanks have combined
vent and overflow pipes.
DO and GO tanks overflow into the DO overflow tank located in compartment
15. DO and GO tanks have combined vent and overflow pipes.
The HFO overflow tank can be pumped out by the HFO transfer pumps, the
contents of the tank can be pumped to the HFO settling tanks, the HFO bunker
tanks or to the shore discharge connection at the bunker stations as required.
The DO overflow tank can be pumped out by the DO transfer pump.
The LO tanks vent at the funnel top through a flame arrester. There is also a
vent via a non-return disk valve at deck 4 level. The tanks served by the LO
vent system are the main lubricating oil tanks and the stern tube oil tanks.
Small miscellaneous oil tanks have individual vents into the compartment in
which they are located.
Waste oil tanks, leak oil tanks and separator drain tanks are provided with a
combined vent, via a flame arrester, at the top of the funnel.
The potable water tanks vent through self-closing check valves fitted with fly
screens. The vent outlets are located above deck 6 level for the forward tanks
and above deck 5 level for the after tanks. Potable water tanks No.7 vent
through self-closing check valves fitted with fly screens located above deck 4
level, the discharge being through the ship’s side.
Sewage vacuum units 1 and 2 vent through a combined vent outlet on the fore
mast and vacuum units 3 and 4 vent through a combined vent outlet at the
funnel. The sewage units vent through a combined vent outlet at the funnel.
The vent outlets are fitted with flame arresters.

Issue: First

6.7.3 Tank Vents and Overflow System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.7.4a Lubricating Oil Transfer and Bunkering System

PI

Funnel Top

Port Bunker Station

Stern Tube Filling

Stbd Bunker Station

ESD

1009

ESD

PI

Stern Tube Filling
1003

PI

PI

65

1060

Engine L.O. Filling

Engine L.O. Filling

1012 80

1006

Deck 4
Sludge
System

Waste Oil
Storage Tank
(Port)
26m3

80
65

65
80

Sludge
System
DG 3 Circ. DB 12
(Port) 20m3

50
1085

DG 1 Circ. DB 11
(Port) 20m3

LAH

731A1248
731A
1133

50

Saturated
Steam

1019
1053

Saturated
Steam

65

1054
65

1084

65

Waste Oil
Storage Tank
(Starboard)
26m3

731A1132

80
65

80

80

St. Tube Oil
Drain DB 15
Centre 17m3

St. Tube Oil
Storage DB 15
Centre 17m3

1093

65
L.O. Overflow
DB 12
(Centre) 7.7m3

1079

50

1025

65
1046

1047
Dirty L.O.
Transfer Pump
10m3/h 5 Bar

+ PI

Clean L.O.
Transfer Pump
10m3/h 5 Bar

50

1032

65

50

Vents

+ PI

65

50

+ PI

80

65

1013

Saturated
Steam
65

731A
1241

From
Separator

1083
To
Separator 50

65

65

1030

65

Lube Oil DB
11 Centre 25m3

Saturated
Steam

DG 2 Circ. DB 11
(Starboard) 20m3

1026

1027

+ PI

1040

Electrical Signal

1052

731A
1240

1031
Local
Start/Stop

Renovated
Oil DB
11 Centre 22m3

65

Lub Oil

1037

65

1033

DG 4 Circ. DB 12
(Starboard) 20m3

M

50
All Valve No.s Prefixed 741A
Unless Stated

Dirty Oil DB
11 Centre 25m3

65

1064

Key

1024

1049

L.O. DB 12
(Centre) 20m3

65

Saturated Steam

80

80

1050

Saturated
Steam
80

1051

Saturated
Steam

50

731A1247

80

L.O. DB 12
(Port) 71m3

80

Issue: First

1020
65

50
731A1223

731A1237

Saturated
Steam

Saturated
Steam

Illustration 6.7.4a Lubricating Oil Transfer and Bunkering System

P&O Aurora
6.7.4 Lubricating Oil Transfer and Bunkering System
Clean Lubricating Oil Transfer Pump
Make:
Type:
Model:
Motor:
Capacity:

Imo
Self Priming IMO Screw Pump
ACG 060K6 IVBO
F265 690V 4kW 1150rpm
10.5m3/h

Dirty Lubricating Oil Transfer Pump
Make:
Type:
Model:
Motor:
Capacity:

Imo
Self Priming IMO Screw Pump
ACG 060K6 IVBO
F265 690V 4kW 1150rpm
10.5m3/h

Introduction
Two main bulk storage LO systems are provided, these being for the main
diesel generator engines and for the stern tube systems.
Each main generator engine has its own separate LO circulation system and the
four systems are replenished from the clean engine oil storage tanks. LO from
the engine sumps may also be pumped to the dirty LO DB tank and returned
to the renovated LO DB tank via the LO separator system.
Stern tube lubricating oil is stored in the stern tube oil storage DB tank and
there is also a stern tube drain tank which can accommodate oil drained from
the stern tubes.
Lubricating oil is stored in the following main storage tanks, located in the
machinery space.

Technical Operating Manual
Tank

Volume 100% (m3)

LO DB storage tank (11)

25

LO DB storage tank (12P)

71

LO DB storage tank (12C)

50

LO overflow DB tank (12C)

7.7

Renovated LO DB tank (11C)

22

Dirty LO DB tank (11C)

25

No.1 DG circulating DB (11P)

20

No.2 DG circulating DB (11S)

20

No.3 DG circulating DB (12P)

20

No.4 DG circulating DB (12S)

20

Stern Tube LO storage DB

17

Stern Tube LO drain DB

17

Waste oil storage tank (15S)

26

Waste oil storage tank (15P)

26

Apart from the waste oil tanks, all tanks listed above are fitted with self-closing
sounding cocks provided with a test cock.
The engine sump tanks, main LO storage DB tanks and the LO overflow tanks
are fitted with a remote quantity indicator with high and low level alarms.
Engine sumps, the renovated oil tank and the dirty oil tank have remote
temperature indicators with high and low level alarms. The waste oil tanks
have local temperature indicators.
Level alarms are provided for the engine sumps, the LO overflow tank, the
stern tube drain tank and the waste oil tanks.
Two LO transfer pumps are fitted, one of these is designated as the clean LO
transfer pump and the other the dirty LO transfer pump; both have a capacity
of 10m3/h at a pressure of 5.0bar. The clean oil pump is normally set up to take
suction only from the clean LO DB tanks; the dirty oil pump is set up to take
suction from the engine sumps, LO overflow tank, dirty oil tank and stern tube
drain tank. By means of removable blanks, the two pumps may be arranged to
take suction from any of the tanks. Pumps are started and stopped locally.
There are steam heating coils fitted in the engine sump tanks, the renovated oil
tank, the dirty oil tank and the waste oil tanks. The waste oil tanks are emptied
by means of the sludge oil pump (see sludge system).
Separate main and stern tube LO filling lines are provided at each bunker
station (port and starboard).

Issue: First

Preparation for the Operation of Loading Lubricating Oil
The procedures for loading LO should follow those described for HFO.
To Load Lubricating Oil Bunkers From a Barge or the Shore
At the bunker connection to be used, remove the blank and connect the
bunkering hose. Arrange a drip tray beneath the connection.
a) Ensure that the blanks on the other bunkering connections are
secure and that the valves are closed. Ensure that the drain and
sampling valves are closed.
b) Open the following valves on the selected lubricating oil storage
tank(s).
Description

Valve

LO DB storage tank (11) filling valve

741A1013

LO DB storage tank (12P) filling valve

741A1051

LO DB storage tank (12C) filling valve

741A1050

(Note! The stern tube LO storage DB does not have a filling valve as it is the
only tank connected to the stern tube filling line.)
c) Open the valve at the selected bunkering station.
Description

Valve

Engine LO filling valve port

741A1010

Engine LO filling valve starboard

741A1006

Stern Tube LO filling valve port

741A1009

Stern Tube LO filling valve starboard

741A1003

d) Establish effective communication between the control room, the
bunker barge/shore station and the bunkering station.
e) Signal to the bunker barge/shore station to commence loading
lubricating oil at a slow rate.
f) Check the ship to bunker barge/shore station connection and
pipeline for leaks.
g) Check that LO is flowing into the correct storage tank and not to
any other tank.
h) Speed up loading to the agreed maximum rate.

6.7.4 Lubricating Oil Transfer and Bunkering System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.7.4a Lubricating Oil Transfer and Bunkering System

PI

Funnel Top

Port Bunker Station

Stern Tube Filling

Stbd Bunker Station

ESD

1009

ESD

PI

Stern Tube Filling
1003

PI

PI

65

1060

Engine L.O. Filling

Engine L.O. Filling

1012 80

1006

Deck 4
Sludge
System

Waste Oil
Storage Tank
(Port)
26m3

80
65

65
80

Sludge
System
DG 3 Circ. DB 12
(Port) 20m3

50
1085

DG 1 Circ. DB 11
(Port) 20m3

LAH

731A1248
731A
1133

50

Saturated
Steam

1019
1053

Saturated
Steam

65

1054
65

1084

65

Waste Oil
Storage Tank
(Starboard)
26m3

731A1132

80
65

80

80
1093

1050
St. Tube Oil
Drain DB 15
Centre 17m3

65
L.O. Overflow
DB 12
(Centre) 7.7m3

1079

50

1025

65
1047

Dirty L.O.
Transfer Pump
10m3/h 5 Bar

+ PI

1046
Clean L.O.
Transfer Pump
10m3/h 5 Bar

50

1032

65

50

+ PI

65

Vents

50

+ PI

80

65

1013

Saturated
Steam
65

731A
1241

From
Separator

1083
To
Separator 50

65

65

1030

65

Lube Oil DB
11 Centre 25m3

Saturated
Steam

DG 2 Circ. DB 11
(Starboard) 20m3

1026

1027

+ PI

1040

Electrical Signal

1052

731A
1240

1031
Local
Start/Stop

Renovated
Oil DB
11 Centre 22m3

65

Lub Oil

1037

65

1033

DG 4 Circ. DB 12
(Starboard) 20m3

M

50
All Valve No.s Prefixed 741A
Unless Stated

Dirty Oil DB
11 Centre 25m3

65

1064

Key

1024

1049

L.O. DB 12
(Centre) 20m3

65

Saturated Steam

80

80

St. Tube Oil
Storage DB 15
Centre 17m3

Saturated
Steam
80

1051

Saturated
Steam

50

731A1247

80

L.O. DB 12
(Port) 71m3

80

Issue: First

1020
65

50
731A1223

731A1237

Saturated
Steam

Saturated
Steam

Illustration 6.7.4a Lubricating Oil Transfer and Bunkering System

P&O Aurora

Technical Operating Manual

i) As the level in the LO storage tank approaches 95%, close in the
filling valve to top up the tank slowly.
j) Signal to the bunker barge/shore station to further reduce the flow
rate until the tank is full and then signal to stop.

g) Note the reading on the LO flow meter, 741A1034.

Dirty Oil Transfer from Diesel Generator Sumps, Stern Tube Drain
Tank and the Dirty Oil Tank to the Waste Oil Storage Tanks

h) Start the clean LO transfer pump and stop when the required
quantity of oil has been transferred. Close all valves.
Dirty Oil Transfer from Diesel Generator Sumps and the Stern Tube
Drain Tank to the Dirty Oil Tank

k) Close the valve at the bunkering connection.
l) Open the vent at the filling connection and allow the hose to drain
back to the supplier.
m) Disconnect the hose connection and replace the blank.
n) Close all the tank filling valves.
To Transfer Lubricating Oil Using the Lubricating Oil Transfer Pump(s)
Clean Oil Transfer

a) Open the suction valve on the tank from which LO is to be taken.
Tank Description

Valve)

No.1 Diesel generator circulating DB (11P) filling valve

741A1013

No.2 Diesel generator circulating DB (11S) filling valve

741A1012

No.3 Diesel generator circulating DB (12P) filling valve

741A1054

No.4 Diesel generator circulating DB (12S) filling valve

741A1030

Stern Tube LO drain DB tank.

a) Open the suction valve on the clean oil DB tank from which LO
is to be taken.

741A1064
(Remove blank 741A1063)

Description

Valve

LO DB storage tank (11) suction valve

741A1013

c) Open the dirty LO transfer pump suction valve, 741A1047.

LO DB storage tank (12P) suction valve

741A1051
741A1050

b) Ensure that the clean LO transfer pump non-return suction line
valve, 741A1049, is open.

Tank Description

Valve

No.1 Diesel generator circulating DB (11P) filling valve

741A1013

No.2 Diesel generator circulating DB (11S) filling valve

741A1012

No.3 Diesel generator circulating DB (12P) filling valve

741A1054

No 4 Diesel generator circulating DB (12S) filling valve

741A1030

Stern Tube LO drain DB tank

741A1064
(Remove blank 741A1063)

b) Ensure that the dirty LO transfer pump non-return suction line
valve, 741A1025, is open.
c) Open the dirty LO transfer pump suction valve, 741A1047.

b) Ensure that the dirty LO transfer pump non-return suction line
valve, 741A1025, is open.

LO DB storage tank (12C) suction valve

a) Open the suction valve on the DG circulating DB tank from which
LO is to be taken.

d) Ensure that the dirty LO transfer pump non-return discharge line
valve, 741A1040, is open.

c) Open the clean LO transfer pump suction valve, 741A1046.

e) Open the inlet valve to the dirty LO DB tank, 741A1083. (Check
that the inlet valves to the waste oil storage tanks, 741A1084 and
741A1085, are closed.)

d) Ensure that the clean LO transfer pump non-return discharge line
valve, 741A1037, is open.

f) Start the dirty LO transfer pump and stop when the tank is empty.
Close all valves.

d) Ensure that the dirty LO transfer pump non-return discharge line
valve, 741A1040, is open.
e) Open the inlet valve to the dirty LO DB tank, 741A1083. Check
that the inlet valves to the waste oil storage tanks, 741A1084 and
741A1085, are closed.
f) Start the dirty LO transfer pump and stop when the tank is empty.
Close all valves.

e) Open the clean LO transfer pump line discharge valve,
741A1033. Check the discharge line non-return valve, 741A1032,
is open.
f) Open the filling valve on the tank to which the clean oil is to be
pumped:
Tank Description

Valve

No.1 Diesel generator circulating DB (11P) filling valve

741A1009

No.2 Diesel generator circulating DB (11S) filling valve

741A1008

No.3 Diesel generator circulating DB (12P) filling valve

741A1053

No.4 Diesel generator circulating DB (12S) filling valve

741A1007

Issue: First

6.7.4 Lubricating Oil Transfer and Bunkering System Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.7.5a LO and FO Drain System

Comp 15

Comp 14

Comp 13

Comp 12
Boiler Burner

1045

Comp 17

Boiler Burner

HPP

Deck 4

1038
Emerg. LO Tk 1

HPP

Comp 10
Bunker Station

Emerg. LO Tk 2

Emerg. LO Tk 1

HFO Unit

Deck 3

Waste Oil
Store Tk 15
(Stbd)

Deck 8 HPP Rm

32

DG
3

GO
Tk 15
(Port)

50

32

Vent &
Overflow

DO Serv
Tk 13
(Port)

32
1030

1037

65
LO Double
Filter

40
65

32

40

1047

65

20

Drip Tray
For Stern Tube
Stbd

1012

65

Leak Oil
DB 11/12
(Port)
5.18m3

1025

1034

Leak Oil
DB 11/12
(Stbd)
3.89m3

65

32

32

32

Engine
LO P/Ps

Mesh
Filter

Vent &
Overflow
To Sludge
Oil Pump

40

Sludge
Settling
Tk 13
(Stbd)

Leak Oil
DB 15
(Stbd)
4.95m3

20

1005
HFO
Service
Tank 10
(Stbd)

50
50

20

32

1002
32

LO Double
Filter

Boiler FO Unit

To Sludge
Oil Pump
32

32

FO Supply P/Ps

Vent &
Overflow

50
Emerg. LO Tk 2

Sludge Pumps

Emerg. LO Tk 1

HFO Unit

32

Emerg. LO Tk 2

Bunker Station
50

Leak Oil
32

50
Emerg. LO Tk 1

Key

32

50

32

Leak Oil
DB 10
(Stbd)
2.86m3

1003

DG
2

32

Engine
LO P/Ps

1010

50

Auto Filter/
Cooler

FO Sep. 3 P/P

Stern Tube Stbd
Oil Header Tank

Issue: First

32

32

32

32

20

1054

Mesh
Filter

DG
4

HFO
DB 8
(Stbd)

20

65
1020

Vent &
Overflow
To Sludge
Oil Pump

Waste Oil
Collection
Tk 15
(Stbd)

32

32

1026

1051

1008
HFO
Settling
Tank 10
(Stbd)

32

1021
1022

65

1046
40

32

20
20

32

Auto Filter/
Cooler

20

Mesh
Filter

Engine
LO P/Ps

1032

65

32
65 1027

40

HFO
Settling
Tank 10
(Port)

1033

LO Transfer P/P

HFO
DB 8
(Port)

32

32

50

DO/GO
Supply P/Ps

32

65
1053

1036
GO
Tk 15
(Stbd)

1015

20

65

20

LO Double
Filter
32

HFO
Service
Tank 10
(Port)

1041

1024

32

1016
1013

1031

Auto Filter/
Cooler

50

DG
1

50

1023

Miscellaneous
Oils

Leak Oil
DB 10
(Port)
2.86m3

32

32

To Sludge
Oil Pump

1052

32

To Sludge
Oil Pump

HFO Transfer P/P

Auto Filter/
Cooler

32

50

32

32

Mesh
Filter

Sludge
Oil
Tank

Stern Tube
Oil Filling Pump

65

FO Sep. 3 P/P
32

1048

50

LO Double
Filter

32

1035

50

Vent &
Overflow

FO Booster P/Ps

50
Engine
LO P/Ps

32

Drip Tray
For Stern Tube
32
Port

50

50

50

Emerg.
Diesel
Gen 1
50

Deck 2

32

32

Stern Tube Port
Oil Header Tank

Comp 16

Emerg.
Diesel
Gen 2

Waste Oil
Store Tk 15
(Port)

Comp 8

DG 1+2
FO Mix
Tube

32

50

Emerg. LO Tk 2

50

Comp 9

Sep. Drain Tank 10(Port)
32

32
Em gen
GO Tank

Comp 11

Sep. Drain Tank
32
32

DG 3+4
FO Mix
Tube

All Valve No.s
Prefixed 747A Unless
Stated

Illustration 6.7.5a Lubricating Oil and Fuel Oil Drain System

P&O Aurora
6.7.5 Lubricating Oil and Fuel Oil Drain System
Introduction
All equipment and storage tanks in the engine room containing lubricating oil
or fuel oil are provided with save-alls or similar devices. These collect any spilt
oil, oil leaked from glands or seals, or oil which has drained from tanks when
sludging to remove water. This oil flows, by means of gravity, to one of five
leak oil tanks. Two of these are situated forward, leak oil DB 10P (2.86m3
capacity) and leak oil DB 10S (2.86m3 capacity), two midships, leak oil DB
11/12P (25.18m3 capacity) and leak oil DB 11/12S (3.89m3 capacity) and
another aft; leak oil DB.15S (4.95m3 capacity).

Technical Operating Manual
Leak Oil DB 11/12P

Bunker station starboard

Diesel generator No.1 double filter

Emergency LO tank 1

Diesel generator No.3 double filter

Emergency LO tank 2

Diesel generator No.1 FO line drain

Emergency LO tank 1

Diesel generator No.3 FO line drain

Leak Oil DB 15S

Diesel generator No.1 turbocharger oil drain

Sludge pumps

Diesel generator No.3 turbocharger oil drain

Sludge settling tank

Diesel generator No.1 magnetic LO filter

Sludge oil tank

Diesel generator No.3 magnetic LO filter

Waste oil collecting tank

Diesel generator No.1 LO cooler drain

Gas Oil tank

Diesel generator No.3 LO cooler drain

Gas Oil tank 15P

Diesel generator No.1 attached pump drain

Miscellaneous oil tanks

Diesel generator No.3 attached pump drain

Stern tube oil header tanks

Separator drain tank 10P

Boiler burners

Stern tube oil filling pump

FO mixing tube, diesel generator No.s 1 and 2

Bunker station port

Stern tube drip tray (via hand pump)

HFO unit, diesel generator No.s 1 and 2

Emergency LO tank 1

Waste oil storage tanks 15P/S

Booster pump, diesel generator No.s 1 and 2

Emergency LO tank 2

HFO transfer pump, diesel generator No.s 1 and 2

Emergency LO tank 1

FO separator pump

DO service tank

HFO service tank 10P

DO/GO supply pumps

The leak oil tanks are vented and fitted with overflow pipes. Oil flows into the
leak oil tanks via non-return valves.
Each leak oil tank receives oil from save-alls at particular locations as follows:
Leak Oil DB 10P

HFO service tank 10P
Leak Oil DB 10S

Leak Oil DB 11/12S

There are no intermediate valves on the leak oil lines, but leak oil tanks are
provided with inlet non-return valves as follows:
Leak Oil DB 10P:
747A1016 and 747A1015 (from HFO service and settling tanks).

Diesel generator No.2 double filter

Separator drain tank 10S

Diesel generator No.4 double filter

FO mixing tube, diesel generator No.s 3 and 4

Diesel generator No.2 FO line drain

HFO unit, diesel generator No.s 3 and 4

Diesel generator No.4 FO line drain

HFO supply pump

Diesel generator No.2 turbocharger oil drain

Aalborg Sunrod fuel system

Diesel generator No.4 turbocharger oil drain

FO separator pump

Diesel generator No.2 magnetic LO filter

HFO service tank 10S

Diesel generator No.4 magnetic LO filter

HFO service tank 10S

Diesel generator No.2 LO cooler drain

HFO DB 8P

Diesel generator No.4 LO cooler drain

HFO DB 8S

Diesel generator No.2 attached pump drain
Diesel generator No.4 attached pump drain

Issue: First

Emergency Diesel Generators

Leak Oil DB 10S:
747A1002 and 747A1003 (from HFO service and settling tanks). Non-return
valve 747A1010 (from HFO DB 8P and 8S).
Leak Oil DB 11/12P:
747A1033, 747A1032, 747A1031, 747A1034, 747A1023, 747A1024,
747A1025, 747A1053.
Leak Oil DB 11/12S:
747A1021, 747A1022, 747A1020, 747A1054, 747A1029, 747A1026,
747A1027.
Leak Oil DB 15S:
747A1012, 747A1061.
These non-return valves will always be open. The leak oil tanks are emptied by
means of the sludge oil pumps, the contents of the leak oil tanks being pumped
to the sludge settling tank.
6.7.5 Lubricating Oil and Fuel Oil Drain System Page 1

P&O Aurora

Technical Operating Manual
5

6.7.6 Quick Closing Valve System
Introduction
Quick closing valves are fitted to oil lines in the machinery compartments and
other spaces so that, in the event of leakage, fire or other serious situation, the
valve may be closed quickly from a remote location. The valves are of the stop
type but they are spring loaded. When the holding mechanism is released the
spring force closes the valve instantly. After closing, the valve must be opened
manually using the handwheel. The valve may also be closed manually using
the handwheel should this be required.
The valve quick closing actuator is driven hydraulically, oil pressure acting on
a piston which moves the release lever. The release lever unlocks the setting
nut allowing the spring to close the valve.
The quick closing valve release station is located in the machinery safety
centre on deck 4. At the release station are 12 release actuators which send
hydraulic pressure to the valves when they are operated. The hydraulic system
is pressurised by means of a power pack unit which is kept under pressure at
all times. Quick release valves are grouped together in circuits so that one
release actuator will close a number of valves, the groups being selected so that
all quick release valve in a particular area are operated by one release actuator.
A further release actuator is located on the aft mooring deck by the gravity tank
for the thrusters and this closes the outlet valve from the emergency diesel
generator GO service tank .

GO service tank 15 S
transfer pump suction valve

742A3001

5

Sludge oil tank 14 (incinerator)

771A1804

6

DO service tank 13 P filling and suction valve 743A2026

6

DO service tank 13 P separator suction valve

743A1014

7

D/G No.s 3 and 4 mixing tank outlet valve

745A1061

7

Separator drain tank 10 S outlet valve

771A1002

7

Boiler fuel oil mixing tank outlet valve

754A2001

8

HFO settling tank 10 S
filling and transfer valve

744A1027

8

HFO settling tank 10 S separator suction valve 745A3035

8

HFO DB tank 8 S filling and suction valve

744A1002

9

HFO service tank 10 S
filling and transfer valve

744A1028

HFO service tank 10 S
engine supply suction valve

745A1006

HFO service tank 10 P
filling and transfer valve

744A1022

HFO service tank 10 P
engine supply suction valve

745A1001

HFO settling tank 10 P
filling and transfer valve

744A1023

9
10
10
11

Valves are grouped and numbered as in the following table.
Actuator

Quick Release Valve Description

Number

1

Stern tube header tank 15 P outlet valve

741A2208

1

Waste oil storage tank outlet valve

771A1033

1

Boiler burner No.1

745A2021

2

HFO tank 17 C outlet valve

744A1152

2

GO tank 15 P outlet valve

742A4002

2

GO service tank 15 S outlet valve

742A4001

3

Stern tube header tank 15 S outlet valve

741A2194

3

Waste oil storage tank outlet valve

771A1032

3

Boiler burner No.2

745A2022

4

Waste oil collection tank 15 S outlet valve

771A1031

4

Sludge settling tank upper outlet valve

771A1041

4

Sludge settling tank lower outlet valve

771A1043

5

GO tank 15 P transfer pump suction valve

742A3002

Issue: First

11

HFO settling tank 10 P separator suction valve 745A3001

11

HFO DB tank 8 P filling and suction valve

744A1001

12

D/G No.s 1 and 2 mixing tank outlet valve

745A1112

12

Separator drain tank 10 P outlet valve
(actuator located on mooring deck aft)

771A1001

13

Emergency gen. GO service tank outlet valve

743A4011

Procedure for Closing Quick Closing Valves

d) Ensure that the hydraulic actuation system is pressurised after any
set of valves has been actuated to ensure that other valves may be
closed if necessary
Procedure for Opening and Resetting a Quick closing Valve after
Actuation
a) Ensure that it is safe to open the valve(s) before attempting to
enter the space where the valve(s) is located.
b) Turn the valve handwheel fully in the close direction (clockwise);
this will lift the setting nut to the upper position.
c) Put the release mechanism in the hooked up position by moving
the lever towards the release cylinder. The spring attached to the
cylinder will keep the lever in the correct position. The hydraulic
actuation piston will be out after quick closing of the valve and
this piston must be pushed back into the cylinder before the
release mechanism is hooked up.
d) The release mechanism has now engaged the setting nut which
will now remain in the upper position.
e) Turn the valve handwheel in the opening direction (anticlockwise) and stop turning when the mechanical stop is reached.
The valve is now in the fully open position and ready for quick
release.
Procedure for Closing the Valve by means of the Handwheel
a) Turn the valve handwheel in the close direction (clockwise).
b) As the valve handwheel is turned, the setting nut is moved to the
top of its section of the body and this cancels the release
mechanism. This allows the valve to move downwards under the
action of the handwheel.
c) Further turning of the handwheel forces the valve disc hard
against its set.

The hydraulic actuating system is pressurised at all times and the system is
always ready for operation.
a) For the valve(s) selected for closure, operate the appropriate
actuator.
b) Release the actuator to relieve pressure from the actuation system.
c) All valves connected to the same actuator will be closed.

6.7.6 Quick Closing Valve System Page 1

P&O Aurora
6.8.1 Accommodation Air Conditioning Plant
Compressor
Type
Capacity
Motor Power
Motor Speed
Compressor Speed
Condenser
Type
Number of Passes
Cooling Medium
Sea Water Temp.
Sea Water Flow Rate
Condensing Temp. (Full Load)
Evaporator
Type
Number of Passes
Chilled Medium
Chilled Water Inlet Temp.
Chilled Water outlet Temp.
Chilled Water Flow Rate
Evaporating Temp. (Full Load)

YDHA - 90 SD Centrifugal J4
6100kW
1350kW
3570rpm
8451rpm

CM 48/16
2
Sea Water
32°C
1,155m3/h
41.2°C

Flooded 54/16
2
Fresh Water
12°C
6°C
872.3m3/h
4.7°C

Chilled Water Pumps
Make:
Klaus Union
Type:
SLM N 250-315-250 S4
Capacity:
786m3/h
Motor:
138kW 1750rpm
Reheat Pumps
Make:
Type:
Capacity:
Motor:

Klaus Union
SLM N 150-315-250 S2
355m3/h
38.8kW 1750rpm

General System Description
On a vessel the size of Aurora, it is not practical to pipe refrigerant to the air
handling fan units for air conditioning due to the system size and quantity of
gas required. Aurora utilises a chilled and heating water system for climate
control.

Technical Operating Manual
The heating water system consists of two available pumps and calorifiers to
heat and circulate the hot water to the fan units. The water is maintained at
between 60°C and 80°C.

Normal system control can be carried out from the Engine Control Room using
the Sequence Control Panel within the IMACs system.
The Sequence Control Panel allows the following functions:

The chilled and heated water is passed through separate banks of finned tubes.
The fans draw air over these tube banks. In the case of the chilled water, the
air will be cooled and in the case of the hot water, the air will be heated.
Controls on the fan unit serve to mix the air to ensure optimum conditions of
temperature and humidity.
Compressors and Control
The centrifugal water chillers are monitored and controlled by an OP7 microprocessor control unit with a data link to the IMACs system. Chilled water
circulates through all of the chiller evaporators, but the number of machines
running at any one time is load dependant.
Each compressor is of the centrifugal single stage type and uses R134A as the
refrigerant. The compressor is driven by an open, drip proof, squirrel cage,
water cooled induction motor. The drive is transmitted through a flexible disc
coupling. Gearing is used to increase the motor speed of 3570rpm to the
compressor speed of 8451rpm. This gearbox is built into the compressor
housing.
Lubricant is force fed to all the bearings, gears and rotating surfaces by an oil
pump which operates prior to the compressor starting. The pump runs
continuously during operation and also during run down. There is a gravity
feed oil reservoir built into the top of the compressor. This provides lubrication
during run down in the event of a power failure. The oil pump is situated in an
oil reservoir, separate from the compressor, with a thermostatically controlled
heater to remove any refrigerant from the oil. A replaceable oil filter cartridge
is externally mounted.

Selection of the return chilled water temperature
Starting and stopping order of the chillers as the load fluctuates, the
selections being: 1-2-3 or 2-3-1 or 3-1-2
Selection of the standby unit should a running unit fail
The starting and stopping of the units, in response to load fluctuations, is
programmed as follows:
If the lead unit is running and the return chilled water temperature is above the
set point plus 1°C (adjustable) after a specific time, a second unit is
automatically started. The capacity of the second unit will increase
automatically until the set point is reached.
If two units are running, and the return chilled water temperature is above the
set point plus 1°C after a specific time, the third unit is automatically started
and increases capacity automatically until the set point is reached.
When three units are running at less than 60% (adjustable) of their rated
capacity after a specific time, the third unit is stopped.
When two units are running at less than 40% (adjustable) of their rated
capacity, after a specific time, the second unit is stopped.
The machinery room is constantly monitored for escaped refrigerant.

The compressor has a capacity control which is variable between 10% and
100% of the full load capability. To achieve this, an external electric prerotation vane actuator automatically controls the vane position. This ensures a
constant arriving chilled liquid temperature is maintained.
The evaporator unit is of the shell and tube type with the chilled water passing
through the tubes and the expanding gas passing over the tubes. The condenser
is cooled by sea water supplied by a separate pump. The condenser is also of
the tube and shell type with the water passing through the tubes and the
condensing gas around the tubes. The condenser is fitted with a Cathelco
antifouling system. The evaporator, condenser and compressor are mounted
together on a frame and form an integral unit.

Three marine centrifugal water chillers maintain the chilled water supply to the
fan units at 6°C. One pump for each chiller unit circulates the chilled water to
all the fan units.

Issue: First

6.8.1 Accommodation Air Conditioning Plant Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.8.1a Accommodation Air Conditioning Plant Chilled Water System
AC 4-7,
AC 5-7
10-7, 13-7

AC 4-6,
AC5-6,
9-6, 10-6, 13-6

AC AC
5-5, 9-5,
10-5, 13-5

AC 4-4,
AC 9-4,
13-4.1, 13-4.2

ACAC
5-3, 6-3,
8-3, 9-3, 14-3

AC 5-2,
AC 6-2,
8-2, 12-2, 14-2
Deck 3

Deck 3
250

Deck 2

100

Elec
Fan Coil
Wk Shop

250

1294

1295

1194

1193

1192

1189

1185

1188

250

400

450

250

400

450

1195 Fire Zone 6

Fire Zone 7

ACAC
3-1

100

1184 1179

450
450

Fire Zone 5

1178

400

300

400

300

Fire Zone 4

1174

Deck 2

1175

Fire Zone 3

Fire Zone 2

Fire Zone 1

600
600

Analysing
Equipment
Connection

PDIAH

No.1 AC Unit
6100kW
874m3/h
PI

TI

9 bar
1243

TI

TI

TI

1465

PI

Dosing

TI

1468

1248

400

1240

1239

1238

Key

TI

PI

FS

600

1801

400
400

1296

400

Sea Water

1232

PI

No.1 Chilled Water Pump
874m3/h 3.8 - bar

1231

Air
Electrical Control/
Instrumentation

PDIAH

400

No.2 AC Unit
6100kW
874m3/h
PI

TI

400

9 bar
1260

TI

TI

TI

TI

1472

PI

400

400

Potable Water

1469
Note* All valve numbers are
prefixed by 713A unless stated
otherwise.

PI

FS

400

1265

500

PI

1257

1256

1255

1249

PI

No.2 Chilled Water Pump
874m3/h 3.8 - bar

1230

400

400

PDIAH

400

500

No.3 AC Unit
6100kW
874m3/h
TI

PI

TI
PI

FS

400

1283

400

400

1275

1229

1274

1273

400

1267
6 bar

PI

No.3 Chilled Water Pump
874m3/h 3.8 - bar

400

1804
150

TI

1223

TI

M

Filling
Manually
Activated

150

M

1221

400

1216
9 bar
1225

Steam
Preheater 1
3
150 115m /h - 2850kW

600

1228

PI

TI

9 bar
1220
1219

Steam
Preheater 2
3
150 115m /h - 2850kW

PI

TI

IMACS
Technical Water
(Engine Room
Potable) System

200

1289

Drain Connection
(Mounted at Lowest Point In System)

Issue: First

400
TS

600

600

TI

LS

PI

LIAH

LI

LIAL

1286
1214

1285

1284

600

IMACS
Drain To
Bilge

1266
250

From Working
& Control Air Sytem
Chilled
Expansion Water
Tank

1207

1201

50

1205
1287

300

M

TI

1476

M

TI

TI

1473

400

M

PI

400

9 bar
1278

1208

250

1204
450

1203
300

Drain
600

Illustration 6.8.1a Accommodation Air Conditioning Plant Chilled Water System

P&O Aurora

Technical Operating Manual

Illustration 6.8.1b Accommodation Air Conditioning Plant Heating Water System
AC 4-7, 5-7
10-7, 13-7

AC 4-6, 5-6,
AC
9-6, 10-6, 13-6

AC 5-5, 9-5,
AC
10-5, 13-5

AC 4-4, 9-4,
AC
AC
13-4.1, 13-4.2

AC 5-3, 6-3,
AC
8-3, 9-3, 14-3

AC 5-2, 6-2,
AC
8-2, 12-2, 14-2
Deck 3

100

100

100

100

80

80

80

100

80

100

32

AC 3-1
32

80

1065
1068

1066

100

1062

1063

1049 1053

1048

125

150

125

100

125

150

125

100

Fire Zone 6 1069

Fire Zone 7

Deck 2

80

Fire Zone 5

Fire Zone 4
200

1054
1056

100
100

Fire Zone 3 1057

Fire Zone 2

Fire Zone 1

200
200
200

200

200

Drain Connection
(Mounted At Lowest
Point In System)

1002

6 bar

1001

Connection For
Analysing
Equipment

Heating Water
Expansion
Tank

Control
Air
System

PDIAH

LS

M

LIAH

No.1 AC
Reheater
3395kW 146m3/h

1077
TI

1079
PI

200

TI

200

TI

1025
No.1 AC
Reheating Pump
292m3/h 3.2 - bar

1026

50

32

1044

1038

IMACS
TI

LI

1033

Drain

200

From Working
& Control Air Sytem

Manual
Filling

150

1027
1029

PI

LIAL

9 bar
1032

PI

200

PI

Drain To
Bilge
1043

Engine Room Steam System

20

1019

1804

50

1035

125

PI

TI

TIAH

TS

200

1040

25

32

5.5 bar

PI

1039

1041

32

Drain
From Technical Water
(Engine Room Potable)
System

PDIAH

1801

Engine Room Steam System
M

20

200

No.2 AC
Reheater
3395kW 146m3/h

1080
TI

1078
PI

200

TI

200

1004

Dosing

200

1010

PI

No.2 AC
Reheating Pump
292m3/h 3.2 - bar

PI

1011

Key
9 bar
1017

Sea Water

TI

150

Air

1018

1012

Electrical Control/
Instrumentation

1014
Drain

No.1

Steam

IMACS
Condensate

Note* All valve numbers are
prefixed by 715A unless stated
otherwise.

Issue: First

Potable Water

Illustration 6.8.1b Accommodation Air Conditioning Plant Heating Water System

P&O Aurora

Technical Operating Manual

Chilled Water System

Refrigerant R134A

The chilled water system is filled with treated fresh water. Anti-corrosion
inhibitors are dosed and their level monitored with chemical tests. A dosing
unit is provided and feeds added chemical into the return line within the
machine room.

R134A is a relatively new refrigerant and has the advantage of being non-toxic
and odourless. However, some precautions are necessary.

Three pumps are provided, one for each chiller unit. These take suction from
the return line via an in-line filter and discharge into the inlet water box of the
chiller unit. Each pump has a flow rate of 874 m3/h at a pressure of 3.8bar. The
cooled water leaves the chiller and enters the chiller units header rail where its
temperature is monitored by the control system.
The system is fitted with two 2850kW steam preheaters. Should the outside air
temperature result in the chilled water temperature falling too low, the IMACs
system will initiate heating to maintain the temperature. The flow rate of the
water is also controlled by the IMACs system by opening or shutting valves on
two reducing bypasses.
A hydrophore tank maintains a head of pressure on the system and is used to
make up any loss of water. This tank also acts as an expansion tank. This
configuration means the system is a totally enclosed system with less risk of
bacterial infestation. The level is manually maintained by the addition of either
compressed air or water. A safety valve is set to relieve at 6.0bar. The chilled
water is now distributed to the fan units and other consumers. The chilled
water returns to the pump suctions.
Heating Water System

Open

No.2 pump suction

1249

Open

No.2 pump discharge

1256

Open

No.2 pump filter unit inlet

1469

Open

No.2 pump filter unit outlet

1472

Open

No.3 pump suction

1267

Open

No.3 pump discharge

1273

Refrigerant R134A in contact with an open flame decomposes into phosgene,
a highly toxic gas.

Open

No.3 pump filter unit inlet

1473

Open

No.3 pump filter unit outlet

1476

Always wear goggles, when handling R134A or servicing equipment in which
it is contained, to avoid the possibility of liquid refrigerant coming into contact
with the eyes. Do not work in a closed space where R134A may be leaking
unless adequate ventilation is provided.

Open

No.1 chiller inlet

1240

Open

No.1 chiller outlet

1248

Open

No.2 chiller inlet

1257

Procedure for Starting the Accommodation Air Conditioning Plant

Open

No.2 chiller outlet

1265

Open

No.3 chiller inlet

1275

Open

No.3 chiller outlet

1283

The hydrophore tank is fitted with automatic filling via a solenoid valve
controlled by a level detecting switch.

Closed

System drain to bilge

1289

Open

158mm orifice inlet

1205

The valves should be set as follows:

Open

195mm orifice inlet

1201

To Prepare the Chilled Water System

Open

No.1 pump discharge to heaters

1231

Open

No.2 pump discharge to heaters

1230

Never use a torch or attempt to repair a line containing R134A until it is certain
that all gas has been pumped out of the section of the pipe to be repaired. The
area should be well ventilated and the line valved off.

Chilled Water System

a) Prepare the hydrophore tank valves as follows:

The system is designed to supply hot water to the fan units for heating or
reheating of the incoming air. The system is filled with treated fresh water.
Anti-corrosion inhibitors are dosed and their levels monitored with chemical
tests. A dosing unit is provided and feeds added chemical into the return line
within the machinery room.

Position

Description

Valve

Open

No.3 pump discharge to heaters

1229

Open

Inlet to solenoid valve

1286

Open

Water inlet to No.1 steam preheater

1223

Open

Outlet from solenoid valve

1284

Open

Water outlet from No.1 steam preheater 1228

Shut

Solenoid bypass

1287

Open

Water inlet to No.1 steam preheater

Two pumps take suction from the return line through in-line filters and into the
steam heated calorifiers. Each pump has a flow rate of 292m3/h. The IMACs
system monitors and controls the pumps and steam heating. The heated water
is now distributed to the fan units.

Open

Valves to gauges and instrumentation

Open

Water outlet from No.1 steam preheater 1219

Shut

Drain to bilge

1208

Inlet to 225mm orifice

1216

Open

Hydrophore to system valve

1266

Outlet from 225mm orifice

1214

A hydrophore tank maintains a head of pressure on the system and is used to
make up any losses of water. The hydrophore tank also acts as an expansion
tank. This configuration means the system is a totally enclosed system, with
less risk of bacterial infestation. The level is manually maintained by the
addition of either compressed air or water. A safety valve is set to relieve at
6bar.

Issue: First

b) Use the hydrophore tank air supply to balance the water level.
c) Prepare the system valves as listed below:

1221

d) Open all the cocks and valves to gauges and instrumentation.
e) Vent any air from strainers, filters, pump casings and chiller units.

Position

Description

Valve

Open

No.1 pump suction

1232

Open

No.1 pump discharge

1274

Open

No.1 pump filter unit inlet

1465

Open

No.1 pump filter unit outlet

1468
6.8.1 Accommodation Air Conditioning Plant Page 2

P&O Aurora

Technical Operating Manual

Sea Water Cooling to the Condensers

Start Up of Compressors and Pumps

a) Prepare the system valves as follows:
Valve

The machines are designed to operate in either fully automatic or local mode.
In fully automatic mode the sequence panel controls the starting and stopping
of the machines in accordance with the required cooling load. The machines
may also be directly started from the IMACs. In Local mode the machines are
started and stopped from their local control panel. Ensure that all the sea water
and chilled water valves are in the correct position and that all pumps are
available. The compressor oil level should be visible in the lower glass. To run
the machines in full automatic mode:

Position

Description

Open

No.1 pump suction from sea water crossover 9 2014

Open

No.1 pump discharge

2018

Open

No.1 condenser outlet

2050

Open

No.1 condenser overboard

2023

Closed

Dry dock inlet connection

2013

Open

No.1 pump vent valve

2053

Open

No.2 pump suction from sea water crossover 9 2024

Open

No.2 pump discharge

2028

b) Turn the selector switch from STOP to RUN.

Open

No.2 condenser outlet

2031

Open

No.2 condenser overboard

2034

c) In REMOTE mode, the main central sequence control panel must
be selected to ON.

Open

No.2 pump vent valve

2052

Open

No.3 pump suction from sea water crossover 9 2035

Open

No.3 pump discharge

2039

Open

No.3 condenser outlet

2042

Open

No.3 condenser overboard

2045

Closed

Dry dock inlet connection

2006

Open

No.3 pump vent valve

2051

b) Vent any air from strainers, filters, pump casings and chiller units.

a) Each machine should be in the REMOTE mode at the sequence
control panel. To change between LOCAL and REMOTE mode,
press K1 screen and then F1. This selects Evaporator control. The
operator should use the shift and down keys to change modes.

LOCAL Operation
a) Select LOCAL CONTROL on the machine sequence panel.
b) Turn the selector switch to RUN.
The sequence will then begin and continue as described above. The main
difference when operating in LOCAL control is that the machine will control
its own chilled water temperature set point, as opposed to controlling the
common set point when in full automatic mode. All alarms and shutdowns will
continue to operate as in REMOTE mode.

This selection is to allow the panel to interface with the IMACs. The chilled
water delivery temperature can also be controlled from there. The machine
should also be selected to REMOTE on the IMACs and the starting sequence
checked for the LEAD/LAG machine and adjusted accordingly.
In REMOTE, the sequence control panel will constantly calculate the required
load and start/stop units accordingly. If one machine reaches full load (100%
PRV position) and the chilled water temperature deviates more than one degree
centigrade, then the compressor start up procedure will commence.
The panel will communicate with the PMS via the IMACs to check if there is
sufficient available power to allow for the starting of a machine. This because
the starting current of a compressor is extremely high. Starting is direct on line
and can be 4.5 times full load current (approximately 650 amps).
If there is sufficient available power then the IMACs will return a start signal
and the starting procedure begins. If insufficient power is available, the next
selected standby generator will be started and connected to the switchboard.
This then rectifies the situation and a start signal is then passed to the sequence
control panel.Once running, the incoming machine will increase load until the
chilled water set point is achieved, at which point the machines will load share.
d) Ensure that the Cathelco anti-corrosion system for the condenser
is switched on.
The machine is now operating in full automatic mode.

Issue: First

6.8.1 Accommodation Air Conditioning Plant Page 3

P&O Aurora

Technical Operating Manual

Illustration 6.8.2a Accommodation Air Conditioning Services

Cabin Unit

Air
Supply

Damper
For VAV
Flow
Sensor

Heating
Element

Air Flow
To Room

Overheat
Sensor
Temperature
Sensor

Damper
Motor

AC Compressor Room

Room Climate
Control Unit

230 VAC
Power
Supply

Rooms / Cabins

Air Flow Supply
To Rooms / Cabins

Chilled Water

User
Panel
AC Chiller Unit
6100kW
874m3/h

AC Fan
Master Unit

AC Fan
User
Panel

MicroVent
Cabin Unit

Key
Cooling Water

Microprocessor
Unit

AC Station

Slave Unit

Air
Electrical Signal

Issue: First

Illustration 6.8.2a Accommodation Air Conditioning Services

P&O Aurora

Technical Operating Manual
Cabin Climate Control

6.8.2 Accommodation Air Conditioning Services
Description of the Air Handling Units

M
Air
Outlet

The climate control unit consists of:

There are twenty seven fan rooms in total. They are distributed throughout the
ship from deck 3 through to deck 14. These rooms house a total of 222 fans
supplying air within the ship. Seventy of these are air conditioning units
supplying treated air.
The air treatment units are fabricated units with easily detachable internal units
built up within. They are double skinned with insulation between the two skins
to prevent external effects on the air and condensation.
A fan within the unit draws a mixture of fresh outside air and recirculated air
from the accommodation into the unit through filters. This air passes through
the heating unit which comprises of a radiator through which hot water is
circulated. The temperature of the air is controlled by a thermostat which in
turn regulates the flow of heated water through the unit.
From here the air passes over the cooling radiator which is supplied with
chilled water from the chilled water system. A thermostat controls the flow of
chilled water to give the required air temperature.
In winter conditions the unit will heat and dehumidify the air. Final reheat
takes place in the individual cabins by the use of integral electric reheating
coils. In tropical conditions the air is only cooled in the units, with reheat
taking place within the cabin units, thus correcting the humidity.

M

Damper

Exhaust Fan

1) The user panel, located on the bulkhead. The required room
temperature is selected by the use of up or down buttons with an
LED display indicating the position.

M

Damper

Recirculated Air

Recirc.
%
Damper

M
Air
Inlet

Cooler Unit

M

Reheat Unit

Supply Fan

Damper
Chilled Water

Damper

Reheat

Typical Room Equipment

2) The flow sensor, which is interlocked with the heater element.
Rooms

3) The room climate control unit. This is a microprocessor controller
used to operate the various controllable parts of the system.
4) The temperature guard sensor. The heater element will be
switched off if the air flow temperature exceeds 65°C or the air
flow ceases.
5) The heater element.
6) Heat protection, set to 110°C. This device has an automatic reset.
7) The damper motor.
The temperature of the air is controlled by the micro-processor unit which
controls the air damper to regulate the flow of and air and consequently the
temperature. This also regulates the flow of air over the heater elements and
the current supplied to the elements.
Cabin air flow is balanced by the flow of air supplied through the cabin unit,
the air removed through the toilet vent system to the outside and the air drawn
through the alleyway suction grills and recirculated.
The balance of the air flow was set up during the commissioning of the ship
and should require no further adjustment. It is intended to keep the outside and
inside air pressures similar to prevent problems with the opening of outside
doors
The fan units are monitored by the ships IMACS system and alarms raised
when faults occur. The display on the control room monitors also indicates the
outside temperature and humidity.

Issue: First

6.8.2 Accommodation Air Conditioning Services Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.8.3a Machinery Space Ventilation System

Starboard Side View
Deck 13

Deck 13

Deck 12

635.1222

VS12.5.12

Deck 11
Deck 10
Deck 9

635.1112
635.1132
635.1132

Deck 8

VS12.5.06

VS12.5.08

VS12.5.02

635.1132

VS12.5.04

635.1112

VS12.5.01

VE05.5.01

VS12.5.05

VS12.5.03

VS12.5.09

635.1242

VS12.5.011

Deck 10

VS12.5.07

VS12.5.10

Deck 11

Deck 9

Deck 12

Port Side View

635.1232
635.1212

Deck 7
Deck 6

Deck 8
Deck 7

635.1332

635.1032

635.1012

635.1412

Deck 6
Deck 5
Deck 4

Comp.
12

Deck 3
Deck 2

Comp. 15

Comp.
14

Comp. 11

Comp. 13

Comp. 10

Comp. 9
Comp. 2

Stern Thruster
Room

H.F.O. Settling Tank
(Port)

Heeling Tank
(Port)

Comp. 1

Bow Thruster
Room

Deck 14

Deck 12
Fan Room

Deck 13
Deck 12
Deck 11
Deck 10
Engine
Casing

635.1022
635.1142

Deck 9
Compartment 15

Deck 8
635.1012
635.1132

Deck 7

635.
1212

635.
1412

635.
1232

SH/VE
07.05.03

Deck 6

635.
1112

635.
1252

Deck 3

635.
1012
SH/VE
07.05.01

635.
1152

Deck 5
Deck 4

635.
1132

635.
1262

SH/VE
07.05.04

SH/VE
635. 635. 635.
1422 1322 1342 07.05.02

635.
1162

635.
1022
Deck 4

635.
1032

Deck 3

Deck 2
635.
1312

635.
1122

635.
1242

Deck 2

635. 635. 635.
1122 1142 1142

Deck 1

Deck 1
Basis Line
Compartment 12

Issue: First

Deck 7 Fan Room Arrangement

Basis Line
H.F.O. D.B. 15

Illustration 6.8.3a Machinery Space Ventilation System

P&O Aurora

Technical Operating Manual
generator engine is started as the fan is included in the pump start group for
that engine.

6.8.3 Machinery Space Ventilation System
Aurora’s machinery spaces are force ventilated by a variety of different
electrically driven fans. The supply and exhaust fans are designed to maintain
a slightly more negative air pressure than the ship’s accommodation. This
ensures that any polluted air is contained within the machinery spaces.

The forward generator room, compartment 11, is provided with air from four
vertical supply fans and two high pressure radial fans. The room is exhausted
via two vertical fans. The ratings of the fans can be seen in the table on the
right. To allow for the variable air demand from the two generator engines
there are two variable speed fans. The aft generator room, compartment 12, has
an identical set of fans installed.

Type

Space/Room Served

Flow
Rate
m3/h

RPM

Motor

Fed
From

VS.06.1.01

Swing

Compt 2 Bow Thruster

7,100

1750

U-DF 112 MZ-4

MD20

1750

U-DF 112 MZ-4

MD20

1170

WU-DF 200 LN-6

ME24

1750

U-DF 180 LZ-4

ME12

VS 12.5.02

Diesel Generator 2:

VS 12.5.03

Diesel Generator 3:

VS 12.5.06

VE.06.1.01

Swing

Compt 2 Bow Thruster

7,100

VS 12.5.07

VS.13.4.01

Radial

Compt 9 AC Compr

42,000

VE.01.4.01

Swing

Compt 9 AC Compr

42,000

Diesel Generator 4:

Generator Room Ventilation

System

Diesel Generator 1:

Generator Room High Pressure Distribution Fans
Compartments 11 and 12 are also fitted with high pressure, high velocity
20,000 m3h supply fan units. The fans are located centrally in compartments 11
and 12 at deck 3 level. The fans are centrifugal units and feed a noise insulated
distribution box, ducts then feed air to the boiler areas and various outlets at
deck 1 and 2 levels.

VS.12.5.01

Vertical

Compt 10 Separator

52,000

1750

WU-DF 200 LN-4

ME23

VE.05.5.01

Swing

Compt 10 Separator

26,500

1750

U-DF 180 MZ-4

ME20.1

VS.05.5.02

Swing

Compt 10 Separator

26,500

1750

U-DF 180 MZ-4

ME20.2

VS.12.5.02

Vertical

Compt 11 Fwd Engines

90,500

1170

WU-DF 225 MN-6

ME23

VS.12.5.03

Vertical

Compt 11 Fwd Engines

90,500

1170

WU-DF 225 MN-6

ME24

VS.12.5.04

Vertical

Compt 11 Fwd Engines

120,000

1170

WU-DF 280 MN-6

ME23

Generator Room Variable Speed Fans

VS.12.5.05

Vertical

Compt 11 Fwd Engines

120,000

1170

WU-DF 280 MN-6

ME24

Compartment 11 Generators 1 and 2:

VS 03.5.01 VS 03.5.02

VE.07.5.01

Vertical

Compt 11 Fwd Engines

120,000

1170

WU-DF 225 MN-6

ME20.1

The four supply fan’s speeds are regulated by electronic controllers.

Compartment 12 Generators 3 and 4:

VS 03.5.03 VS 03.5.04

VE.07.5.02

Vertical

Compt 11 Fwd Engines

120,000

1170

WU-DF 225 MN-6

ME20.2

VS.03.5.01

Radial

Compt 11 Fwd Engines

20,000

1750

WU-DF 200 LN-4

ME10.1

VS.03.5.02

Radial

Compt 11 Fwd Engines

20,000

1750

WU-DF 200 LN-4

ME10.2

VS.12.5.06

Vertical

Compt 12 Aft Engines

90,500

1170

WU-DF 225 MN-6

ME23

VS.12.5.07

Vertical

Compt 12 Aft Engines

90,500

1170

WU-DF 225 MN-6

ME24

VS.12.5.08

Vertical

Compt 12 Aft Engines

120,000

1170

WU-DF 280 MN-6

ME23

VS.12.5.09

Vertical

Compt 12 Aft Engines

120,000

1170

WU-DF 280 MN-6

ME24

VE.07.5.03

Vertical

Compt 12 Aft Engines

120,000

1170

WU-DF 225 MN-6

ME20.1

VE.07.5.04

Vertical

Compt 12 Aft Engines

120,000

1170

WU-DF 225 MN-6

ME20.2

VE.03.5.03

Radial

Compt 12 Aft Engines

30,000

1750

WU-DF 200 LN-4

ME20.1

Machinery Space Fans
VS 12.5.02
Controller

VS 12.5.06
Controller

VS 12.5.03
Controller

I

I

I

F

F

Fan Speed
Controllers

VS 12.5.07
Controller
I

F

F

4-20ma

4-20ma

Process Station P15

Process Station P16

H1 Bus

Process
Station PO1

Process
Station PO2

Process
Station PO3

4-20ma
Gen 1
T/C A B

4-20ma
Gen 2
T/C A B

Compartment
Pressure
Sensor

Process
Station PO4

Forward
Engine Room
Compt. 11

Turbocharger
Speed Sensors

Gen 1
T/C A B

Compartment
Pressure
Sensor

Gen 2
T/C A B

Aft
Engine Room
Compt. 12

Diesel Generator Rooms: Variable Speed Supply Fan System

An air pressure transducer fitted in the engine compartment and turbocharger
speed sensors send 4-20ma signals to the IMACs system process stations PO1
-PO4. The IMACs system calculates the required speed of the fan and sends a
4-20ma speed demand signal to the electronic speed controllers via Process
stations PO15 and PO16. The fans will automatically start when its associated

Issue: First

The machinery space fans can be controlled via the IMACs system. The
operator must manually start and stop the fans when required. However, the
fans are included in the engine pump group automatic start sequence to ensure
the fans are running when an engine is started.
The fans are mostly situated in the fan room on deck 7. The larger fans are also
fitted with a silencing arrangement mounted above the fan unit. The fans
exhaust and supply from louvres and sound-insulated baffles at the base of the
funnel. The exceptions are the bow thruster room and stern thruster rooms
which are supplied from deck 6 forward and deck 5 aft respectively.
The fans and dampers can also be controlled via the SMS system.
Compartments 11 and 12 are also fitted with high pressure, high velocity
20,000 m3h supply fan units. The fans are located centrally in compartments 11
and 12 at deck 3 level. The fans are centrifugal units and feed a noise insulated
distribution box, ducts then feed air to the boiler areas and various outlets at
deck 1 and 2 levels.
The emergency generator rooms are fitted with automatically operated fans
and dampers which will start and open when an emergency generator starts.
The fans will run for a specific time after the generator engine has shut down.

VE.03.5.03

Radial

Compt 12 Aft Engines

30,000

1750

WU-DF 200 LN-4

ME20.2

VS.12.5.10

Vertical

Compt 13

38,000

1750

U-DF 180 MZ-4

ME24

VE.05.5.03

Swing

Compt 13

38,000

1750

U-DF 112 MZ-4

ME20.1

VS.12.5.11

Vertical

Compt 13 Incinerator

40,000

1750

U-DF 180 LZ-4

ME24

VE.05.5.04

Swing

Compt 13 Incinerator

20,000

1750

U-DF 132 MZ-4

ME20.2

VS.12.5.12

Vertical

Compt 14 PEMs

40,000

1750

U-DF 180 LZ-4

ME23

VE.05.5.05

Radial

Compt 14 PEMs

40,000

1160

WU-DF 200 LN-6

ME20.1

VS.13.6.01

Radial

Compt 15

20,000

1160

U-DF 160 LZ-6

ME23

VE.13.6.01

Radial

Compt 15

20,000

1160

U-DF 160 LZ-6

ME24

VS.02.7.01

Vertical

Compt 18 Stern Thruster

5,100

1700

U-DF 90 LZ-4

MD70

VE.02.7.01

Swing

Compt 18 Stern Thruster

5,100

1700

U-DF 90 LZ-4

MD70

VE.05.7.01 Horizontal

Em Generator Rm Port

3,200

1700

U-DF 90 SE-4

E10

VE.05.7.02 Horizontal

Em Generator Rm Stbd

3,200

1700

U-DF 90 SE-4

E10

VE.04.5.01

Radial

Bunker Station Port

500

1700

U-DF 80 MB-4

MD50

VE.04.5.02

Radial

Bunker Station Stbd

500

1700

U-DF 80 MB-4

MD50

VS.12.5.11

Axial

Em Generator Tank Rm

300

2560

W20/2

MD70

VE.05.5.04

Em Generator Tank Rm

Natural Balance

6.8.3 Machinery Space Ventilation System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.8.4a Provision Refrigeration Normal Cooling System

O

Fresh Fruit, Salad & Vegetables +4 C

TS
M

O

Meat Thawing +6 C

Liquid Line
(Normal Cooling)

Suction Line
(Normal Cooling)

O

Poultry Thawing +4 C

Normal Cooling

TI

76

Evaporator Unit

54
M

TI

Veg. Holding Rm. +6OC

35
PT

PIC

35

Fish Thawing +6OC
76
PI

O

Soft Fruit +7 C

76
PI

PI

Compressor

PI
O

Flour/Poulses +6 C

Compressor

Oil +8OC

M

Heat
Exchanger
Fresh Fruit +3OC
Cheese +3OC
TSA

TSA

6

6
TI

TI

54

400 PSI

Root Vegetables
& Potatoes +5OC

54

400 PSI

O

Wine & Beer +16 C

42
FZA

Orifice
Separator

Orifice
Separator

LS
TS

FZA

TS
O

LS

Wine & Beer +16 C

Dairy +3OC

M

TS
TI

TI

42

22

O

Wine & Spirits +16 C

22

Dairy +3OC
Oil Cooler

42

Wine & Spirits +16OC

Oil Cooler

Evaporator Unit

Dry Store +20OC
Minerals +20OC
400 PSI

400 PSI

Condenser

Condenser

42

Dry Store +20OC

O
Minerals +20 C

54
O
Tobacco +20 C
O

Blow Out
To Line
Of
Safety
Valves

Fresh Meat +4 C

54

Filter
Drier
400 PSI
LS

M

Key

42
PI

TS

O

Dry Store +20 C

Refrigeration Liquid
Refrigeration Gas

Liquid
Receiver

Dom. Fresh Water
O

Dry Store +20 C

Evaporator Unit

Lubricating Oil
Electrical Signal

Fresh Water

Issue: First

Instrumentation

Illustration 6.8.4a Provision Refrigeration Normal Cooling System

P&O Aurora
6.8.4 Provision Refrigeration System
General Description
Aurora is supplied with two separate provision refrigeration systems, deep
cooling and normal cooling.
The deep cooling system handles the sub-zero storage areas and has a
maximum cooling capacity of 42kW. Two compressors are fitted, one normally
in operation and one on standby. It is possible to operate both together if
required, for example, when chilling down the rooms after maintenance. Most
of the chiller units on the deep cooling system have electric defrost heaters
fitted, operated by a timer.
Deep Cooling Plant
Manufacturer:
Compressor Type:
Cooling Capacity:
Evaporating Temperature:
Condensing Temperature:
Compressor Power:
Capacity Control:
Cooling Water Inlet Temp:
Water Volume:
Condenser Pressure Drop:
Motors:

Noske-Kaeser
OSN 7461-K
42kW
- 38°C
+43°C
75kW
0-50-75-100%
+38°C
38m3/h
0.2bar
690V 75kW 82A

The normal cooling system handles the chilled storage rooms in which the
temperature would normally be positive. The system has a maximum capacity
of 151kW. The main 690V electrical supply for the deep cooling plant is from
ME20.1.
Normal Cooling Plant
Manufacturer:
Compressor Type:
Cooling Capacity:
Evaporating Temperature:
Condensing Temperature:
Compressor Power:
Capacity Control:
Cooling Water Inlet Temp:
Water Volume:
Condenser Pressure Drop:
Motors:

Issue: First

Noske-Kaeser
OSN 7461-K
150.25kW
-10°C
+43°C
90kW
0-50-75-100%
+38°C
60m3/h
0.2bar
690V 90kW 98A

Technical Operating Manual
The main 690V electrical supply for the normal cooling plant is from ME20.2.
Both systems use refrigerant R404a which is practically odourless and nontoxic.
The compressors are of the open screw type, with four stages of
loading/unloading. The compressors start on zero capacity load and then alter
their capacity through the remaining three stages, depending upon the suction
pressure, in relation to the cooling load of the plant. Condenser cooling utilises
water circulated from the Low Temperature Auxiliary Consumers system.
The refrigerant is piped through the ship from the plant up to deck 6 and
supplies storage spaces, fridge and chiller units in the galley areas and bar
pantries.
The refrigerated storage rooms are fitted with gas leakage detection units
which give early warning of any loss of gas. These units should be tested on a
three monthly basis using a test gas. Connections are provided for the recovery
of gas from the system prior to maintenance work taking place.

High pressure gas leaves the oil separator and enters the condenser where the
degree of superheat and latent heat of evaporation is removed by the cooling
water. The gas becomes a liquid as a result and flows from the bottom of the
condenser into the collector. A sight glass indicates the liquid refrigerant level.
The pressure of the refrigerant remains the same as at the compressor
discharge. As long as it remains at that pressure and temperature, it will remain
in liquid form.
The condenser is of the tube end plate type, with the cooling water flowing
through the tubes. A sight glass indicates the liquid refrigerant level. A safety
valve fitted at the top of the unit will relieve at 26.7 bar into the same line as
the oil separator safety valve. This is piped away to atmosphere.
Liquid refrigerant flows from the condenser through a filter drier. Connections
are provided at this point for charging refrigerant into the system. A sight glass
after the filter drier indicates the condition of the refrigerant and should be
regularly observed. Shortage of refrigerant is indicated by bubbles in the glass
and also the colour of the indicator paper within will show up any moisture
content which would be detrimental to the system.

Refrigeration Circuit Description
The compressor takes its suction from the gas return line. The gas at this stage
is superheated to a degree dependant upon its pressure and the setting of the
expansion valves in the cooled spaces.
The open screw type compressor raises the pressure of the gas and entrains it
within the lubricating oil. This oil is necessary to cool and lubricate the moving
parts. This mixture of pressurised oil and gas passes to an oil separating unit.
The internal construction of the unit causes the mixture to swirl and most of
the oil is thrown out and collects at the bottom of the receiver. The oil separator
has an internal electrical heater element to warm the oil and aid separation
when the unit is idle. A safety valve is fitted set to relieve at 26.7bar. The oil
is then passed through a cooler and back to the compressor suction via an
orifice, a filter, a sight glass, a flow detector and a solenoid valve. The oil
separator has a level detection switch to warn of a low level. There is also a
flow detector which will shut down the compressor if zero flow is detected.
The compressor itself has a four stages of capacity control. On start up, the
sliding ring capacity controller is in the no-flow position, to reduce the starting
current drawn by the drive motor. The further stages of loading are controlled
by the the suction pressure, this being higher or lower depending on the
cooling demand of the cooled spaces. A low pressure cut out switch is fitted to
stop the compressor should the demand fall too low or a loss of gas has taken
place. A high pressure cut out switch is also fitted to protect against a high
discharge pressure, the most likely cause being loss of, or insufficient coolant
at the condenser.

For efficiency and to prevent liquid refrigerant entering the compressor, there
are heat exchangers and liquid return expansion valves fitted between the
liquid and gas return lines at this stage.
The liquid gas is distributed to the chiller units in the various cooled spaces.
Each space is fitted with a thermostat to control the temperature of that space.
When the space reaches the upper temperature of its controlled range, a
solenoid valve on the liquid inlet line opens and admits the liquid to the
expansion valve. The pressure of the liquid drops as it passes through the
expansion valve. At this lower pressure, the gas cannot exist as a liquid and
heat is required to allow the liquid to expand into a gas. This mixture of lower
pressure liquid and gas enters the chiller unit evaporation coils in which it can
remove heat from the air passed over it, this having the effect of cooling the air
and expanding the liquid to a gas. The expansion valve has a mercury filled
bulb attached to the gas outlet. Expansion and contraction of the mercury
varies the opening of the expansion valve. This is adjusted to maintain the
temperature of the gas leaving the evaporator at a level containing a certain
degree of superheat. A pressure regulating valve, fitted at the outlet, maintains
a back pressure in the evaporator and prevents the space from being
undercooled in the event of the solenoid valve failing or leaking. This also
reduces the risk of refrigerant leaving the evaporator unexpanded and causing
damage in the system. The expanded, superheated gas is returned to the
compressor suction and the cycle begins again. This is therefore a ‘closed
cycle’ system.

6.8.4 Provision Refrigeration System Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.8.4b Provision Refrigeration Deep Cooling System

Rooms Served

Liquid Line
(Deep Cooling)

Suction Line
(Deep Cooling)
Frozen Meat
O
-25 C

Deep Cooling

TI

76
TI

PIC

Frozen Meat
-25OC
76

LP

76

PI

PI

HP

LP

Compressor

HP

PI

PI

Compressor

6

Ice Blocks
-25OC

6
TSA

TSA

Fat & Butter -7OC
TI

TI

Frozen Fish
-25OC

TS

400 PSI

400 PSI

54
Orifice

35

M

Orifice

FZA

LS

Separator

54
FZA

Ice Cream
O
-25 C

LS

Separator

TS

TS
TI

TI

22

22

Oil Cooler

Frozen Poultry &
O
Game -25 C

Oil Cooler

42

42

400 PSI

White Meat
-25OC

400 PSI

35

Condenser

Condenser
54

Blow Out
Safety
Line

Filter
Drier

Key

54

Frozen Meat
-25OC

Refrigeration Liquid
35

Refrigeration Gas

400 PSI

PI

Dom. Fresh Water
LS

Liquid
Receiver

Lubricating Oil

Frozen Vegetables
-25OC

Electrical Signal
Instrumentation

Fresh Water

Issue: First

Illustration 6.8.4b Provision Refrigeration Deep Cooling System

P&O Aurora

Technical Operating Manual

System General Operation

Refrigerant R404a

486

Dry Store

20°C

It is assumed that the monitoring and control system is operational and that the
valves for each space to be cooled, are in the correct positions.

CAUTION!
R404a is a relatively new refrigerant and has the advantage of being nontoxic and odourless. However some precautions are necessary. Never use
a torch or attempt to repair a line containing R404A until it is certain that
all the gas has been pumped out of the section of the pipe to be repaired.
The area should be well ventilated and the line valved off. Refrigerant
R404A in contact with an open flame decomposes into phosgene, a highly
toxic gas. Always wear goggles when handling R404A, or when servicing
equipment in which it is contained, to avoid the possibility of liquid
refrigerant coming in contact with the eyes. Do not work in a closed space
where R404A may be leaking unless adequate ventilation is provided.

487

Dry Store

20°C

488

Dry Store

20°C

480

Dairy

3°C

484

Dairy

3°C

481

Fresh Meat

4°C

470

Root Vegetables and Potatoes

5ºC

472

Cheese

3°C

474

Flour, Pulses

8°C

List of Main Storage Spaces Cooled by the Deep Cooling System

475

Fish Thawing

6°C

Number

Space

Setpoint Temperature

463-1

Meat Thawing

6°C

373

Fat and Butter

-25°C

460

Vegetable Holding

3°C

483

Frozen Meat

-25°C

461-1

Poultry Thawing

4°C

482

Frozen Vegetable

-25°C

479

White Meat

-25°C

There are several other auxiliary cold stores and roll in refrigerators taking
refrigerant from the normal cooling central systems situated in bars, galleys
and food preparation areas.

g) It is prudent to test the oil no flow detector before leaving the
system on-line. This is achieved by unplugging the oil return line
solenoid valve, causing it to shut. The compressor should stop
within three seconds.

476

Frozen Fish

-25°C

478

Ice Cream

-25°C

477

Frozen Poultry, Game

-25°C

h) Check the system pressures and temperatures, current drawn by
the running machine and listen for any abnormal noises.

473

Ice Blocks

-25°C

471

Frozen Meat

-25°C

j) The off-line compressor should be put to standby. This will allow
it to start should the system demand become higher than the
capacity of one machine, or if the running machine fails.

List of Main Storage Spaces Cooled by the Normal Cooling System

a) Ensure that the cooling water inlet and outlet valves to each
condenser are open and that any air is vented from the condenser.
b) Leaving the compressor suction valve shut, put all the other
valves from the compressor discharge onwards, including heat
exchange units, to their correct positions.
c) Check the oil level in the separator sight glass.
d) The oil temperature in the separator should be 15°C - 20°C above
ambient temperature.
e) Start the compressor and slowly open the suction valve.
f) Observe the oil flow sight glass and ensure that a flow of oil is
visible. If not, stop the compressor immediately. There is a 20
second delay fitted on the oil flow detector. If zero flow is
detected after that time, the compressor will stop.

Procedure for Adding Oil to the Compressor
The compressor should be stopped for this operation.
a) Charge the oil directly into the oil separator and oil cooler.
b) Keep the solenoid valve in the oil injection line closed (remove
plug) and open the hand shut off valves on the oil separator/oil
cooler.
c) The oil level in the oil separator should should be within the sight
glass range.

Issue: First

Number

Space

Setpoint Temperature

377

Wine and Spirits

16°C

375

Wine and Beer

16°C

370

Fresh Fruit, Salad and Veg.

3°C

370a

Fresh Fruit, Salad and Veg.

3°C

372

Oil

8°C

371

Soft Fruit

7°C

362

Garbage

4°C

376

Minerals

20°C

376a

Minerals

20°C

374

Tobacco

20°C

485

Dry Store

20°C

Separate Systems
There are three separate, independent refrigeration plants situated close to the
spaces they serve. These are areas that would not be practical to supply from
the central systems due to the length of pipework required.
These areas are:
Observation lounge bar cold store
Pool bar and fast food cold store
Riviera bar pantry cold store
Harlequins bar cold store
Anderson’s bar cold store
Separate Units 1 to 3
Manufacturer:
Compressor Type:
Cooling Capacity:
Evaporating Temperature:
Condensing Temperature:
Motor Power:
Cooling Water Temperature:
Water Volume:

Norske-Kaeser
TAJ 9510
1.8 kW
+10°C
+40°C
1.3 kW
+6°C, from chilled water system
0.5 m3/h

6.8.4 Provision Refrigeration System Page 2

P&O Aurora

Technical Operating Manual

Illustration 6.9a Engine Room Cranes, Hoists and Lifting Arrangements

Generator Service Crane
2560

325

495
4200

Pendant
Controller

Generator Service Crane

Machinery Shell
Door 30

Welding
Shop

Crane

Stores Shell
Door 28

Nozzle
Test Room
Crane
Hatch
Crane
Hatch
Workshop

Engine
Store

Engine Control
Room

CO2

Deck - 3

Issue: First

Deck - 4

Illustration 6.9a Engine Room Cranes, Hoists and Lifting Arrangements

P&O Aurora
6.9 Engine Room Cranes, Hoists and Lifting Arrangements
Engine Room Diesel Generator Service Cranes
Manufacturer:
Serial No.s:
SWL:
Lifting height:
Hoist motor:
Traverse motor:
Long travel motor:

FUCHS Fordertechnik
8 10 1062-1065
2,500kg
4.5m
690V 1.9/0.43kW
690V 0.86kW
2x 690V 0.86kW

Machinery Monorail Trolley Deck 4 Port
Manufacturer:
Serial No.:
SWL:
Hoist motor:
Traverse motor:

FUCHS Fordertechnik
8 09 1249
4,000kg
690V 2.8/0.7kW
690V 0.86kW

Technical Operating Manual
The crane travel, traverse and hoisting and lowering are all controlled from a
pendant controller suspended from the travelling carriage. However, the local
panels for translation (extend and house) and hoisting and lowering can also be
used to control the crane. These panels are mounted on the adjacent bulkheads
on deck 4.
The crane is extended as follows:
a) Open the shell door and lock in the open position (see instructions
in section 7.10, shell doors).
b) Check on the translation panel that the AUXILIARY INS lamp is
illuminated.
c) Check that the emergency stop button is out and the READY lamp
is illuminated.
d) To move the rail out, press the OUT pushbutton and the rail starts
to move out. When fully extended, the CRANE OUT lamp is
illuminated.

Generator Cranes
Each of the four diesel generators has a travelling gantry crane running
overhead. The cranes are electrically operated. The hoist motor has two speeds,
3 m/min on high speed and 0.75m/min on low speed. The crane rails are fitted
with a toothed rack and pinion drive arrangement.
All the extremes of travelling and hoisting are protected from overtravel by
electrical limit switches. The crane travel, traverse and hoisting and lowering
are all controlled from a pendant controller suspended from the travelling
carriage.
Machinery Monorail Trolley

e) To move the rail in, press the OUT pushbutton and the rail starts
to move out. When fully housed, the CRANE IN lamp is
illuminated.
The hatches in deck 3 and deck 4, to enable the crane hook to reach decks 2
and 3, are operated in a similar manner to a shell door. When the hatches are
raised, ensure that they are locked in the raised position.
There is a hoisting rail and block located in each of the bunker stations. The
rail has a safe working load of 300kgs.
There are hoisting rails and blocks located in each of the purifier rooms. The
rail has a safe working load of 300kgs.

A monorail trolley hoist is fitted on the port side of deck 4, forward of the
engine control room at frame 128. The hoist has an extending rail which
enables the hoist to reach to the quayside when the ship is alongside. The hoist
is fitted to enable it to reach through the hatch fitted below it on deck 4 and
through another hatch on deck 3 to enable the hoisting and lowering of items
for the machinery spaces.
The hoist motor has two speeds, 3 m/min on high speed and 0.75m/min on low
speed. The hook of the crane is suspended on chains and all the extremes of
travelling and hoisting are protected from overtravel by electrical limit
switches.

Issue: First

6.9 Engine Room Cranes, Hoists and Lifting Arrangements Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.10a Dry Dock Services
Compressed Air
To Working Air
System Connection
752A2302

Fire Main
Shore
Connection
704A1355

Port Bunker Station Looking Forward Outboard

Aft Mooring Deck Fire Main Connection Port

Issue: First

Black Water Black Water
Shore
Shore
Connection Connection
761A119
761A119

Grey Water
Shore
Connection
762A1153

Sludge
Discharge
Connection
771A1051

Port Bunker Station Looking Forward Lower

Aft Mooring Deck Sprinkler Main Connection Stbd

Sprinkler Main
International
Shore
Connection

Engine Room
Steam Shore
Connection
731A4004

Potable Water
Shore
Connection
772A1071

Sprinkler/
Fire Main
Cross-connection
Valve 'D'

Port Bunker Station Looking Aft Outboard

Stbd Baggage Foyer Deck 4 Telephone Connection
and Shore Electrical Power Connection Box

Illustration 6.10a Dry Dock Services

Section 7: Auxiliary Plant Services
7.1

Safety Management System (SMS)

7.2

Anchor and Mooring Arrangements

7.3

Windlass and Winches

7.4

Deck Cranes

7.5

Thrusters

7.6

Steering Gear

7.7

Stabilisers

7.8

Accommodation Ladders

7.9

Tender Embarkation Platforms

7.10

Shell Doors

7.11

Davits

7.12

Lifeboats and Tenders

7.13

Liferafts

7.14

Window Washing Systems

P&O Aurora

Technical Operating Manual

Illustration 7.1a Safety Management System
Main Fire Station
Deck 4 Firezone 5
Patch
Panel 6

Workstation 5

Spare Connection 2

Sub-System
C

Engine Control Room
Deck 4 Firezone 5
Interface
PC 3
SMS Printer

Battery Charger Boats

Davits

Magradome Sliding Cover

Sprinkler Skid

Fire Extinguishing System

Hi Fog

C02 System

Fuel Oil Separator

Lubr. Oil Separator

Boiler Plant

Oily Water Separator

Flooding Sensor

Sewage Treatment Plant

Incinerator Plant

HVAC

Engine Room Ventilation

Remote Controlled Hydraulic V/Vs

Wheel House
Deck 12 Firezone 2
Workstation 4

Bridge Alarm

Spare Connection 1

Patch
Panel 5

Deep Fat Fryer

Safety Centre
Deck 12 Firezone 2

Interface
PC 1

Galley Hot Equipment

MCCs & Single Starter

Stability Computer

PA System

Printer
Cabinet

Below Deck Unit
Satcom B

Workstation
1

Printer Cabinet
Patch
Panel 1

Patch
Panel 4

Printer
Cable
Workstation 6
UPS E.C.R.
230VAC/60HZ

Patch
Panel 3

Spare Connection 3
HUB 2

UPS E.C.R.
230VAC/60HZ

UPS E.C.R.
230VAC/60HZ

C02 System

Fire Doors

Diesel Engines

Low Location Lighting

Lubr. Oil Separator

Sprinkler System

Fuel Oil Separator

Dry Sprinkler Monitoring

Boiler Plant

GA-System DK9/F22/PA-Cent.1

The ESD
System

Sewage Treatment Plant

Duct Keel Access

Incinerator Plant

Tender Embarkation Platform

HVAC

SplashTight Doors

Engine Room Ventilation

Shell Doors

Remote Controlled Hydraulic V/Vs

Bulkhead Valves

Galley Hot Equipment

Cross Flooding Valves

MCCs & Single Starter

Pool Discharge Valves

Automatic
Telephone
Plant

Workstation
2

Sub-System
A
FSS (Fire
Safety System)

Printer Cable
Centronic

Workstation
3

Potential
Free Contact

Oily Water Separator

Paging
System

Workstation 7

Theatre Fire Curtains

Sub-System
D

Interface
PC 4

MSSC
Deck 4 Firezone 6

Magradome Sliding Cover

Sub-System
B

HUB 1

SMS-Colour
Printer

Stability Computer
NAPA
UPS Bridge
230VAC/60HZ

Patch
Panel 2

Interface
PC 2

Issue: First

Illustration 7.1a Safety Management System

P&O Aurora
7.1 Safety Management System
The safety management system (SMS) is a supervisory system which controls
all the safety sub-systems such as the watertight door and fire detection
systems. The system communicates with the other safety systems and displays
the status of all monitored items (sensors, doors, dampers, etc.) by means of
the graphic displays. The system detects alarms from the sub-systems and
displays them in a strategic and co-ordinated way to enable the operator to see
the overall safety situation. The system then allows the operator to decide the
course of action and will carry out actions as necessary by sending commands
to the sub-systems.
The operator can choose several different displays; fire zones, decks, multideck etc. Different workstations allow different views and the facility to carry
out alternative operations. The system is configured so that only one room
(safety centre, ECR, bridge) or group of workstations can be in control at any
time to avoid conflict. This is controlled by an automatic changeover
mechanism, which guarantees that only one station or group of stations at any
one time is in control. The other stations act as observers.
The system configuration means that single or group operations can be carried
out from a workstation, ie, one fire door may be closed or all the doors in a
zone etc. If required, the system can automatically trigger safety actions and
responses according to safety strategies stored in the database. The strategy coordinates the actions of several sub-systems, including fire door closing,
smoke strategy activation, paging, telephone calls etc. Seven workstations are
distributed around the ship in specific locations, four are on the bridge (safety
centre and wheelhouse) and one is situated in the main fire station on deck 4,
the engine control room and the machinery safety centre.
The safety sub-systems are connected to the workstations via a LAN (Local
Area Network). The LAN consists of two fibre-optic cables and each system
which is connected to the SMS LAN is connected to both cables. The subsystems are connected to the LAN in one of two different methods according
to their structure and complexity. The complex sub-systems, such as the fire
detection system, are connected to the SMS computers via serial
communication links. The simple sub-systems are connected to the SMS via
digital In/Out (I/O) units. The computers are then connected to the LAN by
means of FDDI boards.
Operation
Some of the common day-to-day operations are described as follows:
Muting a Fire Alarm

Technical Operating Manual
The location of the alarm is given in the fire alarm list and graphically from its
position on the drawing in the drawing window and side view window.

Resetting a Fault

Tool Bar
Consilium - SMS Grafix B - Deck

Fire

Mute Reset

Mute Reset Disconnect Connect

Log
System Return Zoom
Out Symbols Out

Reset the fault as soon as possible This cannot be done while the fault
condition remains.

Sentinel Print

Aurora

B - Deck

Deck 2

UP
DN

UP

PW Tank

DN
UP

UP

a)

Click the FAULT to be reset in the fault alarm list (list window).

b)

Click the yellow RESET button.

DN

PW Tank

The location with the fault disappears from the fault alarm list in the list
window.
Drawing Window
(Active Window)

Side View Window

Abnormal conditions acknowledged by the SMS program are reset
automatically once the condition is no longer present. The condition is
automatically removed from the list of abnormal conditions.

List Window Fire Alarm
Fire Alarms(1) Fault Alarms Abnormal Conditions

Disconnections

990329 -13:44:40 Fire sec 14:33 B - Deck

Disconnections

Ready

15:44

Status Bar

List Window

SMS Display Layout

Disconnections are listed in the list window, disconnected objects are indicated
by a blue symbol in the drawing window and all disconnections are shown in
blue.
The following units can be disconnected:

Resetting a Fire Alarm

Individual detectors of any type

Reset the fire alarm as soon as possible. A fire alarm cannot be reset while the
alarm condition remains.

Sequence of detectors of any type (eg detectors 2 to 10 in section 27)
Whole sections

a) Click the ALARM to be reset in the fire alarm list (list window).

The disconnection time can be selected as either timed or permanent.

b) Click the red RESET button.

Disconnection via a Drawing

The FIRE text disappears from the screen, the location of the alarm that has
been reset, disappears from the fire alarm list, in the list window.
Faults
The SMS program uses the following indicators to show that a fault has been
detected:
a) The FAULT text on the toolbar flashes, the list shows where the
fault is. Faults are shown in yellow.

a) Click the red MUTE button to mute an incoming fire alarm.

b) Click the FAULT to be muted in the fault alarm list (list window).

b) The buzzer signal then stops and the FIRE text changes to a
constant light.

c) Click the yellow MUTE button to mute the fault. The FAULT text
changes to a constant light.

Issue: First

The type of fault and its location are shown in the fault alarm list and on the
corresponding drawing in the drawing window and side view window.

To specify a disconnection time the operator must use the DISCONNECT
button on the toolbar. To disconnect an individual detector proceed as follows:
a) Double click on the detector symbol on the drawing. A dialogue
box is displayed for the selected detector.
b) Click the DISCONNECT button in the dialogue box.
The disconnection is now stored in the central unit of the fire alarm. The
disconnection takes immediate effect. A disconnection time cannot be set in
this way.
The detectors can be reconnected following the above procedure and clicking
on RECONNECT in the dialog box, followed by YES in the confirmation box.

7.1 Safety Management System Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.2a Anchor and Forward Mooring Arrangements
View At Winch

Top View Deck 6
Double Roller Chock

Single Roller Chock

Protection For Windless
Motor

Chlorine
Store

Windless Combined With
Auto Tension Mooring Winch

Rope Basket

Pedestal Fairlead
Deck
Store

Rope Reel

Rope Reel

Double Roller Chock
Winch
Control
Rope
Store

Horizontal Fairlead
Roller Chain
Stopper
Rope Basket

E-Double Drum
Mooring Winch

BA
Recharging
Station

Oxygen

Rope Hatch

Emergency Exit
From Deck 5

Multi Purpose
Chock

Roller Chain
Stopper

Horizontal Fairlead
Winch
Control

Hyd. Pump
Station For
Shell Doors
Acetylene
Hazard Waste
Store

Double Controller
For Winches

HPP Room

Double Roller
Chock

E-Double Drum
Mooring Winch

Multi Purpose
Chock

Pedestal Fairlead
Winch/Windlass
Hydraulic Power Packs
and Starters

Single Roller Chock

Windless Combined With
Auto Tension Mooring Winch

Upper Leading Out of Rope
Lower Leading Out of Rope
Emergency Leading Out of Rope

Double Roller Chock

Issue: First

Illustration 7.2a Anchor and Forward Mooring Arrangements

P&O Aurora

Technical Operating Manual

Illustration 7.2b Aft Mooring Arrangements

Emergency
Generator 2

Port Winch Control Panel

Starboard Winch Control Panel

Rope Store

Butane
Store

Tunnel

Crew
Recreation

Upper Leading Out of Rope
Lower Leading Out of Rope

Issue: First

Illustration 7.2b Aft Mooring Arrangements

P&O Aurora

Technical Operating Manual

Illustration 7.3a Windlass and Winches

Forecastle Control Panel (Starboard)

1S1

2S1

1S1

1A1

0

%
100

50

150

200

0

3A2

3H1

3H3

1H1

3S3

3S0

2A1

50

%
100

2S2

200

1H2

1H3

1H4

1S3

3S5

3S6

1S0

1H5

0

1H6

2H1

1S4

1S5

1S6

2H2

50

%
100

150

200

0

2S0

%
100

50

150

200

0

4A2

2H3

2H4

2S3

1SH7 1SH8 1SH9

2S1

1A1

2A2

1/2 - A1

2H5

2H6

4H1

2S4

2S5

2S6

2SH7 2SH8

4S0

50

%
100

1S2
150

2S2

200

0

1A2

4H2

4H3

1H1

4S3

2SH9

2A1

1H2

4S6

1S0

1H3

1H4

1H5

1H6

2H1

1S4

1S5

%
100

150

200

2A2

1S3

4S5

50

1S6

2H2

2H3

2H4

2S3

1SH7 1SH8 1SH9

2S0

2H5

2H6

2S4

2S5

2S6

Chain Length & Speed Display

1/2 - A1

Chain Length & Speed Display

2SH7 2SH8

2SH9

Line Pull Indicator (0-200%)

1/2 - A2

Line Pull Indicator (0-200%)

1/2 - S1

Length Reset Push Button

1/2 - S1

Length Reset Push Button

1/2 - S2

Failure Reset Length Display

1/2 - S2

Failure Reset Length Display

1/2/3/4 - H1

Indicating Light: Winch Control On Service

1/2 - H1

Indicating Light: Winch Control On Service

1/2/3/4 - H2

Indicating Light: Auto. Tension Mode On

1/2 - H2

Indicating Light: Auto. Tension Mode On

1/2/3/4 - H3

Indicating Light: Winch Control Failure

1/2 - H3

Indicating Light: Winch Control Failure

1/2 - H4

Indicating Light: Hydr. Power Pack On Service

1/2 - H4

Indicating Light: Hydraulic Power Pack On Service

1/2 - H5

Indicating Light: Hydr. Power Pack On Standby

1/2 - H5

Indicating Light: Hydraulic Power Pack On Standby

1/2 - H6

Indicating Light: Hydr. Power Pack Failure

1/2 - H6

Indicating Light: Hydraulic Power Pack Failure

Winch Control Lever For Speed & Direction

1/2 - S3

Winch Control Lever For Speed & Direction

Control Lever For Modular Brake Force Control

1/2 - S4

Control Lever For Modular Brake Force Control

1/2/3/4 - S0

Emergency Stop Push Button

1/2 - S0

Emergency Stop Push Button

1/2/3/4 - S5

Selector Switch: Manual/Auto. Tension Mode

1/2 - S5

Selector Switch: Manual/Auto. Tension Mode

1/2/3/4 - S6

Push Button: Take Over Winch Control

1/2 - S6

Push Button: Take Over Winch Control

1/2/3/4 - A2

1/2/3/4 - S3
1/2 - S4

Issue: First

1S2
150

1A2

3H2

Windlass Control Panel

1/2 - SH7

Illuminated Push Button: Brake Set

1/2 - SH7

Illuminated Push Button Brake Set

1/2 - SH8

Illuminated Push Button: False Spindle Position

1/2 - SH8

Illuminated Push Button False Spindle Position

1/2 - SH9

Illuminated Push Button: Brake Release

1/2 - SH9

Illuminated Push Button Brake Release

Illustration 7.3a Windlass and Winches

P&O Aurora

Technical Operating Manual

7.3 Windlass and Winches

Anchor/Windlass Operation

Manufacturer: Hatlapa

The hydraulic pump units for the forward windlasses and winches are in the
HPP (hydraulic power pack) room located on the starboard side of the forward
mooring deck. The hydraulic pump unit starter should be switched to
OPERATION at the mode selector switch and the READY FOR OPERATION
indicator light should be illuminated.

Windlass type:
Rated:
Drive motors:

1795117
200kN
Ben Nurnberg KDF 315S
440V 130kW 230A 880rpm

Winch type:
Rated:
Drive motors:

1945220
200kN
KDF 280M
440V 106kW 215A 890rpm

The windlasses may be operated from the forward mooring platforms to enable
the operator to see the actual anchor and chain. Mooring doors 2 and 3 have a
box mounted close to the door which contains a socket. The windlass remote
control console is plugged in to this socket (see illustration 7.3b).

Introduction

To minimise any possibility of the inadvertent release of the anchors due to
control failure, the period whereby the anchor is held on the brake whilst the
hydraulics are running is kept at a minimum.

Aurora is fitted with two windlasses and two mooring winches on the forward
mooring deck and four mooring winches on the aft mooring deck.

Windlass Operation: Proceeding to Arrival Anchor Stations

The winches use a mooring drum which is driven by an electric motor mounted
behind the drum on the same side of the gearcase. The motors are fitted with
electrically operated brakes mounted on the non-drive end of the motors.

When the operator arrives at anchor stations, the anchors will be found out of
gear, fully secured and with the brake hydraulics and winch electrical circuits
electrically isolated.

The windlasses are fitted with hydraulically operated band brakes powered by
a remote hydraulic power pack. The winches are fitted with manually operated
band brakes as well as the electric motor brake. The windlasses are also fitted
with hydraulically operated roller chain stoppers.
All gear shafts rotate in anti-friction bearings. The reduction gears are splash
lubricated. A vent on the gearcase allows permanent pressure equalisation
between the interior of the gearcase and the atmosphere.
The winches have an auto-tensioning mode which allows a preset level of
tension to be applied. The winches pay-out and heave-in according to the load
applied to the mooring ropes, by the movement of the ship whilst alongside.
Windlass

a) When the order to clear away is given, remove the lashings and
remove the hawse pipe cover. If it then proves necessary to let go
an anchor due to unforeseen circumstances, the anchor may be
released using the manual release handwheel. When approaching
the anchorage, the order to walk back the anchor will be given.
b) Switch on the electrical control for the relevant windlass winch.
Press the TAKE OVER pushbutton. The WINCH CONTROL ON
SERVICE white light illuminates and the HYDRAULIC POWER
PACK ON SERVICE green light illuminates. The controls can
now be operated from this stand.
CAUTION!
It is imperative that at this stage that the hydraulics remain OFF.

The windlasses have a multiple disc slipping clutch inside the gearcase
between the motor and the reduction gear. This protects the reduction gear
against overloading.

c) Once the electrical control is switched on, the anchor should be
put into gear. Line up the windlass using the inching gear. Put the
windlass in gear.

The drum is disengageable and mounted loose on the drum shaft. The drum
driver gear can be moved on the engaging shaft by a lever. The shaft dogs
engage into the counter dogs of the drum. The drum shaft is hexagonally
shaped.

d) Once clutched in, the main hydraulic power pack in the HPP room
should be switched on and the hydraulics for the relevant anchor
turned on at the control stand. The other windlass hydraulics
should remain switched off.

f) Release the brake. Press the BRAKE RELEASE pushbutton or
move the lever away from the operating position (to the side
labelled RELEASE).
g) Once the brake is fully released, walk the anchor back. Once
walked back, the brake should be re-engaged using the BRAKE
SET pushbutton. At this point the anchor must be left in gear.
h) Once the Captain is satisfied that the ship is close to the anchorage
position and that the ship’s speed has been sufficiently reduced,
the order will be given to take the anchor out of gear. (Once out
of gear, there is a risk that a failure of the hydraulic control system
may result in the anchor running free.)
i) When the ‘let go’ order is given, the anchor should be released
using the AUTO BRAKE CONTROL pushbutton, this will
ensure that the cable release speed is automatically limited to 100
m/min or less. To achieve this, the button must be held down.
Once released, the anchor brake will re-engage to the nominal
setting, ie, 10x the anchor weight.
j) Once the ship has been brought up, the anchor may be left on the
brake with the guillotine down.
k) The winch electrical supplies and hydraulics should be switched
off at the control stand.
l) Isolate the hydraulic power packs in the HPP room.
If the other anchor is required quickly (if the anchor is dragging or if more
cable is to be veered on the existing anchor), this can be achieved using the
manual handwheel.
Windlass Operation: Proceeding to Departure Anchor Stations
a) Check the hydraulic power pack main electrical isolation switch
in the HPP room is OFF.
b) Lift the guillotine and turn on the windlass electrical supplies
only.
c) Once the order is received, the anchor may be put into gear.

e) The anchor which is in gear should then be walked back to the
required position in the normal way.

Issue: First

d) When the clutch has been engaged, switch on the hydraulic power
pack for the relevant anchor.
e) Heave the anchor. Disengage the brake using the BRAKE
RELEASE pushbutton. Heave the anchor home using the winch
control lever.

7.3 Windlass and Winches Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.3b Windlass Portable Console

Windlass Control Lever
Speed and Direction

Brake Force
Control Lever

Console Plug-in Socket

Starboard Mooring Platform 7

Portable Console Plug-in Locations:
Forward of Mooring Platforms
Port and Starboard
Forward Mooring Deck

Windlass Portable Console

Issue: First

Illustration 7.3b Windlass Portable Console

P&O Aurora
f) Once the anchor has been housed, the brake should be engaged
using the BRAKE SET pushbutton.
g) When the brake has fully engaged, switch off the hydraulics at the
control stand and in the HPP room.
h) After the hydraulics have been isolated, the anchor can be taken
out of gear. The anchor will then be held on the mechanical brake
spring and may only be released using the manual handwheel.
i) Once the order to secure is received, the lashings should be
applied in the normal way and finally the electrical supplies
switched off at the control stand.
Windlass Winch Operation: Proceeding to Mooring Stations
When the operator arrives at mooring stations, the anchors will be found out of
gear, fully secured and with the brake hydraulics and motors electrically
isolated.
a) The operator may take over winch control at the preferred control
stand but the hydraulic power packs should be left OFF at the
control stand and isolated in the HPP room.
b) When the order to clear away is received, the anchor lashings can
be safely removed as the mechanical brake cannot release itself as
it is held by a spring mechanism.
c) If a bridge order is received to let go anchors, due to an
unforeseen circumstance, they can be released using the manual
handwheel. In this way the anchors can be left unsecured during
standbys. Operation of the windlass mooring winch is available
without undue risk of anchor brake failure. When mooring
operations are complete, the anchors must be resecured.
When the operator returns to forward stations for departure, the HPP room
windlass hydraulics electrical isolation switch should be checked to ensure it
is still OFF, prior to the removal of the anchor lashings.
When operating as winches, only the windlass electrical circuits should be
switched on ie, the hydraulics are not required. The emergency release of the
anchors is still available, but only by using the manual handwheels.

Technical Operating Manual
Windlass Operation as a Mooring Winch
a) Ensure that the winch is in gear, ie, the windlass is out of gear.
b) At the required mooring control stand, ensure that the AUTOTENSION switch is turned to the H (hand) position.
c) Press the TAKE OVER pushbutton. The WINCH CONTROL ON
SERVICE white light illuminates and the HYDRAULIC POWER
PACK ON SERVICE green light illuminates. The controls can
now be operated from this station.
d) To heave, pull the left hand WINCH CONTROL lever towards
the operator. To lower, push the left hand WINCH CONTROL
lever away from the operator.
e) Once in position to engage the auto-tension mode, move the
AUTO-TENSION switch to the required level, ie, 25%, 50%,
75% or 100%. When the winch is in the auto-tension mode, the
AUTO-TENSION MODE blue light will illuminate.

Length and Speed Measuring Device
Manufacturer: Hatlapa
Type:
Seilke 94
The windlass central control consoles are fitted with a microprocessor based
measuring unit. This unit measures the paid out length as well as the speed
during the operation of the winch. Proximity switches are used as sensors and
are so arranged to provide identification of the rotation direction. The unit can
measure distances of 10mm to 999mm.
The incoming pulses are evaluated by the microcontroller and displayed
according to the entered parameters: the length in metres, the speed in m/s and
the direction of rotation by means of up-counting for paying out and downcounting for hauling in. The unit displays lengths of up to 9,999m and speeds
of up to 30m/s. All values are stored in the unit memory to guarantee that the
actual-length data is kept in the case of power failure.
The unit raises 4 alarms according to the parameters programmed in:
REDUCE SPEED

f) If required, the winch may be stopped by pressing the red button
labelled EMERGENCY STOP.

BITTER END
OVERSPEED

Roller Chain Stopper
The roller chain stopper is fitted on deck between the windlass and the hawse
pipe. When the ship is riding at anchor, the roller chain stopper takes the strain
of the anchor chain so that the windlass is protected.

SLIPPING BRAKE
The four arrow keys in the centre of the front panel are used to enter the
parameters.
Mooring Winches
The two forward winches on the forward mooring deck and all four aft
mooring winches are basically the same type. The forward winches have
slightly more powerful motors but the rated pull is the same value. The aft
winch electrical starter panels are located in the port and starboard steering
gear rooms on deck 4. There are two control consoles on the aft mooring deck,
port and starboard.
The motors of the winches are fitted with an electrically operated DC failsafe
brake. The brake requires power to lift away the pads from the disc fixed to the
motor shaft. If the power supply fails the brake is forced on.
Maintenance
All lubricating points must be given regular applications of grease every 3
weeks. The spindle of the lashing device must be provided with a waterrepellent grease.

Issue: First

7.3 Windlass and Winches Page 2

P&O Aurora

Technical Operating Manual

Illustration 7.4a Deck Cranes

Transverse Beam Crane Deck 6
JB

Hydraulic Power Pack

1

690V 60hZ 3

10kW

2

690V 60hZ 3

2.5kW

JB
JB
3

Starter Mooring
Doors
Socket for
Control Pendant

690V
2.5/9kW

690V
2.5/9kW

Hoisting Winch Starter
M-Q-1
690V 60hZ 3 10kW

M

M

ZS9

690V
1.5kW

Sliding Crane Starter
M-Q-2
690V 60hZ 3 2.5kW

M
ZS10

ZS11

ZS12
ZS7

ZS8
ZS1

Key
Deck 13 Aft Hap Davits

Pendant Controller Socket

ZS1:
ZS2:
ZS3:

Hook Port Safety Position
Hook Port High Position
Hook Port Low Position

ZS4:
ZS5:

Hook Starboard Safety Position
Hook Starboard High Position

ZS6:
ZS7:
ZS8:

Hook Starboard Low Position
Port Translation Limit Switch
Starboard Translation Limit Switch

ZS2

ZS5

Hook
Port

ZS4
Hook
Starboard

ZS3

ZS6
Translation Starter

Pendant
Controller

1: Main Switch
2: Auxiliary Ins
3: Overload M1

ZS9: Port Extension Limit Switch
ZS10: Starboard Extension Limit Switch
ZS11: Side Door Port Open

1

4: Overload M2
5: Crane Out
6: Crane In

ZS12: Side Door Starboard Open

2

Deck 7 Hap Davit Remote Control Position

Extend/Hoist
Starters

3

4

5

6

5

6

Winch Starter

1: Main Isolator Switch
2: Auxiliary Switch
3: Port Hoist Motor
Low Speed Overload Lamp
4: Port Hoist Motor
High Speed Overload Lamp
5: Starboard Hoist Motor
Low Speed Overload Lamp
6: Starboard Hoist Motor
High Speed Overload Lamp

1

2

3

4

Deck 6 Forward Mooring Deck: Transverse Beam Crane

Issue: First

Illustration 7.4a Deck Cranes

P&O Aurora

Technical Operating Manual
e) Extend the beam as required using the STBD or PORT translation
pushbuttons.

7.4 Deck Cranes
Deck 6 Transverse Beam Crane
Manufacturer:
Serial No.s:
SWL:
Lifting height:
Hoist motor:
Traverse motor:
Long travel motor:

Navalimpianti
8 10 1062-1065
1,500kg
4.5m
690V 1.9/0.43kW
690V 0.86kW
2x 690V 0.86kW

Telescopic Cranes Deck 5 Aft Mooring Deck
Manufacturer:
Serial No.s:
SWL:
Lifting height:
Hoist motor:

g) When the crane is finished with, the hooks must be fully hoisted.
The beam is housed and centred using the red centre line
indication mark as a guide.
h) Isolate starter panels.
i) Close the mooring doors.

FUCHS Fordertechnik
9 01 1010-1011
300kg
9m
440V 1.02/0.25kW

Telescopic Cranes Deck 5

HAP BVTi 7.2
9 01 1010-1011
0.99t
5.5m
Hydraulic

Deck 13 HAP Davits

Deck 13 HAP Davits
Manufacturer:
Serial No.s:
SWL:
Reach:
Hoist:

f) Lower/hoist the hook as required using the UP/DOWN at
HIGH/LOW speed pushbuttons.

On the aft mooring deck on the port and starboard sides are two telescopic
beam hoists. The beam is extended manually with a drop-down push-bar. The
beams are designed to reach the quayside for the landing and retrieval of gas
bottles and small stores items. The hoist is controlled from a plug-in hanging
pendant controller, suspended from the hoist block.

There are two hydraulically operated extending hoist davits on deck 13 aft.
One port and one starboard. They are operated from an internal hydraulic
power pack which supplies the rotation drive, the hoist drive and the jib
extending cylinder. The davit is controlled from a pendant controller which can
be used locally and also at a plug-in socket on deck 7.

Deck 6 Transverse Beam Crane
In the forward mooring deck area on deck 6 is a transverse overhead crane
which can be extended either port or starboard. The crane can be used in
conjunction with the forward mooring deck storing doors/platforms 6 and 7.
The mooring doors are interlocked with the operation of the beam so that the
beam cannot be extended unless the corresponding port or starboard door is
fully open and locked.
To Operate
a) Release the securing wires.
b) Open the port or starboard mooring/platform door required (6 or
7, port or starboard respectively).
c) Switch on the isolators on the translation and hoist motor starters.
d) At the control pendant, select either the port or starboard hook
using the STBD or PORT selection switches.

Issue: First

7.4 Deck Cranes Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.5a Thrusters
High/Low
Level Alarm/Dipstick

Cold Air PT100
Monitoring Sensor

Grease Supply
& Discharge

Air To Water
Heat Exchanger

Filler/
Breather
Grease Supply

Shuttle
Valve

Leakage
Monitoring

Header Tank
4WPROP
4/3 Way
Proportional
Valve

PSV4
Load Sensing
15 bar
A
A

P

Grease Supply
Hot Air PT100
Monitoring Sensor

Low
Level
Switch

P

TV1 Temperature
Control Valve
(Cooler Bypass)

Pressure Safety
Valve 115 bar

Drain

Terminals
Earth
Connection

Space Heater

SOV9

Panel

Grease Supply & Discharge

Electric Drive Motor

Oil - Water
Cooler

PSV1

SOV7

Header Tank
Filter Clogged
Alarm
Temperature
Monitoring

Water Line
M

Hydraulic Power
Pack Pump
Motor

RF1
Return Filter

A

T

SOV9

Local
Gauges

SOV7

Low
Level
Switch

Hydraulic
Power
Pack

Hydraulic
Pump

Thermometer

Drain

Hydraulic Power
Pack

SOV8
RP Return Line Overflow Header Tank To Power Pack

RT Venting Line

PR Pressure Line/Return Line
Propeller
Blades

SOV8

TT Return Line Leakage Oil To Header Tank

Pod
SOV10

Hub
RT1 RT2

Key

TT2

Hydraulic Oil
Feedback
Box
Electrical Signal
Hydraulic
Cylinder

Issue: First

Oil Distribution Unit

TT1

Illustration 7.5a Thrusters

P&O Aurora

Technical Operating Manual

7.5 Thrusters

Operation

Make:
Type:
Motor Type:
Power:
Voltage:
Speed:
Rated Current:

Each thruster has an individual LIPSTRONIC remote control system. These
systems are mutually independent. Remote control is from levers on the
bridge. The three control stations, centre, port wing and starboard wing, are
provided with a single control panel. Pitch and power commands are given by
the lever. One lever, with three transmitters (one for each forward tunnel
thruster), is installed for the bow thrusters and one lever is installed for the
stern thruster.

Lips
Electrically driven, variable pitch, constant speed
DKKJK 5018-6WF
1.5MW
6.6kV
1,193RPM
167A

Aurora is fitted with three bow thrusters and one stern thruster. Control of these
thrusters can be independent or collective via the Lipstick system.

The actual pitch and motor current is indicated by an LED bar, one for each
thruster. The total power delivered by the bow and stern thruster(s) is also
indicated by an LED bar display.
Normal starting and stopping for the drive motor and the hydraulic power pack
are carried out from IMACs system.

A propeller mounted in the tunnel with controllable pitch blades.
Propeller mounting hub with drive gears and oil distribution unit.

There are three modes of operation available:

Hydraulic power pack for pitch control

1) Normal control: The pitch and load are controlled by the lever.

Remote control unit

2) Joystick system control: The joystick system is in control and
gives thrust demands to the individual cabinet. The levers are
disabled in this mode, normal control can be resumed by selecting
individual control at the joystick panel.

Construction
The hub (pod) contains the blade-actuating hydraulic cylinder yoke. The
blades are moved using a pin-slot mechanism. Hydraulic oil feeds the cylinder
yoke through a pipe in the hollow propeller shaft. The oil is supplied to the
cylinder yoke through a distribution box at the end of the propeller shaft.
Piston rings prevent oil leakage from the high to low pressure sides of the
pistons. The propeller blades are attached to the blade carriers with blade bolts.
There are O ring seals under the blade feet to prevent sea water ingress. The
blade carriers have a pin cast on them which engages in the slots of the cylinder
yoke. This transfers the movement of the yoke to each blade foot.
The hub right angled gearing is of the cyclopalloidal type with a one-piece
pinion wheel and shaft. The crown wheel is coupled to the propeller shaft with
a shrink fitted coupling flange. The propeller shaft has a flange cover and DSS
shaft seal for sea water protection while the pinion shaft is sealed from the air
using two shaft seals, the upper one is the ‘working’ seal, the lower one is a
standby device. The thruster hub is filled with oil and connected to the thruster
header tank to provide head pressure and so prevent any water ingress at the
seals, should the seals become damaged.
The thruster propeller blades are of the highly skewed type. Because of this the
blades will tend to move to the forward pitch position, due to hydrodynamic
forces. To prevent this there is a blocking valve in the oil distribution pipe
which keeps the after hub cylinder closed. This blocks the blades’ position.
The hydraulic power pack provides the energy to move the pitch of the blades.
The 100 litre oil tank and unit are fitted with gauges and pressure switches to
monitor the thruster oil system both locally and via the IMACs.
Issue: First

The local start is only used for maintenance. Normally the starter is selected
for remote start.
From IMACs
The main drive motor ONLY is started from the IMACs. The LIPSTRONIC
system allows a start only under the following conditions:
Test mode is not selected
The actual pitch is zero

Each thruster consists of the following equipment:
A tunnel running athwartships through the hull, below the waterline.

In test mode the hydraulics can be started while the main electric motor is not
running and consequently the pitch can be changed by the lever. The electric
motor cannot be started in test mode.

3) Test: The pitch can be controlled by the lever even though the
main driving motor is not running.
Only one panel may be in control at any time. The levers are electrically
synchronised (with an electric shaft arrangement). Control transfer from one
control station to another control station is accomplished by pressing the
TAKE pushbutton.
Starting and Stopping

Hydraulic pressure for pitch control is available.
Normal starting is prior to manoeuvring. When MANOEUVRE is selected
from the IMACs system, the thrusters are prepared for starting. The indicator
beside the manoeuvre icon flashes green during the starting up of this mode.
When the mode is initialised, the PMS checks the available power and
calculates the power required to start two thrusters (in the closed MSWB
configuration). If enough generators are on load, manoeuvre mode is released.
The manoeuvre icon indicator illuminates steady green.
The thrusters may now be started and stopped from the thruster control
windows within the ‘Propulsion Control’ mimic. If the thruster has all starting
preconditions met, it is ready to start. When ready the screen icon is coloured
black.
The starting preconditions are as follows:
ACB to automatic
ACB ready
ACB open

Before the main motor or hydraulics can be remotely started, the
LIPSTRONIC electronics must be powered up and functioning correctly.

Thruster control ready to start
In manoeuvre mode

Each control cabinet is fed by a 24V uninterruptible power supply (UPS).

Link to main switchboard OK

If the control system is not functioning correctly the system raises an alarm via
the IMACs system.

Hydraulic unit OK

The hydraulic pump can be started locally (at the starter cabinet), in test mode
and in normal mode. Normally the hydraulics are started in normal mode from
the IMACs system. The IMACs system sends a hydraulic unit start request to
the LIPSTRONIC unit, the hydraulic unit electric motor starts and a zero pitch
demand is given. The pitch stays at zero until the main electric motor is
running and the lever is brought to zero. If the hydraulic pressure is ever lost
the zero pitch demand is reset.

No thruster unit failures

No emergency stop

If a precondition has not been met, the window will state: NOT READY FOR
START. To interpret the preconditions and find the reason why the thruster is
not ready for starting, the operator double clicks on the thruster INFO icon. A
window will appear showing the operator the list of starting preconditions. A
cross will indicate which precondition has not been met.

7.5 Thrusters Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.5a Thrusters
High/Low
Level Alarm/Dipstick

Cold Air PT100
Monitoring Sensor

Grease Supply
& Discharge

Air To Water
Heat Exchanger

Filler/
Breather
Grease Supply

Shuttle
Valve

Leakage
Monitoring

Header Tank
4WPROP
4/3 Way
Proportional
Valve

PSV4
Load Sensing
15 bar
A
A

P

Grease Supply
Hot Air PT100
Monitoring Sensor

Low
Level
Switch

P

TV1 Temperature
Control Valve
(Cooler Bypass)

Pressure Safety
Valve 115 bar

Drain

Terminals
Earth
Connection

Space Heater

SOV9

Panel

Grease Supply & Discharge

Electric Drive Motor

Oil - Water
Cooler

PSV1

SOV7

Header Tank
Filter Clogged
Alarm
Temperature
Monitoring

Water Line
M

Hydraulic Power
Pack Pump
Motor

RF1
Return Filter

A

T

SOV9

Local
Gauges

SOV7

Low
Level
Switch

Hydraulic
Power
Pack

Hydraulic
Pump

Thermometer

Drain

Hydraulic Power
Pack

SOV8
RP Return Line Overflow Header Tank To Power Pack

RT Venting Line

PR Pressure Line/Return Line
Propeller
Blades

SOV8

TT Return Line Leakage Oil To Header Tank

Pod
SOV10

Hub
RT1 RT2

Key

TT2

Hydraulic Oil
Feedback
Box
Electrical Signal
Hydraulic
Cylinder

Issue: First

Oil Distribution Unit

TT1

Illustration 7.5a Thrusters

P&O Aurora

Technical Operating Manual

On activating the thruster start icon, the PMS starts a thruster start sequence:
1)

Load demand check:

180 seconds

2)

Start hydraulic power unit:

60 seconds

3)

Close thruster motor circuit breaker:

60 seconds

The start sequence steps are also monitored by PMS. The thruster start icon
flashes green until the sequence is complete. On completion, the icon turns
steady green.
Control of the Propeller Blade Pitch
Hydraulic pressure from the pitch pump feeds the hydraulic oil supply unit, at
the free end of the propeller shaft, via the proportional valve. When the pitch
is stationary, ie, no change demanded, the pump pressure bleeds over the
pressure safety valve and the temperature control valve and returns to the tank.
If the temperature rises to the value set at the temperature control valve, oil is
directed to the oil cooler and then returned to the tank. The oil cooler utilises
cooling water from the LT fresh water system for auxiliary consumers.
When a pitch movement is ordered, the 4/3 way proportional valve is actuated.
The load control valve directs only the required pressure to the proportional
valve, the excess pressure is directed back to the tank. The proportional valve
controls the oil flow to the cylinder yoke in proportion to the demand signal.
If the cylinder yoke reaches its mechanical stroke limit, the pressure increases
until the pressure relief limit is reached (normally 115bar).
The returned oil from the hub is passed through a return filter. This filter has a
bypass valve and a pressure gauge to indicate possible clogging.

The header tank level is controlled by overflow tube RP. Fitted between the TT
line and the RP tube is shut-off valve SV7. This valve is normally left in the
closed position. The valve can be opened when the hydraulic power pack tank
requires filling via the header tank, or the header tank needs draining via the
hydraulic power pack.

Shut-off valve SOV9, between the header tank and the TT line, should
normally be open. This is fitted to drain the hub.

The rotor consists of a forged steel shaft with the laminated core shrunk-on.
The laminated core has axial cooling ducts and is axially secured by bonded
end laminations and clamping bolts. The squirrel-cage winding consists of
uninsulated flat copper bars wedged in the slots and is induction-brazed to the
cage rings.

Shut-off valve SOV10, on the TT2 line, should normally be open. This is only
closed when the hub is filled to prevent air inclusion.

The rotor is supported in greased anti-friction bearings which are arranged in
the end-shields on the top and at the bottom of the motor frame.

Local Start of the Thruster System

c) Switch on the hydraulic system.

The upper bearing must be provided with 40 grammes of grease every 4,000
operating hours. The lower bearing must be provided with 105 grammes of
grease every 4,000 operating hours. The grease must be carefully fed to the
individual bearings 3 to 4 portions at 5 minute intervals with the machine
running. Old grease thrown out by the grease slingers is to be removed from
the grease collectors at least before every third relubrication with the machine
running or at standstill.

d) Check the pitch is at the zero position.

Motor Cooling System

e) Check that all the control levers are at the zero pitch position.

Cooling water temperature in: 38ºC
Cooling water temperature out: 44ºC

(Note! The header tank contents will not fit in the hydraulic power pack tank.)

a) Check the oil level in the tanks.
b) Switch on the remote control system.

f) Start the thruster drive motor.
Local Stop of the Thruster System

There is a spring loaded non-return valve fitted to prevent the header tank
draining into the hydraulic power pack tank, through the oil distribution unit
and proportional valve, when the system is not in use.

a) Set the pitch to zero.

Pressure Monitoring and Interlocking

c) Switch off the hydraulic system.

At the hydraulic manifold block is a pressure line fitted with a pressure gauge
and pressure transmitters. The first pressure transmitter sends a milli-amp
signal to the control system. When the hydraulic power pack is started, the oil
pressure must rise or the thruster drive motor is not released for starting. The
second pressure transmitter provides reference for the alarm system.

d) Switch off the remote control system.

Oil Circuit and Header Tank
The oil pressure in the hub is maintained via the header tank. When the thruster
is working, leakage oil is led from the hub to the header tank via the TT and
RT line. The RT line only acts as a vent. The TT line connects to the bottom of
the hub.

Issue: First

The complete stator winding is vacuum impregnated with resin. The stator
windings are monitored thermally by 6 Pt 100 temperature sensors. Monitoring
of the temperatures is available on the IMACs system which will also raise
alarms if preset limits are exceeded.

b) Stop the thruster drive motor.

Drive Motor
The motor stator has a cast iron frame with a shrunk-in laminated core. The
stator core is built up of insulated circular electrical sheet steel laminations and
is secured axially by bonded end laminations and insulated clamping bolts.
Axial cooling ducts and holes are provided in the core.
The three-phase double-layer integral coil stator winding is inserted in the
open slots of the laminated core and secured by slot closers. The conductor
material is mica-film insulated copper strips. The main insulation is made of
mica-glass tapes covered by semi-conducting corona grading tapes.

The motors are fitted with closed air circuit hydrocoolers utilising cooling
water from the LT fresh water system for auxiliary consumers. The cooling air
is drawn in through the upper end shield opening by the internal fan which is
mounted on the drive end of the rotor. The air flows from the non-drive end to
the drive end and leaves through the lower end-shield opening. The air is then
passed to the air/water cooler where it is recooled to <50ºC. The cooling water
flow rate should be 13 m3/h at 38ºC, which can be adjusted at the cooling water
inlet valve with the supply valve fully open. The temperature of the cooling air
is monitored in the supply and exhaust directions inside the motor by Pt100
sensors. Monitoring of the temperatures is available on the IMACs system
which will also raise alarms if preset limits are exceeded. Protection against
cooler leakage is provided with an optical leakage detector which raises an
alarm via the IMACs.
As well as the main supply terminal box there is an auxiliary terminal box for
the monitoring devices. There is an earth connection for the motor frame on the
bottom end shield flange.
Motor standstill heating is provided by a 230V 960W electric heater which is
automatic in operation.

7.5 Thrusters Page 2

P&O Aurora

Technical Operating Manual

Illustration 7.6a Steering Gear Control

Supply
Autopilot
440V

92

93

29

Autopilot (For Pump 4)

14

Rudder Ind. Starboard Steering Gear

91

Steering Control Port Steering Gear (For Pump No.2)

Steering Control

Steering Control

Remote/Local Signal

Remote/Local Signal

Remote/Local Signal To Port Steering Gear

Remote/Local Signal To Port Steering Gear

81

Ext. Com. Alarm

41

Local Steering Stand
Signal Autostart/Autostop

Process Station P.17.0

10
Interface With C. Plath
Supply 440V
Oil Level Exp. Tank
35 Deg. Limit Switch Starboard
35 Deg. Limit Switch Port
45 Deg. Limit Switch Starboard
45 Deg. Limit Switch Port
U2
Starter 1

15

Autopilot (For Pump 2)

Steering Control Port Steering Gear (For Pump No.1)

76

Emergency
Starter

13

Control Signals

Rudder Ind. Port Steering Gear

57

54

Start/Stop

Autopilot (For Pump 3)

44

58

Start
Stop

Bridge Gyro Repeater

Autopilot (For Pump 1)

59

77

Control and Alarm Panel

Control Signals

45
Black Out/
Emergency Generator
Running Signal
From Emergency
Generator

Start
Stop

Start/Stop

43

Pilot Valve Starboard
Pilot Valve Port
Valve Block Monitor
Valve Block Monitor
Booster Pressure
Proportional Valve

75

Amplifier
C. Plath

53

11

Process Station P.17.0

65

Amplifier
C. Plath

23

38

8

73

63

74

64

37

7
Rudder Limit Switches

36

6

35

5

34

4

46

16

47

17

71

61

50

20

Supply
Autopilot
440V

28
27

24

66
80
Ext. Com. Alarm

Interface With C. Plath
Supply 440V
Oil Level Exp. Tank
35 Deg. Limit Switch Starboard

Starter

35 Deg. Limit Switch Port
45 Deg. Limit Switch Starboard
45 Deg. Limit Switch Port
U1
Starter 2

Pilot Valve Starboard
Pilot Valve Port
Valve Block Monitor
Valve Block Monitor
Booster Pressure
Proportional Valve

Steering Gear
Control Valves

56
Essential
Supply
Alarm
55
690V
60hZ

70

tO

Cooler Thermostat

49

M

Cooler Pump Motor

48

M

Booster Motor

33

Cooler Thermostat

tO

60

Cooler Pump Motor

M

19

Booster Motor

M

18

Oil Level Exp. Tank

Motor Thermistor

Pump
Station
Motor Supply

31
32

25

Oil Level P. Tank

39
72

Control Valves

M

Filter Clogging

M

Motor Supply

P

Diff. Pressure Switch
M

Filter Pump

tO

Diff. Pressure Switch

P

62
1

Motor Heating

Oil Level Switch

78

Motor Thermistor
Emergency
Motor/Pump 2

Motor Heating

26
Essential
Supply
Alarm

9

Oil Level P. Tank

Emergency
Motor/Pump 1

690V
60hZ

Filter Clogging

2
3

79
30

Issue: First

Oil Temperature Alarm

24 'Porsgrunn' Identification Numbers

Illustration 7.6a Steering Gear Control

P&O Aurora
7.6 Steering Gear

Technical Operating Manual
Mechanical rudder indicator, rudder angle transmitter, feed backs and rudder
angle limit switches are mounted on the expansion tank.

Description
Maker:
Type:
Model:

Porsgrunn Steering Gear AS
Rotary Vane
550-165/2

The steering gear consists of two independent rudders, each fitted with its own
actuator. During normal steaming at sea, the two rudders would operate
together through the same angles and directions. For manoeuvring, they can be
set to operate independently in different angles and directions. This, in
conjunction with the twin propellers, gives greater control over the movement
of the aft end of the vessel.
The actuators are of the rotary vane type, driven by two independent swash
plate pumps.
Each pump unit is capable of moving the rudder through the working angle
(35° in one direction through to 30° in the opposite direction) in the specified
time of 56 seconds or 28 seconds with two pumps operating. The second pump
unit can be connected at any time by starting the pump motor and hydraulic
control unit.
The swash plate pump has control from zero to full output, in one direction
only. The pump units draw oil from a common oil tank fitted with a weir
between the two pumps. This ensures that any transfer of oil from one side of
the system to the other will return by flowing over the top of the weir. The
output of the swash plate pumps is controlled by a hydraulic cylinder driven by
a small booster pump. This also draws oil from the common oil tank.

Start/stop/standby functions

For this description, the system is considered with one pump operating and the
rudder at midships. In this condition the swash plate within the pump is at the
neutral position and no oil delivery takes place.

Steering control ready indication
Remote/local indication
Electrical failure alarm

The reaction of the system upon receiving a signal to move the rudder is as
follows:

Hydraulic lock alarm
Filter clogged and oil low level alarms

Solenoids, controlling the booster pump output, operate and allow oil to be
delivered to the servo piston. Movement of this piston acts to alter the angle of
the swash plate and oil flows from the pump. The required flow is dependant
upon the extent of the rudder movement required. In conjunction with the
operation of the booster pump solenoids, the required directional pilot valve
will have opened. This allows the flow of oil, from the swash plate pump to
enter the two linked rotary vane compartments. The force exerted against the
vanes causes movement of the rudder stock. Displaced oil, from the nonpressurised pair of chambers, is allowed to return through the directional pilot
valve to the main tank. The feedback linkage feeds back the rudder position
and as the required angle is reached, the flow from the swash plate pump is
reduced and finally ceases. The directional pilot valves close until a further
movement order is received.
Control and Equipment Locations

Control Functions
The start and stop functions may be operated from the wheelhouse and from
the steering gear. This is a manual operation. (For the steering control modes,
see section 9.8 Steering Control)
The two hydraulic power units may be operated separately or together. During
normal operation with one pump running, the other pump will be in standby
mode. This will also occur when two pumps are in use and one is switched off.
This pump will automatically revert to standby. If during voyage conditions,
the running pump motor suffers an overload condition, the standby motor is
started automatically. However, the motor in overload will not trip until the
standby motor is online.
(Note! When the system is in Local mode, the off-duty pump will not revert to
Standby mode.)

Steering Gear Room
Electric starters with monitoring instruments
Start/stop switches

Any leakage of oil from the actuator is piped to an expansion tank from where
the oil is filtered and pumped back to the main oil tank. Filling of the system
is also achieved through the expansion tank.

Direct control via magnetic valves

Remote/local steering control device
Local steering control of NFU mode

P.E.C. controller
Engine Control Room

The oil is cooled by a pump and fan cooled radiator circuit, one fitted to each
side of the main oil tank. This system is thermostatically controlled.

Panels with the following indication:

Working Principle

The rotary vane actuator is fitted with two vanes, forming two pairs of linked
chambers. Internal mechanical stoppers limit the maximum rudder angle.
External limit switches prevent the actuator reaching the stoppers in normal
service.

Control of the rudder movement is achieved by a variation of oil flow delivery
from the pump, together with the operation of the directional pilot valve. A
relief valve is fitted to protect the system against overpressure or pressure
surges, caused for example, by heavy seas. This valve is set to lift at 75bar and
when operated, causes pressurised oil to pass to the lower pressure chamber in
the actuator. The normal system operating pressure is approximately 60bar.

Wheelhouse

The standby unit will start in the event of:
Electrical failure
Oil leakage
Hydraulic lock
The following are alarm conditions:
Phase alarm
Overload alarm
Steering control alarm

Panels with the following indication:

Power failure

Run/stop

Pump stopped

Electrical failure alarm

Low level in expansion tank

Hydraulic lock alarm

Low level in either main tank

Low oil level alarm

Filter clogged
Hydraulic lock

Issue: First

7.6 Steering Gear Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.6b Steering Gear
Level
Switches

Storage
Tank

K

Expansion
Tank

M

A

B

A

C

Rotary Vane
Steering Gear
Spool
Detector

Hydraulic System

B

B

A

Directional/
Pilot Valve
L

Spool
Detector

D
Directional/
Pilot Valve

L

I

J

G

H

M

M

Relief Valve

Relief Valve
Relief Valve

R
P

Oil Tank

Level
Switch

Oil Tank

Level
Switch

Motor Starter

Run
Alarms

R
P

M

M

Pump 1

Booster

Oil Tank

M

M

Oil Cooler

Oil Cooler

M

M

Booster

Pump 2

Start
Stop

Start
Stop

Level
Switch

Run

Motor Starter

Alarms

Rudder
Limit Switch

Electrical System

B1
NFU

Disconnect
Switch

B2

Key

NFU

Hydraulic Oil

Electrical Signal
M
Motor Circuit
Control System
Pump 1

Issue: First

M

Pilot
Valve

Motor Circuit
Control System
Pump 2

Illustration 7.6b Steering Gear

P&O Aurora

Technical Operating Manual

Procedure for Adding Oil to the System

FLEET REGULATIONS
Oil, added through the expansion tank, should be filtered prior to being
supplied to the main tanks. The fresh oil is admitted through valve ‘K’ into the
expansion tank. As the level rises, a level switch detects the oil and starts the
transfer pump. It is forced through a fine filter and into the main tank for No.2
hydraulic unit. When the level in this tank reaches the top of the weir, it passes
over into No.1 hydraulic unit tank. Stop the transfer pump and shut the run
down valves including valve ‘K’. Ensure that the expansion tank transfer pump
cuts out as the level drops to normal.
It is possible to put fresh oil directly into the main tanks, but this is not
recommended as the oil is unfiltered and wear or damage may occur.
Air in the oil system can affect the efficiency of the system, reducing the
turning torque developed and causing damage. It is often initially detected by
unusual noise in the system. To bleed air from the system, refer to the
manufacturer’s instructions.

TECHNICAL STANDING ORDERS

OPTION 2

TECHNICAL

AURORA TEC 2.4 STEERING GEAR DEPARTURE CHECK

STEERING GEAR DEPARTURE CHECK

Check all hydraulic header tanks and top up as required.
Check that the hydraulic oil storage tanks are full, top up as required.
Ensure the automatic lubrication grease drum is full and pump switched on.

Procedure to Put the Steering Gear into Operation

Contact Bridge using emergency or backup communication lines (check from
both port & stb rooms), inform them that steering gear is ready to test and relay
gyro compass readings (stb room).

The system valves are assumed to be set for normal operation. Valves A, B, C
and D (actuator oil inlet/outlet valves), must all be open.

Start pumps on local control and check system pressure. (A visual check is to be
made for system leakage).
Test push button control for each side and combined NFU in Local

a) Check the level and condition of the oil in the two sides of the
main oil tank and also in the expansion tank. Fill with the correct
grade as required.
b) Start the required pump unit.
c) Check that the oil levels are still satisfactory.

Stop pumps and return to 'remote' position (bridge have no control in 'local'
but in 'remote', pumps can be stopped or started locally).
Bridge to start pumps and conduct movement tests to their satisfaction.
Inspect linkages and check machinery for leakage.
Check local rudder indicators.

d) Check for any leakage and rectify if necessary.
e) Check for any abnormal noises.
f) Check the operating pressures and motor currents.

Check pump load, with particular regard to direction changes.
Check the machinery space bilges are dry and test alarms.
(All pumps to remain in running condition ready for departure standby).

g) Carry out predeparture checks as per company instructions.

Port:

Date: /

/

Predeparture Check List
The following is the company's instructions for carrying out predeparture
checks of the steering gear. These are also Statutory requirements.

SEOOW Signature
Print:

During steering gear checks all pumps are started remotely from the Bridge
and the rudders operated from 35-0-35º. This is repeated with only one pump
running on each rudder. This should take no longer than 28 seconds.

Issue: First

7.6 Steering Gear Page 2

P&O Aurora

Technical Operating Manual

Illustration 7.7a Stabiliser System

Moment Due To
Motion Of Sea

Fin Moment
1

2

3

4

5

6

7

8

Ship's
Movement
9

Controller
Indinometer

Fin Control Loop
Port/Starboard

Setting
Roll

Filter
List
Calculator

12

Rate
Gyro

Signal Flow Chart

Hydraulic Unit
Setting
Rate

Filter

Setting
Gain

Fin
Controller

Pump
Controller

Servo.
Valve

Hydraulic
Pump

Tilting
Cylinder

Fin

Valve Position
10

11

Actual Fin Angle

Ship's Speed

Ship's
Speed

Ship's Motion

1. Roll Velocity Sensor - Rate Gyro
Roll Angle Sensor - Inclinometer
2. Roll Acceleration / Roll Rate / Roll - Controller
3. Fin Positioning Controller

4.
5.
6.
7.
8.

Proportional Valve / Hydraulic Pump - Controller 9. Ship
Proportional Valve
10. Fin Angle Measuring System
Variable Delivery Hydraulic Pump
11. Overload Protection System
Fin Tilting Cylinder
12. Valve Position Measuring System
Fin

Setting
Log Adapter

Acceleration
Calculator

Setting
Acceleration
Ration

Fin Angle
Transmitter

Fin
Angle
Reduction

Log

Feedback
Fin Angle

Feedback
Amplifier

Electro-Hydraulic Unit
Fin

Cavity Oil Inlet
Housed
Limit Switch

Greasing Points

Fin Control Loop
Port/Starboard

00

22

Fin Arm Shown Extended
SCP
BCP

L

RIP

SA
LUB

LUB
CCU

RSU
LCU

HPU
FU

Issue: First

LCU

HPU
FU

Hydraulic Housing/extending Ram

Port Stabiliser Fin
Shown in the
Extended Position

Fin Box and Hydraulic Equipment
Starboard
SCP
BCP
L
RIP
SA
LUB
CCU
RSU
LCU
HPU
FU

-

Solas Control Panel
Bridge Control Panel
Ship's Log
Remote Indicator Panel
Ship's Automation
Lub Oil Tank
Central Control Unit
Roll Sensor Unit
Local Control Unit
Hydraulic Power Unit
Fin Unit
Hydraulic Connection
Electrical Connection

00
22
00

22

Hull

17

0

Port Stabiliser
Fin and Hull
Arrangement

Illustration 7.7a Stabilisers

P&O Aurora
7.7 Stabilisers
Make:
Type:
Max. Angle:

Fincantieri
Electro-hydraulic Folding Fin
± 20º

Introduction
Stabilisers are active underwater fins designed to reduce the rolling of the ship.
Rolling is caused by the effect of sea action on the hull during an ocean
passage. Active roll reduction is achieved by tilting the extended fin during a
roll. The effect of the ship’s forward motion on the fin surface produces a
lifting moment acting against the roll.
Aurora is fitted with two retractable tilting fin units, located port and starboard
in compartment 11 at deck 1 level.
The fins are tilted by hydraulic units powered by electro-hydraulic pumps.
When the fins are not in use they are housed within fin boxes located in the
hull, thus reducing drag on the hull. A hydraulic ram mechanism allows the fin
to be rigged in and out (housed and extended) by folding the fin 90º.
Construction
The fins are made of steel and have a similar shape to an aeroplane wing. The
fin is welded to a forged steel shaft supported by two spherical roller bearings
housed in the rotation casing, which also supports the fin tilting axis. The steel
casing supports the fin bearing structure and provides the required housing,
linking the fin to the hull.
The tilting mechanism consists of a double effect cylinder which, by means of
a lever, tilts the fin to the required angle. The bottom end of the cylinder rod is
directly connected to the fin shaft crank. The top end connects to the upper
casing by two bronze bushes. The tilting cylinder is housed inside the rotation
casing containing the fin shaft end, tilting bearings and the bearing in an oil
bath. The rotation casing is directly connected to the oil header tank, which
keeps oil pressure within the casing due to head pressure.
The fin angular position is transmitted to the control system which, in the case
of extreme fin angles, will reduce the swash of the variable displacement pump
and thus bring the fin back within the working angle range. This limitation is
necessary to prevent the tilting cylinder from reaching its end stops.
The tilting shaft is provided with lip seals to prevent the ingress of sea water
into the machinery and also the loss of oil into the sea.
The fins rig in to the hull housing boxes by rotating around the rig in axis,
which is at right angles to the tilting axis. This rotation is achieved by using a
double effect hydraulic cylinder fastened to the rotation casing by a crank lever
and on the other end to the fixed stabiliser fin box structure.

Issue: First

Technical Operating Manual
The casing rotates on oil lubricated bronze bushes. The upper bush takes the
axial thrust of the unit’s weight as well as the fin lift and downforce.

fluid sent to the tilting circuit. The fluid is sent to one or the other of the tilting
cylinder chambers thus controlling the fin angle.

The fin is locked in the housed or extended position by a sliding pawl engaging
on the rigging lever. This pawl is automatically unlocked by the rig-out
hydraulic sequence and locked during the rig in process.

The electric motor driven pump is protected against overload at start-up by a
set of valves. The valves set the tilting circuit to bypass, when the circuit is
empty. This ensures that the variable displacement pump is unloaded if the
swashplate is not at the zero swash position. There is also a pressure relief
valve (item 17) to limit the tilting circuit pressure, if the safety value is
exceeded.

During the rigging out sequence, the control unit energises the solenoid valve
controlling oil delivery to the rig in/out cylinder, provided the fin angle
remains at 0º, after receiving the ‘unlocked’ feedback signal from the locking
device limit switch. Illumination of the FIN OUT signal lamp on the control
panel indicates that the stabiliser has reached its correct position. A mechanical
pawl acts as a stop limit, supporting the thrust of the fin hydrodynamic
resistance.
During the rigging in sequence, the above procedure is reversed, the lock being
activated after receiving the ‘fin in’ signal from the limit switch. Illumination
of the FIN IN signal lamp on the control panel, indicates that the stabiliser has
reached its correct position.
Hydraulic Power Unit

During system shutdown, when the fin is housed, a pressure relief valve (item
18) controls and fades the hydraulic pressure, ensuring the fin is gently rested
against the guides in the fin box in the final stowed position.
A circuit pressure gauge is provided to indicate the pressure and a low pressure
switch activates an alarm and system shutdown, if the pressure drops too low.
The auxiliary servo pump, feeding the servo control circuit, has two functions:
To feed oil to the proportional valve for servo control of the
variable displacement pump
To feed oil to the fin lock device

The electro-hydraulic power unit is located on top of the fin housing box. Each
unit consists of a variable displacement pump, an auxiliary gear pump and an
auxiliary servo pump driven by the same electrical motor. A separate
electrically driven pump is provided with manual controls. This pump can rig
the fin in or out in the event of the failure of the main hydraulic unit. The
variable displacement pump is a servo-controlled axial piston type which feeds
the oil under pressure to the tilting circuit. The pump also feeds both chambers
of the tilting cylinder, dependent on the position of the internal swash plate.
The auxiliary gear pump has three functions:

The proportional valve is fed through an extremely fine filter to maintain the
cleanliness of the oil. The filter is fitted with a differential pressure switch
which raises an alarm if the filter performance drops.
Rigging In and Out Circuit
The auxiliary gear pump feeds the rigging in and out circuit. By varying the
position of the open centre solenoid valve (item 33) the circuit performs two
different functions:

Feeding the fin tilting circuit to balance the system’s volumetric losses

Filtering, cooling and restoring the tilting circuit fluid

To provide a clean up circuit for the hydraulic oil using a special filter

Feeding the fin rig in/out cylinder

To feed oil under pressure to the normal fin rigging in and out circuits
The auxiliary servo pump has two functions:
To feed oil to the variable displacement pump servo-control circuit
To feed oil to the circuit feeding the fin lock, in the rig-in position
A second emergency circuit is provided with an electro-pump, safety valve and
three manual distributors. This circuit enables the fin to be reset to the zero
angle position, rig the fin in or out and to enable the fin lock.
Fin Tilting Circuit
The variable displacement pump is servo-controlled by a proportional valve
which accurately defines the throughput to the tilting cylinder. This valve
controls the swashplate of the pump, varying the delivery and direction of the

When the valve (item 33) is de-energised, oil flows into the filtering and
restoration circuit through a filter and heat exchanger. The filter has an optical
pressure sensor, which indicates when it is clogged and must be replaced. The
heat exchanger is installed immediately downstream of the filter and maintains
the oil temperature at or below 50ºC.
From the heat exchanger, the oil follows two paths. Oil is sent to the sump of
the variable displacement pump while the rest of the oil restores the tilting
circuit. The oil circulating in the casing of the variable displacement pump
cools the pump itself. The oil pressure and throughput are adjusted by a
restrictor (item 31) and spring loaded non return valves (items 20 and 11).
The oil make up of the tilting circuit is achieved through the non-return valves
(items 19.3 and 19.4) by alternatively feeding the depressurised circuit.

7.7 Stabilisers Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.7b Stabiliser Controls
PORT FIN
UP 30

M

E

R
I O

Z

BP

ZS

LV

I O

I O

I O

P
I O

MPS
I O

STARBOARD FIN
30
UP

FIN STABILIZER

20

20

20

20

10

10

10

10

0

0

0

0

10

10

10

10

20

20

20

DOWN

PORT FIN
UP 30

STARBOARD FIN
30
UP

FIN STABILIZER

FIN OUT AT
SLOW SPEED

30

30

Down

DOWN

20

LAMP TEST

30

30

Down

30
20

MPO MPSH

LAMP TEST

10

MPA

ALARM

0
10

IM

ST

20

SP

H9

H11

ALARM/
ACKNOWLEDGE

H13

30

H14

H12

H9

H10

H11

H13

H14

FA
EP
I O

PORT FIN
ON/OFF

EPO EPSH
EPA

PRIOR TO SWITCHING ON STABILIZER
SWITCH ON LOG
OFF

MAIN SUPPLY

O

ON

PRIOR TO SWITCHING ON STABILIZER
SWITCH ON LOG
STN ATLAS
Marine Electronics

STN ATLAS
Marine Electronics

EMERG. SUPPLY

I

OFF

ON

H10

TEST
FORCED
ROLL

ZERO
SIGNAL

STBD FIN
ON/OFF

ELECTR. SUPPLY
FAILURE

H12

I
O

Bridge Control Panel

Central Control Panel

Motor Switch Box At Stabiliser Position

M
E
Z
R
BP
ZS
LV
P
MPS
MPO
MPSH
MPA
FA
IM
ST
SP
EP
EPO
EPSH
EPA

Issue: First

Main Supply On Lamp
Emergency Supply On Lamp
Zero Signal On Lamp
Rig In/out Automatic Selection Switch
By-pass/Automatic Selection Switch
Zero/Automatic Selection Switch
Locking Valve Automatic Selection Switch
Pump Automatic Selection Switch
Main Pump Automatic Selection Switch
Main Pump On Lamp
Main Pump Space Heater On Lamp
Main Pump Ammeter
Fin Angle Meter
Insulation Monitoring On Lamp
Start Button
Stop Button
Emegency Pump Switch
Emegency Pump On Lamp
Emegency Pump Space Heater On Lamp
Emegency Pump Ammeter

SCP
BCP

L

RIP

SA
LUB

LUB
CCU

Fin Control Loop
Port/Starboard

RSU
LCU

HPU
FU

LCU

HPU
FU

SCP
BCP
L
RIP
SA
LUB
CCU
RSU
LCU
HPU
FU

-

Solas Control Panel
Bridge Control Panel
Ship's Log
Remote Indicator Panel
Ship's Automation
Lub Oil Tank
Central Control Unit
Roll Sensor Unit
Local Control Unit
Hydraulic Power Unit
Fin Unit
Hydraulic Connection
Electrical Connection

Illustration 7.7b Stabilisers Control

P&O Aurora
The rig in/out circuit is fed when valve 33 is energised. The cylinder body
houses a non-return pilot valve and a two stage pressure relief valve to prevent
the rigged in fin from leaving the stowed position by hydrodynamic action.
The valves also ensure a gradual rigging out movement against the water flow
past the hull.
The Emergency Circuit
The emergency circuit is fitted to rig the fin into the hull housing, in the case
of main circuit failure or electronic control failure.
The circuit is fed by the emergency pump and by means of directional control
valves (items 34.1, 34.2 and 34.3), provides control of all the necessary
functions to house the fin.
The directional tilting control valve (item 34.2), controls the fin tilting. The
directional rigging control valve (item 34.1), controls the fin rigging. The
directional locking valve (item 34.3), controls the position of the fin lock
device. Additionally, a manual valve (item 44.1), pressurises the tilting lock
circuit of the rigged-in fin in the case of an accumulator circuit failure. The
emergency circuit can be also used to carry out maintenance operations (See
the manufacturer’s manual for further information).
The emergency circuit is fitted with a pressure relief valve (item 30.3) to limit
circuit pressure and a pressure gauge (item 43) indicates circuit pressure.
Stabiliser System Operation
Procedure for Setting Up the Stabilisers to Enable Automatic Bridge
Operation
a) At the stabiliser motor switch box, switch the main supply isolator
to the ON position, switch the main pump motor selector to the
AUTOMATIC position and switch all the other switches (except
the supply switches) to the O (off) position.
b) At the central switchboard panel, switch the control station
selector switch to the BRIDGE position. Activate the port fin
system by pressing the PORT FIN ON/OFF button (the button
illuminates). Activate the starboard fin system by pressing the
STBD FIN ON/OFF button (the button illuminates).
c) Press the LOG INPUT SIGNAL button, located inside the central
switchboard panel, to activate the automatic signal function (the
button illuminates).
d) At the bridge control panel, the system is ready to start when the
OFF button is illuminated. Press the ON button, the button
illuminates and the stabiliser system starts up.

Issue: First

Technical Operating Manual
Procedure for Stopping the Stabiliser System from the Bridge
a) At the bridge control panel, press the OFF button.The button
illuminates and the stabiliser system stops.
The fin control can be transferred from the bridge to the central control
position, even when the fins are in operation, by switching the central control
panel selector switch to the LOCAL position.
(Note! If the log input signal push button, located inside the central
switchboard panel is switched to the AUTOMATIC position.)
If the fins are housed, the fins will not rig out if the ship’s speed is
lower than the minimum speed setting.
If the fins are rigged out, they will automatically rig in and house
when the ship’s speed is lower than the minimum speed setting.
Procedure to Start Up the Stabiliser System from the Central
Switchboard Position
a) At the motor switch box, switch the main pump motor selector
switch to the AUTOMATIC position and switch all the other
switches (except the supply switches) to the O (off) position.
b) Switch the control station selector switch (located inside the
central switchboard panel) to the LOCAL position.

Procedure to Start Up the Stabiliser System in Local Mode from the
Motor Switch Box
CAUTION !
When the stabiliser system is operating in local mode, the fin in/out and
lock/unlock limit switches are disabled. A visual check of the fin position
is essential.
a) At the central switchboard panel, switch the control station
selector switch inside to the LOCAL position. Press the LOG
INPUT SIGNAL button. This activates the ‘Manual’ signal
function (the button illumination extinguishes).
b) At the motor switch box, switch the ZERO SIGNAL selector
switch to the ON position, the ZERO SIGNAL lamp illuminates.
c) Switch the MAIN PUMP MOTOR selector switch to the I (on)
position, the MOTOR ON lamp illuminates.
d) Switch the BYPASS selector switch to the I (on) position, the
BYPASS ON lamp illuminates.
e) Switch the PUMP bypass selector switch to the I (on) position, the
fin automatically centres at the zero pitch position.
The fin is now ready for rigging out. Visually check that the fin is at the zero
degree position.

c) Start the port fin system, by pressing the PORT FIN ON/OFF
button (the button illuminates). Start the starboard fin system by
pressing the STBD FIN ON/OFF button (the button illuminates).

f) Switch the FIN LOCK/UNLOCK selector switch to the No.2
position (unlocked). The fin lock disengages. Visually check that
the locking device has disengaged.

d) Press the LOG INPUT SIGNAL button, located inside the central
switchboard panel, to activate the automatic signal function (the
button illuminates).

g) Switch the RIG IN/OUT selector switch to the No.2 position (rig
out). The fin starts to rig out.

e) Press the ON button, located on the central switchboard panel, to
start the stabiliser system (the button illuminates).
Procedure for Stopping the Stabiliser System from the Central Position

h) Switch the RIG IN/OUT selector switch to the O position (off)
when the fin is completely rigged out (extended).
i) Switch the FIN LOCK/UNLOCK selector switch to the No.1
position (locked). The fin is locked in the rigged out position.

a) At the central control panel, press the OFF button, the button
illuminates and the stabiliser system stops.
The fin control can be transferred from the central control position to the
bridge, even when the fins are in operation, by switching the central control
panel selector switch to the REMOTE position.

7.7 Stabilisers Page 2

P&O Aurora

Technical Operating Manual

Illustration 7.7c Stabiliser Hydraulic System

Key
Hydraulic Oil

6

Emergency Operation Item No.s

Electrical Signal

54

Manufacturer's Item No.s

Rigging In Cylinder
Fin Lock

Tilting
Cylinder

Hydraulic Power Pack

54

35

16 bar 53

1
26.1

Fin Out

Fin In

Fin Down Fin Up

26.2

PS19 PS18
28
29

24.1
17

2

23

22.7

4

25.1

22.5
22.4

27

24.2

Fin Unlocked Fin Locked

25.2

25.3

18

V2

40
bar

19.1

22.6
V3

19.2
34.1

33
60.2

6

34.2

34.3

5

60.1

32

17

60
19.3

180
bar
19.4

22.2

22.1
21

31
30.1

180 bar

20

22.3
80 bar

11

15

2.5
bar

25

56
55

PS62.2

PS62.1
42.2

90 bar

43
3
36.1
42.1

x 52
PV
V4

63
7

30.2

PS17

30.3
80 bar

38

Emergency
Gear
Pump

5

6

39

40

TS20

S21

Accumulator 47
Gear
Pump

58

61
10

51.1
48

M

8

Issue: First

16

8
44.2 44.3

180 bar

1

x

57

8
bar

9

50
M

49
46

Auxiliary
Servo
Pump

PF

7.2

7.1

Auxiliary
Gear
Pump

Variable Displacement
Pump

Main
Electric
13
Motor
M 14
12

2
3
4

Illustration 7.7c Stabilisers - Hydraulic System

P&O Aurora
Procedure to Rig In the Fin
a) Unlock the fin as above and turn the RIG IN switch to the No.1
(rig in) position. The fin starts to rig in.
b) When the fin reaches the rigged in position, turn the RIG IN/OUT
switch to the O (off) position.
c) Lock the fin in the rigged in position.
d) Reverse the steps above to switch down the system.
Stabiliser Emergency Operation
In the event of a failure of the main hydraulic circuit or the electronic circuitry,
the fins can be rigged in (housed) or rigged out (extended) using the emergency
system. The procedure is much slower than the normal operation, taking
approximately 10 minutes to rig in/out a fin.

Technical Operating Manual
j) Set the directional control valve (item 4) of the fin lock to the
UNLOCKED position. Visually check the locking device is fully
disengaged.
k) Set the directional rigging control valve (item 6) to the RIG OUT
position. The fin starts to rig out, when fully extended visually
check the fin position.
l) Set the directional control valve (item 4) of the fin lock to the
LOCKED position. Visually check the locking device is fully
engaged.
m) Carry out tilting or maintenance as required.

Procedure to Rig Out a Fin Using the Emergency Circuit

c) Close the manual shut-off valves (item 7).

a) At the motor switch panel, turn the MAIN PUMP motor switch to
the O (OFF) position.

d) Open the manual shut-off valve (item 3) on the delivery of the
emergency pump.

b) Switch the accumulator pump motor switch to the O (off)
position.

e) Turn the EMERGENCY PUMP MOTOR on/off switch (on the
motor switch box panel) to the I (on) position.

c) Close the manual shut-off valves (item 7).

f) By reference to the fin angle meter check the actual angle of the
fin.

f) Open the manual shut-off valve (item 3) on the delivery of the
emergency pump.
g) Turn the EMERGENCY PUMP MOTOR on/off switch (on the
motor switch box panel) to the I (on) position.
h) By reference to the fin angle meter, check the actual angle of the
fin.
i) Move the directional tilting control valve (item 5) on the
hydraulic power unit in the up or down direction, until the angle
of the fin is at zero degrees.

Issue: First

m) Close the manual shut-off valve (item 8).
n) Close the manual shut-off valves (items 1 and 2) on the main
tilting circuit.
The fin is now safely rigged in.

a) At the motor switch panel, turn the MAIN PUMP motor switch to
the O (OFF) position.
b) Close the manual shut-off valves (items 1 and 2) on the main
tilting circuit.

e) Close the manual shut-off valves (items 1 and 2) on the main
tilting circuit.

l) Close the manual shut-off valve (item 3) on the delivery of the
emergency pump.

Procedure to Rig In a Fin Using the Emergency Circuit

WARNING !
Any manual control on the hydraulic units must be performed with the motors
stopped.

d) Open the manual shut-off valves (item 8) for discharging the
pressure accumulator.

k) Turn the EMERGENCY PUMP MOTOR on/off switch (on the
motor switch box panel) to the O (off) position.

g) Move the directional tilting control valve (item 5) on the
hydraulic power unit in the up or down direction until the angle of
the fin is at zero degrees.
h) Set the directional control valve (item 4) of the fin lock to the
UNLOCKED position. Visually check the locking device is fully
disengaged.
i) Set the directional rigging control valve (item 6) to the RIG IN
position. The fin starts to rig in, when fully housed visually check
the fin position.
j) Set the directional control valve (item 4) of the fin lock to the
LOCKED position. Visually check the locking device is fully
engaged.

7.7 Stabilisers Page 3

P&O Aurora

Technical Operating Manual

Illustration 7.8a Accommodation Ladders

Deck - 7
Long Ladder 3P

Arrangement - Short Accommodation Ladder 6S

Long Ladder 1P

Short Ladder 5P

Ladder Shown
In Stowed Position

Deck - 8

Port

Fashion Forum

Anderson's
Charlie's

Mayfair

Forward
Deck - 7

Mayfair Court
Pantry

Starboard

Long Ladder 4S

Long Ladder 2S

Ladder Shown
In Rigged Position

Short Ladder 6S

Deck - 6

Ladder Shown In Various Deployment Positions
Deck - 5
Ladder Winch
Motor and Gearbox
Ladder Shown In Stowed Position

Ladder Shown In
Embarkation Position

Deck - 4

Slewing Motor
and Gearbox

Upper Platform
Motor and Gearbox

Side Of Ship

Lower Platform
Motor and Gearbox
(Under)

Issue: First

Quay Side

Illustration 7.8a Accommodation Ladders

P&O Aurora
7.8 Accommodation Ladders
Manufacturer:
Manufacturer’s No.s:

FA Welin
GOT 910533-(1-6)

Technical Operating Manual
safety feature ensures that the ladder can not be auto-retrieved while fixed to
the gangway door or auto-deployed if it is in the maintenance position over the
promenade deck.)
Long Accommodation Ladders

Short Ladders
Length:
Hoist motor:
Long Ladders
Length:
Slew motor:
Hoist motor:
Platform motors:

6m
690V 2.2kW

9.6m
690V 1kW
690V 2.5kW
690V 2.5kW

There are six accommodation ladders on Aurora. They are used as gangways
for passenger access to and from the ship while alongside. Four are long, fully
automatic, self-rigging ladders and two are manually controlled short ladders.
There are two fully automatic (self deploy/retrieve) ladders and one short
ladder on each side of the ship. Each ladder is stowed in the collapsed position
before being deployed and stowed using a gantry davit.
They are stowed at deckhead level on deck 7 outboard on the promenade area.
The ladders are swung out and lowered down to connect onto the gangway
platforms which are integrated into passenger doors. The length of the ladders
means they have to be rotated in the stowed position before being swung out
and lowered. This is achieved by a slewing arm (moved by a gearbox powered
by the slewing motor, on the long ladders). Once swung out, the davit arm acts
conventionally to raise or lower the ladder. The ladders use conventional
electrically operated brakes, of the failsafe type.
The gangway platforms are arranged in the door openings of the passenger
doors. They swing outside and downwards, actuated by one hydraulic
operating cylinder. The platform is hinged to a supporting frame which moves
inside and sidewards. All platform functions are carried out at the remote
control panel, mounted inboard of the door.
The ladders themselves are made of a light rustproof alloy. The steps are
approximately 1 metre in width and are self-levelling to allow for the rise and
fall of the ship at tidal ports. They are fitted with handrails and there is a
platform at the base of the ladder with castor type wheels to allow for
movement.
(Note! The auto-deploy and auto-retrieve facilities will only operate if the
ladder is within its movement ‘safety window’. On deployment, the ladder will
auto-deploy to a preplanned position close to its connection position and then
stop. The operator must then manually control the ladder to the required final
position. Similarly, upon disconnection from its deployed position, the ladder
will not auto-retrieve until it is manually moved into the safety window. This

Issue: First

To stow the ladder, reverse the above procedure, using the AUTO-RETRIEVE
pushbutton in step f. When the ladder has been correctly stowed using the
automatic procedure, the AUTO-RETRIEVE OK lamp will illuminate.
There is also a safety button on the remote control pendant which will stop the
ladder deployment sequence if required.

The forward long ladders 1P and 1S are mounted at frame 200 and are used at
passenger doors 10 and 11. The aft long ladders 3P and 4S are mounted at
frame 168 and are used at passenger doors 16 and 17 on deck 6, doors 18 and
19 on deck 5 and doors 20 and 21 on deck 4.

Short Accommodation Ladders

The long ladders are PLC controlled and once cleared for rigging can be
moved with one command, using the AUTO-DEPLOY pushbutton. The PLC
will act according to a program to swing out and lower the ladder close to the
required deck. The limit switches act as feedback for the PLC to advance or
stop the program when the deployment or stowing actions have taken place.

The short ladders have no automatic control function and have to be manually
swung out before the hoist can be used to raise or lower the platform.

The short ladders 5P and 6S are mounted forward at frame 248 and are used at
passenger doors 8 and 9.

Procedure For Rigging the Short Ladders
Ensure the gangway platform is rigged at passenger door 8 or 9.

The ladders can be stowed using the AUTO-RETRIEVE pushbutton on the
remote control once cleared and in the safety window. These ladders can also
be manually slewed and lowered into position using the pendant remote
control unit. The platforms can also be raised and lowered separately. The
remote control units are plugged in at the control position adjacent to each
ladder on the promenade deck. The controls can also be plugged in at the
respective passenger door entrance to enable local rigging control.
Procedure For Rigging the Long Ladders
Ensure the gangway platform is rigged at the required passenger door.
a) Clear the ladders for rigging by releasing the stowage locking
devices and straps.
b) Plug in the remote control pendant box at the promenade deck
control station panel.
c) Ensure the main switch is on at the electrical panel. The MAINS
indicator lamp at the remote control position will illuminate.
d) Select the required mode of operation, normally A for automatic
operation or H for hand.

a) Clear the ladders for rigging by releasing the stowage locking
devices and straps.
b) Plug in the remote control pendant box at the promenade deck
control station panel.
c) Ensure the main switch is on at the electrical panel. The MAINS
indicator lamp at the remote control position will illuminate.
d) If all is clear on deck and over the side, manually swing out the
ladder to the fully out position.
e) Lower the ladder by pressing the LADDER DOWN pushbutton.
When the ladder reaches and engages the platform on deck 4, stop
lowering. Secure the ladder and rig the handrails etc.
f) If necessary, the remote control unit can be taken to the required
deck and plugged in locally at the passenger door to enable
accurate control and deployment at the scene.
To stow the ladders, reverse the above procedures.

e) Select the deck required, 5, 6 or 7.
f) If all is clear on deck and over the side, press the AUTODEPLOY pushbutton. The ladder deploys to a position close to
the selected deck. The operator then plugs in the remote control
unit at the required deck and locally adjusts the final position.
g) Once the ladder is rigged at the required deck, secure the ladder
and rig the handrails etc.

7.8 Accommodation Ladders Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.9a Tender Embarkation Platforms
HPP Unit Motor Starter
Tender Embarkation
Platform 14

Voltage
On

Emergency Stop
Activated

Oil Level
Min.

SK 418.0011/01
230V/60hZ

MD 55 Q6
690V/60hZ

Process - Station
P15.0

Remote Control Panel
Tender Embarkation
Platform 14

W.T. Door Station
Deck 4 Fz4

Door Locked
Closed

Oil Temp.
High

Door Not Fully
Locked Closed

Ammeter

Hourmeter

A

A

H

H

Door
Closed

Pump 2
On

Pump 1
Off

Lamp
Test

Failure

Door
Close

Pump 1-2
On

Door
Lock
(Closed)

Pump 1-2
Off

Door
Unlocked
(Closed)

Door
Lock
(Opened)

Ladder
Raise

Raise
Mov. Step

Door
Unlock
(Open)

Ladder
Lower

Lower
Mov. Step

I

Lamp
Test
Pump 1
On

Operation
On

Door
Door
Door
Door
Door
Door
Door
Closed
Open
Open
Locked
Locked
Locked
Locked
(Safety Indic.)
(Safety Indic.) (Open) (Safety Indic.) (Open) (Safety Indic.)
(Open)
(Open)

O
Limit
Switches

Pump 2
Off

S14
.3

Main
Switch

S14
.3-B

S14
.4

S14
.4-B

S14
.7.1

S14.7
.1-B

S14.7
.2

S14.7
.2-B

Junction Box Tender Embarkation Platform 14

S14
.5.1

Emergency
Stop

S14.5
.1-B

S14
.5.2

S14.5
.2-B

S14
.5.3

S14.5
.3-B

S14
.6.1

S14
.6.2

Door
Open

S14
.6.3

S14
.8.1

S14
.8.2
Emergency
Stop

Door
Door
Door
Door
Door
Door
Door
Locked
Locked
Locked
Locked
Locked
Locked
Unlocked
(Closed) (Safety Indic.) (Closed) (Safety Indic.) (Closed) (Safety Indic.) (Closed)
(Closed)
(Closed)
(Closed)

S14.1
M

M

Hydraulic
Pump
5.5kW

Hydraulic
Pump
5.5kW

S14.2

Y1

Y2

Y3

Y4

Y5

Y6

Y7

Unlock
Door
(Opened)

Lock
Door
(Opened)

Unlock
Door
(Closed)

Lock
Door
(Closed)

Y9

Y10

Door
Unlocked
(Closed)

Door
Unlocked
(Open)

Door
Unlocked
(Open)

Y11

9

Oil
Oil
Level Temperature
Minimum
High

Interrupt
Pressure
Circuit

Open
Door

Close
Door

Hydraulic Power Pack

Issue: First

Y8

Door
Unlocked
(Closed)

Raise
Ladder

Lower
Ladder

Raise
Movable
Step

Lower
Movable
Step
Platforms Rigged

Illustration 7.9a Tender Embarkation Platforms

P&O Aurora
7.9 Tender Embarkation Platforms

Technical Operating Manual
Operation of the Platforms

p) Unsecure the movable step manually.

Manufacturer: Macor Neptun

a) Check the oil level in the hydraulic oil tank.

The tender embarkation platforms are located on deck 3, port and starboard.
There are four in total, two on each side. The platforms fold down from the
ship’s hull at water level to provide a safe and secure docking zone for the
ship’s tenders and a safe passage for personnel, from the tenders to the ship.

b) Check the emergency stops are unlocked and the main isolator
switch of the motor starter control cabinet is switched on.

r) Unsecure the flaps of the movable step.

c) The control panel should show the platform as being closed and
locked (indicated by the indication lamp CLOSED/LOCKED on
the remote control panel).

s) Turn one of the flaps in the direction of the tender and the other
flap in the direction of the ship’s hull. The flap pointing to the hull
is to guide people’s feet against stepping into the platform recess.

d) Switch off the key-operated emergency stop switch. The
OPERATION ON, DOOR CLOSED and DOOR LOCKED
(CLOSED) lamps will illuminate.

t) Press the PUMP 1+2 OFF pushbutton, the PUMP 1+2 ON lamp
is switched off, the pump unit stops.

The platforms are fitted with a ladder (connecting the platform with passenger
doors 20 or 21), five mechanically operated and adjustable fenders, three
mooring bollards and a movable step. The moving steps ensure an easy and
safe passage from the tenders to the platform. All functions are carried out at
the remote control panel, mounted close to the platform. Personnel may enter
or leave the ship via passenger doors 20 and 21 or via deck 3 doors 12, 13, 23
and 24.
The platforms have a maximum working load of 320kg per square metre.
All four platforms open outwards and downwards, actuated by two operating
cylinders. In the closed position, the platforms are locked by hydraulically
operated cleating devices arranged on the inside. In the open position, the
platforms are locked by hydraulically operated securing devices arranged
inside. All functions are carried out at the remote control panels, mounted
inboard of the platforms on deck 3.
Tender Embarkation Platform 14
This tender embarkation platform is located on deck 3 at frame 176 at the port
side.
Tender Embarkation Platform 15
The tender embarkation platform is located on deck 3 at frame 176 at the
starboard side.

e) Press the LAMP TEST pushbutton, to check all signal lamps.
f) Press the PUMP 1+2 ON pushbutton, the PUMP 1+2 ON lamp
illuminates and both motors of the pump unit will start.
g) Press the UNLOCK DOOR (CLOSE) pushbutton, until the
DOOR UNLOCKED (CLOSED) lamp illuminates, the cleats will
unlock.
h) Press the OPEN DOOR pushbutton until the DOOR OPEN lamp
illuminates, the door will move into the open position.
i) Press the LOCK DOOR (OPEN) pushbutton until the DOOR
LOCKED (OPEN) lamp illuminates, the door is locked in the
open position.

Tender Embarkation Platform 25
The tender embarkation platform is located on deck 3 at frame 156 at the
starboard side.
The tender embarkation platforms have double pump set hydraulic pump units.
In the case of failure of one pump or one electric motor, operation can still be
carried out by means of the remaining operational pump unit. The defective
pump units must be electrically isolated

u) Activate the key-operated emergency stop switch, all the lamps
are switched off.
CAUTION!
The ladder must not be operated until all the fenders are in the working
position. The movable step must not be operated until the ladder is in the
working position!
The stowing of the platform is a reversal of this procedure. When the platform
door is in the fully closed and locked position, the DOOR CLOSED AND
LOCKED green signal lamp illuminates.
If the door is not in the fully closed and locked position, the DOOR NOT
FULLY LOCKED AND CLOSED red signal lamp illuminates.
A failure indication at the remote control panel means that there is an alarm or
there has been a failure at the motor starter panel.

j) Bring all the fenders into the working position.
k) Unsecure the ladder manually, by releasing the two eye screws.

Tender Embarkation Platform 24
The tender embarkation platform is located on deck 3 at frame 156 at the port
side.

q) Press the RAISE MOVABLE STEP pushbutton until the movable
step is fully raised.

CAUTION!
The gangway platforms fitted at passenger doors 20/21 MUST be in place
before raising the ladders into their working position. The ladder must be
fully stowed before removing the gangway platforms.
l) Press the RAISE LADDER pushbutton until the ladder is in the
working position.
m) Bring the dismountable railing into the working position.
n) Bring the railing of the ladder into the working position and
secure the railing manually.

If there is a ‘Max. Temp’ alarm at the motor starter cabinet, the maximum
acceptable oil temperature has been reached. The pump drive motors will be
switched off. The oil in the tank must cool naturally before the system can be
used again.
If there is a ‘Filter’ alarm at the motor starter cabinet, the oil filter is clogged.
The current operation may be completed. When that part reaches its final
position, the filter element in the return filter must be replaced immediately.
If there is an ‘Oil level Min.’ alarm at the motor starter cabinet, the oil level is
low. To protect the pump units against damage due to the lack of oil, they are
equipped with a minimum oil level switch. This will switch off the pump unit
if the oil level falls below a certain minimum level. The oil level must be
topped up before the pumps can be restarted.

o) Raise the movable step.

Issue: First

7.9 Tender Embarkation Platforms Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.10a Shell Doors

Shell Door 17 Deck 6

Searchlight
Door 1
Deck 6

Zone 7

Zone 6
Shell Door 33
Deck 4

Zone 5
Shell
Door 29
Deck 4

Zone 4

Shell Door 23
Shell Door 13
Tender Platform 25
Tender Platform 15
Bunker
Deck 3
Deck 3
Station
Door 27
Shell Door 21 Shell Door 19
Deck 4
Deck 5

Zone 3
Shell Door 11
Deck 5

Zone 2
Shell Door 9 Deck 4

Zone 1
Mooring Door 7
Deck 6

Mooring Door 3
Deck 6

Shell Door 16
Deck 6

Zone 1
Mooring Door 2
Deck 6

Zone 2
Mooring Door 6
Deck 6

Zone 3
Shell Door 8
Deck 4

Zone 4
Shell Door 10
Deck 5

Zone 5

Shell Door 12
Tender
Platform 14
Deck 3
Shell Door 18
Deck 5

Issue: First

Shell Door 22
Tender
Platform 24
Deck 3

Zone 6
Bunker
Station
Door 26
Deck 4

Shell
Engine Shell
Door 28
Door 30
Deck 4
Deck 4

Zone 7
Shell Door 32
Deck 4

Shell Door 20
Deck 4

Illustration 7.10a Shell Doors

P&O Aurora

Technical Operating Manual

7.10 Shell Doors

Passenger Doors

Manufacturer: Macor Neptun

The passenger doors are located at decks 4, 5 and 6 levels. In the closed
position, the passenger doors are all locked by hydraulically operated cleating
devices arranged inside. The open, close, lock and unlock functions are carried
out at the remote control panel mounted adjacent to the door. The doors all
have strongbacks, which must be operated manually.

The shell doors on Aurora consist of personnel access doors, storing doors for
stores and baggage, mooring/docking doors, bunker station doors and tender
embarkation platforms. The location of the various doors can be seen in
illustration 7.10a. For all doors, the open, close, lock and unlock functions are
carried out at the remote control panel mounted adjacent to the door.
The maximum ship list and trim values for operating the shell doors are:
List: 7º, Trim by Stern: 2º, Trim by Head: 2º.
Mooring Doors
The mooring doors are located around the forward mooring deck on deck 6 in
zone 1. Doors 2, 3, 6 and 7 are for the benefit of mooring staff to provide a
view of the mooring dockside and the ropes. The doors open out and down
providing a viewing platform when in the rigged out position. This platform is
required due to the shape of the hull and the enclosed nature of the forward
mooring deck. In the closed position, the mooring doors are all locked by
hydraulically operated cleating devices arranged inside.

Passenger Door 8
This passenger access door is located on deck 4 at frame 248 on the port side.
It opens inwards and upwards, actuated by one operating cylinder.
Passenger Door 9
This passenger door is located on deck 4 at frame 248 on the starboard side. It
opens inwards and upwards, actuated by one operating cylinder.
Passenger Door 10
This passenger door is located on deck 5 at frame 206 on the port side. It opens
inwards and upwards, actuated by one operating cylinder.
Passenger Door 11
This passenger door is located on deck 5 at frame 206 on the starboard side. It
opens inwards and upwards, actuated by one operating cylinder.

Mooring Door 1
This mooring door/platform is located on deck 6 in the bow area at the centre
line. It opens inwards and upwards, actuated by one operating cylinder. The
door is fitted with a manually operated strongback. This door is specially fitted
to allow for the siting of a searchlight, primarily for Suez Canal transit.

Passenger Door 12
This passenger door is located behind tender embarkation platform 14 on deck
3 at frame 176 on the port side. It opens inwards and upwards, actuated by one
operating cylinder.

Mooring Door 2
This mooring door/platform is located on deck 6 in the bow area on the port
side. It opens outwards and downwards, actuated by one operating cylinder.
The platform is to be used for personnel only.

Passenger Door 13
This passenger door is located behind tender embarkation platform 15 on deck
3 at frame 176 on the starboard side. It opens inwards and upwards, actuated
by one operating cylinder.

Mooring Door 3
This mooring door/platform is located on deck 6 in the bow area on the
starboard side. It opens outwards and downwards, actuated by one operating
cylinder. The platform is to be used for personnel only.

Passenger Door 16
This passenger door is located on deck 6 at frame 176 on the port side. It opens
inwards and upwards, actuated by one operating cylinder.

Mooring Door 6
This mooring door/platform is located on deck 6 in the bow area on the port
side. It opens outwards and downwards, actuated by two operating cylinders.
This platform can be used for personnel and also as a stores and loading
platform with a maximum working load of 1.5tons.
Mooring Door 7
This mooring door/platform is located on deck 6 in the bow area on the
starboard side. It opens outwards and downwards, actuated by two operating
cylinders. This platform can be used for personnel and also as a stores and
loading platform with a maximum working load of 1.5tons.

Issue: First

Passenger Door 17
This passenger door is located on deck 6 at frame 176 on the starboard side. It
opens inwards and upwards, actuated by one operating cylinder.

Passenger Door 18
This passenger door is located on deck 5 at frame 172 on the port side. It opens
inwards and upwards, actuated by one operating cylinder.
Passenger Door 19
This passenger door is located on deck 5 at frame 172 on the starboard side. It
opens inwards and upwards, actuated by one operating cylinder.

Passenger Door 20
This passenger door is located on deck 4 at frame 168 on the port side. It opens
inwards and upwards, actuated by one operating cylinder. In the frame of this
door is an integrated platform which will swing outboard to carry the ladders
of tender embarkation platforms 14 and 24.
Passenger Door 21
This passenger door is located on deck 4 at frame 168 on the starboard side. It
opens inwards and upwards, actuated by one operating cylinder. In the frame
of this door is an integrated platform which will swing outboard to carry the
ladders of tender embarkation platforms 15 and 25.
Passenger Door 22
This passenger door is located behind tender embarkation platform 24 on deck
3 at frame 156 on the port side. It opens inwards and upwards, actuated by one
operating cylinder.
Passenger Door 23
The passenger door is located behind tender embarkation platform 25 on deck
3 at frame 156 on the starboard side. It opens inwards and upwards, actuated
by one operating cylinder.
Bunker Station Doors
The bunker doors 26 and 27 are located on deck 4 at frame 140 in the bunker
stations on the port and starboard sides respectively. They open inwards and
sidewards, actuated by one operating cylinder. In the closed position, the doors
are locked by hydraulically operated cleating devices arranged inside. The
doors have strongbacks which must be operated manually.
Baggage Doors
The baggage doors 28 and 29 are located on deck 4 at frame 134, port and
starboard sides respectively. Immediately inside the doors are dedicated
loading ramps especially for the purpose of loading baggage into the baggage
reception foyer. The doors open inwards and upwards, actuated by two
operating cylinders. In the closed position, the doors are locked by
hydraulically operated cleating devices arranged inside. The doors have
strongbacks which must be operated manually.
Machinery Door 30
The machinery removal door is located on deck 4 at frame 128 at the port side.
It opens parallel and outwards, actuated by one operating cylinder. In the
closed position, the door is locked by hydraulically operated cleating devices
arranged at the door leaf side. There is a hatch cover located in the deck
inboard of this door. It opens upwards, actuated by one operating cylinder. In
the closed position, the cover is locked by hydraulically operated cleating
devices arranged cover-side. The hatch operations are carried out from the
remote control panel mounted adjacent to the hatch on deck 4. The hatch has
a maximum working fork lift axle load of 2.5t when in the closed position.

7.10 Shell Doors Page 1

P&O Aurora
Stores/Baggage Doors
Shell doors 32 and 33 are located on deck 4 at frame 74 at the port and
starboard sides. They open inwards and upwards, actuated by two operating
cylinders. In the closed position, the doors are locked by hydraulically
operated cleating devices arranged at the door leaf side. The doors have
strongbacks which must be operated manually. Immediately inside the doors
are dedicated loading platforms especially for the purpose of loading stores.
Tender Embarkation Platforms
The tender embarkation platforms are located on deck 3. They open outwards
and downwards, actuated by two operating cylinders. In the closed position,
the platforms are locked by hydraulically operated cleating devices arranged
on the inside. In the open position, the platforms are locked by hydraulically
operated securing devices arranged inside. The platforms are closed off by a
passenger shell door mounted inboard of the platform. The platforms are
described in detail in section 7.9, Tender Embarkation Platforms.
Tender Embarkation Platform 14
This platform is located on deck 3 at frame 176 at the port side.
Tender Embarkation Platform 15
This platform is located on deck 3 at frame 176 at the starboard side.
Tender Embarkation Platform 24
This platform is located on deck 3 at frame 156 at the port side.
Tender Embarkation Platform 25
This platform is located on deck 3 at frame 156 at the starboard side.

Technical Operating Manual
g) Press the PUMP 1 ON pushbutton, the PUMP 1 ON lamp
illuminates and one motor of the pump unit will start.

A passenger door must be in the closed position

h) Press the UNLOCK DOOR pushbutton until the DOOR
UNLOCKED lamp illuminates. The cleats will unlock.

A bunker door must be in the open position

i) Press the OPEN DOOR pushbutton until the DOOR OPEN lamp
illuminates. The door will move into the open position.

A hinged cover must be in the closed position

j) Press the LOCK DOOR pushbutton until the DOOR LOCKED
lamp illuminates, the door is now open and secured. When the
door is in the open and secured position, the CLOSE DOOR
pushbutton can not be operated.

A baggage door must be in the closed position

A gangway platform must be in stowed position

If the oil level is checked while the equipment is another position to that stated,
the reading will be incorrect. If the oil level is topped up while the equipment
is in the incorrect position, the tank may overflow, due to oil flowing back from
the cylinders.

k) Press the PUMP 1+2 OFF pushbutton, the PUMP 1 ON lamp is
switched off and the pump unit stops.

To protect the pump units against damage due to the lack of oil, they are
equipped with a minimum oil level switch. This will switch off the pump unit
if the oil level falls below a certain minimum level. An indicator lamp will alert
the operator to this condition.

l) Activate the key-operated emergency stop switch, all the panel
lamps are switched off.

Operation In the Event of Failure

The closing of the door is a reversal of this procedure. When the door is in the
fully closed and locked position, the DOOR CLOSED AND LOCKED green
signal lamp illuminates. If the door is not in the fully closed and locked
position, the DOOR NOT FULLY LOCKED AND CLOSED red signal lamp
illuminates.
The doors are all similar in operation, the main exception is the operation of
the manual strongback, if fitted. Operating instructions specific to each door
are mounted adjacent to each remote control panel.

Mooring doors 1, 2, 3, 6 and 7 and all tender embarkation platforms have
double pump set hydraulic pump units. In the case of failure of one pump or
one electric motor, operation can still be carried out by means of the remaining
operational pump unit. The defective pump units must be electrically isolated.
Passenger doors 8 to 13 and 17 to 23, bunker doors, baggage doors, the
machinery door and the machinery hinged cover are single pump units. In the
case of a failure of the pump or the electric motor, operation can be carried out
by means of the manual pump mounted at the respective pump unit. In this
case the solenoid valves must be operated manually.

Emergency Stops
Instructions for the Operation of a Shell Door
a) Check the oil level in the hydraulic oil tank.
b) Check the emergency stops are unlocked and the main isolator
switch of the motor starter control cabinet is switched on.
c) The control panel should show the door as being closed and
locked (indicated by the indication lamp CLOSED/LOCKED on
the remote control panel).
d) Switch off the key-operated emergency stop switch. The
OPERATION ON, DOOR CLOSED, DOOR LOCKED and
DOOR SECURED lamps will illuminate.
e) Unlock the bolts of the strongback, the DOOR SECURED lamp
is switched off.
f) Press the LAMP TEST pushbutton, to check all signal lamps.

There are emergency stop switches mounted on all door and platform control
panels. If any emergency stop switch is actuated during hydraulic operation,
the electric motor of the corresponding pump unit is switched off and the oil
flow of the pump is interrupted immediately. This applies to multiple pump
units where all pumps are stopped from a common emergency stop. The
respective hydraulic manoeuvre is also stopped. The parts will remain in their
current positions. To continue normal operation, ensure that all the emergency
stop switches are unlocked and restart the hydraulic pumps.
The oil level at the pump units must be checked prior to switching on the
hydraulic pumps. In certain positions, the hydraulic cylinders affect the
indicated oil levels. Certain doors/platforms, as listed below, must have their
oil levels checked in specific positions.
The highest oil level in the tank of the pump units, is given at the following
operating positions of the moving parts:
A mooring door must be in the open position

In the event of complete hydraulic failure and a door or platform is in the
locked position, it is not possible to extend the cylinders using exterior force.
The cylinders can only be extended by means of oil pressure. If a door or
platform is not in a locked position, closing or opening is possible by
alternative methods such as wire rope pulleys. If the ship’s management
decides that the parts are to be operated by using alternative methods, such a
procedure must be carried out under the orders and the supervision of a
suitably qualified member of the ship’s management.
CAUTION!
Each part which has been opened using alternative methods must be
closed by that method. As air will enter the hydraulic system, ensure that
the system is bled completely after repair work has been carried out.
If there is a ‘Max. Temp’ alarm at the motor starter cabinet, the maximum
acceptable oil temperature has been reached. The pump drive motors will be
switched off. The oil in the tank must cool naturally before the system can be
used again.

A mooring platform must be in the closed position

Issue: First

7.10 Shell Doors Page 2

P&O Aurora

Technical Operating Manual

If there is a ‘Filter’ alarm at the motor starter cabinet, the oil filter is clogged.
The current operation may be completed. When that part reaches its final
position, the filter element in the return filter must then be replaced
immediately.
If there is an ‘Oil level Min.’ alarm at the motor starter cabinet, the oil level is
low. To protect the pump units against damage due to any lack of oil, they are
equipped with a minimum oil level switch. This will switch off the pump unit
if the oil level falls below a certain minimum level.

Motor Starter
Passenger Door 9

Electrical Supply
SO 403/01-02
230V/60Hz

Process Station
P13.0
Passenger Door

Electrical Supply
MD 30 Deck 4
690V/60Hz

Remote Control Panel
Passenger Door 9

W.T. Door Station
Deck 4 Fz3

Operation of the Electrical Solenoid Valves in the Event of Failure
For actuating the manually operated pushbuttons, no tool is necessary. The
solenoid valve emergency pushbuttons must be pressed in and turned
clockwise to lock the valve in position. For releasing the valve, press the
emergency pushbutton and turn it counter-clockwise before release.

Voltage
On

Emergency Stop
Activated

Oil Level
Min.
h

Lamp
Test

Door Locked
Closed

Oil
Temperature
High

Hour
Counter

Door Not Fully
Locked Closed

Lamp
Test

I
Pump
On

Hydraulic Pump Unit

Operation
On

Door
Secured

Door
Close

Pump
On

Door
Lock

Pump
Off

O

I

Pump
Off

The hydraulic unit mainly consists of:

Failure

Door
Open

O

One oil tank with one or two fixed displacement pumps built in

Main
Switch

Door
Unlocked

One return filter
One solenoid control valve block (emergency operation available)
Emergency
Stop

One manual pump for operation in the event of failure

Emergency
Stop

One or two check valves
There is a solenoid valve to set the pump to near-zero pressure circulation
when there is no consumer demand. A pressure relief valve is fitted to protect
the pump unit from overload. There is also a level switch to switch off the
pump unit in case the oil level falls below the minimum mark.

Junction Box 1 Door 9

The pumps supply oil into a shared pressure line to which the corresponding
doors or platforms are connected.

Junction Box 2 Door 9

The hydraulic control valve blocks consists of:
Electrical solenoid valves (24V DC) for operation of the
hydraulic cylinders. The valves are equipped with a manual
emergency operation unit.
Pressure relief valves for the protection of pipes, hoses
and cylinders.

S9.1
M

S9.2

Y1

Y2

Y3

Y4

Y5

9

S9
.3
Hydraulic
Pump
1.5kW

Oil
Oil
Level Temperature
Minimum
High

Interrupt Open
Pressureless Door
Circulation

Hydraulic Power Pack

S9
.3-B

S9
.4

S9
.4-B

S9.5
.1

S9.5
.2

S9.5
.2-B

S9.5
.3

S9.5
.3-B

S9.6
.1

S9.6
.2

S9.6
.3

S9.7
.1

S9.7
.2

Close Unlock Lock
Door Door Door
Door
Closed

Door
Door
Door
Door
Door
Door
Door
Door
Door
Door
Door
Door
Closed Open
Open
Locked Locked Locked Locked Locked Locked Unlocked Unlocked Unlocked
(Safety Indic.)
(Safety Indic.)
(Safety Indic.)
(Safety Indic.)
(Safety Indic.)

Door
Secure
(Strong Back)

Proximity Switches

Throttling check valves and lowering brake valves, for the
setting of velocities
Hydraulic pilot-operated check valves to keep the moving
parts in position without any leakage

S9
.5.1-B

Shell Door Electrical Arrangement

Pressure gauges for all valve blocks

Issue: First

7.10 Shell Doors Page 3

P&O Aurora

Technical Operating Manual

Illustration 7.11a Davits
Quick
Coupling

Quick
Coupling

Over
Centre
Valve

Quick
Coupling

Over
Centre
Valve

Quick
Coupling

Davit
Extending
Cylinder

Davit
Extending
Cylinder
Over
Centre
Valve

Over
Centre
Valve

PT
102

PS
102

PI
102

Relief
Valves

Relief
Valves

ZS
100

Piston
Accumulator

Out
Out

In

A

P

B

Manual
Distributor

T

Manual
Control
Distributor

190Lt

Nytrogen Pressure
200 Bar

Flow
Equalizer

Flow
Equalizer

PS
101

PI
101

PT
101

In

Control Stand
A

B

Brake Release Remote Control System

A B
T

Pulleys On
Brake
Release Handle

P
F

Flow
Valve
Hand
Pump

P

ZS
106

T
Hand Distributor

Boat
Brake
Remote
Control

Brake
Remote
Control
At Control
Stand

Flow
Regulator

B
Capacity 9Lt
B

Hydraulic
Power
Pack
T

Issue: First

Delivery Line

HM-Y-1 to 4

From Fluid
Tank Pumps
P

To Fluid Tank

Illustration 7.11a Davits

P&O Aurora
7.11 Davits
Maker: Naval Impianti
Type: Stored Energy
Introduction
The ship is supplied with a total of eight lifeboats, four passenger tenders, two
crew tender boats, two fast rescue boats and liferafts.
The lifeboat launching and recovery davits are hydraulically powered. Two
hydraulic power packs supply the port side of the vessel and two further,
independent power packs supply the starboard side of the vessel.
Hydraulic oil is supplied at a pressure of 250bar and is piped to each operating
stand. The pressure is reduced as necessary at the control stand and supplied to
the equipment via the control levers.
Under SOLAS rules an additional stored energy system, comprising piston
accumulators and nitrogen high pressure cylinders, provides emergency
launching and recovery facilities in the event of a failure of the hydraulic
power pack.
There is also an emergency hand pump which can be used to extend the davit
arms in the event of total failure of the power and stored energy systems.
The davit set includes two telescopic davit arms, a fixed framework and the
travelling beam and trolley. The fixed frame is attached to the ship’s structure
and it supports the travelling beam on which the trolley slides with the lower
block. The telescopic beams are moved by hydraulic cylinders connected to the
stored power system and controlled from the control stand.
When the travelling arm is moving, the trolley also slides simultaneously in the
same direction by means of an internal reeving system.
The hydraulic pistons are fed by an oil accumulator permanently kept under
pressure by a set of nitrogen bladder type bottles.The accumulators are used to
operate the launching system in the event of a failure of the power packs.
When the boat is stowed with the trolley retracted, quick release lashings are
attached to prevent movement of the system in heavy seas.

Technical Operating Manual
The equipment pressures are as follows:

Hydraulic Winch Description

Equipment

Working Pressure

Lifeboat Winch

180bar

Lifeboat Winch Sliding Beam

210bar

Passenger Tender Winch

240bar

Passenger Tender Sliding Beam

210bar

A single drum, divided into two parts with the rope falls wound on

Crew Tender Winch

220bar

The remote control brake drum, connected to the main drum

Crew Tender Sliding Beam

210bar

Planetary gearing and shafts

Rescue Craft Davit

200bar

Gears and freewheel

Liferaft Davit

200bar

Multidisc stationary brake

Hydraulic Power Pack - Description
Two power packs are supplied for each side of the system, located in the port
and starboard hydraulic power pack (HPP) rooms.
Each unit consists of a tank filled with hydraulic oil. Two motors are mounted
on the tank cover, each driving a fixed displacement internal gear pump.
The following sensors are fitted on each tank to monitor level, pressure and
temperature:
Thermal switch for high oil temperature alarm
Thermal switch for very high oil temperature alarm and cut-out
Level switch for low oil level alarm
Level switch for very low level alarm and cut-out
Each power pack is connected to its own starter and auxiliary control panel
which collects the signals from the following system sensors and transmits
alarms and system information to the IMACs system.

The use of a hydraulic winch system has the advantage of very smooth
operation and low mechanical wear in the components, particularly the braking
mechanism.
Each winch consists of the following parts:

Hydraulic pump/motor
Hydraulic control and shut off valves and relief valves
Low level alarm fitted to the winch tank
Lowering of the boat is achieved either by releasing the brake using the remote
wire link from within the boat or at the winch control stand, locally at the
winch itself or by the normal hydraulic control at the winch control stand.
A multidisc brake holds the system stationary until its release. As the drum
begins to rotate, the hydraulic motor/pump sucks oil and offers resistance to
the turning effort, due to the controlled backpressure in its output. In this way
the lowering speed of the boat is controlled.
A shock proof relief valve is fitted in the oil discharge line so that an
emergency stop and resulting high back pressure would lift the valve and
prevent a damaging sudden stop.

Nitrogen low pressure

Hydraulic oil under pressure from the power pack drives the same motor in the
opposite direction to the decent. The motion is transmitted to the drum through
the main gear wheel and the reduction gears. The secondary gear idles by
means of its freewheel which disengages it from the brake axis. The motor
fluid is discharged into the winch gearbox and then, by the return line, back to
the power pack.

Pressure switch for pump cut-out at the high pressure setting

Control of the winch and davit is achieved from the remote control stand.

Oil consumption alarm (leakage, oil loss)
Accumulator oil low pressure

To assist with the stowage of the boat there are also manual tensioning devices
attached to the forward and aft davit arms. These consist of two turnbuckles
mounted forward and aft of each fall block. These prevent forward and aft
movement of the boat when stowed. There is also a lashing system to hold the
boat against any athwartship movement whilst simultaneously preventing any
trim movement.

Issue: First

7.11 Davits Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.11b Davits
Hoisting Ropes Diagram

C

A
A

Davit Transverse Section

B

C

C

Deck 9

C

A

C

C

A
B
C
C
B

Winch

5300

Key

A

-

Connected On Ship Structure

B

-

Connected On Fixed Guide

C

-

Connected On Trolley

Deck 8
Cables

3315
Lifeboat/davit Control Panel
2733
Fall Wire
Controls

Davit

Hydraulic Isolation
Valve Open

1120

Winch
Down

Out

Deck 7

600

Hydraulic
Isolation
Valve
Closed

In
Up

AUX
On

Issue: First

One Pump
Running

Two Pumps
Running

Pumps
Stopped

Pump
Select
1
2

Em.
Stop

Illustration 7.11b Davits

P&O Aurora

Technical Operating Manual

Operation of the System

Nitrogen Bottle Recharging

Normally, operation requires one pump per power pack operating to raise a
lifeboat or rescue craft, and two pumps per power pack to raise a passenger
tender.

As it is possible that the spare bottle pressure may be below 190bar, it would
be necessary to empty the accumulator, fill with nitrogen and then use the
hydraulic accumulator to pump the nitrogen into the service bottles. To
recharge the nitrogen service bottles from the spare bottles, proceed as follows:

The oil flow is monitored and additional pumps are automatically started in
response to increased oil flow. Pressure detection switches shut off the pumps
as the pressure increases to the set points.
The extending of the davits and the lowering of a boat is described in section
7.12 Lifeboats and Tenders.
The forward and aft HPP systems can be cross-connected if required. The
control unit for one HPP unit should be switched to manual in this case.

Nitrogen Line

N

N
Nitrogen
Pressure
Gauge

P2

P2
Nitrogen
Pressure
Switch

a) Close all the valves (V) on the service bottles.

C
Nitrogen Recharge
Valve
(Normally
F
Closed)
Flexible
Hose

b) Close the ball valve (A) on the accumulator line and slowly open
the oil bypass valve (B). Ensure oil pressure gauge (O) falls to
zero.
c) Connect the recharging flexible hose on to the spare bottle and
connect the opposite end of the hose to the nitrogen recharge
needle valve (C), on the manifold.

f) Ensure the HPP is running. Close the oil bypass valve (B) and
open the oil valve on the power accumulator (A).

V

V

V

V

V
Service
Valves

S
(Spare
Bottle)

R
(Power
Accumulator)

d) Open the valve (SV) on the spare bottle (S).
e) Open the valve for 20 seconds for the rescue boat system, 30
seconds for the liferaft's system and 60 seconds for the lifeboat's
and tender's systems and then close the valve.

V

SV

A
Oil Section
Valve
(Normally
Open)

From Oil
Delivery
(HPP Unit)

Nitrogen Service Bottles

O

O
Oil Pressure
Gauge

P1

P1
Oil Pressure
Switch

M
Max. Pressure
Valve

B
Oil Bypass Valve
(Normally Closed)

Oil Discharge
Line

Nitrogen Recharge System
g) When the pressure on the nitrogen gauge (N) reaches 150bar,
open the valves (V) on the service bottles.
h) Check the pressure, which should be over 190bar and less than
210bar. The alarm on the auxiliary panel should be off. If the
alarm is still raised, repeat the above operation.
To disconnect the flexible hose proceed as follows:
a) Close the valves (V) of the service bottles, the valve (SV) on the
spare bottle and the nitrogen recharge needle valve (C).
b) Close the oil valve (A) and open slowly the oil bypass valve (B).
c) Open the nitrogen recharge needle valve (C). When the nitrogen
pressure reaches about at 40/50bar, close the recharge needle
valve (C) and carefully unscrew the hose from the valve (C).
d) Close the oil bypass valve (B) and open the oil valve on the power
accumulator (A). Also open the bottle’s valves (V).
The system is now recharged.

Issue: First

7.11 Davits Page 2

P&O Aurora

Technical Operating Manual

Illustration 7.12a Lifeboats and Tenders
Lifeboat 16
LB 16

PORT

Lifeboat 14
LB 14

Tender Boat 12
TB 12

Tender Boat 10
TB 10

Crew Tender Boat 8
CTB 8

Lifeboat 6
LB 6

Lifeboat 4
LB 4

Rescue Boat 2
RB 2

Liferaft 2
LR 2
Station

HPP
Room
Port

PS
1

H.P.P.
HM-Y- 4

PS
1

H.P.P.
HM-Y- 2
Hydraulic
Power Packs

AFT

FORWARD
PS
1

H.P.P.
HM-Y- 1
Control Stand
PS
1

H.P.P.
HM-Y- 3

HPP
Room
Stbd

STARBOARD

Lifeboat 15
LB 15

Lifeboat 13
LB 13

Tender Boat 11
TB 11

Tender Boat 9
TB 9

Crew Tender Boat 7
CTB 7

Lifeboat 5
LB 5

Lifeboat 3
LB 3

Rescue Boat 1
RB 1

Liferaft 1
LR 1
Station

Fall Wire
Controls
Hydraulic Isolation
Valve Open

Davit
Winch
Down

Out

Hydraulic
Isolation
Valve
Closed

In
Up

AUX
On

Issue: First

Lifeboat/davit Control
Stand

One Pump
Running

Two Pumps
Running

Pumps
Stopped

Pump
Select
1
2

Em.
Stop

Illustration 7.12a Lifeboats and Tenders

P&O Aurora

Technical Operating Manual

7.12 Lifeboats and Tenders

Fast Rescue Boat

Launching the Lifeboats

Lifeboats
Manufacturer: FR Fassmer & Co.
Type:
SEL 10.5
Capacity:

The fast rescue boat is specifically for search and rescue and for towing and
marshalling liferafts. The fast rescue boat must be always be kept in a constant
state of readiness for any emergencies such as man overboards etc.

Preparation

Tenders
Manufacturer: FR Fassmer & Co.
Type:
SEL T11.7
Capacity:
104 as Tender /150 as Lifeboat
Crew Tenders
Manufacturer: FR Fassmer & Co.
Type:
SEL 11.0T
Capacity:
72 as Tender /143 as Lifeboat
Fast Rescue Boat
Manufacturer: Novurania
Type:
MX 650 FRB
Capacity:
4

a) Remove the covers from the control panel pedestal.

The handling and control of the fast rescue boat is a highly specialised task,
command of the boat is by authorised personnel only who have been on the
specialist company approved training course.

b) Disconnect the lifeboat battery charging cable.

The fast rescue boat can be launched while the ship is underway using the
painters, provided the ship is doing less than 10 knots, in calm waters.

d) Visually check the winch drum and travelling/fall wires and
ensure that they are all clear.

At least once a month, the boat must be launched and the drive unit operated
in the ahead and astern directions.

e) Visually check the oil pressure and nitrogen gas pressure gauges
mounted adjacent to the control pedestal: The oil pressure should
read approximately 240bar. the nitrogen gas pressure should read
approximately 200 bar.

The buoyancy tubes are made from a rubber coated fabric and are divided by
four round bulkheads into 5 separate compartments, 2 astern, 2 in the centre
and one in the bow. Each compartment is provided with an inflating and
deflating valve and an overpressure relief valve.

c) Open up the lifeboat inboard access cover and tie back.

f) Visually check the oil pressure on hydraulic winch gauge: The oil
pressure should read between 1 and 4bar. Position 2 lifeline bags
on the hood of the lifeboat. Release the gripe wire arrangement.

To Inflate the Tubes:
g) Clear the forward and aft end gripe wire arrangements.

On-load Release Gear
All the tenders and lifeboats are fitted with ‘Duplex’ on-load emergency hook
release gear. The gear is prevented from operation during normal conditions by
a hydrostatic release. The release will only clear the release gear for operation
when the boat is in the water.
WARNING!
The release gear can be cleared for release when on load (ie not in the
water) by the removal of the shackle pin. This is to enable the emergency
release of the hooks only. This method is only intended for use when the
boat is in the water and the hydrostatic release fails to clear the release
lever.
The importance of maintaining this equipment can not be understated. it is a
Solas condition that the equipment is inspected weekly and maintained every
3 months. Consult the Fassmer instruction manual for detailed maintenance
instructions.

a) Open the cap of the 5 valves and check that the membrane is in
the closed position (this can be checked by applying a slight
finger pressure on the valve screw and turning counterclockwise
until a rest-stop is felt).

h) Stand by the control stand and establish communication link with
the officer in charge of the boat deck.
Extending the Davit Arm

b) Inflation can be achieved using a compressor, a manual pump or
the foot pump that is supplied with the boat. It is important that
the compressor has the correct connection piece to match the
valves.
c) In order to avoid unequal pressure in one compartment over
another, inflate each compartment in turn, to a pressure of
approximately 0.15 ATM (2.15 PSI)
d) Go back to the first compartment and then inflate each one in turn
to 0.22 ATM (3.13 PSI). The correct pressure of the tubes is 0.22
ATM (3.13 PSI).

a) Upon instruction from the officer in charge of the boat deck,
check that all is clear below.
b) Push the hydraulic isolation valve at the control stand (the left
hand lever) to the OPEN position and push the davit extend lever
(the centre lever) to the OUT position. The davit arm should start
to extend. Ensure both arms extend at an even rate.
c) Continue pushing the davit extend lever until the davit arms are
fully extended and then release the lever to the neutral position.
Lowering the Boat to the Embarkation Deck

e) When the tubes are fully inflated close the valves with the cap. If
the cap is difficult to close, apply moisture.
WARNING!
The correct pressure is extremely important for the reliability and the
correct functioning of the fast rescue boat. Ensure the tubes are regularly
monitored, bearing in mind the temperature changes experienced by
cruising in different locations.

Issue: First

a) Upon instruction from the officer in charge of the boat deck check
that all is clear below.
b) Hold the remote brake operating handle (the triangular handle
hanging overhead adjacent to the control stand) and pull in a
downward motion to remotely operate the fall wire hydraulic
winch brake handle.

7.12 Lifeboats and Tenders Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.12b Lifeboats and Tenders

Helmsman Window
/Hatch With Security Glass

Helmsman Window
/Hatch With Security Glass

Passenger Windows

Entrance In Tarpaulin

Entrance In Tarpaulin

Bow Thruster
Crew Tender

Lifeboats

Main Dimensions

Main Dimensions

Length Over all

11.00m

Length Over all

10.5m

Breadth Of Hull

4.26m

Breadth Of Hull

4.26m

Breadth Over all

4.40m

Breadth Over all

4.40m

Depth

1.85m

Depth

1.85m

Storage Height

3.41m

Weight Without Persons

5600Kg

Speed Of Boat Manned With
143 Persons

Min. 6 Knots

Speed Of Boat Manned With
72 Persons

Min. 8 Knots

Number Of Persons

Max 143

Number Of Persons on
Tender Service

72

Weight Without Persons

7212Kg
Antenna
Loud Speaker
Hinged Mast With
Stainless Steel Wire

Passenger Tender
Emergency Exits

Main Dimensions
Length Over all

11.85m

Length Of Hull

11.65m

Length CWL

11.13m

Breadth Of Hull

4.55m

Breadth Over Fenders

4.75m

Depth 1/2

1.93m

Storage Height

Max 3.90m

Number Of Persons

104/150

Speed Tender Service

12 Knots

Weight Without Persons

15602Kg

Emergency Exits

Aluminium Windows
Safety Glass

Fenders

Issue: First

Illustration 7.12b Lifeboats and Tenders

P&O Aurora
c) Lower the Lifeboat until it is level with the embarkation deck and
release the remote brake operating handle. The brake on the fall
wire hydraulic winch should automatically re-engage and the boat
should stop lowering once the remote brake operating handle is
released.
d) Pull the davit extend lever (the centre lever) to the IN position and
the davit arms should move in and bring the lifeboat safely
alongside the ship at embarkation deck level. Ensure that the
lifeboat entrance decking is level with the embarkation deck.
Embarkation
a) Upon instruction from the officer in charge of the boat deck, open
the embarkation gates in the ship's side rails and pin back.

Technical Operating Manual
Lowering the Lifeboat to the Water
a) When the lifeboat has been stopped 2 metres above the water, the
officer in charge of the lifeboat should make a final check that all
is ready for launch.
b) Start the lifeboat engine.
c) From the boat, the operating crew should hold the remote brake
operating handle (hanging overhead adjacent to the forward
hatch) and pull in a downward motion to remotely operate the fall
wire winch brake handle.
d) Lower the Lifeboat until it is waterborne.
Release from the Falls

b) One crew member enters the boat and ensures that the drain plug
is shipped, the lifeboat battery pack is switched on and conducts
an initial inspection of the boat interior to ensure that the boat is
ready to receive passengers.
c) This crew member remains in the boat at the embarkation
entrance and another crew member positions themselves at the
ships embarkation point to assist passengers into the boat and
assign seating, loading the boat evenly.
Extending the Davit Arms
a) Upon instruction from the officer in charge of the boat deck, push
the davit extend lever (the centre lever), to the OUT position. The
davit arms should start to extend.
b) Continue pushing the davit extend lever until the davit arms are
fully extended and then release the lever to the neutral position.
Lowering the Lifeboat to 2 Metres Above Water Level
a) Confirm with the officer in charge of the lifeboat that they are
ready for lowering and upon instruction from the officer in charge
of the boat deck. check that all is clear below.

a) Once the lifeboat is waterborne and the weight has come off the
falls, the officer in charge of the lifeboat should operate the
remote hook release mechanism, located at the conning position.
b) The forward and aft fall blocks should automatically disengage
from the lifeboat lifting hooks.
Manoeuvring Clear of the Ship
a) Once it has been confirmed that the fall blocks have disengaged
from the lifeboat lifting hooks the boat should be manoeuvred
ahead, to take the weight off the painter line.
b) When the weight has been relieved from the painter line, release
the painter line by activating the remote painter release
mechanism located at the conning position.
c) Manoeuvre the lifeboat clear of the ship's side and jettison the
attached skates and fenders (If an emergency situation, otherwise
stow on board).

a) Visually check the winch drum and travelling/fall wires and
ensure that all is clear.
b) Visually check the oil pressure and nitrogen gas pressure gauges
mounted adjacent to control pedestal: The oil pressure should
read approximately 240bar, the nitrogen gas pressure should read
approximately 210bar. Visually check the oil pressure on the
hydraulic winch gauge, the oil pressure should read between 1
and 4bar.
c) The hydraulic pump unit pumps should automatically cut in and
out to achieve and maintain these pressures.
Manoeuvre the Lifeboat to Beneath the Falls
When the officer in charge of the boat deck indicates to the officer in charge of
the lifeboat that all is clear for recovery:
a) Manoeuvre the lifeboat off the ship's side and reconnect the skates
and fenders.
b) Manoeuvre the boat to beneath the falls.
c) Retrieve and connect the painter line. The officer in charge of the
lifeboat should establish communication with the officer in charge
of the boat deck and confirm that boat auto-release hooks have
been reset.
d) Once it has been confirmed that the auto-release hooks have been
reset, manoeuvre the boat under the falls and engage the fall
blocks onto the boat lifting hooks.
e) At the davit operating control stand, open the hydraulic isolation
valve (the left hand lever).
To Veer the Fall Wire: Lifeboats
Lift the brake and manually rotate the tumbler on the fall wire hydraulic winch.

d) Close the hydraulic isolation valve at the control stand.
To Veer the Fall Wire: Tenders
Recovery Procedures for Lifeboats and Tenders

b) Hold the remote brake operating handle (hanging overhead
adjacent to the control stand) and pull in a downward motion to
remotely operate the fall wire winch brake handle. Lower the
lifeboat until it is approximately 2 metres above the water and
release the remote brake handle. The brake on the fall wire winch
should automatically re engage and the boat should stop lowering
once the remote brake operating handle is released.

Issue: First

Preparations on Board Ship

At the control stand, press the button on the top of the hoist lever (the right
hand lever) and push the lever to the WINCH DOWN position.

A lifeboat can only be recovered if the hydraulic generating station is fully
operational. The main control console operator must verify the recharge of the
hydraulic system regularly. This should happen automatically, as long as
electrical power is continuously available.

7.12 Lifeboats and Tenders Page 2

P&O Aurora

Technical Operating Manual

Illustration7.12c Lifeboats and Tenders
2. To Reset the Boat Hooks

Emergency On Load Release
(Only If Safety Pin
Release Gear Operation

3

Does Not Open!)

a) Check that the hook 6

2

2

with the arrow

A

is in the position shown,

at the notch.
7

a) Ensure that the boat is waterborn.
b) Push the release lever 2

1. Normal Release: Boat Floating
b) Remove the safety glass. 4
a) Release the safety Bolt
Release lever

2

1

Caution!

and pull out.

is now unlocked

5
c) Remove the shackle pin. 5

1

3

when

2

2

using excessive force.
6

c) Check the position of the bolt 9 ,

A

The marks must line up in the green 'locked' area.

d) Pull down the release lever. 2
3

the boat is waterborn.

b) Pull down the release lever

Never operate the release lever

4

automatically by the hydrostatic release
operation of the safety pin

back into the locked position.

to

release the fall block hooks.

Warning!
When the shackle pin 5 is removed,
the hooks can be released under load,
in the davits or while loading.

d) Secure the hand lever with the safety bolt 1 .

8

e) Check the shackle pin 5 is in the correct position.
Warning!
If hook position 9 or bolt

A

9

are not in the correct

position or If the hook or release lever do not move
easily, Do not use the hooks for hoisting.

3. Making Ready For Hoisting
a) Push the long link 7
when the pawl

Crew Tender

into the hook 6

8 is in the open position.

Passenger Tender

Fast Rescue Boat

Issue: First

Illustration 7.12c Lifeboats and Tenders

P&O Aurora
To Hoist the Boat Clear of the Water
The officer in charge of the lifeboat confirms to the officer in charge of the boat
deck that both fall blocks have been connected to the boat hooks and the boat
is ready for recovery.
a) Select one or two hydraulic pump operation at the control stand
console (2 pumps on the tenders will achieve faster hoisting
whilst it is compulsory to use two pumps for the lifeboats).
b) At the control stand, press the button on the top of the hoist lever
(the right hand lever) and push the lever to the WINCH UP
position.
c) The hydraulic pumps should start and the boat starts to hoist clear
of the water. Ensure that there are no twists in the fall wires.
d) When the lifeboat is 2 metres above the water, release the hoist
lever (the right hand lever) to the NEUTRAL position, the boat
will stop hoisting.
e) Stop the lifeboat engine. The officer in charge of the lifeboat
should check that the on-load release mechanism of the release
hooks (located at the conning position) is in the safe position.
Make the final check to ensure that all is ready for recovery.
f) The officer in charge of the lifeboat confirms with the officer in
charge of the boat deck that all is ready to resume hoisting. At the
control stand, press the button on the top of the hoist lever (the
right hand lever) and push the lever to the WINCH UP position.
The hydraulic pumps should start and the boat hoists.
Hoisting the Boat to Embarkation Level
a) Continue hoisting the boat until it is level with the embarkation
deck and then release the hoist lever (the right hand lever) to the
NEUTRAL position, the boat will stop hoisting.

Technical Operating Manual
Stowing the Lifeboat
a) Upon instruction from the officer in charge of the boat deck, push
the davit extend lever (the centre lever), at the control stand
console, to the OUT position. The davit arms should start to
extend.

h) Connect the lifeboat battery charging cable.

b) Continue pushing the davit extend lever until the davit arms are
fully extended and then release the lever to the NEUTRAL
position.

j) A final check should be made to ensure that all the system
pressure gauges are at the correct pressures. Check that there are
no alarms for the hydraulic plant.

c) It is important that the tenders are only brought up to the davits
using 1 hydraulic pump.
d) At the control stand, press the button on the top of the hoist lever
(the right hand lever) and push the lever to the WINCH UP
position. The hydraulic pumps should start and the boat will
resume hoisting.

Tender Engine Starting Procedure

a) Disconnect the battery charging 48V supply.
b) Remove the engine cover and check the engine oil coolant levels
(Inspect the bilges).

e) Continue to hoist the boat until it is against the davits and the
hoisting should automatically stop when contact is made between
the boat and the limit switch on the davit.

c) Drain any water and contaminants from the fuel/water separator
into a suitable container.

f) Release the hoist lever to the NEUTRAL position.

d) Check the level of fuel at the fuel tank.

g) Pull the davit extend lever (the centre lever) to the IN position, the
davit arms should start to move inboard.

e) Grease the shaft seal as necessary.

h) Continue to hold the lever in the IN position and bring the lifeboat
back to its stowed position. The davits should stop moving
automatically when contact is made between the boat and the
stowing limit switch on the davit.
i) Release the davit lever to the NEUTRAL position.
Securing the Boat for Sea

b) Close the hydraulic isolation valve (the left hand lever) at the
control stand console.
c) Switch off the hydraulic pumps.

c) Ensure the lifeboat entrance decking is level with the embarkation
deck and release the davit extend lever to the NEUTRAL
position.

i) Report to the officer in charge of the boat deck that the boat is
secured for sea.

(Note! The maximum dry-running time of an engine is five minutes at idle.)

a) When the boat is housed, ensure it is against the retaining chocks.
b) Pull the davit extend lever (the centre lever) to the IN position and
the davit arms should start to move inboard. Continue to hold the
lever in the IN position and bring the lifeboat safely alongside the
ship at embarkation deck level.

g) Replace the covers on the control panel pedestal.

d) Secure the gripe wire arrangement and tension the wires.

f) Switch on the batteries at the selector switches (one battery per
engine, with a cross-connection and an auxiliaries switch).
g) Ensure the emergency fuel shut-off valves are open (pushbutton
switches illuminated).
h) Press the button on the throttle lever to disengage the gearbox and
set the throttle slightly ahead.
i) Switch the ignition key to position 2, the low lubricating oil
pressure and battery charge alarm lamps will illuminate and the
warning buzzer will sound.
j) Switch the ignition key to position 3 and engine should start.
k) Adjust the throttle lever to regulate the engine revs. (Ensure low
lubricating oil pressure and battery charge alarms have been
cancelled. Lubricating oil pressure and cooling water temperature
gauges should also be checked)

e) Stow the lifeline bags.
d) Close up the lifeboat access hatches.
e) Disembark all crew from the boat.

Issue: First

l) Check the engine for any leaks and abnormal noise or vibration.
f) Switch off the battery power packs within the boat and secure all
items and hatches.

m) Check the ahead and astern movement of the propeller.

7.12 Lifeboats and Tenders Page 3

P&O Aurora

Technical Operating Manual

Illustration 7.12d Lifeboats and Tenders
Throttle Levers

Bow Thruster Control

Painter
Release
Handle

Release Gear
Lever

Release Gear Lever
Painter
Release
Lever

Engine Control
Panel

VHF
Transceiver

Throttle Lever
Engine Control Panel

Crew Tender Conning Position

Lifeboat Conning Position
Throttle Levers

Painter
Release
Handle

Manual Fuel
Shut-Off

VHF Transceiver

Drive Bucket
Control Lever

Release Gear
Lever

Throttle
Lever

Engine Control
Panel
'Dead Man'
Safety Cut-out

VHF
Transceiver
Painter Release

Passenger Tender Conning Position

Issue: First

Fast Rescue Boat Conning Position

Illustration 7.12d Lifeboats and Tenders

P&O Aurora
Stopping the Engine
a) Return the throttle lever to the zero position and press the stop
button (the low lubricating oil pressure and low battery charge
indication lamps will illuminate and the buzzer will sound).

Technical Operating Manual
k) Check the running engine for any leaks and abnormal noise or
vibration.
l) Check the ahead and astern movement of the propeller.
Stopping the Engine

b) Switch the ignition key to the OFF position.
c) Switch off the batteries.

i) Check that the drive bucket control lever (the black lever next to
the throttle) is in the neutral position. This lever should not be
touched until the engine is running.

a) Return the throttle lever to the zero position and press the STOP
button (the low lubricating oil pressure and low battery charge
indication lamps will illuminate and the buzzer will sound).

j) Switch the ignition key to position 1, this provides power to the
instrumentation. The audible alarm can now be tested by
operation of the test button.

b) Press the ENGINE SWITCHBOARD button.

k) Switch the ignition key to position 2, this provides power to the
glow plugs in the inlet manifold. The HEATING lamp will
illuminate on the console. If the ambient temperature is cold , hold
the key in this position for 10 to 20 seconds.

c) Switch off the batteries.

l) Switch the ignition key to position 3, the engine will start.

d) Replace the engine cover.

m) Adjust the throttle lever to regulate the engine rpm. Ensure that
the low lubricating oil pressure and battery charge alarms have
been cancelled. Lubricating oil pressure and cooling water
temperature gauges should also be checked.

d) Replace the engine cover.
e) Reconnect the battery charging 48v supply.
Lifeboats and Crew Tender Engine Starting Procedure
a) Disconnect the battery charging 48V supply.
e) Reconnect the battery charging 48v supply.
b) Remove the engine cover and check the engine oil coolant levels.
(Inspect the bilges).
c) Drain any water and contaminants from the fuel water separator
into a suitable container.

Fast Rescue Boat Engine Starting Procedure
Engine:

Volvo Penta, 6 Cyl, 200HP

(Note! The maximum dry-running time of an engine is five minutes at idle.)
d) Check the level of fuel in the fuel tank and check that the fuel
isolation cock is open.
e) Turn the propeller shaft seal lubricator.
f) Switch on the batteries at the selector switches (the crew tenders
have one battery per engine with an emergency x-connection and
a switch for auxiliary consumers).
g) Press the ENGINE SWITCHBOARD button (the low lubricating
oil pressure and low battery charge indication lamps will
illuminate and the buzzer will sound).

a) Disconnect the battery charging 48V supply.

n) The electrical bilge pump can now be operated in manual or
automatic via a float switch (selected from the console).
If the drive impeller water intake grill becomes blocked in service, there is a
jet cleaning device (which alters the grill fin angle), operated via a lever on the
side of the forward engine casing.

b) Open the engine cover and check the engine oil level (the yellow
dipstick), the drive oil level (the black dipstick adjacent engine
coupling in the bilge) and the coolant header tank level (tank on
top of the engine)

Normal operating pressures and temperatures are:

c) Drain any water and contaminants from the fuel/water separator
into a suitable container.

Stopping the Engine

Water:

85ºC

Oil pressure:

5.5bar (80psi)

a) Return the drive bucket control lever to the NEUTRAL position.
d) Check at the console that the fuel shut off valve is open.
b) Return the throttle lever to the idle position.

h) Press the button on the throttle lever to disengage the gearbox and
set the throttle slightly ahead.

e) Check that the VHF radio battery cut-off switch is in the ON
position(inside a cover, under the steering wheel)

i) The engine may now be started, by moving the starter switch to
the start position (position 2). In cold ambient conditions, the
starter switch should be held at the 'glow' position (position l) for
10-20 seconds, to preheat the inlet manifold.

f) Check that the 'dead man' safety cut-out switch is in place on the
console.

j) Adjust the throttle lever to regulate the engine rpm. (Ensure that
the low lubricating oil pressure and battery charge alarms have
been cancelled)

Issue: First

g) Check that the drive engage/disengage lever on the console side
is in the ENGAGED position.

c) Switch the engine ignition key switch to the OFF position. The
stop solenoid will energise and stop the engine.
d) Switch the VHF radio battery switch to the OFF position.
e) Reconnect the battery charging 48v supply.

h) Check that the red handled throttle lever is slightly forward of the
idle position.

7.12 Lifeboats and Tenders Page 4

P&O Aurora

Technical Operating Manual

Illustration7.13a Liferafts

Davit
Hydraulic Isolation
Valve Open

Out

Senhouse
Slip

Hydraulic
Isolation
Valve
Closed

In

Weak Link

Painter

Hydrostatic
Release

Liferaft Securing Arrangement

Issue: First

AUX
On

Hoist

Em.
Stop

Liferaft Davit Control Panel

Illustration 7.13a Liferafts

P&O Aurora
Gantry Launch Procedure for RFD 37 man liferafts

7.13 Liferafts
Manufacturer:
Type:
Capacity:
Painter Length:

Technical Operating Manual

RFD
Surviva DL
37 persons
35 metres

The liferafts are stowed at two positions on the promenade deck. These are port
and starboard, immediately forward of the fast rescue boats. The launching
system is similar to the lifeboats, using stored energy davits and a winch.
When in the stowed position the liferafts are kept in position by webbing which
is secured by a hydrostatic release unit. The liferafts will float free in the event
of being submerged. The liferafts will then float clear of the vessel due to the
sloped deflection cradle fitted above and around the liferaft stowage position.
(Note! The liferafts must never be rolled. If they are required to be moved, they
must be manually lifted or hoisted and placed on the dedicated liferaft trolley.)

a) Undo the Senhouse slip and release the webbing straps. Clear
them from the liferaft canister.
b) Slide the liferaft onto the dedicated trolley to a position vertically
beneath the liferaft launching gantry.
c) Free the release hook connecting shackle from its protective flap
within the liferaft canister (the shackle is marked with a red tag).
d) Lower the gantry fall wire until the lifting hook mechanism is in
line with the liferaft.
e) Connect the lifting hook mechanism on the end of the fall wire to
the liferaft lifting shackle (marked with the red tag) and ensure
that the lifting hook release mechanism cocking handle is in the
'locked' position.
f) Secure the liferaft bowsing lines to the dedicated cleats on the
embarkation deck (the green bowsing line to the green cleat and
the yellow bowsing line to the yellow cleat). Ensure that the
bowsing lines are not tangled and have adequate slack to allow the
liferaft to inflate freely.

l) The first crew member should enter the liferaft and make an initial
inspection to check all is safe and correct, prior to embarking
crew.
m) Ensure the embarking crew remove all sharp objects which may
damage the liferaft and embark one at a time, loading evenly
around the circumference of the interior.
n) Embark a maximum of 37 crew into the liferaft.
o) Release the bowsing lines from the cleats and throw the loose
ends into the liferaft.
p) Release the red inflation tag from the ship's rail and throw the
loose end into the liferaft.
q) Check that the water below the launching area is all clear and
lower the liferaft using the brake handle on the winch.

g) Secure the liferaft red inflation line loosely to the ship's rail.

r) When the liferaft is approximately 2 metres above the water, stop
lowering and cock the release hook mechanism into the
RELEASE position.

h) Using the red winch drum handle, take the weight of the liferaft
on the gantry fall wire and lift the liferaft clear of the deck.

s) Resume lowering and the liferaft should automatically release on
entering the water.

i) At the liferaft davit control panel, move the left hand lever to the
OPEN position. The isolation valve opens. Move the right hand
davit lever to the OUT position until the liferaft gantry davit
moves out to its full extent, allowing the liferaft to swing outboard
and clear of the ship's side, into the inflation position.

t) Once afloat and steady, cut the painter and manoeuvre the liferaft
clear of the ship's side using the paddles or with assistance from a
powered craft.

j) Ensure that the water beneath the launching area is clear of any
obstructions and pull hard on the liferaft inflation tag and inflate
the liferaft (this will take approximately 20-30 seconds).

Issue: First

k) Once fully inflated, bowse the liferaft into the ship's side and
ensure that it is level with the embarkation deck by adjusting the
bowsing lines, before tying them securely onto the cleats.

u) To launch the next liferaft the hook is hoisted back up using the
HOIST button on the davit control console. The davit is retracted
by moving the davit lever into the IN position. The automatic
hook is attached to the next liferaft.

7.13 Liferafts Page 1

P&O Aurora

Technical Operating Manual

Illustration 7.14a Window Washing Systems
1

1.

Carriage

(1)

2.

Vertical Cable Reel

(1)

3.

Horizontal Cable Reel

(1)

4.

Platform Winch

(2)

5.

Horizontal Hose Reel

(1)

6.

Pulley Unit

(2)

7.

Over Speed Device

(2)

8.

Drive and Transmission

(2)

9.

Vertical Hose Reel

(1)

Heat

10.

Vertical HP Hose

(1)

Fresh
Water

11.

Valve & Outlet

(1)

12.

Platform

(1)

13.

Vertical Control Cable

(1)

14.

Control Cabinet

(1)

15.

Support Roller

(2)

16.

Off Running Preventor

(2)

17.

Suspension Wire

(2)

18.

Safety Wire

(2)

19.

Adjustable Wall Roller

(2)

20.

Upper Telescoping Platform (1)

21.

Spray Lances With Nozzles (2)

22.

Limit Switches

(2)

23.

Limit Switches

(3)

Group - A

3

Variable
Intermittent
Wipe

Variable
Speed

Dim Set

21

Wing Windows
Fresh
Water

1

Side

Back

Window Wiper Control Panel
Port Wing

Group - B

10

Front

Variable
Intermittent
Wipe

Variable
Speed

Centre

1

Port

Group - C

5

Window
Wiper Control
Cabinet

Window Wiper Control Panel
Starboard Wing
Variable
Intermediate
Wipe

Bridge
Electrical
Locker
1

Variable
Speed

Dim Set

Wing Windows
Fresh
Water

Group - D

10

Starboard

Front

Side

Back

Window Wiper Control Panel
Starboard Console Part A
Window Heating

1

Port Centre
Starboard Centre
Starboard
Port

Group - E

3

24.

Cabinet For Valves

(1)

25.

Main Electrical Cabinet

(1)

20
Deck - 13

24
5
25

3
6
7
8
2
9
1

22

Freshwater
Solenoid
Valves

Deck - 12
16

4

23

Electrical Supply
S 1202/02-19
3 Phase 400 V AC
Bridge Window Wiper System

17
On Carriage Panel E1

On Suspended Platform Panel E3

On Deck 13 Panel E4
18

2

1

4

5

6

7

3

8

1

2

3

4

5

6

7

8

1

2

3

4

5

9 10 11

14
11

15

Deck - 11

12
9

6

12
13

10
19

1.
2.
3.
4.
5.
6.

Power On
Main Switch
Overcurrent
Emergency Up
Start
Aft High Speed

Issue: First

7. Aft Low Speed
8. Stop
9. Fore Low Speed
10. Fore High Speed
11. Auto Washing
12. Emergency Stop

1.
2.
3.
4.
5.

Overcurrent
Power
Aft
Forward
Up

6.
7.
8.
9.

Adjustment
Down
Emergency Up
Emergency Stop

1.
2.
3.
4.
5.
6.

Power
Aft
Stop
Forward
Auto Washing
Emergency Stop

Window Washing Platform

Illustration 7.14a Window Washing Systems

P&O Aurora

Technical Operating Manual

7.14 Window Washing Systems

Fixed Accommodation Washing Systems

The window washing systems can be divided into three main groups:

Due to the protrusion of the enclosed bridge wings, the gantry system cannot
reach four port and four starboard forward cabin windows on deck 8 and three
port and three starboard forward windows on deck 5 (see illustration 7.14b).

The bridge window wash and wiper system
The fixed accommodation washing systems
The port and starboard ‘Skycon’ gantry machines.
Bridge System
Manufacturer: Elna
The bridge window wipers are divided into five groups, a, b, c, d and e. They
are controlled from three control panels mounted in the wing and centre
consoles. The speed of the wipers is electronically variable from the
potentiometer at the control panels.
The windows are supplied with cleaning water from the hot and cold potable
water systems. The water is thermostatically controlled via mixing valve
727A1001. The electronic control unit, situated in the bridge electrical
equipment locker, controls five motorised distribution valves 727A1002 1007, which are situated in a locker on the starboard side of the bridge on the
aft bulkhead. The five valves supply the five window groups.
There is also a manual valve for the forward facing accommodation cabin
windows of decks 9, 10 and 11 (including the penthouse suites).
The valves are as follows:
Bridge windows port:

727A1002

Bridge windows half port:

727A1003

Bridge windows stbd:

727A1004

Bridge windows half stbd:

727A1005

Bridge windows front:

727A1006

Suite/cabin windows:

727A1027

The potable water distribution system is pressurised with compressed air from
the working air system to give a powerful spray pattern onto the windows.

These windows have a fixed spray nozzle supplied with cleaning water from
the hot and cold potable water systems. The water is thermostatically
controlled via mixing valve 727A1011. The supply is then distributed to port
via valve 727A1014 and starboard via valve 727A1013. These valves are
situated in a vacuum toilet locker inboard at frame 306S.
The aft Alexandria restaurant windows on deck 6 have a fixed system which is
similar to the above systems. The mixing valve is 727A1008. The supply is
then distributed to port via valve 727A1009, starboard via valve 727A1026 and
the aft windows via valve 727A1007. There is also a single aftermost cabin,
port and starboard on deck 8 that is fed via valve 727A1010. These valves are
situated in the pool equipment room on deck 7, extreme aft on the promenade
deck.
Skycon Window Washing Platform
Weight:
Max. SWL:
Travel speed:
Lifting speed:
Power:
Water requirements:

1,500kg
300kg
High 14m/min, Low 7 m/min
7 m/min
440V 3 phase 60 Hz 16 Amp
90 l/min at 90-120bar

The skycon system is a moving platform which can automatically clean the
screens and windows on decks 12 and 13. The area below deck 12 can be
washed and maintained manually from the suspended platform. The system is
a service platform suspended by a carriage travelling on a rail along the ship’s
side, cleaning the windows and hull with high pressure fresh water. The rail is
fitted along deck 12 and the platform can be lowered as far as the water level,
if required.
Since cleaning involves lifting personnel on the platform, it is very important
to take note of the following items:
Do not overload the equipment
Do not overload the platform. Max. 300kg (2 persons)
Do not enter the telescoping platform without the locking
shafts being engaged. Max. load on the upper platform is 100 kg
All personnel using the equipment must have read and fully
understood the manufacturer’s manual
Do not use the equipment in strong wind or when at sea

Use harnesses when riding or climbing
Be aware of passengers on balconies
The high pressure fresh water is supplied from a pump in the engine room. The
aluminium and stainless steel carriage travels horizontally and the aluminium
platform vertically. This gives access to the complete ship’s side from deck 13
down to the water level. For cleaning and maintenance below deck 12, the
platform is used and it is provided with a high pressure outlet for handguns.
The equipment is controlled from a control cabinet on the platform and for
certain movements can also be driven from the carriage. In the automatic
mode, the carriage is controlled from a cabinet on deck 13. When the
equipment is not in use it is parked at the aft end of the ship. There are safety
proximity limit switches set to operate at the extremes of all movements.
The carriage houses most of the machinery and equipment and provides
suspension for the platform. It is secured on the rail by two rollers which
prevent the carriage running off. The carriage is maintained in its horizontal
position by two supporting legs with non-marking support rollers. In the centre
is a ladder frame with a telescoping upper platform. A short access ladder to
the platform is installed, to reach the platform the operator opens a hatch. The
platform is 3 metres long, 760mm wide and made of aluminium. The carriage
is driven by an electrical motor with a gear and chain transmission. The motor
has two speeds to give the carriage a speed of 7 and 14 metres per minute. In
emergencies the chain could be disconnected and the carriage moved freely.
The drive shaft is supported by two sealed bearings. The shaft is fitted with a
grease nipple for lubrication purposes. The transmission, shafts and wheels are
made of stainless steel.
The four reels are hydrodynamically powered by a motor. The torque can be
adjusted from 50 to 110Nm. The stainless steel drums have various diameters
depending on the length of hose or cable coiled on them. The platform winch
uses two independent drums as there is a secondary safety wire. The wires used
are 8mm stainless steel.
There is an overspeed device operating on a separate safety wire which will
lock on the wire if the platform is descending too quickly. If the overspeed
device operates, it can be reset by removing the load from the safety wire. The
overspeed device can be manually tripped for testing purposes.
Electrical power at 450V feeds cabinet E2 which is situated at the cable and
hose start point (halfway along the track). A 103 metre 12 core cable is
connected here and the other end is coiled on the horizontal cable reel and
connected to the main electrical cabinet E1 on the carriage. The main cabinet
houses all the contactors, relays, controls and an emergency UP button. There
is a 450/230V transformer for the control circuits and a 450/24V transformer
for the supply to the platform, where water is being used. On deck 13 at half
distance, control cabinet E4 is placed. This cabinet is connected to cabinet E2
and is used to operate the system remotely for automatic cleaning.

Always stay in contact with personnel on deck

Issue: First

7.14 Window Washing Systems Page 1

P&O Aurora

Technical Operating Manual

Illustration 6.2.9a Tank Heating System

From Steam Supply
Bunker Station (P)

150
150

Waste Oil
Store
TK (P)

A1107

200

Key

A1139

Bilge Water
DB TK 14 (P)

A1230

A1138 32

15

A1141

Waste Oil
Store
TK (S)

25

Steam

From Boiler Plant

200

Leak Oil
Tank
DB 11/12S

A1288
40

32

Leak Oil
Tank
DB 11/12P

A1205

32

Non PW Calorifier
TK 2

HFO Service TK 10
(P)

A1204

32

A1203

20

HFO Settling TK 10
(P)

40
A1218

A1116

A1114

A1248
A1247

32 A1307

32

15

HFO DB
13/14 TK (P)

A1144

A1305

80

A1145

32
A1304

A1146

40
HFO DB
13/14 TK (C)

A1148

20 A1117

A1149

HFO DB15
Centre

A1150
20 A1119

80

20

A1152

A1120

Galley
Water
Drain
TK

A1102

A1154
15

25

A1200

25

A1127

25

A1199

25

Pulper
Water
TK

A1104

Leak Oil
TK 15S

15

Sludge Oil
TK

Oily Bilge
Separator
Heater

TI

M

A1125
15

Dirty Oil DB
11 (C)

25

A1123

20

Renov. Oil
DB 11 (C)

20

15

A1308

15
A1322
15

A1170
25

A1241

20

A1056
15

20

Leak Oil
Tank
DB 11/12S

A1237

Generator
No.2 Circ.
DB 11S

40

HFO Settling TK 10
(S)

15

Steam Injection
Hot Well

15

32

HFO DB 9 TK (S)

A1061

20

200

32
25
100

A1045

HFO DB 8
(P)

15

A1179
A1180

200

150

A1193

32

15

25
25

A1183

50

M

A1196

65

A1194
M

A1182

From Boiler Plant

A1030
25

A1197

A1186

A1044

50

HFO DB 8 TK (P)

15

A1184

15

A1043
A1187

HFO Service TK 10
(S)

20

A1167

A1159

A1189

200

150

20
A1060

A1164

25
Generator
No.4 Circ.
DB 12S

A1059

A1163

A1166

A1160

15

HFO DB 9 TK (C)

A1057

25

HFO
Overflow
TK 10C

25

A1235

Sludge
Storage
Deep TK 15

20

A1158

25

15

HFO DB
10 TK (P)

A1170

25

15

25

40
32

A1041

50

25

32

A1040

15

25

A1172

25

A1173

40

HFO DB 8 TK (S)

15
A1039
25

HFO DB
10 TK (S)

A1037 32

15 A1175

A1259
TI

M

A1092

Hot
Well
A1112 A1090

40

Note* All valve numbers are
prefixed by 731 unless stated
otherwise.

A1260

15

Leak Oil
TK 10 (S)

A1176

A1294

A1067

A1178
15

100

25

HFO DB 8
(S)

150

A1036

50

A1033

200
150

A1324
150

Issue: First

15
A1160

15

A1244

A1190

Waste Oil
Collecting TK 15
(S)

A1055

20

HFO
DB 10
TK (C)

15

HFO DB 9 TK (P)

20

25

15

15 A1337

A1124

A1052

A1215

Leak Oil
TK 10 (P)

A1223

15

15

A1258

A1309

Oily Bilge
Deep TK 15
(S)

15

A1214

A1162 15

20

25
15

A1212

150

A1155
40

A1051

50
A1211

20
20

50

50

25

A1191
15 A1126

A1210

M

20

25

A1009

A1050

100

25
15

25

A1209

40

A1171

HFO DB
13/14 TK (S)

A1153
A1121

15

A1201

32 65

32
A1206 A1207

Generator
No.1 Circ.
DB 11P

Generator
No.3 Circ.
DB 12P

65

150

M

A1142
65

100

Hydraulic Oil

80

HFO TK 17
Centre

Non PW Calorifier
TK 1

A1047

A1007

A1231

Bilge Water
DB TK 14 (S)

A1105

15

A1295

Condensate

A1132

A1046

A1225

A1133

25

200

A1068

200

From Steam Supply
Bunker Station (S)

Illustration 6.2.9a Tank Heating System

P&O Aurora

Technical Operating Manual

Illustration 7.14b Window Washing Systems

PW Cold
PW Cold

PW Hot

Potable Fresh Water
Mixing
Valves

1019
Mixing
Valves

1017

1018

20

To Port
Side

20

1020

25

25

25

All Valve No.s
Prefixed At 727A
Unless Stated

15
15

1010

Deck - 8

25

1026
1013

1009
1007

25
25

Deck - 7

1014

Deck - 6

20

Deck 8
Locker at
Fr. 306S

20

Deck - 5

Drain

PW Cold

PW Hot

Mixing
Valve

Wheelhouse
Deck - 12

Deck - 8

Drain

Forward Deck 9 - 11

1015

1001
Deck - 6

25

Laundry

25
M

View On
Transom

25

1002
M

25

1003

M

25

25

1005
M

1006
20

25

25

Safety
Centre
Alexandria Restaurant

1027

DN

25

Chart
Room

25

Staff Capt.
Off.

25

Store

UP

20

1004
25

Air

1008

20

20

Working
Air

Pool Equipment Room
Aft Deck 7

25

1011
20

1016

Key

PW Hot

Pantry

25

Wheelhouse
Locker Stbd

Wine
Bar

LKR

DN

15

Drain
20
15

Issue: First

UP

Coffee
Station

Illustration 7.14b Window Washing Systems

P&O Aurora

Technical Operating Manual

Operation

Manual Cleaning Operations

Emergency Operation

The following instructions should be carried out before use:

During travelling, observe the carriage operation and check that the reels are
coiling the hose and cable correctly. The operator must also pay close attention
to the carriage movement, so that passengers on the deck 11 and 12 balconies
remain safe.

To move the carriage horizontally in the event of total power failure or broken
drive gear or motor:

a) Check for visible faults on the equipment.
b) Check that nothing along the ship’s side can interfere with the
carriage travel and that the rail is free from debris.

a) Carry out the pre-start checks.

c) Check all connections and securing items.

b) Open the parking locks for the carriage.

a) Switch off the main switch to avoid starting accidentally if the
power returns.
b) Disconnect the drive chains.

d) Check for any oil leaks.

c) If the emergency stops are all off the POWER lamp will be
illuminated. Press the START pushbutton.

c) Connect a rope to the carriage and pull along from deck 13. At the
same time, the personnel on the carriage should reel the cable and
hose reels in or out.

Automatic Cleaning Procedure for Decks 12 and 13
d) Turn on the high pressure cleaning water if required.
a) At the carriage, ensure the platform is fully hoisted and secure
with the two locking shafts engaged.
b) Release the parking locks. If the emergency stops are all off, the
POWER lamp will be illuminated. Press the START pushbutton.
c) Move the MANUAL/AUTO washing switch to the AUTO
WASHING position.
d) At the control cabinet E4 on deck 13 press AUTO START. The
valve for the upper lance will open and the carriage will move
forward while washing deck 12.
e) At the end of washing the windows and screens on deck 12, the
upper lance valve will close and the carriage will move forward
to the starting position for deck 13 screens and windows. Valve
two for the upper lance will open and cleaning will commence for
the deck 13 screens and windows.

e) Manually trip the overspeed device to check its operation and
reset afterwards.

To move the platform vertically in the event of total power failure or broken
drive gear or motor:
a) Switch off the main switch to avoid starting accidentally if the
power returns.

f) Board the working platform and remove the parking locks for the
platform.

b) Remove the covers of the hoisting motors.

g) Drive the platform and carriage to the required positions

c) Install the manual lifting handle to the brake arm.

h) For long sideward movements, the carriage can be driven on high
speed, but the platform must be in the fully raised position.

d) Connect the turning handles to the motors (they are normally kept
in the main electrical cabinet on the carriage).

i) When the work is complete, return the carriage to the aft parking
position and secure the platform and carriage.

e) Lift the brake handle and crank the winch either up or down to
reach a suitable place for any personnel to disembark.

j) Press one emergency stop before leaving the carriage, this will
start the standstill heating of the motors. Do not isolate the power.

f) Secure the platform or crank up to the normal parking position.

f) On reaching the forward area, the valve for the higher lance will
close and the valve for the lower lance will open and the carriage
will start to move aft.
g) When the carriage reaches the end of the windows on deck 12 the
valve will close and the carriage travels back on high speed.
h) At the aft parking position, the carriage will stop.

Issue: First

7.14 Window Washing Systems Page 2

Page Left Intentionally Blank

Section 8: Hotel Equipment and Services
8.1 Galleys, Pantries and Bars
8.2 Garbage Disposal Equipment
8.3 Incinerator
8.4 Fresh Water Systems
8.5 Sewage Treatment and Collection
8.6 Laundry and Dry Cleaning Equipment
8.7 Swimming Pool and Spa Water Systems
8.8 Lifts
8.9 Storing Platforms
8.10 Automatic Sliding Doors
8.11 Ving Card System
8.12 Burglar Alarms
8.13 Dimmer Systems
8.14 Entertainment Systems
8.15 Scandisplay System
8.16 Broadcast Room and TV System

P&O Aurora

Technical Operating Manual

Illustration 8.1a Galleys

Gents
Toilets
DN

Ladies
Toilets

Cafe Bordeaux

Cold
Store
Cold
Store

DN

UP

DN

Main Galley
UP

Crew
Galley

Finishing
Galley

Cold

Chef
Office

Store

Cold
Store

UP

Quarterdeck
Crew Mess Room

Crew Galley Deck 5

Main Galley Deck 6

Cafe Bordeaux Deck 8

Store

DN

Cold
Store

Bell Box Galley

Cold
Store
Pantry

Crystal Bar
Galley

Chiller

Bell Box Galley Deck 10

Issue: First

Dry
Store

Cold
Store

Store

Orangery Galley Deck 12

Fast Food

Ladies
Change
&
WC

The Orangery
Sidewalk Cafe

Sidewalk Cafe Galley Deck 12

Illustration 8.1a Galleys

P&O Aurora

Technical Operating Manual

8.1 Galleys, Pantries and Bars

Deck 10

There are 5 principal galleys on board Aurora:

Passenger pantries:

Main passenger galley: Deck 6 zone 6
Crew galley:

Deck 5 zone 6

Deck 10 zone 6

Orangery galley:

Deck 12 zone 6

There is a further designated food preparation area:
Sidewalk cafe:

Deck 12 zone 5

Passenger pantries:

Officers’ pantries:
Hospital pantry:

Officers’ pantry:
Passenger pantries:

Zone 2 starboard
Zone 2 port
Zone 3 port
Zone 5 starboard
Zone 7 port Pennant bar

Cafe Bordeaux:
Decibels:
Terrace bar:

Zone 6
Zone 7
Zone 7

Deck 12
Riviera bar
Crystal bar:
Orangery:
Pennant bar:

Zone 3
Zone 5
Zone 6
Zone 7

Deck 13
Crow’s Nest

Zone 2

Deck 13
Zone 1 starboard
Zone 5 starboard
Zone 3 port

Passenger pantry:

Zone 6 port adjacent officer’s mess
Zone 7 starboard
Zone 2 starboard
Zone 5 starboard

Bars

Deck 5
Officers’ pantry:
Crew pantry:
Passenger pantries:

Zone 2 port
Zone 4 starboard
Zone 6 starboard

Deck 12

There are pantries at the following locations:
Deck 4

Zone 2 starboard

Deck 11

Cafe Bordeaux galley: Deck 8 zone 6
Bell Box galley:

Deck 8

Zone 2 central Crow’s Nest

All the pantries and galleys are equipped to USPH standards. They are fitted
with a variety of equipment made by manufacturer’s such as Hobart, Valentine
and Elro. Most items were supplied by Seaking and are listed in several
volumes of supplier’s literature.

Bars are situated as follows:
Deck 6
Deck 5
Passenger pantry:

Zone 2 starboard
Crew bar:
Officers’ wardroom:

Deck 7
Passenger pantries:

Zone 3 starboard Andersons
Zone 5 starboard Masquerade
Zone 6 starboard Champions
Zone 7 port Carmens

Deck 8
Passenger pantries:

Issue: First

Deck 6
Medina restaurant wine bar:
Zone 5
Alexandria restaurant wine bar: Zone 7
Deck 7

Zone 2 starboard
Zone 5 starboard Vanderbilts

Deck 9
Passenger pantries:

Zone 7
Zone 6

Champions:
Masquerade:
Andersons:
Carmens Lounge:

Zone 6
Zone 5
Zone 3
Zone 7

Zone 2 port
Zone 4 starboard
Zone 6 port

8.1 Galleys Pantries and Bars Page 1

P&O Aurora
8.2 Garbage Disposal Equipment
The main garbage disposal equipment on Aurora consists of sorting tables,
glass crushers, densifiers, shredders, pulpers and the sludge oil system. Solid
waste material arrives in the garbage room from different parts of the ship
either as single items or in sacks of mixed or sorted waste. The mixed waste is
emptied onto the sorting table where it is manually sorted into three categories.
These are glass, cans and other solid waste such as plastic, paper and
cardboard. The need for manual sorting of waste is minimised by the collecting
procedures which ensure that cans and bottles from the bars are collected in
separate sacks. Glass waste is crushed in the glass crusher, cans are compacted
in the densifier and all other solid waste goes to the shredder before being
discharged to the incinerator silo.
Operation of the pulper system, which collects waste food and prepares it for
burning in the incinerator, is described in detail in section 8.3. The collection
of sludge oil is described in section 6.2.6 and the sludge burning in section 8.3.
Glass Crusher
The glass crusher is a manually operated machine which breaks larger items of
glass into smaller fragments thereby allowing for more efficient stowage. The
crushed glass is discharged ashore.
The glass crusher has a hopper at the top into which the glass is emptied. The
crushed fragments of glass fall to a collection container at the bottom of the
unit. When full, the container is replaced by an empty container. Although the
glass crusher is enclosed, the operator must wear gloves and eye protection.
The control panel is mounted at the side of the crusher and has a main switch,
an emergency stop button and two operator buttons for starting and stopping
the crusher. Indicator lights at the top of the display show the state of the
operation; a green CONTROL ON indicator, an orange SYSTEM FAILURE
lamp, a white READY FOR FEEDING lamp and a blue CONTAINER
FILLED STOP FEEDING lamp which indicates that glass feeding must cease.

Technical Operating Manual
e) When the container is full or there is no glass available for
crushing, stop the crusher by pressing the STOP button.

f) Move the compacting switch to the DOWN position in order to
compact the cans.

f) To restart, replenish the hopper and press the ON button.When the
glass container is full, stop the crusher and remove the container,
replace with an empty container ready for further crushing.

g) When complete, move the compacting switch to the UP position.
h) Move the operating switch to the forward position to push the
billet of crushed cans from the unit.

Densifier (Can Compactor)
Shredder
Aluminium drink cans occupy a large volume but when compacted they can be
readily stored for discharge ashore. The densifier is a manually operated
machine which compacts cans into rectangular blocks.
Empty cans are fed into a hopper at the top of the unit and a hydraulic ram
system compacts these cans into a more manageable form. The control panel
at the side of the unit has a main switch and an emergency stop switch together
with operating switches and indicator lights. The CONTROL ON switch is key
operated and the operator must insert the key and turn it in order to activate the
machine. An operating switch has positions for AUTO and MANUAL
operation and the operator selects the mode in which the unit is to operate. For
manual operation there are two other switches, one of which controls the
compactor ram moving up and down, whilst the other controls forwards and
backwards movement of the second ram, which discharges the billet of crushed
cans.
Procedure for Automatic Operation of the Densifier

The shredder breaks down items of plastic, cardboard sheet, paper and wood
into small particles which can be burned readily in the incinerator. The
shredder discharges the shredded material, via a screw feeder, into a silo which
feeds the incinerators. The shredder has its own hydraulic system and the oil
level in the system must be regularly checked. There are warning lamps to give
warning of low oil level and high oil temperature. The control panel has a main
switch, an emergency stop button, a counter and an ammeter. Red lamps
indicate oil level minimum, oil temperature maximum, overload and trouble
(any problem associated with operation of the unit not covered by the other
lamps). Turning the main switch on illuminates the green ON lamp. When the
key activated control switch is turned to the CONTROL ON position a second
OPERATION green lamp illuminates, indicating that the shredder is ready for
operation. Pressing the START button begins shredder operation and material
can be fed into the gate at the top front of the unit. Shredding is stopped when
the STOP button is pressed and the OPERATION green lamp is extinguished.
A red SILO FULL warning lamp indicates that the silo is full and the feeding
of material to the shredder must stop.

a) Inspect the machine to ensure that the unit is safe to operate.
b) Turn the main switch on and turn the mode switch to AUTO.
c) Fill the hopper with cans.

Medical waste can be burned in the incinerator but must not pass through the
shredder. It must be fed directly into the silo. In order to facilitate this a door
is fitted to the top of the casing above the silo feed screw. The feeding door is
normally locked in the closed position and is provided with a safety interlock
switch which cuts off power to the silo feed screw when the door is opened.

d) Turn the control key switch to the ON position.
Procedure for Operating the Shredder

Procedure for Operating the Glass Crusher

e) The unit will operate to compact the cans and discharge the billet
at the front of the unit; the billet can is then removed for storage.

a) Inspect the machine to ensure that the unit is safe to operate.

a) Inspect the machine to ensure that the unit is safe to operate.
Procedure for Manual Operation of the Densifier
b) Turn the main switch to the ON position; the green CONTROL
ON lamp should illuminate and if the crushed glass container is in
place and is not full, the white READY FOR FEEDING lamp
will illuminate.

a) Inspect the machine to ensure that the unit is safe to operate.
b) Turn the main switch on and turn the mode switch to MANUAL.

c) Empty glass into the hopper and press the ON button.

c) Fill the hopper with cans.

d) The glass crusher starts. Continue feeding glass until the supply is
exhausted or the container is full. When the container is full the
CONTAINER FILLED STOP FEEDING lamp will illuminate.

d) Turn the control key switch to the ON position.

Issue: First

e) Move the operating switch to the BACK position to move the
pushing ram to the back position and close the compacting box.

b) Turn the main switch to the ON position.
c) Check that the ON light illuminates and that there are no red
warning lights.
d) If there are no red warning lamps, turn the key operated control
switch to the CONTROL ON position.
e) Press the START button and commence feeding material into the
shredder. Continue feeding material until the supply is exhausted
or the SILO FULL warning light illuminates.

8.2 Garbage Disposal Equipment Page 1

P&O Aurora
8.3 Incinerator
Maker:
No. of Sets:

Deerberg Systems
2

Introduction
(Note! All valves without a numerical prefix are part of the Deerberg
incinerator system and not the ship’s system. Where local system valves are
indicated, the suffix letter A indicates a valve for incinerator system A and the
suffix B for incinerator system B.)
The incinerators are designed for the disposal of sludge oil, pulped food and all
other solid waste, including plastic materials. The incinerators are installed in
the incinerator room, which extends from deck 1 to deck 4; the control station
is situated on deck 4. Incinerator support equipment is also installed in the
incinerator room, each incinerator having an ash container, a shredder with
solid waste silo and a food waste silo. A smoke detection system monitors the
smoke density and shuts down the system if necessary.
The incinerator has three burning chambers. The solid waste, the food waste
and the sludge oil are passed into No.1 chamber, which is the largest. The
incinerator is brought up to the operating temperature by burning diesel oil.
Two diesel oil burners are provided, each fitted with its own combustion air
fan. One of these diesel oil burners is in the main (No.1) burning chamber and
the other in the second burning chamber. The diesel oil burner in No.1 chamber
directs its flame downwards and across the chamber, whilst the burner in No.2
combustion chamber directs its flame downwards, in the direction of the
combustible gas flow.
No.1 burning chamber has a moving grate at its lower end which agitates the
solid waste in order to achieve better combustion. This agitation also moves
the ash to the lower part of the chamber. A turning grate at the bottom of No.1
burning chamber allows ash to be discharged through the ash gate into the ash
container. Combustible gases flow out of No.1 burning chamber at the top and
this gas then flows downwards through No.2 burning chamber and then
upwards through No.3 burning chamber, to the exhaust outlet. An exhaust fan
at the exhaust outlet draws the gases from the incinerator thus providing an
induced draught.
Combustion air for burning solid and food waste and for the combustion of
sludge oil, enters No.1 burning chamber through throttle discs in the lower part
of the chamber walls. Air is drawn in due to the negative chamber pressure
created by the induced draught (exhaust) fan. The throttle disc openings are set
at the commissioning of the incinerator and should not need adjusting. If they
do have to be reset in order to correct any defect in combustion, the adjustment
should take account of the need to maintain a negative burning chamber
pressure and to maintain the flue gas temperature below 350ºC.

Issue: First

Technical Operating Manual
A fresh air supply for cooling down the flue gases circulates through a
manifold around the incinerator, keeping the external surfaces of the
incinerator cool. The fresh air gains access to the flue gases leaving the
incinerator via baffles.
Ash discharges from the bottom of the No.1 burning chamber through a grate
into the ash chamber. The ash discharge gate is opened periodically by the
control system to discharge the ash to the ash container. After a period of
cooling, the ash container is sealed and then lifted, by a dedicated crane, to the
garbage room ready for disposal ashore. Ash containers are moved from the
incinerators to the storage space at the bottom of the incinerator room and to
the crane by means of a battery operated fork lift truck.
An alternative is to discharge ash to the sea when the ship is in waters where
such discharge is permitted and the master has given permission for the
discharge. In the garbage room close to the crane is a dedicated ash discharge
chute. This is essentially a double gate valve unit with the upper gate valve
allowing the ash access to the lower gate and the lower gate allowing the ash
access to the sea. The gates are pneumatically actuated, the lower gate opening
automatically when the upper gate is closed. A cover is locked in place over
the upper gate valve and is only removed when ash is to be discharged to sea.
With the cover removed, an ash container is placed on top of the discharge unit
above the upper gate valve. On the control panel, the button is pressed to open
the upper gate valve and when open the ash container can discharge its
contents onto the lower gate valve. The upper gate valve is then closed and
when closed the control system automatically opens the lower gate valve to
discharge the ash to sea. After a predetermined time the lower gate valve is
closed.
The Wet Waste/Pulper System
This system operates to remove food waste from food preparation and washing
areas to the food waste silos, in the incinerator rooms, ready for burning. Food
waste units located in galleys, sculleries and pot washing facilities discharge
food waste through piping to one of three water presses in the incinerator
room. Waste from the vegetable preparation area and the bone crushing room
is also fed to one of the three water presses.
The food waste units consist of a pulper, which breaks down the food waste
into smaller particles and mixes it with flushing water, supplied from a
reservoir tank, located in the engine room. The food is pumped, via a common
discharge pipe, to a slurry splitting valve system, which directs it to one of the
three water presses. The food waste units are independent and each has its own
control system which is activated locally. The slurry splitting valve system is
under the control of the water press control unit, allowing slurry to be directed
to a particular water press. The water press units drain the excess water from
the food waste and discharge it to the food waste silos. No.1 water press
discharges to No.1 food waste silo and No.3 water press to No.2 food waste
silo. No.2 water press is the standby unit, which operates when either of the
other units is not working, it can discharge food waste to either of the silos.

Two pumps, one operating and one on standby supply flushing water from the
reservoir tank to each of the food waste units. Actual supply to the disposal
area is regulated by a three-way valve, which directs water to the flushing bowl
of the unit or to the drain line after the pump. A booster pump is located on
deck 8 to ensure that a supply of flushing water reaches the food waste units
on decks 10 and 12. The reservoir tank is fitted with level sensors and these
activate the control system to drain water from the tank or replenish the tank
from the cold and hot technical water systems.
The pulper unit bowls can be drained of water directly to the pulper drain tank
via motorised valves. Overflow water from the pulper units is also directed to
this tank, as well as overflow and drain water from the reservoir tank and
overflow water from the water presses. This pulper drain tank is located at
deck 1 level in compartment 14. It can be pumped into the Black Water/Grey
Water (BW/GW) main and then overboard from one of the BW/GW tanks.
An homogeniser pump, fitted to the food waste silo, constantly circulates the
mixture of food and water in the silo, this ensures an even distribution of food
particles. The same pump can, in an emergency, be used for pumping the
contents of the silo overboard.
Food waste can be discharged to the sea when the ship is not in restricted areas,
but this discharge can only take place upon confirmation from the bridge that
the ship is not in restricted waters.
The food waste holding tank should be washed out after the food waste has
been burned or after the contents of the tank have been discharged to the sea.
Some of the food waste will stick to the walls of the tank and these deposits
will dry and solidify, preventing the next load of food waste from sliding down
the walls of the tank properly. To prevent this the tank must be water washed
after each discharge. The cleaning water may be drained to sea if in nonrestricted areas otherwise it must be pumped to the grey water tank system.
Procedure for Cleaning the Food Waste Holding Tank (Discharge to Sea)
a) Ensure that the food waste holding tank is empty of food waste.
b) Open the homogeniser pump discharge valve to sea (A418A/B)
and close the homogeniser pump recirculating valve (A419A/B).
c) Open the homogeniser pump overboard discharge valve.
d) Open the cleaning water valve ((A407A/B) to the tank in order to
form a water spray which washes the food waste from the tank
sides and the level probes.
e) Start the homogeniser pump to discharge the cleaning water to the
sea. If the ship is in restricted waters, the cleaning water must be
discharged to a grey water tank.)

8.3 Incinerator Page 1

P&O Aurora

Technical Operating Manual

Illustration 8.3a Incinerator

Key
Hydraulic
Shredder

Funnel

Hydraulic Oil
Dom. Fresh Water
/Food Waste

Extractor
Fan

Deck 4

Firefighting Socket
(CO2 Injection)
A102A

Marine Diesel Oil

Push Floor
Solid Waste
Silo

Air
Sludge

Hydraulic
Power Pack

Funnel

Fire Fighting CO2
* All Valves Prefixed With 'A'
Unless Stated

Deck 3
6 bar
Atomizing
Steam

Washing
Water

421A

420A

Food Waste
From Water Press

Hydraulic
Power Pack

To Incinerator B

To Burner 1A

From Incinerator B
Food Waste
Holding
Tank

267A

Diesel Oil
Burner 2A
65 l/h

Funnel

Hydraulic
Power Pack

Diesel Oil
Burner 1A
30 l/h

Food Waste
Injection Nozzle

Gas/Air
Regulators

Water
Press

Firefighting

Double
Feed Gate

538A

536A

535A

6-8 bar
Comp. Air

Incinerator A

Drain
269A
6-8 bar
Comp.
Air

413A
M

513A

514A

512A

Exhaust
Gas Fan

Sludge Burner
Max 70 kg/h

519A

To Sludge Oil
Burner

M

503A

Cleaning Out
Air Connection

418A 419A

537A 539A

Deck 2

Moving Grate

Compt 13
555A

Fresh Air
For Cooling
Flue Gases

555A

PI

PI

Compt 14

Turning
Grate

Steaming Out
Connection
+ PI

552A

Incinerator
DO Pumps
260l/h
4bar

DO Transfer
Pump

Issue: First

+ PI

Chamber 1

743A
4010

Incinerator
B

552A
DO Service
Tank 13P
32.02m3

To Boiler
DO Pumps

Chamber 3
Chamber 2

743A
2026

1048

Hydraulic
Power Pack

To Boiler
FO System
743A
4013

Ash Gate

LAH LAL

Sludge Oil
TK 14 (P)

711A
2072
Auxiliary Consumers
LT Fresh Water
Cooling System
711A
2065

Ash
Container

Sludge
Pumps
Deck 1

Hydraulic
Distribution

Incinerator A Systems Shown

Incinerator A
Hydraulic Power Pack

Illustration 8.3a Incinerator

P&O Aurora
Procedure for Pumping out the Pulper Drain Water Tank
This procedure is described in section 6.4.1, grey water system.
Supply of Material to the Incinerator
Materials for burning are brought to the incinerator automatically, the supply
system is under the control of the incinerator.
Solid Waste
The incinerator has a shredder, which breaks the solid waste into small
particles which are then directed to the solid waste silo by a screw conveyor.
The shredder is fed manually with bags of waste material and loose waste
material. A ‘silo full’ sensor is fitted to prevent over filling of the solid waste
silo; this shuts off the shredder when activated. A ‘silo empty’ sensor shuts
down the solid waste feed to the incinerator when activated.
Solid waste is shredded and passed to the storage silo by a screw conveyor.
Shredded waste from the solid waste silo is fed into the top of the No.1 burning
chamber via a feed chute; the feeding arrangement is synchronised with the
combustion cycle. This chute is fitted with an automatically controlled double
feed gate, which prevents flames from the incinerator passing into the solid
waste silo when the incinerator is being fed with solid waste. The solid waste
silo is fitted with a ventilation system which operates whenever the silo is
operating.The extractor fan suction points are located at the top of the silo and
the discharge is to the funnel. There is also a CO2 fire fighting system fitted,
with injection points located at the top of the silo.
Food Waste
Pulped food waste in the food waste silo is pumped to the food waste nozzle
located at the top of No.1 burning chamber. Immediately before the nozzle is
an atomising steam connection, which blows the food waste into the
incinerator.
Sludge Oil
Sludge oil is burned by injection into No.1 burning chamber, after that
chamber has reached a sufficiently high temperature when burning diesel oil.
Heated sludge oil is pumped to the incinerator burners, located below the
diesel oil burner in No.1 burning chamber. The sludge oil is atomised by
compressed air which has been heated by the flue gases.

Technical Operating Manual
Average waste capacity at a CV of 20 MJ/kg is approximately 190 kg/h
Food waste capacity is 100kg/h.
Synthetic materials, such as PVC, have calorific values of 40,000 to 60,000
kJ/kg and if excessive quantities of these materials are burned, the combustion
chamber temperature and exhaust gas temperature will be excessive. Synthetic
materials must not exceed 10% of the total charge at any one time, in order to
prevent excessive temperatures. High temperature results in the incinerator
shutting down until the temperature has reduced to an acceptable level (this is
part of the control programme). The maximum combustion capacity for sludge
oil is 70 kg/h. Classification Society rules state that materials with flash points
of 60ºC and below must not be burned.
Large amounts of plastic should not be supplied to the incinerator at any one
time. If large quantities of plastic materials have accumulated, they should be
fed to the shredders at intervals, rather than as a single amount.
Incinerator Temperature Limiters
These temperatures are set at the Dicon SM controller.
The main and secondary burning chamber maximum temperature must not
exceed 850ºC and the burner will cut out at this temperature. The lower
temperature limit for the burning chamber is set at 800ºC and if the chamber
temperature drops below this value, the burner will be ignited.
The feeding of solid waste to the burning chamber commences when the
temperature reaches 500ºC, the preheat temperature. Waste feeding stops at
850ºC. Food waste burning starts at 700ºC. The incinerator access door is
locked at 100ºC and all systems are locked out and an alarm is triggered if the
burning chamber reaches 1100ºC.
The burners are shut off and waste feeding stops if the exhaust temperature
leaving the incinerator exceeds 350ºC. In the event of a high exhaust
temperature shutdown, the incinerator can be restarted by pressing the reset
button when the exhaust temperature has fallen below 350ºC and the cause of
the high temperature has been determined and rectified.
Procedure for Preparing the Incinerator for Operation
(Note! There is an emergency stop button outside the incinerator room on deck
4 level allowing the compartment to be evacuated in an emergency and the
incinerator(s) stopped after the doors have been closed.)

Incinerator Operating Capacities

a) Ensure that there is electrical power available.

The capacity of the incinerator depends upon the calorific value of what is
being burned.

b) Prepare the diesel fuel oil system for operation. The diesel oil
system is part of the Deerberg arrangement, with a pipe
connection to DO service tank 13 suction line. Open the DO
service tank suction valve 743A2026.

Average waste capacity at a CV of 15 MJ/kg is approximately 220 kg/h

Issue: First

c) Open the Deerberg incinerator DO pumps supply valve
743A4010 and Deerberg line valve A556.
d) Open incinerator DO pump suction valves A552 and discharge
valves A555.
e) Set one incinerator DO pump as the operational pump and the
other as the standby, to cut in if the supply pressure falls.
f) Open the incinerator DO burner supply valves A269A and A269B
and the return valves A267A and A267B.
g) Ensure that the burner management control boxes are operational.
(Note! These boxes control the furnace purge cycle, actuate the ignition system
and regulate the fuel and combustion air supply. They also monitor the flame
and sense flame failure. The burner fan and burner oil pump are operated at the
same time by one electric motor. As the fan must operate before and after the
flame has been extinguished, the burner oil pump also operates, but the burner
is shut off and oil is released by a spring loaded pressure controller back to the
DO service tank.)
Procedure for Heating-up the Incinerator
a) The incinerator must be cleared of ash and prepared for operation,
by ensuring that all access doors are closed.
b) At the main control box press the INCINERATION ON
pushbutton.
c) After starting, the incinerator must be supervised locally until the
automatic temperature control commences operation.
d) The incinerator will commence automatic operation and the
following processes will take place.
The exhaust gas fan will be started on low load to purge the burning chambers.
After purging, burner No.1 will ignite and if successful, burner No.2 will
ignite.
The access door is locked when the temperature exceed 100ºC. The feed gates
and ash gate are locked. The moving grate commences operation (moves
backwards and forwards).
The burners will continue operation until the preheat temperature reaches
approximately 500ºC to 600ºC.
e) The form of incineration may be selected after the heating up
procedure is complete; there are four incineration processes:

8.3 Incinerator Page 2

P&O Aurora
i.
ii.
iii.
iv.

Solid waste incineration
Solid waste incineration plus food waste burning
One sludge burner operating, plus food waste burning
Two sludge burners operating, plus food waste burning

Procedure for Stopping the Incinerator
a) On the incinerator control panel, press the INCINERATION OFF
pushbutton.
b) When the burning chamber temperature has exceeded 600ºC for
more than 20 minutes after the last charge, there will be no more
burnable material remaining in the chamber. The diesel oil
burners can then safely be shut down, the control system will do
this automatically.
c) The exhaust gas fan and the burner fans will continue operating
for 2 hours after the burning chamber temperature has fallen to
100ºC. The main switch must not be opened until the fans have
stopped.
Solid Waste Incineration
Procedure for the Incineration of Solid Waste
a) The burning of solid waste can commence when No.1 burning
chamber temperature reaches 500ºC to 600ºC.
b) Ensure that the incinerator is operating correctly on diesel oil and
that all instruments are reading accurately.
c) Ensure that there is sufficient solid waste in the solid waste silo.
The solid waste shredder will have been working to fill the silo
even when the incinerator may have been warming up or burning
other materials.
d) At the control panel, press the WASTE BURNING pushbutton.
This starts the silo conveyor system which commences automatic
feeding of solid waste into the incinerator. After some waste has
been supplied, the transport system stops and the upper feed gate
opens, allowing the waste to fall onto the lower gate. The upper
feed gate closes and when closed, the lower feed gate opens to
discharge the waste into No.1 burning chamber. The lower feed
gate closes.
e) After some solid waste material has been supplied, the exhaust
gas fan automatically changes over to high speed running. This
draws more combustion air into the incinerator, to ensure
complete combustion of the solid waste.

Issue: First

Technical Operating Manual
f) The incinerator will operate under automatic control, the supply
of shredded solid waste is regulated to a predetermined
programme. There is a time delay between waste feedings. If the
incinerator No.1 burning chamber temperature rises above 850ºC,
No.1 diesel oil burner will be shut off and No.2 diesel oil burner
will be shut off if the temperature in No.2 burning chamber
reaches the same value. The burners will start again when the
chamber temperature falls to 800ºC. Waste feeding will stop if the
temperature exceeds 850ºC, or if the smoke density alarm is
activated.
g) If any chamber temperature exceeds 1100ºC, both burners are
shut off and locked out, the feed gate is locked and an alarm is
raised.
h) If an alarm is raised, the duty engineer must observe the
temperature and if it continues to rise, the air supply throttle discs
must be closed slightly to reduce combustion intensity. When the
temperature falls to below 850ºC the ALARM RESET button can
be pressed. When the temperature falls below 800ºC, automatic
feeding of waste will commence, the diesel oil burners will
operate and the incineration process will continue.
The air supply throttle discs must be reset to their original
openings.
i) The burning of solid waste will continue automatically until the
solid waste silo is empty. When the silo empty sensor is activated
the feeder will shut down and the incinerator will remain
operating for a predetermined period until all solid waste in the
incinerator has burned. The incinerator will then continue
operating on the diesel oil burners in order to maintain the
temperature.
Procedure for Stopping Solid Waste Incineration
a) Stop the solid waste transport system from feeding solid waste to
the incinerator.
b) Allow the solid waste in the incinerator to burn completely and
then de-ash the incinerator.
c) The incinerator may be stopped by pressing the INCINERATION
OFF pushbutton, as previously described in the procedure for
stopping the incinerator. This will shut down the incinerator.
However, if it is intended to burn sludge oil the procedure for the
burning of sludge oil should be followed, rather than stopping the
incinerator after de-ashing.

Food Waste Incineration
Procedure for Operating the Pulper Unit
a) Ensure that all the food waste units in the galleys, sculleries,
vegetable preparation and pot washing facilities, as well as the
bone crushing unit, are operational with all valves open. These
units will operate when the control switch is activated and
automatically discharge food waste to one of the water press units
in the incinerator room. Food waste units are located as listed in
the following table. All non-motorised valves must be manually
opened before operation of the unit.
Description

Unit Type.

Deck

Bone crusher

No.1 MP 604H

4

Vegetable preparation

No.2 MP 604L

4

Crew galley scullery

No.3 MP 604L

5

Crew galley pot wash

No.4 MP 604L

5

Main galley scullery

No.5 MP 604L

6

Main galley scullery

No.6 MP 604L

6

Main galley pot wash

No.7 MP 604L

6

Bistro scullery

No.8 MP 604L

8

Bell box pot wash

No.9 MP 604L

10

Conservatory scullery

No.10 MP 604L

12

Fast food area scullery

No.11 MP 604L

12

b) Ensure that the slurry splitting valve nest is under the control of
the water press system and that the system is activated.
c) Check that the reservoir tank level is within limits and that the
high and low level sensors are operational.
d) Set one of the flushing pumps as the operational pump and the
other as the standby pump. Ensure that the pump valves are under
the control of the reservoir tank control system.
e) Start the flushing water system and check that water is returning
to the reservoir tank from the pulper units.
f) Start the water press system.
g) Start the pulper units at their individual locations as required.
Food waste will be pulped and discharged to the water press units which will
in turn discharge it to the food waste silos.

8.3 Incinerator Page 3

P&O Aurora

Technical Operating Manual

Procedure for Operating the Food Waste Silo

The steam line solenoid valve opens for 3 seconds to atomise the
food waste and spray it into the burning chamber.

a) Ensure that the pulper system is set for supplying pulped food
waste to the silo system.

Steam is shut off and after a time delay, food waste pump M33
starts to fill the section of pipe again.

b) Ensure that the solid waste silo vent fan is operating, as this also
vents the food waste silo.
c) Check that the food waste silo wash water valve A404A or
A407B, is closed.
Procedure for the Incineration of Food Waste
Food waste incineration can only take place at the same time as solid waste
incineration or sludge oil burning.
a) Open the homogenised food waste recirculation valve, A419A or
A419B.
b) Open the silo discharge gate valve, A414A or A414B, to the
incinerator.
c) Check that the silo overboard discharge valve, A418A or A418B,
is closed.
d) Open the steam supply valve, A402A or A402B, to the food waste
nozzle.
e) Check that the motorised steam valve, A421A or A421B, to the
food waste nozzles are operational and under control of the
control system.
f) When the incinerator is sufficiently preheated, press the FOOD
WASTE BURNING ON pushbutton.
The programmable controller has a set time delay which prevents operation of
the food waste burning system until a delay of a least 15 minutes has occurred
since the start of solid waste or sludge burning. This ensures the correct
environment for drying and burning of the injected food waste.
g) When the time delay has expired, the food waste feeding
sequence will commence under automatic control and the
following processes will take place:
Homogeniser pump M32, in the food waste silo, starts to mix the
food waste and water.
Food waste pump M33 starts and operates for 5 - 10 seconds in
order to fill the final section of pipe between the steam inlet
socket and the spray nozzle. The pump stops.

Issue: First

The process repeats until the food waste silo is empty or the
process is stopped manually.

Procedure for Burning Sludge Oil in the Incinerator
(Note! When burning sludge, oil high temperatures can result and the control
system may shut down the auxiliary diesel oil burner occasionally, restarting it
when the temperature falls below 800ºC.)
a) Pump sludge oil to the dedicated sludge oil tank from the ship`s
sludge oil tank (open suction valve 771A1804) and let it settle
overnight or for about 8 hours with heating steam applied.

h) The low level switch in the food waste silo will activate the food
waste incineration shutdown procedure. This involves stopping
homogenising pump M32 and feeding pump M33.

b) Drain water from the tank and ensure that trace heating is applied
to all sludge oil lines.

i) An alarm is activated and must be cancelled by pressing the
ALARM RESET pushbutton.

c) Switch on homogeniser pump M50 and ensure that the sludge oil
feed pumps M51 and M52 are switched to automatic operation.

j) Close the steam valves to the food waste nozzle.

d) Ensure that the incinerator is at the correct temperature (a
minimum of 600ºC) for burning sludge oil and that the exhaust
temperature is sufficiently high enough to heat the compressed air
for atomising the sludge oil. Both diesel oil burners should be
operating.

(Note! Steam blasts the food waste through the spray nozzle at a high velocity
and this atomises the food waste. The spray nozzle is shaped to allow almost
100% of the food waste to hit the burning chamber walls with only a small
amount falling into the ashes.)
Procedure for Pumping the Contents of the Food Waste Silo Overboard
a) Check that it is permissible to pump food waste overboard.
b) Set the valves as in the following table:

Position

Description

Silo A
Valve

Silo B
Valve

Closed

Homogenising valve

A419A

A419B

Open

Silo discharge valve

A418A

A418B

Open

Discharge line valve

763A1001

763A1002

Open

Overboard discharge non-return valve

Open

Overboard discharge
ship’s side valve

763A1003
763A1004

c) Start the pump and discharge the contents of the food waste silo
overboard.
d) When the silo is empty, stop the pump and shut all the valves.

e) Open the compressed air supply valve to the sludge burner,
A535A or A535B.
f) Ensure that the sludge oil burner remote controlled sludge supply
valve, A538A or A538B, is operational.
g) Ensure that the sludge burner purge air line valves, as in the
following table, are closed:
Description

Incinerator A Incinerator B
Valve
Valve

Compressed air inlet valve to
sludge oil line

A513A

A513B

Remote controlled sludge oil
line compressed air inlet valve

A512A

A512B

Compressed air inlet
non-return valve to sludge oil line

A519A

A519B

h) Ensure that the sludge oil supply valve, A503A or A503B, is open
and that the associated remote controlled valves are operational.
i) When the sludge temperature at the temperature controller
reaches 55-65ºC, the burning of sludge can commence.
j) On the control panel, depress the SLUDGE BURNING ON
pushbutton for sludge burner No.1 and/or sludge burner No.2,
depending upon which sludge burner(s) is/are to operate.

8.3 Incinerator Page 4

P&O Aurora
k) The sludge burners will continue burning sludge until the tank
low level is reached. At this point an alarm is triggered and the
sludge burners will shut down. The diesel oil burners will
continue operating in order to maintain incinerator temperature.
l) When the sludge oil is ignited properly and is burning with a
stable and continuous flame, the diesel oil burners are
extinguished (there is a 30 second delay). The flame may be
observed through the inspection glasses.
A flame scanner is fitted and the flame produced by the burning
of sludge is continuously monitored. If the flame is extinguished
an alarm is triggered and the sludge pump is stopped.

Technical Operating Manual
Procedure for Stopping Sludge Oil Burning

Procedure for De-ashing the Incinerator

Automatic

Automatic De-ashing

Sludge burning is stopped automatically when the incinerator sludge oil tank
level falls to the low level mark. At that low level, an alarm is raised to warn
the operator, the sludge pump stops and the motorised atomising air valve
closes.

This is undertaken as part of the automatic operation of the incinerator. During
operation of the incinerator, ash falls through the moving and turning grates
into the ash chamber. The programmable controller opens the ash gate to
discharge ash into the ash container. This process is on timer control. When the
ash container is full, this is indicated in the machinery control room and
manual changing of the ash container is required.

The alarm reset button must be pressed when the sludge burning system has
shut down.

Manual De-ashing
Manual

m) The operator may stop the burning of sludge manually by
depressing the SLUDGE OIL BURNING pushbutton.

a) Press the SLUDGE OIL BURNING OFF pushbutton. This stops
the sludge pumps.

n) The homogeniser pump will be stopped, trace heating switched
off, all sludge valves closed and the air supply valves closed.

b) The diesel oil burners may be switched off if the incinerator is to
be taken out of service or they may be used to maintain
incinerator temperature if the incinerator is to be operated with
solid waste.

If the sludge does not burn by itself it is possible to operate diesel oil burner
No.1 in parallel. The procedure for this is as follows:
a) Press the push button BURNER ASSISTANCE FOR SLUDGE
BURNING ON. This will ensure that diesel oil burner No.1
operates continuously.
b) As soon as a stable sludge flame is produced the diesel oil burner
No.1 may be extinguished by pressing the button marked
BURNER ASSISTANCE FOR SLUDGE BURNING OFF.

Ideally, manual de-ashing should be undertaken after a cooling down phase
prior to starting another incineration period.
a) Ensure that the exhaust gas fan is shut off during manual deashing in order to prevent ash from being sucked through the fan
and discharged via the funnel.
b) The main control switch should stay in the ON position.

c) Close all the sludge valves and the atomising air valves for the
sludge system.

c) The burning chamber temperature must be below 100ºC.

d) Switch off the trace heating to the sludge system.

d) Press the DE-ASHING button. If the burning chamber
temperature is above 100ºC, an alarm message will indicate that
manual de-ashing is not allowed.
e) The burner motors (driving the diesel oil pumps and fans) must be
stopped.
f) The ash gate is opened for a period; an indicator illuminates when
the ash door is fully open.
g) When the ash has been discharged from the ash chamber, press
the DE-ASHING OFF pushbutton.
h) Close the ash gate; an indicator illuminates when the gate is
closed.
i) Start the incinerator operation again by releasing the exhaust gas
fan and the diesel oil burners and fans to operate.

Issue: First

8.3 Incinerator Page 5

P&O Aurora
Procedure for Disposing of Ash to the Sea
a) Ensure that the ship is in unrestricted waters where ash can be
discharged to the sea.
b) Move ash container(s) to deck 4 level in the garbage room using
the fork lift truck and crane.
c) Check that the gate valves on the ash disposal unit are closed;
unlock the cover on the ash disposal unit and remove the cover.
d) With the aid of the fork lift truck, which will have been moved to
the garbage room for the purpose, place the ash container over the
ash disposal unit.
e) Ensure that the air supply valve (752A1121) to the ash disposal
unit is open and that the unit air inlet valve (752A1123) and the
unit vent valve (752A1175) are open.
f) At the ash disposal unit control panel, move the main switch to
the ON position and check that there is power available.

Technical Operating Manual
Diesel Oil Supply System
Diesel Oil Supply Pumps
Make:
Type:
No. of Sets:
Capacity:
Motors:

Prinzpumpen
BMS 2-12RD
2
260l/h 4bar
0.37kW 830rpm

The incinerators burn Diesel Oil to raise the furnace temperatures high enough
to ensure complete combustion of all the materials put in them. Two diesel oil
pumps supply DO to the incinerators, the supply always being in excess of that
used; the excess DO returns to the DO service tank. The incinerator DO pumps
are part of the incinerator system and are fitted with internal relief valves
which return oil to the pump suction, thus maintaining pump delivery pressure.
Procedure for Supplying Diesel Oil to the Incinerators
a) The DO service tank spring loaded drain valve should be opened
to check for the presence of water. If water is present, the valve
should remain open until all of the water is drained off.

g) Check that the lower knife gate valve is closed.
b) Check that the DO pump suction strainers are clear.
h) Press the OPEN UPPER VALVE button and check that the Upper
Knife Gate Valve lamp illuminates.
i) Open the door at the base of the ash container to discharge ash
into the unit.
j) Press the CLOSE UPPER VALVE button and check on the
control panel that the Upper Knife Gate Valve Closed lamp is
illuminated.
k) When the upper valve is closed the lower knife gate valve will
open for a predetermined period in order to discharge the ash to
the sea. The discharge lamp on the panel will be illuminated
during the discharge period. The lower knife gate valve will close
and the light will be extinguished.
l) This procedure can be repeated for any other ash containers.
When all the ash containers have been emptied, the disposal unit
cover is fitted back in place and locked, the air valves are closed
and the main switch is moved to the OFF position.

c) Ensure that the incinerator is ready for operation.
d) Set the valves as in the following table:
Position

Description

Valve

Open

DO service tank quick closing suction valve

743A2026

Open

Incinerator DO pump inlet valve

734A4010

Open

Incinerator No.1 DO pump suction valve

Open

Incinerator No.1 DO pump discharge valve

Open

Incinerator No.2 DO pump suction valve

Open

Incinerator No.2 DO pump discharge valve

Operational

No.1 incinerator pressure control
DO return valve

Operational

No.2 incinerator pressure control
DO return valve

e) Set one of the DO pumps to operational and the other to standby.
f) When the incinerator system is ready for operation, start the DO
pump on automatic and start the incinerator.

Issue: First

8.3 Incinerator Page 6

P&O Aurora

Technical Operating Manual
Procedure for Setting the Accommodation Hot Potable Water
Recirculation System

8.4 Fresh Water Systems
Introduction

a) Set the valves in the engine room as described in section 6.3.4.
Hot and cold potable water is circulated around the ship using dedicated ring
mains at each deck level. Water is recirculated constantly which avoids the risk
of stagnant water remaining in any part of the system, no matter how short the
pipe run, for any period of time. It also ensures that hot water at the correct
temperature is always available at each outlet. Spur branches are taken from
the ring mains to supply individual cabins, groups of cabins or other users such
as galleys and jacuzzis.
Valves fitted in the ring mains at certain locations allow a section of the ring
main to be isolated. This enables work to be carried out on outlets in the
isolated section without interfering with the water supply to the other locations
supplied by the ring main.
Hot and cold potable water is supplied to the ring mains at various decks via
pressure reducing valves as shown below.
Potable Water Supply Mains
Main No.

Location

Pressure Reducing
Valve Setting

Main 1

Galleys

4.7bar

Main 2

Decks 02 - 04

3.8bar

Main 3

Hospital

3.8bar

Main 4

Decks 05 - 07

4.9bar

Main 5

Decks 08 - 10

5.8bar

Main 6

Decks 11 - 13

6.6bar

Main 7

Pools

3.5bar - 6.6bar

The valves to be set in the engine room to supply these deck mains are given
in section 6.3.4 Potable Hot Water System and section 6.3.5 Potable Cold
Water System.

Jacuzzi No. (deck)
1 (12)

Valves
723A2307 723A2312 723A2317
723A2322 723A2327 723A2332

3 (12)

723A2305 723A2310 723A2315
723A2320 723A2325 723A2330

4 (8)

723A2308 723A2313 723A2318
723A2323 723A2328 723A2333

5 (12)

723A2306 723A2311 723A2316
723A2321 723A2326 723A2331

b) Set the recirculation valves as in the following table:
Recirculating Line Forward Ship
Deck

Valves

12 fwd

1000l/h

723A2177 723A2133 723A2251 723A2340

11 fwd

1000l/h

723A2176 723A2132 723A2341

10 fwd

1000l/h

723A2175 723A2131 723A2253 723A2342

9 fwd

1000l/h

723A2174 723A2130 723A2343

8 fwd

1000l/h

723A2173 723A2129 723A2344

6 fwd

1000l/h

723A2172 723A2128 723A2256 723A2345

5 fwd

1000l/h

723A2171 723A2127 723A2346

4 fwd

1000l/h

723A2170 723A2126 723A2259 723A2347

4 aft

1000l/h

723A2169 723A2125 723A2348

3 fwd

1000l/h

723A2168 723A2124 723A2349

3 aft

1000l/h

723A2167 723A2123 723A2350

2 fwd

1000l/h

723A2166 723A2122 723A2351

2 aft

1000l/h

723A2165 723A2121 723A2352

Hospital

500l/h

723A2164 723A2120 723A2353

Total

13500l/h

Paddling Pool
(8)

723A2309 723A2314 723A2319
723A2324 723A2329 723A2334
c) Set the hot potable water system to operational, as described in
section 6.3.4.

(Note! If any outlet requires attention, the necessary ring main isolating valves
must be closed in order to isolate that section of ring main.)

Recirculating Line Aft Ship
Deck

Valves

11 aft

1000l/h

723A2185 723A2141 723A2289 723A2354

10 aft

1000l/h

723A2184 723A2140 723A2355

9 aft

1000l/h

723A2183 723A2139 723A2356

8 aft

1000l/h

723A2182 723A2138 723A2357

6 aft

1000l/h

723A2181 723A2137 723A2293 723A2358

5 aft

1000l/h

723A2180 723A2136 723A2359

Crew galley 1000l/h

723A2179 723A2135 723A2360

Main galley 1000l/h

723A2178 723A2136 723A2361

Total

Issue: First

Jacuzzis and Paddling Pools

500l/h

8.4 Fresh Water Systems Page 1

P&O Aurora
Procedure for Setting the Accommodation Cold Potable Water
Recirculation System

Technical Operating Manual
Recirculating Line Aft Ship
Deck

a) Set valves in the engine room as described in section 6.3.5.
b) Set the recirculation valves as in the following table:
Recirculating Line Forward Ship
Deck

Valves

Valves

11 aft

400l/h

722A2252 722A2379 722A2388 722A2208

10 aft

400l/h

722A2251 722A2381 722A2207

9 aft

400l/h

722A2250 722A2382 722A2206

8 aft

200l/h

722A2249 722A2383 722A2205

6 aft

400l/h

722A2248 722A2384 722A2390 722A2204

5 aft

400l/h

722A2247 722A2385 722A2203

Crew galley 400l/h

722A2246 722A2386 722A2201

Main galley 400l/h

722A2245 722A2387 722A2200

12 fwd

400l/h

722A2244 722A2365 722A2392 722A2199

11 fwd

400l/h

722A2243 722A2366 722A2198

10 fwd

400l/h

722A2242 722A2367 722A2394 722A2197

9 fwd

400l/h

722A2241 722A2368 722A2196

8 fwd

400l/h

722A2240 722A2369 722A2195

6 fwd

400l/h

722A2239 722A2370 722A2396 722A2194

Jacuzzis and Paddling Pools

5 fwd

400l/h

722A2238 722A2371 722A2193

Jacuzzi No. (deck)

Valves

4 fwd

400l/h

722A2237 722A2372 722A2398 722A2192

1 (10)

722A2335 722A2336

4 aft

400l/h

722A2236 722A2373 722A2191

3 (11)

722A2331 722A2332

3 fwd

400l/h

722A2235 722A2374 722A2190

4 (07)

722A2337 722A2338

3 aft

400l/h

722A2234 722A2375 722A2189

5 (11)

722A2333 722A2334

2 fwd

400l/h

722A2233 722A2376 722A2188

Paddling Pool (10)

722A2339 722A2340

2 aft

400l/h

722A2232 722A2377 722A2187

Hospital

200l/h

722A2231 722A2378 722A2186

Total

5400l/h

Total

3000l/h

Swimming Pools
Pool (Deck)

Valves

Crew pool (5) 722A2341 722A2342 722A2343 722A2344 722A2345
Pax pool (7)

722A2346 722A2347 722A2348 722A2349 722A2350

Pax pool (10)

722A2351 722A2352 722A2353 722A2354 722A2355

Pax pool (11)

722A2356 722A2357 722A2358 722A2359 722A2360

d) Set the cold potable water system operating as described in
section 6.3.5.
(Note! If any outlet requires attention, the necessary ring main isolating valves
must be closed in order to isolate that section of ring main.)

Issue: First

8.4 Fresh Water Systems Page 2

P&O Aurora

Technical Operating Manual

Illustration 8.4a Potable Cold Water Accommodation System

Example Accommodation
Ringline

2183

Deck - 14

Supply For
2 -3 Cabins

2179

2180

Deck - 13

Supply For
4 - 10 Cabins

Supply For
1 Cabin

2177

2178

Detail - X

Detail - Y

2327

Whirlpools
2329
2169

Swimming pools

2181
2173

2328

2167

2182

2174
2170

Deck - 12

2171

TI

2168
2172

2154

2165

2362

2163

2166

2161

Detail - J

2153

2155

2153

2154

2151

Detail K

2164

Deck - 11

Detail A
2149

2152

2150

Detail J

2158

2147

2143

Wheel House
Window Washing

2135
2141

To Swimming Pool Overflow Tank
Detail - M

Detail - L

2142
2134
2132

Channel Chart
Recorder

2202

2133

Detail A
2121

2/3 - Bar

Detail L

2144

2122

2313
2314

2139
2403

Alarms To
IMACS

2156

2146

2136

PH &
Chlorine
Analyser

2311
Launderette

2160

2145

Detail Y
2148

2137

Deck - 10

2157

2162

Detail X
2138

Detail - K Far Point Recording

2159

2140

2131

2129

2119

Detail X

2123

Deck - 9

2127

2307

Detail M

Detail Y

2128

2117

2306

2296

2310 2309 2308

2130
2125

2295
2297

2305

2304

2294

2293

2303

2302

2292

2291

2120
2126
2107

2105

2118

2115
2116

Deck - 8

2124

2113

Launderette

Launderette

2111

2106
2104
2114

2299

2109
2112

2103

2298

2288

2287

Detail A
2110

Detail - A

2101

2108

2102

2097
2099

Circulation
Branch Example

Key
Domestic Fresh Water

2095

2100
2098

Electrical Signal
FM

2096

Risers To Upper Decks
2364

2094

FM

Potable Water
Recirculating

Issue: First

All Valve No.s Prefixed
722A Unless Stated

Illustration 8.4a Potable Cold Water Accommodation System

P&O Aurora
2092

Technical Operating Manual
Illustration 8.4b Potable Cold Water Accommodation System

Detail X-Y

Example Accommodation

2090
2093

Ringline

2084
2091

2086

Deck - 7

2081
2079

2087
2085
2080

2075

Supply For
2 -3 Cabins

2082

Detail A

Deck - 6

Supply For
4 - 10 Cabins

Supply For
1 Cabin

2073

2076

2065

2067

2077

Detail - X

2078

Detail - Y

2066
2402

Whirlpools

2071

2074

2063

Swimming pools

2064
2184
2044
2185
2062

Deck - 5

2149
2148

2069

2072

2147

2060
2058

2045
2046

2061

2042

2051

2055

Detail - N

2053

2040

2043

2068

Detail A

2056

2059
2057

2032

TI

2070

Detail - O

2054

2031

2282

2038

Deck - 4

2052

2041

2409

Launderette

2050

2279

2036
2039

2322

2034

2037

Detail O

2277

2284

2030
2033

2035

2028

2280

2285

Launderette

2026
2029

Deck - 3

Detail N
2024

2020

Detail - P

Detail - Q

2027

2320

Detail Q

2281

2286

2407

2022
2025

2019

2258

2021

2023

2017

2015

Launderette

Detail A

2266 2267
2268 2269
2262

2013

Deck - 2

2018
2011

2014

2259

2016

Detail P

2405

15
40

2009

2270

2263

Launderette

2275
2260

2012

2008

2010

2271

2006

2323

2272

2274
2273

2261

Deck - 1
2004
2005

2319

2002

2404

2007

80

2318

100
65

2317

80

2003

2001

32

Detail - A
Circulation
Branch Example

125

Domestic Fresh Water

2315

40
100

Distribution From
Potable Cold Fresh Water System
in Machinery Spaces
(illus. 6.3.5b)

Issue: First

Key

2316

FM

32

Risers To Upper Decks

FM

Potable Water
Recirculating

All Valve No.s Prefixed
722A Unless Stated

Illustration 8.4b Potable Cold Water Accommodation System

P&O Aurora

Technical Operating Manual

Illustration 8.4c Potable Hot Water Accommodation System
Example Accommodation

Ringline

Deck - 14

Supply For
2 -3 Cabins

Deck - 13

Supply For
4 - 10 Cabins

Supply For
1 Cabin

Detail - J

Detail - X

22301

Whirlpools

Deck - 12

Launderette

2231
2114

TI
2112

Deck - 11

2118
2119

Detail A

Detail J

2116

2232

2110

2113

Detail X

2117

2106

2115

2108

2111
2109

2104

Wheel House
Window Washing

2098

2100

Detail - M

Detail - L

2107

Deck - 10

Detail L

2102

2105
2099

2364

2096

2103

Detail A
2086

2226

2097
2095

2084

2094

Detail X

Deck - 9

2225

2217

2229 2228 2227

2101

2092
2090

2216
2218

2224

2223

2215

2214

2222

2221

2213

2212

2093
2088

2091

Detail M

2085

2082

Launderette

Launderette

2089
2083

2081

2080

2220

2087

2078

2219

2211

2210

2076

Deck - 8

2072
2079

2074

Detail A

2077

Detail - A

2071
2075

2070

2069

2073

Circulation
Branch Example

Key

2067

Domestic Fresh Water
2065

2068

FM

Risers To Upper Decks

2066
FM
2363

Issue: First

2064

Potable Water
Recirculating

All Valve No.s Prefixed
722A Unless Stated

Illustration 8.4c Potable Hot Water Accommodation System

P&O Aurora

Technical Operating Manual
Illustration 8.4d Potable Hot Water Accommodation System

Example Accommodation

Detail X

Ringline

Deck - 7
2063

Supply For
2 -3 Cabins

2362

Detail A

Supply For
4 - 10 Cabins

Supply For
1 Cabin

2060

Detail - X

2062

Deck - 6

Detail - N

2061

Whirlpools

2206
Launderette

2058
2059
2044

2207
2057

Deck - 5

TI
2049

2047

2055
2053

2045

2048

Detail A

2051

2042

2046

2208
2209

2056
2054
2052

2032

2050

2040

2043

2031

Detail - P

Deck - 4

Detail - O

2038
2041
2036
2034

2039

2248

Detail O

2203

2037

2030

2035

2028

2033

2026

Deck - 3

2192 2193
2194 2195
2190

2202

2204

2191

Launderette

Launderette

2029

Detail N
2027

2197

2205

2024

2198

2196
2200

2201
2199

22246
2022

Detail Q

2025

2019
2020

2023

2017

Detail - Q

Detail A

Deck - 2

Detail - A

2021

2015

Circulation
Branch Example

2013
2018
2011

2014

2186

2016

Detail P

2366

Launderette

2012

Deck - 1

15

FM

2010

2008

65

2009

2006

2187

2004

2188

15

FM
2005

65

2002
2245
2365

65

2007

80

2189

Potable Water
Recirculating

2003

2244

2000
2243

Key

65
65

Domestic Fresh Water
25

Distribution From
Potable Hot Fresh Water System
in Machinery Spaces
(illus. 6.3.4a)

Issue: First

Risers To Upper Decks

All Valve No.s Prefixed

IIlustration 8.4d Potable Hot Water Accommodation System

P&O Aurora
8.5 Sewage Treatment and Collection
Maker: JETS Vacuum AS
Introduction

Technical Operating Manual
require attention, the branch line to which it is connected must be isolated by
closing the appropriate diaphragm valve leading to the branch. This will make
all lavatory pans and urinals, connected to the branch inoperative.
Procedure for Operating the Sewage System

Valve

Type

Deck

Compartment Fire Zone

761A0112

DV

03

07

761A0113

DV

04

03

761A0114

DV

05

03

The sewage collection system operates under vacuum. The collection tank
system is described in section 6.4.2 Sewage (Black Water) Vacuum Units. The
sewage treatment plant operates on a biological system using bacteria action
and this is described in section 6.4.3 Sewage (Black Water) Treatment Plants.
The collection system involves the pipework from the lavatory pans and
urinals to the vacuum units.

a) Ensure that the lavatory pan EDF valves and the urinal automatic
valves are supplied with flushing water and with electrical power.

761A0115

DV

05

03

761A0116

DV

06

03

b) Open the valves as in the table below. The valves for a system
should always be open unless work is being carried out on one
branch of that system.

761A0117

DV

05

03

761A0118

DV

06

03

761A0119

DV

08

03

Each vacuum unit is connected to a set of lavatory pans and urinals using
dedicated pipework. There are cross connections at the vacuum units which
allow the pipework supplying vacuum unit No.1 to be connected to vacuum
unit No.2 and vice versa. Also the pipework supplying vacuum unit No.3 to be
connected to vacuum unit No.4 and vice versa.

c) Start the vacuum system operation, as described in section 6.4.2.

761A0120

DV

08

03

d) Start the biological sewage treatment plant operation as described
in section 6.4.3.

761A0121

DV

08

03

761A0122

DV

04

04

e) Check the system for leaks.

761A0123

DV

09

03

f) Check that the system can maintain the correct vacuum.

761A0124

DV

09

03

761A0125

DV

09

03

761A0126

DV

10

03

761A0127

DV

11

03

761A0128

DV

11

03

761A0129

DV

10

03

761A0130

DV

11

03

761A0131

DV

12

03
03

The inlet line to the vacuum unit connects with a number of main sewage
vacuum lines via diaphragm valves. Each of these main lines has a number of
branch lines, which connect with the main line via a diaphragm valve. Sewage
lines inside protected areas are fitted with remote hydraulically operated
straight cocks. These allow the lines to be isolated from the safety control
centre, preventing water flowing from a compartment should it be flooded. The
end of each main pipe and branch pipe is fitted with a screw cap which can be
removed for cleaning the pipeline. Automatic air admission valves are fitted at
various points in order to admit air to the system should the vacuum become
excessive.

The main and branch valves associated with each vacuum unit, together with
the type and location of the valves, are given in the following table.
Sewage Treatment Unit Valves
DV:

Diaphragm Valve

SCHO: Straight Cock Hydraulically Operated

Each lavatory pan is connected to its branch pipe by means of an electronic
flushing and discharge (EFD) valve. This valve is electronically operated and
opens during the flushing process. When the lavatory is flushed, water is
admitted to the pan for a total time of 5 seconds. During this period the EFD
valve opens for a period of 2 seconds in order to discharge the contents of the
lavatory pan, the contents being drawn out of the pan due to the vacuum in the
pipe. Flushing water continues to be supplied to the pan for a short period after
the contents have been discharged in order to ensure an effective seal and to
keep the pan clean and hygienic. The urinals have a similar automatic
operation with flushing and discharge systems.

Sewage Treatment Unit 1
Valve

Type

Deck

Compartment Fire Zone

761A0132

DV

12

761A0101

DV

01

08

761A0133

DV

02

08

761A0102

DV

01

08

761A0134

DV

02

08

761A0103

DV

01

08

761A0138

DV

01

08

761A0104

DV

01

08

761A0151

DV

01

08

761A0105

DV

01

08

761A0162

DV

06

03

If the connecting pipe from a lavatory pan to the branch pipe has a lift of more
than 3m (ie, rises above the branch pipe by more than 3 m), a non-return valve
is fitted in the connecting pipe. An additional non-return valve is fitted if the
lift is to the next deck up. Non-return valves are fitted in the connecting pipes
if the distance between neighbouring connected lavatory pans exceeds 30m.

761A0106

DV

01

08

761A0153

DV

07

03

761A0107

DV

01

08

761A0108

SCHO

01

08

761A0109

SCHO

01

06

The system will operate in conjunction with the vacuum units and all lavatories
will function provided that all valves are open. Should a lavatory EFD valve

761A0110

DV

03

06

761A0111

DV

02

07

Issue: First

8.5 Sewage Treatment and Collection Page 1

P&O Aurora

Technical Operating Manual

Sewage Treatment Unit 2
Valve

Type

Deck

Compartment Fire Zone

761A0201

DV

01

08

761A0202

DV

01

08

761A0203

DV

01

08

761A0204

DV

01

08

761A0205

DV

01

08

761A0206

DV

01

08

761A0207

DV

01

08

761A0208

DV

01

08

761A0209

SCHO

01

08

761A0210

SCHO

01

05

761A0211

SCHO

01

04

761A0212

DV

02

06

761A0213

DV

02

05

761A0214

DV

03

05

761A0215

DV

02

04

761A0216

DV

03

04

761A0217

DV

03

04

761A0218

SCHO

03

04

761A0219

DV

04

03

761A0220

DV

04

03

761A0221

DV

05

03

761A0222

DV

05

03

761A0223

DV

05

03

761A0224

DV

06

03

761A0225

DV

05

03

761A0226

DV

06

03

761A0227

DV

08

03

761A0228

DV

08

03

761A0229

DV

03

03

761A0230

DV

09

03

Issue: First

Valve

Type

Deck

761A0231

DV

09

761A0232

DV

761A0233

Compartment Fire Zone

Valve

Type

Deck

Compartment Fire Zone

03

761A0315

DV

03

10

09

03

761A0316

DV

03

10

DV

10

03

761A0317

SCHO

03

10

761A0234

DV

12

03

761A0318

DV

06

06

761A0235

DV

07

03

761A0319

DV

06

05

761A0236

DV

06

03

761A0320

DV

08

05

761A0239

DV

12

03

761A0321

DV

09

05

761A0240

DV

12

03

761A0322

DV

10

05

761A0241

DV

13

03

761A0323

DV

11

05

761A0242

DV

10

03

761A0324

DV

05

05

761A0243

DV

11

03

761A0325

DV

06

05

761A0244

DV

11

03

761A0326

DV

09

05

761A0245

DV

12

03

761A0327

DV

10

05

761A0253

DV

02

05

761A0328

DV

11

05

761A0254

DV

02

04

761A0329

DV

04

05

761A0330

DV

04

05

761A0331

DV

05

05

Sewage Treatment Unit 3
Valve

Type

Deck

Compartment Fire Zone

761A0332

DV

04

05

761A0301

DV

01

10

761A0333

DV

04

05

761A0302

DV

01

10

761A0334

DV

05

05

761A0303

DV

01

10

761A0335

DV

04

05

761A0304

DV

01

10

761A0336

DV

05

05

761A0305

DV

01

10

76iAO337

DV

07

05

761A0306

DV

01

10

761A0338

DV

08

05

761A0307

DV

01

10

761A0339

DV

12

05

761A0308

DV

01

10

761A0340

DV

05

05

761A0309

SCHO

01

10

761A0341

DV

06

05

761A031O

DV

02

09

761A0342

DV

07

05

761A0311

DV

02

09

761A0312

DV

03

09

761A0313

DV

03

09

761A0314

DV

02

10

8.5 Sewage Treatment and Collection Page 2

P&O Aurora

Technical Operating Manual

Sewage Treatment Unit 4
Valve

Type

Deck

Compartment Fire Zone

761A0401

DV

01

15

761A0402

DV

01

15

761A0403

DV

01

15

761A0404

DV

01

15

761A0405

DV

01

15

761A0406

DV

01

15

761A0407

DV

01

15

761A0408

DV

01

15

761A0409

DV

09

05

761A0410

DV

10

06

761A0411

DV

11

06

761A0412

DV

09

05

761A0413

DV

10

06

761A0414

DV

11

06

761A0415

DV

07

06

761A0416

DV

05

06

761A0417

DV

06

06

761A0418

DV

06

05

761A0419

DV

08

06

761A0422

DV

10

06

761A0423

DV

12

06

761A0424

DV

12

06

761A0425

DV

09

06

761A0426

DV

09

06

761A0427

DV

10

06

761A0428

DV

10

06

761A0429

DV

11

06

761A0430

DV

11

06

761A0431

DV

05

06

761A0432

DV

05

06

Issue: First

761A0433

DV

09

06

761A0434

DV

09

06

761A0435

DV

10

06

751A0436

DV

10

06

761A0437

DV

11

06

761A0438

DV

11

06

761A0439

DV

05

06

761A0440

DV

06

06

761A0441

DV

07

06

761A0442

DV

08

06

8.5 Sewage Treatment and Collection Page 3

P&O Aurora

Technical Operating Manual

8.6 Laundry and Dry Cleaning Equipment

Roller Ironer/Foldmaker 35

The laundry is located in zones 2 and 3 on deck 1. The services provided for
machines in the laundry are electrical power, hot and cold water, steam and
compressed air.

Make:

Washer Extractors
Make:

Braunex BJW 300

These 4 programmable machines have their programmes stored on swipe
cards. For a particular program, the swipe card is passed through the reader
located on the top front of the machine. The swipe card reader is equipped with
start and stop buttons for starting and stopping the program. The main control
panel at the front of the machine has on and off power buttons and an
emergency stop button. The program may be defined using the program
controller at the main control panel. There is an electric door latch which can
only be opened when the program has completed or the system has been
overridden and the drum emptied of water.

Passat/Weir Setra 1000

This machine is essentially a roller press with drying and smoothing effects.
Steam is the heating medium for the rollers which exert even pressure on the
item as it passes through. When started on Automatic, the machine will operate
without further operator input and items may be fed in at one end and removed
in a pressed condition at the other. The main control switch must be moved to
the AUTOMATIC position and the ironer will start to heat up. If no defects are
indicated during warming, the key switch S1 can be turned on. The start switch
S2 may be operated to lower the rollers and start the fan (unless it is already
operating). Any of the six speeds of operation may be selected using switch S4.
It is possible to select another speed using the external potentiometer, should
the fixed speeds not be ideal for the work involved. To stop the ironer, press
STOP button S3. To turn off the control, button S0 is pressed. An emergency
stop button is located at the right hand side feeding end of the ironer. At the
exit of the ironer is the folder and this may be selected to fold large items such
as sheets, into a designated number of folds.

The water, steam and air valves must be opened. Garments should only be
hung on the hangers when they are hot and the machine should not be used
until it has reached operating temperature. The unit may be set to work to a preset program and up to nine programs may be stored in the memory. To set a
program, the program key, marked Pr, is pressed and the + or - keys pressed
until the required program number appears. The program key is pressed until
the steam dial is illuminated and the + or - keys pressed until the desired steam
time is set. The program key is again pressed until the pause dial is illuminated
and the + or - keys pressed to select the pause time. The procedure is repeated
in order to set the air time and finally the program key is pressed to set the
program in memory. Other programs can be set in the same manner.
In order to operate the machine, the main switch is turned to the ON position
and the control panel ON button is pressed. The program key is pressed to
select the required operating program and the START key pressed to start the
machine. At the end of the program the garment is removed from the cabinet
and other garments may be cleaned either on the same program or other
selected programs. The machine is stopped by pressing the STOP key.
Pressing Machines

Programs may be set by pressing the appropriate keys on the keypad to select
water temperature and level, heating, cycle time, drum speed, pause time and
stopping. To operate with the program card, the machine is switched on and the
thermostat setting is checked to ensure that it corresponds with the selected
program card. The operating switch is set to the 0 position and the program
card is inserted into the reader. The operating switch is moved to position 1
and the green START button is pressed to commence the wash cycle. The end
of the washing cycle is indicated by an audible signal. The door open button
must be pressed in order to release the latch. The program card may be
removed from the reader after moving the operating switch back to the 0
position.

To operate, check that the guard is working correctly, that the mains isolator is
ON and that the emergency stop switch is in the correct position. To start the
machine, the green button is pressed and to stop the machine the red button is
pressed. The primary fold mode is selected at the control panel, this gives one
fold and then the lane mode required is selected. The crossfolder mode
required is selected (this depends upon the size of item being folded), followed
by the lane mode for crossfolding.
(Note! The ironer speed selected must be substantially less than the folder
speed in order to prevent jamming of the folder.)
General Purpose Press

Drying Tumblers
Make:
Make:
Capacity:

Kent
50kg

The 5 machines can be set to operate on one of four different programs which
are selected at the control panel by operating the keypad. After the machine has
been loaded, the program is selected and the start button pressed. The machine
will run for the designated time and will then stop. Upon stopping, the display
reads ‘Ready for Unloading’ and the machine can be emptied. If the door is not
opened within two minutes an audible alarm will sound and the drum will
rotate for 20 seconds every two minutes until opened. A program may be
modified by selecting the program and pressing the up and down arrow buttons
on the control panel to select the drying and cooling time and drying and
exhaust temperatures. Each of these may be modified using the + and - buttons.
After modification, the flashing cursor is moved back to the ‘S’ in the word
‘Start’ and the + button is pressed to start the machine.

Issue: First

BMM Weston Dupress BN62

This foot operated machine is used for pressing garments and other items. It is
supplied with steam for heating purposes and compressed air for operation.
When the machine has warmed up it is ready for operation. The foot pedal is
depressed and the tables will rotate bringing one table to the pressing position.
To lower the table the foot pedal is depressed sharply and released quickly.
When pressing at the machine has finished, the compressed air and
steam/condensate valves should be closed.

Make:

Weston FBG, F2CG and M62

The three pressing tables are supplied with steam, compressed air and
electrical power. The steam is for heating, air is for operating the table and
electrical power for control. Each of the tables is used for different work such
as shirt collars and cuffs, shirt sleeves and shirt bodies. The power ON/OFF
switch is located at the front of each unit and an emergency stop button is
located above the upper pressing head. For the FBG and F2CG units the
pressing of the two green CLOSE buttons will bring the upper pressing head
down. Both CLOSE buttons must be depressed simultaneously in order to
bring the pressing head down and they must remain depressed until the head is
in contact with the item being pressed. When the pressing head is to be lifted
the red OPEN button must be depressed. The sleever is operated by means of
a foot control.
Each press is provided with an adjustable electronic timer and the timer will
start when the upper pressing head is in contact with the work. When the set
time has elapsed the upper pressing head will be released.
Pants Topper
Make:

Rotor Cabinet
Make:

Camptell RC-100-EL

The rotor cabinet is steam heated, pneumatically driven and electrically
controlled.

The pants topper is supplied with air for cooling, steam for heating purposes
and electrical power for operation. The steam supply timer may be adjusted,
but it should not exceed 6 seconds whilst the air time should be set for not less
than 20 seconds.

8.6 Laundry and Dry Cleaning Equipment Page 1

P&O Aurora

Technical Operating Manual

Aquatex Wet Washer Dryer System

Vacuum Unit

Make:

Maker:

Aquatex 50/234

The 2 Aquatex wet washer dryers have a microprocessor control system which
allows the unit to respond immediately to any change in temperature. The unit
uses two humidity transmitters which allow the microprocessor to monitor the
humidity of the incoming air and the exhaust air. The unit has six programmed
cycles and these are selected by pressing keys A to F. There is also a manual
mode where the drying time may be selected. The programmed modes are
designed to suit different types of materials but they can be modified by
selecting a program and amending the features using the keypad. In manual
mode, the drying temperature and cooling down cycle can also be selected.

Laundry Water Supply
Cissell 2d and 8d

A vacuum is required at the two pressing tables, the spotting table and the
rotary cabinet. Cissell vacuum units are provided for the purpose of raising a
vacuum at the necessary work areas (one for the Hoffman press and the
spotting table and the other for the rotary cabinet and the ironing table). The
vacuum unit is provided with an electrically driven exhaust fan and ducts
connect the vacuum unit chamber with the equipment requiring vacuum. The
vacuum unit will operate whenever the associated items of equipment
requiring a vacuum are operating.
Laundry Marker

To operate the machine, the main switch is turned to the ON position, the drum
is filled with materials to be washed and detergent added to the machine. The
particular required program is selected at the keypad and the START button
pressed. The program will commence and stop automatically at the end.

Maker:

Polymark

(See section 6.3.6 Non-Potable (Industrial) Water System in Machinery
Spaces)
Laundry Steam Supply
(See section 6.2.8 Accommodation Steam System)
Compressed Air Supply
Compressed air is supplied from the working and control air system (see
section 2.5.2, Compressed Air Systems - Working and Control Air), the
compressed air pressure is 10bar.
The equipment supplied is as follows:
Electrical Supplies

This is an electrically powered machine which applies identification marks to
items of laundry. The main switch must be set to ON for at least 15 minutes
before work commences in order to allow the unit to heat up.

All laundry equipment is supplied from LD10, located outside the
linenkeeper’s office in compartment 5, zone 2 on deck 1.

Maytag Commercial Wash Extractor

The low voltage equipment, lighting etc, is fed from LD102/01.

The press has steam heating and a vacuum supply from a Cissell vacuum unit.
Operation is by means of a foot pedal which brings the upper head down to the
lower pressing head. A steam pedal may be operated to release steam from
both heads and the buck. Another pedal applies vacuum to the buck if required.

Maker:

See illustration 3.11a in the electrical section, LD 10 laundry distribution for
details.

Steam Finishing Board

Electrical power is supplied to the laundry from the laundry electrical
substation LD10. Water, steam (condensate extraction) and compressed air are
supplied with the individual equipment valves being identified below. Each
item of equipment has its steam, water and compressed air valves set close to
that item and prior to operating the equipment, the valves should be checked
to ensure that they are open.

Hoffman Press
Make:

Make:

Electrolux X-C09

Cissell

The board is arranged for the use of a hand operated pressing iron which is
electrically heated and can also supply steam. The board and buck can also
direct upwards steam and supply a vacuum. The vacuum is raised in the Cissel
vacuum unit.

Maytag

These 2 commercial units are used for small loads of washing. They are
supplied with electrical power and non-potable hot water.

Spotting Table
Make:
The spotting table has electrical, steam, vacuum and air connections. Foot
pedals control steam and vacuum, the vacuum at the table keeping the item of
work in place and steam is directed to the spot by means of a gun. For drying,
the gun may be made to issue air which is drawn through the garment by the
vacuum.

Issue: First

8.6 Laundry and Dry Cleaning Equipment Page 2

P&O Aurora

Technical Operating Manual

8.7 Swimming Pool and Spa Water Systems

Procedure for Filling and Operating Passenger and Crew Pools

Description of the Swimming Pools

The swimming pools are filled with sea water pumped from the AC sea water
crossover by individual pumps.

Aurora is fitted with four swimming pools, three for passenger use and one for
crew use. They are initially filled with sea water and losses made up with fresh
water. The water quality is monitored and treated by the addition of chlorine
and acid. Cartridge filters remove debris and particles. These are cleaned every
three days, in order to maintain the water quality.

l) Open the sample water valve to the chemical monitoring
equipment.
m) Adjust the flow of water through the sampling equipment to 60
litres per hour.

The filling procedure is as follows:
a) Ensure that the drain valves for the pool and the overflow tanks
are closed.

n) Switch the pH and chlorine dosing pumps to AUTO on the control
switchboard.
Procedure for Filling the Spas

b) Ensure that the filter drain valves are closed.

Pool Volumes and Temperatures
Passenger Pool 1

Volume 100 m3

Temperature: 25 to 28°C

Passenger Pool 2

Volume 65 m3

Temperature: 25 to 28°C

Passenger Pool 3

Volume 32 m3

Temperature: 25 to 28°C

Crew Pool 1

Volume xx m3

Temperature: 25 to 28°C

Each pool is fitted with a ring line set at the required water line level into which
water overflows due to the motion of the ship, volume changes due to persons
in the pool and natural circulation. The overflow water is led down to an
overflow tank fitted with level switches. These switches control the topping up
of the pool with fresh water and the cutting out of the circulating pump and
heaters in the event of a low level.
Topping up is initiated by the level in the overflow tank falling to the level of
the switch. This will occur when the level in the pool falls to a level where
very little water is overflowing. A solenoid opens on the fresh water filling
system and the water flows into the overflow tank. This joins any water taken
by the circulation pumps and is fed back to the pool. As the additional water
enters the pool, the level rises and overflows into the tank, eventually
activating the level switch, closing the filling solenoid.
Other switches on this tank control the stopping of the circulating pump and
the IMACs alarms. In the event of a very low level, a level switch will also
restart the circulating pump on restoration of the normal level. There is also an
upper level switch to stop the filling pump, should it still be running.
The circulating pumps take their suction from the overflow tank and discharge
through the cartridge filters. One pump and one cartridge filter are on line at
any one time. The water then passes through a steam heater and returns to the
pool.
The IMACs system monitors the temperature and level, raising alarms should
the pools reach certain levels. No.1 pool is also equipped with an effects pump,
taking suction from the bottom of the pool and returning it through the effects
feature.

Issue: First

c) Ensure that the drain valves on the treatment unit are closed.

a) Ensure that the dump valve and the surge tank drain valves are
both closed.

d) Ensure that there are sufficient chemicals in the dosing drums.

b) Switch the control circuit on with the key switch on the panel.

e) Check that the minimum 5bar air supply is available to the filters.

c) Switch the topping up valve from the O to the AUTO position.

f) Set the CONTROL CIRCUIT switch on the control switchboard
to the ON position.

d) Switch on the METERING WATER VALVE (small blue valve).

g) The following valves should be open:
Filter inlet and outlet valves

e) Switch circulating pumps No.1 and No.2 from the O to the AUTO
position.
f) When the spa is full, the green topping up light goes off.

Circulating pump suction and discharge filters
Steam heater inlet and discharge valves (bypass to be closed)

g) Switch the three chemical dosing pumps, bromine, pH and pH+,
from the O to the AUTO position.

Unit isolating valves
Discharge valves into the swimming pool
h) Start the filling pump from the control switchboard. When the
pool reaches its full level, water will flow into the overflow tank
and eventually stop the filling pump when the upper level switch
is reached.
i) Vent the circulating pumps and set the CIRCULATION PUMP 1
and CIRCULATION PUMP 2 switches on the switchboard, to the
AUTO position.
j) Ensure that the steam heater is vented and carefully open the
steam and condensate valves. The flow of steam is automatically
controlled by a thermostat.
k) Set the circulation flow rates as follows:
Passenger Pool 1

32 m3/hour

Passenger Pool 2

25 m3/hour

Passenger Pool 3

15 m3/hour

Crew Pool 1

10 m3/hour

h) Switch the electric heater from the O to the I position.
i) Switch the blower and massage pumps from the O to the AUTO
position. Ensure the sample flow through the analyser is set to
between 40 and 60 litres per hour.
Procedure for Emptying the Spas
a) Switch off the blower, massage pump and heater.
b) Super-chlorinate the filters by closing the normal brominator
discharge valve B and opening the filter inlet valve X. Switch the
bromine dosing pump to manual for 5 minutes and then return it
to normal.
c) Switch off the three chemical dosing pumps, the circulating
pumps and the topping up valve.
d) Switch off the control circuit with the key switch on control panel.
Switch off the metering water valve.
e) Open the spa dump valve to empty spa.

8.7 Swimming Pool and Spa Water Systems Page 1

P&O Aurora

Technical Operating Manual

Illustration 8.7a Swimming Pool and Spa Water Systems
Deck 8

Deck 12

Water Line

Key

450
Pass. Pool 3
Volume 32m3

Water Line

450

100

Fresh Water

Ring Line
80

40

Sea Water

1150

Ring Line
100

100

1300

1029

1000
100

Temp.
Display
1029

1029

80

1029

1029
40

65

100

1200

1039

Electrical Signal
1029
1029

Temp.
Display

1029

1039

1039

1039

1039

80

40

1039

1039

50

40

1039
1039

1039
40

100

80
125

125

50
LS

LS

100

LS

Deck 2

M

65

FM

100

1038

PI

F

65
80

80

Cartr. Filter 1

PI

100

PI

Cartr. Filter 1

From
Accom.
Steam
System

TI

Cartr. Filter 2

25
LS

LS

Pool Cart.
Cleaning Water
Tank 2m3

Drain At
Lowest Point

80

Pool Cart.
Cleaning Water
From Treatment
Unit

Grey Water System

Water
Treatment Unit

50

50

Cartr. Filter 2

0117

Sea Water

Steam
Condensate

Discharge Pump
2.0m3/h - 1.0 bar

80

Drain At
Lowest Point

PAXP 2
Recorder

25
Pool Cart.
Cleaning Water
From Treatment Unit

Key
Fresh Water

PI

FM

From
Accom.
Steam
System

M

PAXP 3
Recorder

PI

25

SW Heater
490kW

65

0118

Discharge Pump
2.0m3/h - 1.0 bar

80

65

Grey Water System

50

Meas. &
Regulator

100
FM

M

PI

Circulation
Pumps 1&2
25m3/h - 2.5 bar

TI

SW Heater
300kW

80

80

F

80
TI

Galvanised
Steel

50

To Accom.
Condensate System

Meas. &
Regulator

25

TI

Floc Dosing
60 l

PI

100
TI

80

From Filling Pump 2

Chlorine
Dos
30 l

PH Dos
30 l

PI

Circulation
Pumps 1&2
15m3/h - 2 bar

To Accom.
Condensate System

100
1041

50
100

Stainless
Steel

1040

150
Galvanised
Steel

From Filling Pump 3

80

Overflow
Tank 1
4m3
100

Deck 2

1031

65

Chlorine
Dos
30 l

TI

200

Floc Dosing
60 l

PH Dos
30 l

LS
LAL

80

125
80

LS

Water Line

Stainless
Steel

1030

Overflow
Tank 1
3m3
100

65

FM

LS

TI

Water Line

100

Overflow
Tank 2
4m3

100

LAL

50

From Cold
PW System

Drain Pipe
Jacuzzi 2&3

125

Overflow
Tank 2
3m3

200

1069
50

1042

50
From Cold
PW System

20

150

1070

1032
Drain Pipe
Jacuzzi 4
& Paddle Pool

150

Pool Equipment Room
Deck 11

M

Pool Equipment Room
Deck 7
20

100

TI

100

Pass. Pool 2
Volume 65m3

LS

LS

Water
Treatment Unit
From Pool 1
Cartr. Filters 1&2

Pool Cart.
Cleaning Water
Tank 2m3

Electrical Signal

Issue: First

Illustration 8.7a Swimming Pool and Spa Water Systems

P&O Aurora

Technical Operating Manual
Effect
Bridge

50

Deck 12

Ring Line

100

500

Water Line

1049

Pass. Pool 1
Volume 100m3

40

1250

40

1049

80

100

80

1033

40

40

40

100

65
100

100

65

100

M

150

150
1060

1021

1068
20

FM

1059

Crew
Floc Dosing
60 l

LS

100

LS
LAL

Drain Pipe
Jacuzzi 1

1061

Crew Cartr. Filter 1

Overflow
Tank 1
4m3

PI

PI

PI

65

50

65
1050

Pass. Pool 1 Effect
Pump 20m3/h 2.0 bar

80

200
Deck 2

150

FM

Crew
SW Heater
175kW

TI

100

FM

Meas. &
Regulator

TI

Water Line

PI

Crew
Circulation
Pumps 1&2
10m3/h - 1.5 bar

F

TI

100

Overflow
Tank 2
4m3

Crew
Chlorine
Dosing
30 l
65
To Accom.
Condensate System

TI

1054
65

80

LS

Crew
PH Dosing
30 l

150

1055

1051

100

Pool Equipment
Room
Deck 10

80 100

50

50

1057

65

100

50

100
Cold PW

1043

1067

1058

1022

100

50

From PH & Chlorine Analyser

LS

M

1023

65

80

1071

80

1049 1049

100

80

1049

Crew Overflow
Tank 1
3m3

1020

40

M

1049

1066

Cold Potable Water Filling

1020

1049
1049

40

65

1050

1056

Water Line

50

40

100
1050

50

Crew Pool

450

Spillway
Ring Line

20

100

Effect

Water Line

100

All Valve No.s
Prefixed 709A
Unless Stated

Crew Pool

Deck 7

Temp.
Display

100

Illustration 8.7b Swimming Pool and Spa Water Systems

25

Crew Cartr. Filter 2

M

1048
Floc Dosing
60 l

80
Chlorine
Dos
30 l

PH Dos
30 l

100

Crew Pool
Equipment Room
Deck 5

Circulation
Pump 1&2
32m3/h - 2.5 bar
25
80

+ PI

PI

80

1018 1017

125
Water Line
PI

PI

Meas. &
Regulator
Deck 2

100

PI

To Pool 3
Treatment Unit
Illus. 8.7a

SW Heater
725kW

1027 1026
PI

To Pool 2
Treatment Unit
Illus. 8.7a

80
From
Accom.
Steam
System

25

Cartr. Filter 2

Drain At
Lowest Point

PAXP 1
Recorder

Pool 1
Water Treatment Unit

1006
+ PI

Pool 2
Filling Pump
50m3/h - 5.2 bar

1005
+ PI

100
Pool 1
Filling Pump
60m3/h - 5.2 bar

1037 1036

Key
25

Pool 3
Filling Pump
30m3/h - 3.6 bar

80

FM

80

Issue: First

Crew Pool
Water Treatment Unit

25

TI

To Pool Cart. Filter
Cleaning Water
Collection Tank

Crew
Recorder

Crew Pool Filling
Pump 15m3/h - 3.0 bar

100

Cartr. Filter 1

M

Drain At
Lowest Point

65

PI

F

TI

From Accom.
Steam System

100
PI

100
To Accom.
Condensate System

TI

80

PI

Fresh Water

Steam

Sea Water

Condensate

1004

From AC
Seawater
System

+ PI

100
1047 1046

1003

1002

1001

Electrical Signal

Illustration 8.7b Swimming Pool and Spa Water Systems

P&O Aurora

Technical Operating Manual

Illustration 8.7c Spa Water Systems

Key

50

50

TI

50

LS

100
65

65

Jacuzzi 2
Blower
4.2m3/h

TI

LS
LAL

1043

Jacuzzi 4
Blower
4.2m3/h

Cold
PW

M

Jacuzzi 4
Overflow
Tank
3m3

Paddle
Pool
Overflow
Tank
2m3

LS
LAL

1048

65

Hot
PW

Jacuzzi 3
Mass
Pump
24m3/h

100

LS

F

LAL

1026

1025
1037

Cold
PW

Hot
PW

Jacuzzi 3
Overflow
Tank
3m3

Cold
PW

M

100

Swim. Pool
System
Drain Line

50

M

65

1041

1035

1805

1034

100

Swim. Pool
System
Drain Line

12

100

Jacuzzi 4 Treatment Unit
Compt 15 Deck 1

65

Jacuzzi 4
Fresh Water
Heater
15kW

Paddle Pool Treatment Unit
Compt 15 Deck 1

65
Jacuzzi 4
Circulation
Pumps 1&2
20m3/h

FM

65

65

65

50

PI

50

50

PI

PI

Cartr.
Filter

FM

Rec.

Measure &
Regulation

Bromine
Dos
30 l

25

PI

Floc Dos
60 l

25

FM

Issue: First

Rec.

Measure &
Regulation

65

25

Cartr.
Filter

FM

Rec.

Measure &
Regulation

65

65
65

PI

PI

PI

PI

65
PI

PH Dos
30 l

Cartr.
Filter

65

Floc Dos
60 l

Cartr.
Filter

65

65

65
65

65
Bromine
Dos
30 l

25

Floc Dos
60 l

25

Cartr.
Filter

FM

Rec.

Measure &
Regulation

Bromine
Dos
30 l

25

Floc Dos
60 l

25

Cartr.
Filter

FM

Rec.

Measure &
Regulation

25
25

Pool Cart. Cleaning Water
From Treatment Unit
Pool Cleaning Water
Collection Tank

PI

65
Bromine
Dos
30 l

65

65

65

PI

PH Dos
30 l

Jacuzzi 1
Circulation
Pumps 1&2
20m3/h

TI
PI

65

65

FM
TI

65

Jacuzzi 1
Fresh Water
Heater
15kW

65

65

PI

Cartr.
Filter

65

Cartr.
Filter

65

65

PI

50

Jacuzzi 2
Circulation
Pumps 1&2
20m3/h

65

TI

Jacuzzi 1 Treatment Unit
Compt 9 Deck 1

65

FM

1010

65

PH Dos
30 l

25
Pool Cart.
Cleaning Water
From Treatment Unit

1001

Deck 9

65

Jacuzzi 2
Fresh Water
Heater
15kW

65

50

25

65

Swim. Pool
System
Drain Line

TI
PI

65

Cartr.
Filter

50

65

65
PI

65

Jacuzzi 3
Circulation
Pumps 1&2
20m3/h

65

50

PH Dos
30 l

65

65

TI

Jacuzzi 2 Treatment Unit
Compt 9 Deck 1

65

PI

Cartr.
Filter

Jacuzzi 3
Fresh Water
Heater
15kW

FM

50

PI

Floc Dos
60 l

65

1012

1021

TI
PI

65

25

65
1002

100

50

50

65

65

Paddle Pool
Circulation
Pumps 1&2
20m3/h

TI
PI

PH Dos
30 l

Hot
PW

M

1801

100

100

Jacuzzi 3 Treatment Unit
Compt 9 Deck 1

50

FM
TI

Deck 8

50

Paddle Pool
Fresh Water
Heater
6kW

65

65

TI

Bromine
Dos
30 l

1802

1803

65

100

1009
Cold
PW

100

1038

TI

LAL

1004

Hot
PW

1023
1032

Jacuzzi 4
Overflow
Tank
3m3

LS

12

5

100

65

LS
LS

1020
Cold
PW

1013

65

1040
1049

M

100

TI

12

1808

M

LAL

1015

M

65

Jacuzzi 2
Overflow
Tank
3m3

LS

F

1024

5

1807

1804
1014

1007
Jacuzzi 1
Mass
Pump
24m3/h

Jacuzzi 1
Blower
4.2m3/h

LS
LS

1031

M

Deck 5

Jacuzzi 2
Mass
Pump
24m3/h

All Valve No.s
Prefixed 725A
Unless Stated

1008

F

1003

TI

100

65

Hot
PW

65

1019
1018

LS
LS

100
65

65

1030

1029

LS
LS

Ring Line

65

1806
LS

Fresh Water

Approx. 2m3

Ring Line

100
Jacuzzi 3
Blower
4.2m3/h
1036

TI

Jacuzzi 4
Mass Pump
24m3/h

Volume

Deck 12

Ring Line

100

65

1046

Volume

Deck 12

Jacuzzi 1 Riviera Pool

Approx. 2m3

Compressed Air

1047

1042 65

Jacuzzi 2 Crystal Pool

Approx. 2m3

Collecting
Line

1050

F

Jacuzzi 3 Crystal Pool
Volume

25

Ring Line

Deck 12

5

Volume

Deck 8

Deck 8

Paddle Pool
Volume Approx. .25m3

Approx. 2m3

M

Jacuzzi 4 Terrace Pool

25
Pool Cleaning Water
Collection Tank

Illustration 8.7c Spa Water Systems

P&O Aurora

Technical Operating Manual

Location of Treatment Equipment
The swimming pool and spa operating stations are situated in the engine room,
compartment 9 for the Riviera and Crystal pools/spas and compartment 15 for
the Terrace pool/spas. Dump valves are situated in the pool/spa equipment
rooms as follows:
Crew pool:

Deck 5 port forward

Crystal pool:

Deck 10 opposite cabin B217

Riviera pool:

Deck 10 opposite cabin B177

Terrace pool:

Deck 7 aft open deck

Riviera 709A1059
Pool

Riviera 709A1059
Pool

11

11

224

226

Port

Port

Through deck 10 pool
equipment room to deck 11,
fwd end of pool port of ship’s
centreline
Through deck 10 pool
equipment room to deck 11,
fwd end of pool port of ship’s
centreline

Pool

Valve

Deck

Frame P//S

Location

Crew

709A 1023

6

350

Port

Fwd mooring deck aft of
winches

Terrace 709A1031

7

-1

Stbd

Pool equipment room, aft of
deck 7, near the 3 surge tanks
outboard bulkhead, head
height

The pH value is a measure of the acidity or alkalinity of the water. The pH
scale ranges from 0 (extremely acid) to 14 (extremely alkaline). Pure distilled
water would have a pH of 7.0, i.e. neutral.
The effectiveness of free chlorine is dependant on the pH of the water. Chlorine
(and most other disinfectants) work far more effectively at low pH values than
at high pH values. It is also far more unstable at low pH values and can be lost
from the water.
When chlorine is introduced into the water, it dissociates into two parts:

Paddle 725A1035

7

-1

Stbd

Pool equipment room, aft of
deck 7 near the 3 surge tanks’
outboard bulkhead, head
height

Hypochlorous Acid (HOCL)
Hypochlorite Ion (OCL)

Terrace 725A1041
Spa

7

-1

Stbd

Pool equipment room, aft of
deck 7 near the single surge
tank inboard at head height

Hypochlorous acid is a strong, fast, oxidising disinfectant. Hypochlorite Ion is
a very slow, weak disinfectant. The HOCL will destroy most organisms in less
than two seconds, usually less than half a second. The OCL can take up to
thirty minutes to achieve the same results.

Crystal 709A1041

11

145

Port

Access on deck 10, opposite
cabin B217, proceed up to
deck 11; 2nd compt at the
fwd end, near the manhole

The pH of the water determines the ratio of HOCL to OCL. Unfortunately, the
usual test for free chlorine records both HOCL and OCL components as free
chlorine, so unless the pH value is also known and controlled, it is impossible
to tell the percentage HOCL present in the water.

Crystal 725A1013
Spa (P)

11

150

Port

Access on deck 10, opposite
cabin B217, proceed up to
deck 11; aft of surge tanks

At a value of 7.0 pH, 75% of the free chlorine in the water exists as HOCL.

Access on deck 10, opposite
cabin B217, proceed up to
deck 11; aft of surge tanks

At a value of 8.0 pH, 22% of the free chlorine in the water exists as HOCL.

Crystal 725A1024
Spa (S)

Riviera 725A1002
Spa

Issue: First

11

10

150

215

Stbd

Port

Pool equipment rm, opposite
cabin B177, port of ladders
on aft bulkhead

The pH value of the swimming pool water is monitored by a probe, through
which a sample of the water flows. When there is a deviation from the set point
(pH 7.2 to 7.8) a signal to the pump is generated. The stroke rate of the pump
is preset and the pulse per minute rate is determined from the amount of
deviation.
A dosing tank, containing 30% sulphuric acid, is supplied and this is injected
into the swimming pool water after the heater.

Swimming Pool Treatment
Definition and Importance of the Correct pH Value

Quick Dump Valve Locations

Control and Adjustment of the pH Value

For detailed operation, calibration and probe cleaning procedures, refer to the
manufacturer’s instructions.
A chart recorder displays the conditions over a twenty four hour period.
WARNING!
Never mix acid and chlorine, when combined the two produce large
quantities of chlorine gas.
Control and Adjustment of the Chlorine.
The level of chlorine in the water is sensed by a probe fitted into the same
sampling point as the pH probe. A signal from this probe is compared to the
set points and a pulse generated in the dosing pump when there is a deviation.
The stroke is manually adjusted to ensure that at full pulse rate the quantity of
chlorine injected is sufficient. The equipment is set to maintain a free chlorine
level of between 1 and 2 ppm.

At a value of 7.4 pH, 52% of the free chlorine in the water exists as HOCL.

It can be seen that to effectively disinfect the water with chlorine, the pH value
must be closely controlled. For this reason, the potable water now passes
through a pH measurement and adjustment process before the addition of the
chlorine.

8.7 Swimming Pool and Spa Water Systems Page 2

P&O Aurora
Illustration 8.8a Lifts

PL17

Technical Operating Manual
PL10

PL16

PL9

SL7

PL4

PL3

SL12
SL13
SL14
SL15

Elevator Location at Deck 6

SL1
SL2

PL18

PL11

SL19

SL8

PL5

PL6
Passenger Lifts

Staff/Goods Lifts

Pantry
Penant Bar

Bell Box Galley

DN

AC

Deck 12

Deck 10
DN

Galley
The Orangery

SL19

SL12 & 13
(SL12 lower limit Dk 3)

Deck 12
Deck 11
Deck 10
Deck 9

Elevators: Decks Served

Deck 13
Deck 12
Deck 11
Deck 10
Deck 9

Deck 11
Deck 10
Deck 9
Deck 8

SL19

Deck 8

Deck 8

Deck 7

Deck 7
SL14 & 15

Deck 6
Deck 5
Deck 4
Deck 3
Deck 2

Fire Zone 7

Issue: First

Deck 14

Deck 14
Deck 13
Deck 12

Deck 13

Fire Zone 6

Deck 7

Deck 6
Deck 5
Deck 4
Deck 3
Deck 2
Deck 1

Fire Zone 5

Fire Zone 4

Fire Zone 3

Deck 6
Deck 5
Deck 4
Deck 3

Fire Zone 2

Fire Zone 1

Illustration 8.8a Lifts

P&O Aurora
8.8 Lifts
Manufacturer: Macgregor
Aurora is fitted with 19 lifts in total. Ten of these lifts are for passenger use and
the other 9 are for staff or goods use. The hoisting and lowering machinery is
exactly the same for each lift with the exception of the short travel galley lift
SL19. This lift is a small light load lift, connecting the bell box galley on deck
10 with the orangery galley on deck 12.
The lifts have a main electrical supply from the emergency switchboard E10
and an auxiliary feed from the zone substation in which the lift is located.
The speed of travel is the same for all passenger and staff lifts at 1 metre per
second, except again for the short travel lift SL19 which runs at 0.63 metres
per second. The control system for the passenger lifts and the majority of the
staff lifts is a full collective control system. Two of the staff lifts have a
simplex control system.
Full collective control is the most efficient control system for a single lift when
operating as part of a team of two or more lifts. This means that any of 2, 3 or
4 lifts may be called from a single call button. When an up or down button is
pressed at a landing, the control system determines the direction the passengers
wish to travel and registers this information along with any other previous lift
car or landing calls. If a lift is already travelling in the up direction it will
collect all the up calls in sequence and the same for the down direction. The
control system also determines, according to lift call traffic, the best lift to use
of the team, in terms of proximity. In this way the lifts perform no unnecessary
travelling, saving power and reducing wear on the machinery.

Technical Operating Manual
The ship’s elevators are designed to withstand a ship rolling movement of ±10º
from vertical within a 10 second period and a pitching movement of ±7.5º from
the horizontal, within a 7 second period. When the ship’s movements exceed
these limits the lifts must not be operated. The lifts should be driven to the
lowest or highest landing and switched off.
Staff/Goods Lifts
Identity
Number

Manufacturer’s
Number

Capacity:
Persons/kG

No. of Floors
Attended

SL1

H304251

18/2000

13

SL2

H304252

18/2000

13

SL7

H304257

18/2000

10

SL8

H304258

18/2000

10

SL12

H304262

18/2000

10

SL13

H304263

18/2000

11

SL14

H304264

18/2000

4

XB 1 2 3

SL15

H304265

18/2000

4

Bypass Terminals

SL19

H304269

6/450

3

The power supply to the speed controller has series wired chokes and an in-line
filter to prevent harmonic distortion, from the transistor action, travelling back
down the electrical supply lines and affecting other consumers.

690V
Supply

Line
Chokes

4-20mA
Remote
Control

Line
Filter

Faults/
Safety
Inputs

Altivar ATV66
Speed Controller

Passenger Lifts
Identity
Number

Manufacturer’s
Number

Capacity:
Persons/kG

No. of Floors
Attended

PL3

H304253

21/2000

10

The simplex control system is fitted to stores lifts SL12 and SL13. This means
the lifts have their own independent control system. Each lift has its own call
buttons and the lift travels according to the calls from its own set of landing
and car pushbuttons.

PL4

H304254

21/2000

10

PL5

H304255

21/2000

10

PL6

H304256

21/2000

10

The cars are all fitted with load weighing devices to indicate when the lift cars
are fully loaded. A lift which is fully loaded, but not overloaded, will bypass
any landing calls until it reaches the next car initiated call stop. The
unanswered landing calls are stored in the control system memory and will be
attended to in sequence, when the car is next underloaded.

PL9

H304259

21/2000

9

PL10

H304260

21/2000

9

PL11

H304261

21/2000

9

PL16

H304266

21/2000

7

The car cabins are fitted with a card reader, used for priority override if the lifts
are required to be used by a car operator. The car cabins are also fitted with
public address loudspeakers, normal and emergency lighting, audible landing
announcement and an alarm system which sounds in the electrical workshop
and via the IMACs system. On activation of an alarm, persons in the car cabin
may communicate with ship’s staff using a microphone and speaker
arrangement. The car top and car bottom also have alarm activation switches
for maintenance personnel working on the lifts.

PL17

H304267

21/2000

7

PL18

H304268

21/2000

7

Issue: First

All the lifts are powered by an electrically driven V3F-20 traction machine.
The electrical supply is 690V at 60Hz. The drive motor receives a variable
frequency supply from a speed controller. This speed controller is an ‘Altivar
ATV66’ unit. This unit uses transistors to vary the frequency of the motor
supply and hence vary the car speed. This means the car can accelerate and
decelerate smoothly to and from landings according to predetermined speed
ramps which are adjustable at the controller.

M

M

20kW
Winding

7kW
Winding

Motor
Protection

Drive Motor

Power Loss
In the event of a failure of the main electrical supply, the controller smoothly
brings the car to a halt using stored energy. The car then waits for a signal to
move to the nearest landing, where the car doors open.
The car will not move away again until the ship’s main supply has been
restored for a predetermined length of time. When the main supply is lost the
lifts travel to the nearest landing in a set sequence. This ensures that all the lifts
do not try to move at the same time which may overload the emergency supply.

8.8 Lifts Page 1

P&O Aurora

Technical Operating Manual

Illustration 8.9a Stores Platforms

Flap

Transverse Section Of Stores Platform

Translation System Motor Starter

1

3

4

8

2

5

9

6

10

7

11

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.

12

13

Main Switch
Ammeter
Emergency Stop (Key Reset)
Heater Lamp
Motor Overload Lamp
AUX. On Lamp
Lamp Test
Operate Position Lamp
Stowed Position Lamp
Working Position Lamp
Door Open/Locked Lamp
Carriage In/Out Switch
Local/Remote Key Switch

Platform Remote Panel

Carriage Control Panel

1

2

HPP
1

2

3

4

5

6

Platform Alarms
7

8

9

Cleats
13

10

11

12

Carriage Movement
14

15

16

17

18

Platform Movement
19

20

21

22

Above
0
Below

Issue: First

23

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.

Emergency Stop HPP
Pump/s Failure Lamp
Pump 1 Start Button
Pump 1 Stop Button
Pump 2 Start Button
Pump 2 Stop Button
Emergency Stop Automation
Photocell Alarm Lamp
Quay Alarm Lamp
Platform Overload Lamp
Automation Failure Lamp
Lamp Test
Port Cleat Lock Button
Mode Man/Auto Switch
Permitted Carriage Movement Lamp
Flap Up Button
Flap Down Button
Carriage In/Out Joystick
Unlock Button
Platform Operation Permitted Lamp
Vertical Position Set Button
Vertical Position Reset Button
Raise/Lower Joystick

3

4

5

6

1.
2.
7

8

9

3.
4.
5.

I
10

11

12

O
13

6.
7.
8.
9.
10.
11.
12.
13.

Door Locked & Closed Lamp
Door Not Fully
Locked & Closed Lamp
Lamp Test
Operation On Lamp
Door Secured/PF. In
Working Position Lamp
Failure Lamp
Door Close Button
Pump Running Button
Door Open Button
Door Lock Button
Pump Off Button
Door Unlock Button
Emergency Stop

Illustration 8.9a Storing Platforms

P&O Aurora
8.9 Storing Platforms
Manufacturer: Navalimpianti
Type:
Electro-hydraulic
There are three types of storing platforms fitted to Aurora, the stores loading
platforms, the baggage loading platforms and the scissors storing platforms.
Each unit has an independent, electrically operated hydraulic power pack.

Technical Operating Manual
e) At the carriage control panel, check that the carriage movement
control is set to MANUAL. Fold the flap up by pressing the FLAP
UP pushbutton (if required). The flap will fold up and when in the
correct position and all the other interlocks are clear the
CARRIAGE MOV. PERMITTED lamp will illuminate to indicate
it is safe to move the carriage.

Stores Loading Platforms

f) Retract the carriage by turning the selector switch to the
CARRIAGE IN position. Wait until the OPERATION POSITION
lamp is illuminated on the translation system panel.

Dimensions:
Safe working load:
Speed:

g) On the shell door remote control panel, press the PUMP
RUNNING pushbutton. The indicator lamp within the pushbutton
will illuminate when the pumps are running.

1.5 x 3.5 metres
2 tons
12 metres/min.

There are two platforms fitted port and starboard on deck 4 in zone 6. They are
mounted inboard of shell doors 32 and 33. The platforms have an extendible
lifting platform which itself can be raised or lowered to suit the height of the
quayside.
Hydraulic Power Pack Unit
Pump motors:
Oil reservoir capacity:
Pump relief valve set:
Pump Capacity:
Cooling:

690V 13kW IP55
500 litres
150bar
50 litres per minute
Water cooled exchanger 3m3/h

Each HPP unit consists of a stainless steel oil tank fitted with two submerged
electrically driven variable piston pump units with a two pump delivery check
valve and relief valves. There is also an emergency hand pump fitted to enable
operation of the hydraulic units should the power supply fail.
Operation

h) Remove both shell door bayonet securing pins by lifting them
upwards and twisting them into the stowage lock position.

j) Press the DOOR OPEN pushbutton, the door will start to open
and the indicator lamp within the pushbutton will illuminate when
the door is fully open. Visually check that the door has moved into
the fully recessed position in the deckhead.
k) Press the DOOR LOCK pushbutton, the indicator lamp within the
pushbutton will illuminate when the door is fully locked. Check
that all the cleats have locked into their receptacles.
l) Turn the pumps off by pressing the PUMPS OFF pushbutton.
m) At the carriage control panel, start one of the two pumps by
pressing the PUMP 1/2 START pushbutton.
n) If all is clear, move the carriage out using the CARRIAGE
IN/OUT joystick. The final position will depend on the quayside
arrangement.

b) Switch all three panels to local control by moving the
LOCAL/REMOTE selector switches to the LOCAL position.

o) When the carriage is in the correct position, the PLATFORM
OPERATION PERMITTED lamp will illuminate. Rig the safety
gates.

d) Check that the platform trackways and the surrounding area are
clear for operation. Remove the bottle screw securing devices.

Issue: First

a) Move the platform to the required working height using the
RAISE/LOWER joystick. The first vertical platform movement
must always be up.
b) Switch the carriage movement MANUAL/AUTO switch to the
AUTO position.
c) Press the VERTICAL POSITION SET pushbutton.
d) Once set, the platform can be returned to this exact vertical
position by a single touch of the RAISE/LOWER joystick.
To stow the platform, repeat the above procedure in the reverse direction
ensuring the manual/auto switch is set back to MANUAL.
Scissor Platforms

i) Press the DOOR UNLOCK pushbutton, the indicator lamp within
the pushbutton will illuminate when the door is fully unlocked.
Visually check that all the locking cleats have retracted.

a) Switch on the electrical isolators on the three panels labelled as
HPP1, HPP2 and TRANSLATION SYSTEM MOTOR
STARTER. These are located on the aft bulkhead in the stores
reception foyer, deck 4.

c) Start the hydraulic power pack pumps, by pressing the PUMP
START pushbutton on the HPP starter panels.

Automatic Platform Position Setting

p) Switch all three panels to remote control by moving the
LOCAL/REMOTE selector switches to the REMOTE position.
q) Fold the flap down by pressing the FLAP DOWN pushbutton.
The flap will fold down.

Scissor platforms are fitted at various positions on decks 3 and 4 to enable
stores to be moved between these decks. They consist of a platform which is
raised or lowered on a hydraulically operated ‘scissor’ lever arrangement.
Operation
a) Ensure that the pit and the surrounding area is clear for operation.
b) Switch on the electrical isolator at the HPP control panel located
adjacent to the platform.
c) Start the hydraulic power pack pumps, by pressing the PUMPS
1&2 START pushbutton on the panel. Ensure both pumps are
running.
d) Switch the unit to remote operation by turning the
LOCAL/REMOTE switch to the REMOTE position.
e) At the platform control panel, press the START RUNNING
pushbutton, the pushbutton indicator lamp will illuminate.
f) To lower the platform from deck 4 to deck 3, press the
PLATFORM LOWER pushbutton.
g) To raise the platform from deck 3 to deck 4, press the
PLATFORM HOIST pushbutton.
h) If the platform is to remain on deck 4 for a long period of time or
to lock the platform, press the CLEATS LOCK pushbutton. The
pushbutton will illuminate when the cleats are in the locked
position.

8.9 Storing Platforms Page 1

P&O Aurora

Technical Operating Manual

Illustration 8.9b Stores Platforms

Illustration 8.10a Automatic Sliding Doors

Scissors Lift Platform Control Panel

1

2

3

4

5

6

7

8

9

10

Scissor Lift Platform Deck 3 View

Automatic Sliding Door Controller

11

200
3000
100

300
1000

5000
PSI

400

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.

12

Pump 1 Failure Lamp
Pump 2 Failure Lamp
Start Running Button
Stopped Running Button
Emergency Stop
Hoist platform Button
Lower Platform Button
Cleats Lock Button
Cleats Unlock Button
Protruding Load Lamp
Oil Pressure Gauge
Main Isolator Switch

Monitoring LEDs

Speed/Acceleration etc
Adjustment Potentiometers

Baggage Platform Detail

Distributor
Lever

Door Emergency
Isolate Switch

Obstruction Photocells

Scissor Lift Platform Control Panel

Securing
Pins
1

6

2

7

3

8

4

9

5

Issue: First

10

Platform
Roller

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Platform Hoist Button
Platform Lower Button
Cleats Lock Button
Cleats Unlock Button
Protruding Load lamp
Pump 1 Failure Lamp
Pump 2 Failure Lamp
Start Running Button
Stop Running Button
Emergency Stop

Automatic Sliding Door View

Illustration 8.9b Storing Platforms

P&O Aurora
Before the platform can be raised or lowered, safety barriers are raised for
access and lowered to prevent access to the bottom pit (on deck 3) and the top
penetration (on deck 4) whilst the platform is moving or is positioned at the
other deck.
There are photocells to prevent operation of the platform should any object be
sensed as protruding over the edges. If any objects are sensed the
PROTRUDING LOAD warning light will illuminate and the operation of the
platform is prevented until the objects are cleared.
WARNING!
Scissor platforms are not for the use of personnel.

Technical Operating Manual
h) Press the UNLOCK DOOR pushbutton until the DOOR
UNLOCKED lamp illuminates. The cleats will unlock.
i) Press the OPEN DOOR pushbutton until the DOOR OPEN lamp
illuminates. The door will move into the open position.

2 tons

The baggage platforms are fitted port and starboard on deck 4 in zone 5. They
are mounted inboard of shell doors 28 and 29. The platforms can be swung
outboard to provide a ledge onto which the baggage is placed before being
brought inboard.
The platforms are stowed vertically against an athwartships bulkhead at the aft
end of the shell door. When required they are unlocked and swung through 90º
before being lowered into position.
Operation
Open the baggage shell door:
a) Check the oil level in the hydraulic oil tank.
b) Check that the emergency stops are unlocked and the main
isolator switch of the motor starter control cabinet is switched on.
c) The control panel should show the door as being closed and
locked (indicated by the indication lamp CLOSED/LOCKED on
the remote control panel).
d) Switch off the key-operated emergency stop switch. The
OPERATION ON, DOOR CLOSED, DOOR LOCKED and
DOOR SECURED lamps will illuminate.

j) Press the LOCK DOOR pushbutton until the DOOR LOCKED
lamp illuminates, the door is now open and secured. When the
door is in the open and secured position, the CLOSE DOOR
pushbutton cannot be operated.
k) Press the PUMP 1+2 OFF pushbutton, the PUMP 1 ON lamp is
switched off and the pump unit stops.
l) Activate the key operated emergency stop switch, all the panel
lamps are switched off.
To move the baggage platform into position:
m) Start the baggage door hydraulic power unit.
n) Swing the ramp out by moving the hydraulic distributor lever into
the OUT position. The ramp moves through 90º into the deployed
position.
o) Insert the ramp locking device into the deck.
p) Remove the safety turnbuckle from the ramp.
q) Adjust the shell support and lock it in position with the locking
pins. If the shell support is not used, the ramp must be secured to
the ship with suspension rope or chain.
r) The ramp is deployed into position by moving the hydraulic
distributor lever into the OUT position. The ramp moves into the
deployed position.
To stow the platform, repeat the above procedure in the reverse direction.

Cartridge replacement: after 50 hours of operation
Pump Unit
Check control joints: monthly
Check motor/pump noise: monthly
Check motor insulation: monthly
8.10 Automatic Sliding Doors
Manufacturer: Geze
The passenger gunport door areas and accommodation entrances from the open
deck have automatic glass doors fitted. These are for use when the shell doors
are open to maintain the ship’s air conditioning and heating etc.
The doors are fitted with photocells which will automatically open the door as
a person approaches. There are also photocells in the door surround to maintain
the doors in the open position or re-open the doors if closing should a person
be detected within the guard zone.
There is also an emergency power isolation switch at the door should the
control system fail. In the event of a power failure the doors can be opened
manually.
The doors are driven by a speed-controlled motor from a 230V AC power
supply. The motor drives a gearbox which operates a drive wheel which acts
on a toothed drive belt to open and close the two doors.
The following conditions can be adjusted from the potentiometers mounted on
the control unit, which is situated centrally, at the top of the door beneath a
drop-down flap:
Closing speed

Manufacturer’s recommendations apply to all three platforms. The following
routine operations should be carried out as indicated:

Opening speed

e) Unlock the bolts of the strongback, the DOOR SECURED lamp
is switched off.
f) Press the LAMP TEST pushbutton to check all signal lamps.

Oil change: after each 300 hours of operation

Issue: First

Air filter control: monthly, with cartridge replacement if necessary

Maintenance

Check oil temperatures: continuously

g) Press the PUMP 1 ON pushbutton. The PUMP 1 ON lamp
illuminates and one motor of the pump unit will start.

Filters

Cartridge control: weekly, cartridge cleaning: weekly

Baggage Platforms
Safe Working Load:

Fluid replacement must be accompanied by tank cleaning

Oil level control: weekly

Clean the hydraulic tanks externally: monthly

Opening and closing acceleration
Door open time
Door time before locking
The control unit is also fitted with monitoring LEDs for functions such as
power supply status and overload.

Chemical/physical properties and contamination level: monthly

8.9 Storing Platforms Page 2
8.10 Automatic Sliding Doors Page 1

P&O Aurora

Technical Operating Manual

Illustration 8.11a Vingcard System

Lock Motor Cable
Card Reader Module
L.E.D. Indicator

Card Reader

Latch Bolt

Lock Motor Housing

Aux. Bolt

Dead Bolt
Key Barrel

Door Lock Fascia

Issue: First

Door Lock Inside

Door Lock Fascia Inside

Illustration 8.11a Ving Card System

P&O Aurora
8.11 Ving Card System
Aurora’s cabin doors are fitted with door handles and locks operated by a
programmable access keycard system. The cards are programmed with
magnetic codes enabling access to be limited to authorised users only.
The user interface to the system is via a windows based ‘Vision’ program
running on a dedicated PC. This PC is situated at the accommodation officer’s
desk in the pursers office. The PC controls the card encoder which writes the
data on to the magnetic strip on the user’s cards. The software enables the
system administrator to keep track of individual and group cabin access.

Technical Operating Manual
Internal Control Mode: The lock can be set to lock and unlock
according to a preset timetable.
Each lock is fitted with a mechanical key operated cylinder lock. This provides
emergency access to a cabin by operating the latch and deadbolt mechanisms.
This mechanical lock provides a fully independent operating mechanism from
the electronic lock.

Flashes yellow 3 times

The metal key cylinder can be recoded if required. Recoding can be achieved
twice if necessary using the special recode key.

Guest privacy:

Indicates yellow

Access granted:

Indicates green

System Events

Lockout:

Flashes green once

Undo lockout:

Flashes green 3 times

Invalid card/misread:

Indicates red

The PC records all computer transactions on its hard drive. A system event
report request produces a list of transactions if required. Reports can include
every entry or just those associated with a specific cabin.

All issued keycards have an individual user ID code. This is a number from 1
to 16384. This code identifies crew in their use of locks and enables
identification of individual’s access.

The data includes all times, operator names and commands issued. The
previous 100 entries at a door lock are stored electronically and can be
downloaded and read off using the locklink portable computer. The data may
also be downloaded and a full report produced using the vision program. This
data will include:
User ID and code
Time of event

Door Locks
The cabin door locks are of the VC 3000 type. They have mortice lock cases
with latch bolts and dead bolts. Each lock comprises:
The card reader module

Override information (issue time, start/end time)
Keycards may be programmed to electronically override the lock deadbolt
function if required.
Door Lock Operation

The electronic control module
The lock case
Metal key cylinder
Inside and outside escutcheons
The control modules are fitted with batteries enabling cordless operation. The
batteries have an estimated life of 2/3 years.
The door locks can be set to operate in 3 different modes:
Normal Mode: The door is locked automatically and unlocked
when a valid card is entered. A green LED indicates the lock
is unlocked. The LED indicates red when locked and the entered
card is invalid.
Passage Mode: The door alternates between locked and
unlocked when a valid card is entered.

Issue: First

The indicator LED at the door lock also has the following functions:
Low battery warning:

Ship’s crew keycards work in parallel with guest’s cards. Guest and crew cards
can be programmed to give access for a specific or limited time. When a new
guest card is entered into a lock it overrides the previous card, this card is then
automatically denied access from that time. Cardkey overrides can be
determined by the system administrator.

Individual door locks may be programmed or interpreted using a small
portable computer device called the ‘locklink’.

The action of inserting and turning the metal key operates the cylinder and
overrides the deadbolt. To achieve this the key is turned 360º to retract the
deadbolt and a further 120º to retract the latchbolt. A metal key may also
extend a deadbolt from outside a room.

A door will lock automatically after the unlock time expires after card
withdrawal. The locking action consists of the latchbolt extending into the
strike plate on the door frame. The latchbolt will remain extended unless the
door handle is held down from the inside.
When a valid card is inserted into the card reader, the control module will send
an unlocking pulse to the lock motor. The door handle may then be operated.
When the unlock time expires, the lock may only be opened, without insertion
of the card, from inside the room. A guest may add security by operating the
dead bolt handle from inside the room using the thumbturn handle to extend
the deadbolt. The inside handle withdraws the latchbolt and the deadbolt in one
movement when the guest operates the door handle from within. The deadbolt
may be individually retracted by operation of the thumbturn handle.
If a card which does not have lock deadbolt override authority tries to unlock
a door with the deadbolt in operation, this will cause the LED on the front plate
to indicate yellow.

Internal control mode: Flashes green once each second continually
There are other LED indications which are only of use to the system
administrator or lock programmer/reader. These codes and further in-depth
programming information can be found in the manufacturer’s manuals.
Lock Control Module
The control module is mounted within the lock body. It is an independent
computer which may only be programmed or communicated with using the
locklink device. The module is powered from a 9V battery which also powers
the lock motor. The control module connects the card reader to the mechanical
lock parts.
The low battery warning signal indicates that approximately 3 months of
normal use is all that is left in the life of the battery. The control module has
an internal memory retention lithium battery which should last approximately
10 years.
Changing Batteries
The lowest battery operation voltage is 7.8V and the control module checks
this voltage every time a card is inserted. The battery pack is located on the
inside of the door lock and may be replaced as follows:
a) Undo the screw on the escutcheon battery cover and remove it.
b) Pull up the battery pack and remove the connectors.
c) Attach the connectors to the new battery pack within 3 minutes.
d) Replace the battery cover and retighten the hexagonal screw.
If the battery is not successfully replaced within 3 minutes the lock may need
to be reprogrammed using the locklink device.

8.11 Ving Card System Page 1

P&O Aurora

Technical Operating Manual

Illustration 8.12a Burglar Alarm Systems
Intruder Alarm
Central Unit

Intruder Alarm
Central Unit

230V AC from L0704/02-06
Monte Carlo
Deck 7 Zone 6
Wiring Diagram

T1

T2

T3

MD1
Perfume

T4

T5

T6

MD4
Mayfair
MD2
MD3
Jewellery

T7

T8

Distribution Unit

T9

T10

T11

T12

T13

T14

T1

MD1

T2

MD2

T3

MD3

T4

MD4

T5

MD5

T6

MD6

T7

MD7

T8

T9

T10

Control Panel (CP)
ON/OFF

Magnetic Contact Switch
(MCS)

Junction Box
(T)

Audible/Visual
Alarm (AV)

Key-Bolt-Switch
(KBS)

Motion Detector
(MD)

T12

T13

CP1 MCS1 KBS1 AV1
Crew Door 1

T14

BO16

1

T15

MCS2 MCS3
MCS6 MCS7
Door 2
Door 4
MCS4 MCS5
MCS8 MCS9
Door 3
Door 5

To Paging System
Via Telephone System

Shops Deck 6

2
BO15

2

MD8

From Elec Distribution
For Slide Doors Power
Interruption Alarm

Key

T11

2

AV2
Sports Bar

MCS2 MCS3
MCS6 MCS7
MCS10 MCS11
Slide Door 1
Slide Door 3
Slide Door 5
AV2
MCS4
MCS5
MCS8
MCS9
Mayfair Court
Slide Door 2
Slide Door 4

CP1 MCS1 KBS1 AV1
Crew Door
MD5
MD6
Fashion Formal

2

BO14

2

BO13

2

BO12

3
BO9

2
BO8

2
BO7

2
BO6

2
BO5

2
BO4

2
BO3

2
BO2

2
BO1

BO16

1
BO15

1
BO14

2
BO13

2
BO12

2
BO11

2
BO10

2
BO9

2
BO8

2
BO7

3
BO6

2
BO5

2
BO4

2
BO3

BO1

2
BO2

2

2

230V AC from L0704/02-04

BO11

Distribution Unit

BO10

Mayfair Court
Deck 7 Zone 4
Wiring Diagram

To Paging System
Via Telephone System

Mayfair Court
Deck 7 Zone 4

Monte Carlo
Deck 7 Zone 6

Central Unit

L0604/04-14

Door 4
T13
x2

Door 5
T14
Central
Unit

Door 5
T12

L0704/
02-06

T8 MD4

Formal Fashion

MD6
Door 3
T12

MD5

Tours

T15
MD7

Sports Bar
x2

T11
Mayfair
Court

T7

WC
Gents
WC
Ladies
WC
Dis.

T14

Monte Carlo

MD4

T6
Door 3
T10

Piccadilly
Shops

MD3

Piccadilly
Court

Central
Unit
L0706/
02-04

Mayfair

Door 4
T11

Door 2
T9

MD2
Electronic Goods

Slot
Machines

Door 5
T1

MD5

MD1
Emporium

Door 6
T7

MD3

Door 2
T11

MD6

MD4

Door 1
T10

MD8
T10

Safe
Jewellery
& Ceramics
MD2

MD1
Perfume

x2
T12

MD3

MD2
x2

MD1
T9

T12

Issue: First

Illustration 8.12a Burglar Alarms

P&O Aurora

Technical Operating Manual

8.12 Burglar Alarms

8.13 Dimmer Systems

Atrium deck 5:

Behind reception desk

Manufacturer: Esser

Manufacturer: Funa

Atrium deck 6:

Starboard forward, inside locker

Atrium deck 7:

Port forward corner of Charlies

Atrium deck 8:

Starboard aft, in entrance to Vanderbilts

Medina Restaurant:

Forward of entrance staircase, port

Alexandria Restaurant:

Inboard of port entrance door

Curzon Theatre:

Panel 1 in control room
Panel 2 behind stage, starboard

Andersons:

Starboard side of bar

Mayfair Court deck 7:

Starboard aft entrance, starboard of mid
service lifts

Masquerades:

Panel 1 in control room
Panel 2 behind bar

Monte Carlo Casino:

At Starboard aft entrance

Champions:

Behind bar

Carmens:

Panel 1 on stage, starboard
Panel 2 in control room
Panel 3 behind bar

Playhouse:

Panel 1 in control room
Panel 2 behind stage, aft

Conference room:

Aft of room, behind locker

Photo gallery:

Behind photographer’s desk

Vanderbilts forward section:
Vanderbilts mid section:
Vanderbilts aft section:

Panel 5 starboard of forward entrance
Panel 6 forward of mid entrance
Panel 5 aft of port entrance

Cafe Bordeaux:

Behind servery

Quarterdeck:

At entrance

Decibels:

In DJ’s booth

Playroom:

Forward of youth director’s office

Officer’s Mess:

At entrance to pantry

Officer’s Wardroom:

Behind bar

Outside deck lighting:

Bridge console

Panel 2 behind bar
Panel 4 port inboard of bandstand
Panel 5 midships, port of central piano

Terrace Pool area:

Behind bar

Pennant Pool area:

Behind bar

(Iberia room)

Panel 1 starboard forward corner of room

Crew Recreation area:

Bulkhead mounted

(Medina room)

Panel 3 port forward corner of room

The Monte Carlo casino in zone 6 on deck 7, the Mayfair Court shops complex
in zone 4 on deck 6 and the shops complex on deck 7 are fitted with burglar
alarm systems.
The systems comprise a network of ultrasonic and passive infra-red movement
detectors. There are also magnetic contact switches on the entrance and exit
doors and contact switches in the actual door locks. Once armed, the detectors
will trigger a local audible and visual alarm as well as an input to the engine
control room IMACs system.
The movement detectors use both doppler ultrasonic signals combined with
infra red radiation to detect any movement within their field. This helps to
reduce any false alarms due to shipboard interference.
Each system has a central control unit feeding a distribution unit from which
each detector is wired.
Each alarm system has an output to the ship’s telephone exchange which can
be programmed to alert the shop or casino managers and/or security personnel
in the case of an unauthorised entry.
The Mayfair Court shops feature electrically operated sliding doors. There is
an auxiliary contact in the power supply to these doors which will initiate an
alarm if the electrical supply to these doors is lost.

The majority of Aurora’s public rooms and spaces have lighting that can be
dimmed to several levels according to the time of day and required ambience.
A central dimmer bank for each area is discretely located and has its control
panel mounted in a convenient place for the area’s staff to operate. Each
control panel has buttons corresponding to a different lighting level. These are
usually percentages of brilliance from 0 - 100%, but the dimmers can be
programmed to enable some brighter circuits and some darker circuits in a
given area.
The individual area dimmers can be controlled or monitored from a central
control computer. This computer is located in the zone 5 telephone exchange
room on deck 9.
The electrical feed to the dimmer racks is 400V, 60Hz, 3 phase from the
relevant zone substation busbar system. The individual lighting circuits are
230V as they are wired across one phase and the neutral.
From the illustrations, it can be seen that some systems use one dimmer rack
and several preset control panels. These systems are wired as follows:
Central
Computer
400V 60Hz
3Ph. Supply

The control units are fed from a normal mains electrical supply. However, the
units are fitted with internal battery backed power supplies which will continue
to power the alarm systems in the case of prolonged power failure.

Lighting
Circuits

Preset
Panel 5

Preset
Panel 1

Preset
Panel 4

Preset
Panel 2

Preset
Panel 3

Area Covered

Control Panel Location

Riviera Pool and bar area:

Behind bar, port side

Oasis area:

Behind Oasis reception desk

Weights and Measures:

Starboard aft in room

Crystal Pool area:

Crystal pool sound/light control room

Orangery:

Panel 1 inboard of bandstand port forward
Panel 2 inboard of starboard fwd entrance

Crows Nest:

Issue: First

Dimmer Rack
L1302/10

8.12 Burglar Alarms Page 1
8.13 Dimmer Systems Page 1

P&O Aurora

Technical Operating Manual

Illustration 8.13a Dimmer Systems Decks 5 and 6

HPP

Deck 5 - Formosa Deck

Dimmer Rack
L0504/10

Dimmer Rack

Deck 5 - Formosa Deck
Pursers
Office

Officers
Officers Mess Wardroom
Room

Dimmer Control Panel

UP

Pantry
Atrium
Preset Panel 1

Strong
Room

Acc.
Off.

Safe

Palm
Court
Preset Panel 2

Dimmer Rack
L0605/10
Store

Medina Restaurant
Preset Panel 2

Preset Panel 1

Dimmer Rack
L0506/10

Medina Restaurant
Preset Panel 1

Dimmer Rack
L0607/10

Dimmer Rack
L0607/12
Alexandria Restaurant
Alexandria
Restaurant
Preset
Panel 1
Alexandria
Restaurant
Preset
Panel 2

Store

LKR

Explorers

Wine Bar
UP UP

AC

DN
UP

Casing

Dimmer Rack
L0604/11

UP
UP

Casing

DN
AC

Wine
Bar

DN

UP
UP

Medina Restaurant

Piccadilly Court
Dimmer Rack
L0605/11

Electronic Goods

Empor.

Coffee
Station

Deck 6 - Ellora Deck

Issue: First

Illustration 8.13a Dimmer Systems Decks 5 and 6

P&O Aurora

Technical Operating Manual

Illustration 8.13b Dimmer Systems Decks 7 and 8
Playroom Preset
Panel 2

Video
Game
Area
Night
Nurse

WC

Baby
Change

Yth
Direct
Off

Photo Gallery Preset
Panel 4

Cafe Bordeaux
Preset Panel 1

Deck 8 - Devanha Deck

WC
Dis.

WC
Ladies

WC
Gents

Playhouse Playhouse
Preset
Preset
Panel 3
Panel 1

Vanderbilts
Preset Panel 6

Vanderbilts
Preset Panel 5

Atrium/etc Preset
Panels 1 - 4

Raffles Court

WC WC
WC
Gents Dis. Ladies

DN

DN

Atrium

Finishing
Galley

UP

Dimmer Rack
L0804/11

UP

Photo Gallery

Cafe Bordeaux

LKR

Jumping Jacks

Q. Deck Preset
Panel 2

Raffles
Bar

The Playhouse

UP

Soft Play

WC

Internet
Chill Out

Quarterdeck
Stage

Dimmer
Rack
L0805/11

Conference Room

Dance
Floor

Intergalactica

Decibels
Decibels Preset
Panel 1

DN

Casing

UP

DN

Vanderbilts
Preset
Panel 5

Vanderbilts
Limit Switch

Vanderbilts

Library

Vanderbilts

DN

Dimmer Rack
L0807/11

Dimmer Rack
L0806/11

Deck 8 - Devanha Deck

Conference Room
Preset Panel 2

Atrium Dk 7 Preset
Panel 3

Andersons Preset
Panel 1

Dimmer Rack
L0703/11

Dimmer Rack Dimmer Rack
L0702/13
L0702/11

DN

AC

Dress
Room

Terrace Pool
Andersons
Terrace Bar
Preset
Panel 1

Charlies

DN

Bar
DN

Dimmer Rack

UP

Dimmer Control Panel
Terrace
Bar

Dimmer Rack
L0704/10

Limit Switch

UP
DN

Pantry

Mayfair Court
Pantry

Cold
Store

Perfume
Carmens Preset
Panel 2

Dress
Room

Carmens Preset
Panel 3
Carmens

Control
Booth

Deck 7 - Promenade Deck Forward
Champions
Preset Panel

Cold Hotel
Bar
Store Store
WC
Gents

Store

Pantry
Dressing
Room

WC Dis.

Band
Stand

Bar

Lift Pantry
Mach.

Issue: First

WC
Ladies

AC

UP

Bar

Shops Preset
Panel 4

UP

Monte Carlo

Deck 7 - Promenade Deck Aft

DN
DN

Casino Preset
Panel

DN

Dance
Floor

UP

Dimmer Rack
L0707/11

Mayfair
DN

Bar

Cold
Store

Deck
Store

Fashion Forum

Dimmer Rack
L0705/10
Masquerade

UP
DN

DN
WC
Ladies

UP

Pool
Equip.

Curzon Preset
Panel 2

Slot
Maint.

UP
DN

Carmens Preset
Panel 1

DN

DN

Art Gallery

Champions

AC

DN

UP

Pool
Equip. LKR

Curzon Preset
Panel 1

Dimmer Rack
L0706/11

AC

Pantry

Band
Stand
Masquerade Preset
Panel 1

Cold
Store

WC
Gents
WC
Dis.

Jewellery
Ceramics

Masquerade Preset
Panel 2

Illustration 8.13b Dimmer Systems Decks 7 and 8

P&O Aurora

Technical Operating Manual

Illustration 8.13c Dimmer Systems Decks 11, 12 and 13

Orangery Limit Switch

Oasis Preset
Panel

Deck 12-Lido Deck
Hair Beauty
Salon

Dimmer Rack
L1204/10

Showers
Sauna

WC Steam
UP

Pantry

Dance
Floor
Band

Penant Bar

WC
Gents

Orangery
Preset
Panel 1

Hydro.

Oasis
Reception

Store
Dimmer
Rack
L1206/10

Store

Cold
Store

DN

UP
DN

DN

Crystal Pool
Area Preset
Panel

Riviera
Bar

Riviera Pool

Relaxation

Crystal Pool
Sound Control
Room

The Orangery

DN
UP

Beauty

Galley
WC
Ladies

UP

WC

Cold
Store

Pantry

Ladies
Change
&
WC

Crystal Bar

Dimmer
Rack
L1206/11

Gents
Change UP
&
WC

DN

DN

UP

UP
UP

Sidewalk Cafe

Orangery
Preset
Panel 2

Pennant Bar
Preset Panel

Deck 11-Arcadia Deck

Deck 13-Sun Deck
Dimer Rack
L1302/10

Crows Nest
Preset Panel 1
Dimmer
Rack
L1104/10

Iberia

Preset Panel 2
Preset Panel 5

UP

UP

Pantry
UP

Bar

Weights
and
Measures

Dimmer Rack
Dimmer Control Panel
UP

Limit Switch

Pantry
Weights
and
Measures
Preset Panel

DN

Cold
Store

Store
UP

Preset Panel 3
Medina
Dance
Floor
Band
Stand
Preset Panel 4

Issue: First

Illustration 8.13c Dimmer Systems Decks 11, 12 and 13

P&O Aurora

Technical Operating Manual

Illustration 8.14a Entertainment Systems
Video
TV Studio
Deck - 5

Sony
KV-14V6D

Audio

Audio/Video Matrix
8In/8Out
Autopatch
1YDM.0808.V1A1+XY

From
Antenna
Network

DVD Player
Sony DVP-S715
Video Cass. Player
Sony SVP-9020
Remote Control For
Plasma Screens
& TV Sets (Custom)
TV Tuner Unit
Black Burst Gen.

Speaker

In 1

Video

Firezone
3

Audio

RF

Vid.
& Aud.

TV
Tuner

Out 1 Vid. & Aud.

In 2

Out 2 Aud.
In 3

Vid.
Out 2

RF
Video
Cass.
Player

DVD
Player

Sony
TU-1040E
Kramer
BC 6003B

Black Burst
Generator

Vid.
& Aud.

Vid.
& Aud.

Video

Spare
Inputs
Juke Box
(Output 8)
Mute From
Local Sound
Rack

Out 3
In 4

Vid.

Out 3

In 6

In 8

RS232

Sony
MDR-CD270
Custom

Audio
Amplifier

Custom

Out 4 Video

Video
Amp.

Out 5 Video

Video
Amp.

Out 6 Video

Video
Amp.

Speaker

Plasma
Screen 2

Speaker

2x 230 Vac

TV
Set 4

230 Vac

230 Vac
6x Sony KV-21x50
TV
Set 5

TV
Set 2
230 Vac

Sound
System
Spare Output
230 Vac

Champions Rack

Plasma
Screen 1

To Plasma Screen 1
To Plasma Screen 2
To TV Set 1
TV
To TV Set 2
Set 1
To TV Set 3
To TV Set 4
To TV Set 5
To TV Set 6

Out 7
Out 8

2x Pioneer
40" PDP401/40

2x 230 Vac

Wired
Remote
Control For
Plasma Screen
& TV Sets

Audio (Mono)
Video Matrix
8 In/
In 5 8 Out

In 7

Audio
Mute Unit

Aud.

Speaker

Audio
Amplifier

2x Pioneer
PDP-SO2-LR

2x Pioneer
PDP-SO2-LR

RF Control Monitor
Sony
KV-14V6D

230 Vac
TV
Set 6

TV
Set 3
230 Vac

230 Vac

RF
From
Antenna
Network

Champions System

Masquerade System
TV Studio
Deck - 5

2x Sony PVM-9042

2x Sony PVM-9042
2x TV Tuner Unit
Sony TU-1040E
Audio/Video Matrix
16In/16Out
Autopatch
1YDM-16.1616.V1A2
+AIGC+XY
DVD Player
Sony DVP-S715
Camera & P/T
Control Ernitec 1500m
VCR 1
Sony SVO-9620
VCR 2
Sony SVO-9620
Black Burst Gen.
Kramer BC 6003B

Issue: First

Spare Input

Firezone
3
From
Antenna
Network
AMX
Elmo TRV-35H
Slide To
Video
BNC
230 Vac Socket

Sony SVO-9620
AMX
VCR 1
Rec. 1
Sony SVO-9620
AMX
VCR 2
Rec. 2
Sony TU-1040E
TV Tuner
RF
Sony TU-1040E
TV Tuner
Sony DVP-S715
DVD

=

Ceiling
Sony
SSC-DC58 Camera

=

P/T
Ernitec
MPT1/10H

Ernitec
BDR510

Receiver
Box

230 Vac
Camera Connection
CCF
Fields For Portable
Cameras
CCF
2x Vac

Sound
System

Masquerade Rack

Video
Audio

Flat Screen
PC
Keyboard

~

~

Camera
Control

Kramer BC 6003B

Out 1

Video
Audio

TV Studio
Deck - 5

In 2

Vid. & Aud.

In 3

Out 2

Vid. & Aud.

In 4

Out 3

Vid. & Aud.

In 5

Vid. & Aud.

In 6

Plasma
Screen 2

230 Vac

Vid. & Aud.

In 7

Video

In 8

Out 4

230 Vac

Video

Video
Amp.

Plasma
Screen 1

In 9

Out 5
Out 6
Out 7
Out 8

In 10

Vid. & Aud.

In 11

Video

In 12

Video

In 13

Vid. & Aud.

In 14

Out 9
Out 10

230 Vac

230 Vac

Video
Video
Vid. & Aud.
Vid. & Aud.
2x Sony
PVM-9042

Audio (Mono)
Video Matrix
16 In/
16 Out
Vid. & Aud.

Plasma
Screen 3

Plasma
Screen 2

230 Vac

Video

AMX

Plasma
Screen 1

Custom

Vid. & Aud.

Audio

Firezone
3

2x Pioneer 40" PDP401/40
Vid. & Aud.

Pan/Tilt
Control
Ernitec 1500m

Black Burst
Generator

In 1

Plasma
Screen 3

Colour Control
Monitors. Built
In Speakers

2x Sony
PVM-9042

230 Vac
Pioneer 40"
PDP401/40

Vid. & Aud.
Vid. & Aud.

Plasma
Screen 4
3x Sony
PVM-9042

Out 11

Video

Out 12

Video

Out 13

Audio

230 Vac

230 Vac

230 Vac

Audio
Panasonic WJ-MX50
Video Mixer
Tile Generator

230 Vac

Sound
System

230 Vac

Kaleidolight K20

Illustration 8.14.a Entertainment Systems

P&O Aurora

Technical Operating Manual

Illustration 8.14b Entertainment Systems
Weights and Measures System
Flat Screen
PC
Keyboard

Sony
PVM-9042

Audio
Video

Sony
TU-1040

Phone Amplifier

Sony TU-1040

Sony SVO-9620
Video
Vid.
VCR Audio
Aud.

Laptop

Record.

230 Vac

3

TV Studio
Deck - 5
Firezone
3

Video

VCR
Sony
SLV-E730

Digimax 3DTV

230 Vac

3 Audio
Record.

Video Wall Consisting Of
9 Monitors
Dimensions:
W 1785mm
H 1410mm
D 475mm+ 70mm (Cables)
Diagonal 2275mm
Weight 400kG (Monitors)

Audio =
~
Proc.
RDL
230 Vac
STA

=

The Playhouse System
Headphones

230 Vac

Sony SLV-E930
Video
VCR
From
Antenna
Network

Rear Slot Of Monitor Contains
Cooling Fan Sony BKM-202FN
Scan Converter Sony BKM.201SC Sony SS-X7A
Sony PGM-200R1
Monitor With VGA Input
Audio

Sony SS-X7A
Speaker

230 Vac
230 Vac

=
~

4x Video Cable PBD 1853

230 Vac Audio Mute

Conference Room
System

RGB
RGBS

Connection
Field

Altinex 1907

VGA
Socket

Elmo EV 6500 AF PAL
VGA

=
~

Audio
Mute
PA
System

TV Tuner Unit
Sony TU-1040E
Black Burst Gen.
Kramer BC 6003B
Aud./Vid. Matrix
Autopatch
1YDM16.1616.V1A2+
AIGC+XY
DVD Player
Sony DVP-S715
Video Cass. Player 1
Sony SVO-9620
Video Cass. Player 2
Sony SVO-9620
Camera & P/T Contr. 1
Sony RM-C950 &
Ernitec 1500M
Camera & P/T Contr. 2
Sony RM-C950 &
Ernitec 1500M
Signal Interface
Switcher
Sony PC-3000

Portable Video
Presenter

15 Pol HD
Sub D

Issue: First

Playhouse Rack

RGB
CVBS
RGB
CVBS

Video
VGA
Presenter
Connected
Field
Elmo EV-6500
AF PAL
3x 230 Vac
AMX
Ceiling Camera 1
Sony
DXC-950
P/T
Ernitec
MPT1/10H
Reliever
Ernitec
Box
BDR510
230 Vac
Ceiling Camera 2
Sony
DXC-950
P/T
Ernitec
MPT1/10H
Reliever
Ernitec
Box
BDR510
230 Vac
Camera Connection
Fields For Portable
Cameras

3x
230 Vac

Connection Box Located In Floor
Under Table

AMX
Elmo
TRV-35H
Slide To
Video

2x Sony PVM-9042

Speaker
Mute
Relay

Sony TU-1040E
TV Tuner
Sony SVO-9620
AMX
VCR 1
Rec. 1 Sony SVO-9620
AMX
VCR 2
Rec. 2 Sony DVP-S715
DVD
RF

From
Antenna
Network
Sony PVM-4B1

230 Vac

19-Inch Rack

TV Studio
Deck - 5
Firezone
3

Laptop

Decibels System

Sony TU-1040
Video
RF
Tuner
Audio

Sound
System

230 Vac 230 Vac 230 Vac

230 Vac

From
Antenna
Network

230 Vac

~
Mounted
Into Audio
Equipment Rack 230 Vac

6

Decibels Rack

TV
Set 2

9x Seleco SMV 300N

4

230 Vac

Audio

Video
Amp.

Aud.

RDL STA
Audio
Proc.

Video

5

230 Vac

230 Vac

Video Wall Processor
Audio
(Mono)
Video
Matrix
8x4

TV
Set 1

Custom
Vid.

2 Audio

230 Vac

Sony DVP-S715
Video
DVD
Player Audio

TV
Tuner

2x Sony
KV-28WF1

Sony
TU-1040E

From
Antenna
Network

Sony PVM-9042Q

Video

TV
Tuner Audio

RF

Video

230 Vac

Antenna
Socket

Matrix
Autopatch
1/2 YDM.0804V1A2-P

2

230 Vac

From
RF
Antenna
Network

DVD Player
Sony DVP-S715

1 Video

1

Kramer
BC 6003B
Black Burst Video
Generator

Kramer
BC 6003B

Black Burst Gen.
TV Tuner Unit
Video Cass. Player
Sony SVO-9620

Local
Sound
System

Sound
System

2x Vac

RGB

Video
Audio

In 1

Out 1

Vid. & Aud.

In 2

Out 2

Vid. & Aud.
Vid. & Aud.

In 4

Vid. & Aud.

In 5

Audio

To Signal
Interface Switcher

Video

Sony
CMA-D2GE Camera
=
Control
~
Sony RM-C950

Pan/Tilt
Control
Ernitec 1500m
~

CCF
CCF

Rec. 1
Rec. 2

Sony VPL-X2000

Audio

In 7
Out 5

Video
Audio

In 8
Out 6

Black Burst
Generator
Kramer BC 6003B

From VGA
Connected
Field
Vid.
& Aud.
Vid.
& Aud.

Video
Audio

In 9

Video

Out 7
Out 8
Out 9
Out 10

Projector

Signal
Interface
Switcher 3

AMX

In 6

~

Sony
CMA-D2GE Camera
=
Control
~
Sony RM-C950

Out 4

RGB
Video

RGB

Pan/Tilt
Control
Ernitec 1500m

=

Video & Audio

Out 3

Video

To Signal
Interface Switcher

From Connection
Field On Stage

=

Video & Audio

RGB Sony PC-3000

To Signal
Interface Switcher

RGB

In 3

TV Studio
Deck - 5
Firezone
3

Video
Audio

Projector
Screen
2.5x4m

230 Vac
RGB
CVBS

VGA
To Audio
/Video
Matrix Input 8
2x Sony
PVM-9042

VGA
2x
230 Vac

Colour Control
Monitors. Built
In Speakers
B/W Control Monitors

Video
Video
Video
Video

3x Sharp
Colour Control
Monitors.
Flat Screen

Video
Audio
Vid.
& Aud.

In 10

In 11

Vid.
& Aud.

In 12

Vid.
& Aud.
Video

In 13

AMX

In 14

Vid.
Out 11 & Aud.
Vid.
Out 12 & Aud.

230 Vac

Tile Generator
Out 13
Out 14

230 Vac
Audio
Video
Mixer

230 Vac

Panasonic
WJ-MX50

230 Vac

Audio
To AMX
System

Sound
System

Illustration 8.14.b Entertainment Systems

P&O Aurora

Technical Operating Manual

Illustration 8.14c Entertainment Systems
TV Studio
Deck - 5
Firezone
3

19-Inch Rack

Spare Input
AMX
Rec. 1
AMX
Rec. 2

Sony SVO-9620
VCR 1
Sony SVO-9620
VCR 2

Sony TU-1040E
RF
TV Tuner

From
Antenna
Network
AMX
Elmo
TRV-35H
Slide To
Video

Video
Audio

In 1

Out 1

Firezone
3

In 2

Vid. & Aud.

Out 2

Vid. & Aud.

Rec. 1

Video & Audio

Rec. 2

Sony PC-3000

In 4
Out 4

Vid. & Aud.

Video & Audio

Video
AMX

In 5

Signal
Interface
Switcher 1

Projector

RGB
CVBS

2x
Video
230 Vac
Presenter
Elmo EV-6500
AF PAL
AMX
To Signal
VGA
Interface
Connection
Field
Switcher 3

Video

RGB To Signal
Interface Switcher 3

Audio
Video
Audio

From Connection
Field On Stage

Out 5
Audio
(Mono)
Video
In 7
Matrix
16 In/
In 8 16 Out

Video
Audio

Sony PC-3000

In 6

In 9

Out 6

Audio

RGB

Audio

Custom
Video
Distributor
5/10

Sony VPL-X2000
Signal
Interface
Switcher 3

230 Vac

Sony
=
CMA-D2CE ~

Projector
230 Vac

In 10

Custom
=
~

Projector Screen
4x6m

Ernitec
1500M
Pan/Tilt
Control
Sony
RM-C950
Pan/Tilt
Control

Custom
Camera
Selector

Sony
PVM-9040

Control Desk In Control Room

230 Vac

Custom
Camera
Selector

Sony PC-3000

In 11

RGB

VGA

Sony
SSC-DC18P 230 Vac
Sony
PVM-9040
Sony
SSC-DC18P 230 Vac
230 Vac
Custom
Camera
Sony
Selector
SSC-DC18P 230 Vac

Custom
Camera
Selector

Sony
PVM-9040
230 Vac
Pit

Fix Cameras

Monitors
(Stage Manager)

Custom
Camera
Selector

19"
Module
Case Video
Distributor
5/10

Sony
PVM-9040
Custom
230 Vac Camera
Selector

Fix Camera
Sony
SSC-DC18P

230 Vac

RGB
CVBS

Audio

In 12

VGA

Video
Audio

CCF

CCF
CCF
CCF
CCF

In 14

Vid. & Aud.

In 15

Vid. & Aud.

In 16

Vid. & Aud.

Out 7

Out 8

In 17
Out 9

Vid. & Aud.

In 18

Vid. & Aud.

In 19

Vid. & Aud.

In 20

6x
230 Vac

Out 10

Vid.
& Aud.

Black Burst
Generator

Vid.
& Aud.

In 21

Video

In 22

Kramer BC 6003B
AMX

2x
230 Vac

2x Sony
PVM-9042

Vid.
& Aud.
Colour Control
Monitors. Built
In Speakers

Vid.
& Aud.
Vid.
& Aud.

2x Sony
PVM-9042

Vid.
Out 13 & Aud.
Vid.
Out 14 & Aud.

230 Vac

230 Vac
Audio
Panasonic
Video
WJ-MX50
Mixer

Out 15

Audio

Tile Generator

Out 16

Video

Video
Amp.

2x Sony PVM-9042

2x Sony PVM-9042

Signal Interface
Switcher
Sony PC-3000

Signal Interface
Switcher
Sony PC-3000

Aud./Vid. Matrix
Autopatch 24x24
4YDM2424.V1A2+
AIGC+XY

Aud./Vid. Matrix
Autopatch 24x24
4YDM2424.V1A2+
AIGC+XY

TV Tuner Unit
Sony TU-1040E
DVD Player
Sony DVP-S715
Video Cass. Player 1
Sony SVO-9620
Video Cass. Player 2
Sony SVO-9620

2x BNC Sockets Dressing Room
3x Sharp
2x 230 Vac
Colour Control
2x BNC Sockets Stage
Monitors.
2x 230 Vac
Flat Screen

Out 12

Camera Connection
Fields For Portable
Cameras

To Audio
/Video
Matrix Input 9

From VGA
Connected
Field

In 13

Out 11

Portable Cameras Also
For Use In The
Playhouse, Carmens,
Masquerade

Monitor
Video Control

Projector Screen
2.5x3m

Video

CCF

Winten
Pro 9

230 Vac

Projector

RGB
Video

Sony
PVM-9040

P/T
Ernitec
Reliever
MPT1/10H
Box
Ernitec
BDR510
230 Vac

230 Vac

Projector Screen
2.5x3m

Sony VPL-X1000

Monitors In Pit

Sony Ceiling Camera
DXC-950

Video

Audio

Portable Camera 2
Sony
DXC-327BPL

Signal
Interface
Switcher 1

230 Vac

AMX

Video

Winten
Pro 9

AMX

Video

Console Desk
Video Signal From
Camera System

Portable Camera 1
Sony
DXC-327BPL

Video

To AV - Matrix
Rack 1
Input 9 - 13
Output 12 -13

Sony VPL-X1000

230 Vac

RGB To Signal
Interface Switcher 3

2x BNC Sockets
Dressing Room
2x230 Vac

In 3
Out 3

Sony DVP-S715
Vid. & Aud.
DVD

RGB
CVBS

Sound
System

TV Studio
Deck - 5

Video
Audio

Monitors
Monitors
2x BNC Sockets Workshop Mezzanine (Stage Manager)
2x230 Vac
Sony
Sony
PVM-9040
PVM-9040
Stage
230 Vac
230 Vac
Custom
Custom
Camera
Camera
Selector
Selector

Black Burst Gen.
Kramer BC 6003B

230 Vac

230 Vac
Video
To AMX
System

Sound
System

Curzon Theatre Racks
Curzon Theatre Systems

Issue: First

Illustration 8.14.c Entertainment Systems

P&O Aurora

Technical Operating Manual

Illustration 8.15a Scandisplay System
NMEA Out
E-Locker 1
952. 1002
RS 422
NACOS

Bridge Control PC
Power
Supply

NMEA Out
E-Locker 2
952. 1019
RS 422
NACOS

NACOS
Chart pilot Workstation
JLM Nr .956. 1005

Ship's
Sensor

Master Clock

Weather Data
E-Locker 1
RS 422

Chart Room

Power
Supply

Distribution

Communication Interface
RS 232 Buffer
adj.
Master Clock

Distribution

Bridge Desk

Com. Centre

Brain Computer And Voyager
Channel
Desk Computer
TV System Inputs

Communication Interface

Scan Display
Ship Board Computer

Edit Computer
Distribution

Issue: First

Power
Supply

Distribution

Power
Supply

Illustration 8.15a Scandisplay System

P&O Aurora

Technical Operating Manual

Illustration 8.16a TV System

TV
Antenna

Sat Antenna 1
Dual C/Dual Ku 3.6m

AM/FM
Antenna
Diskowski
PBD 2056
PBD 1857

Barco
Marco Polo

Diskowski

Diskowski
PBD 1858
PBD 1859

Rotor Control

TV-RX

1

TV-RX

A+V
A+V

PreAmplifier
Philips
LHB 4130

Sea Tel DAC-97
ACU

2
5v

5

1x Drake
ESR 1265

8v

SAT-RX

6

6x Decoder

2x Drake
ESR 1255

Receiver Video
Box

Intermix
MTA

Autopatch
1YDM-16.1616.
A2+AIGCXY

Camera Connection Fields:
1. Rivera Pool
2. Crystal Pool
3. Atrium
4. Alexandria Restaurant
5. Medina Restaurant
6. Decibels
7. Crow's Nest
8. Wheelhouse
9. Orangery
11. Conference Room
12. Deck 9 Aft
13. Andersons
14. Weights & Measures
15. Cafe Bordeaux
16. From CCTV Matrix

Audio
Monitor 1
TOA MP-1216

230 Vac

Broadcast
Sat-RX

Mounted in
Console

Broadcast
Sat-RX

2

Broadcast
Radio-RX

3

1

1

1

To Bridge
Matrix

2

2
3

3

2x Pioneer
PD-M 426
Separate Rack

Broadcast
Radio-RX
CD
Changer
CD
Changer

CD Changer

4

4

8

6

6

8

8

CD Changer

9

9
10

10

VCR 1
11
12

12

12

13

13

Audio
15 Level

Unit 1

AM

FM

Issue: First

VCR

3x Sony ICF-SW55

RF Mod.
RF Mod.

RF Mod.

AM RX

RF Mod.

AM RX

RF Mod.

1x Spare
Output

VCR 2

Camera
Connection
Fields
Selector

Normconv.
Normconv.
Dig. NC3
Black Burst
Colour Bar
To Video Output
Control Unit

PC

DVD Play

Audio
Monitor 1
Intermix MTA
TOA MP-1216

A/V From Public Areas:
Curzon Theatre
The Playhouse
Carmen's
Masquerade

3x Snell & Willcox CVR-22
Normconv.

5a
6a
7a
8a
9a
10a
11a
12a
13a
14a
17a
23a
24a
28a
29a

Audio
Level
Unit 2

Sony
DVP-S725

Kramer
BC 6003B

Sony PVM-4B1

Video
Player
System

Alarm Tone
Voice Audio Signal

Alarm Contact
Passenger All

Audio
Mute

To Audio Matrix

RF Mod.
RF Mod.
RF Mod.

A+V

RF Mod.

A+V

RF Mod.
Sony
PVM-9042QM

Control
PC

VGA

RF Mod.

7x Spare Inputs
Reserved For Mute

Colour Bar
From Black
Burst Generators
Sony
PVM 9042QM

5x Audio
From Audio Matrix
(Outputs 1-5)

RF Mod.
RF Mod.

RF Switch

11 A+V

Curzon Theatre

12 A+V

The Playhouse

13 A+V

Carmen's

14 A+V

Masquerade

15 A+V
16 A+V

RF Mod.

Audio Mute
(Crew Only)

V

Mounted in Console
2x Sony PVM-9040
2x Sony TU-1040E
Control
Monitor

Control
Monitor

TV Tuner

TV Tuner

Champions/Monte Carlo
Champions/Monte Carlo

17 A+V

Decibels
2x Sony
2x Sony
PVM-9042QM
PVM-9042QM

18

V

V
V
V
21
22 A+V

Passenger Network
9 TV Channels
5 Music Channels

19

A+V
A+V

20

23 A+V

A+V

21

24

A+V
V
V
V
V
V
A+V
V
V
V
V

22
23
24
40
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
41

25

A

To Crew
Network

A+V

15a
16a
17v
18v
19

V
V
A+V
A+V
A+V
A+V

Alcom McBride Interactivator

A+V

PC

10

16

Video
Output
Control
Unit

14v

To
A Audio
Level
Unit 2

From CCF Selector 1
From CCF Selector 2
From VCR 1
From VCR 2
Spare Input

RF Mod.

A+V

Intermission
Picture
Interface

Audio
(Mono)/
Video
Matrix
48x48

To
A Audio
Level
Unit 2

RF Mod.

A+V

RF Mod.

Video
Decoder

Keyboard

Camera
Connection
Fields
Selector

RF Mod.

A+V

13v

Dig. NC2

From Audio
Mute Unit

3 RF Channels PAL 1
(Video Program)
3 RF Channels PAL 1
(Music Program)
Crew Only
VGA

Video

PC

1

RF Mod.

A+V

12v

Decoder

Flat Screen

Dig. NC1

Audio
(Stereo)
Matrix
16x16

Kathrein

AM RX

Video

Rec. 2

16

14

2x Sony PVM-9042QM
3x Samsung
Kathrein
SV3000W
From AV-Matrix
Out 28
VCR
RF Mod.
VCR

3x Audio To
Local Sound
System "Oasis"

9 RF Channels
PAL 1 Video/TV
Programs Pax/Crew

Sony PVM-4B1

A+V

11v

Decoder

To Audio
Level
Unit 2
To Audio
Level
Unit 2

9

Video

Mounted in Console
Kaleidolight K20

14
15
16

16

Rec. 1
Sony SVO-9620

11

11

Announcement PA
Group Outer Deck
From AV-Matrix
Out 31
From AV-Matrix
Out 32
Cat 5
Keyboard
Spare
Philips
LTC 8554/00

Sony SVO-9620

10v

Decoder
Decoder

8
9

Sat News
System

5x Audio
To PA

10

13

CD Changer

5x Audio
To PA

9
7

Mounted in
Separate Rack

PAX-Info
System

6
7

7

CD Changer

5

5

5

CD Changer

Audio Mute
Crew Only

5x Audio
To RF
Modulators

4

2x Sony
ICF-SW55

From AV-Matrix
Out 29
From AV-Matrix
Out 30

8

Video

230 Vac

From Keyboard
Connector
(Video Surveillance
System)

9v

Decoder

Keyboard

1 Signal From
CCTV Matrix

7

Video

Hemis OK 203
Hemis

4

7v

SAT-RX

Hemis P/T
PT 30

3

6v

SAT-RX

Multicable

Filter

1

SAT-RX

Mast Camera

Sony PVM-4B1

Kathrein

4

4x Sony
PVM-9042QM

3x Drake
ESR 1255

230VAC/16A

A+V

11x 19-Inch TV Rack

3

A+V

TV-RX
Sea Tel
14497

48

2

TV-RX

Control
Monitor
Sony
PVM-14N5

Autopatch
8YDM.4848V
1A1+AIGC+XY

4x Sony
PVM-9042QM

20

26

Rec. 1

Crew
Network
9 TV Channels
5 Music Channels
3 TV Channels Crew Only
3 Music Channels Crew Only

Rec. 2

V

V Dig. NC1
V Dig. NC2
Dig. NC3

27
28 A+V
29 A+V

3x To
VCR Crew

Intercom
Telex 2000

30 A+V
33
38

15x To Camera
Connection Field

Mounted in
Console

To Funa
Sound
System

A+V

39

9x Spare
Outputs

VGA

47

47
48 RS232

2x Intercom Socket
Control
Monitor
Sony
PVM-14N5

From VCR
& Receivers

PC

Matrix
Control PC

Illustration 8.16a TV System

Page Left Intentionally Blank

Section 9: Navigation and Communication Equipment
9.1 Bridge Layout
9.2 Navigation Equipment
9.3 Navigation and Signal Lighting
9.4 Communication Centre
9.5 External Communication Systems
9.6 Internal Communication Systems
9.7 Propulsion Control
9.8 Steering Control
9.9 Lips System Control
9.10 Bridge Alarm System
9.11 External Sound Monitoring System
9.12 Manoeuvring Information
9.13 Crash Stop Manoeuvre
9.14 Surveillance TV System

P&O Aurora

Technical Operating Manual

Illustration 9.1a Bridge Layout: Overhead Consoles
Port Steering Gear Control Panel

Stbd Steering Gear Control Panel

Wing Overhead
Consoles
Port and Starboard

Rudder
Angle
Indicators
(P/S)

Rate Of Turn
Indicator

Shaft Power/rpm
Indicators (PS)

ON
OFF

Hdg
35

Centre
Forward
Overhead
Console

Sound
Detection

Multipilot Slave
Display
Compass
Repeater

Rate Of Turn
Indicator

WindMeter

Centre Forward
Overhead Console

Centre
Fwd Overhead
Console

Port Console
Part A

GMDSS
Console 1

Wing Overhead
Console (Port)

GMDSS
Console 2

Pilot
Console

CCTV
Monitor

Stbd Console
Part A

CCTV
Control
Panel

Steering
Console
Centre
Overhead
Console

Stbd Console
Part C

Navigation
Console
Manoeuvring
Console 1

Starboard Navigation
Overhead Console

Wing Overhead
Console
Wing
Overhead
Monitors
Wing Console
(Stbd)

Elec
Locker
UPS
Safety
Centre

Stabiliser
Panel

Stbd Console
Part B
Stbd Nav. Overhead
Console

Wing Console
(Port)

Safety
Centre
Console

Depth
Indicator

CCTV
Monitor

Conning
Joystick
Console

Port Console
Part C

Port Console
Part B

Rate Of
Turn
Meter

Signal Light
Panel

Talkback

Rudder Angle
Indicators (P/S)

Wing
Overhead
Monitors

Navigation
Light Panel

Talkback
Microphone

Clock

Shaft Power/rpm
Indicators (PS)

Sound
Direction
Indicator

Centre
Overhead
Console

Whistle
Control
Panel

ATLAS DOLOG

Electromagnetic
Log

Heading
Repeater

Hdg
35

Searchlight Control
Panels

Bell & Gong
Panel

Dolog
Indicator
Depth
Indicator

Centre
Overhead
Console
Fwd Section

Compass
Monitor

Navidata
Display

Wind
Direction
Indicator

Chart
Room
Staff
Captain's
Office

Pantry

Gen.
Sec.
Bridge
Electrical
Locker

Bridge
Electrical
Locker

Deck
Office
Captain's
Office

Issue: First

Captain's
Cabin

Illustration 9.1a Bridge Layout

P&O Aurora

Technical Operating Manual

Illustration 9.1b Bridge Layout: Main Console
Telex
Printer

Navtex Handset
Receiver

VHF With
DSC

Handset

INMARSAT-C
Monitors & Transceivers

Outside Lighting
Panel

VHF

VHF With
DSC

VHF

DGPS
1&2

Dolog
Latitude
Correction

SMS Monitor

Loran C
Dolog

IMACs Monitor

Alarm
Panel

Printers

Multi Pilot

Battery Charger
Panel

MF/HF Radiotelephone
Unit

VHF Printer

Multi Pilot

Aero VHF/AM

Conning
Pilot

1

B

B

Multi Pilot

Aero VHF/AM

Pilot Console

2

Echosounder
Recorder

VHF Printer

Rate Of Turn
Control Unit

Workstation

Workstation

Manoeuvring Console
Navigation Console

GMDSS Console I

Multi Pilot

Multi Pilot

Keyboard

Keyboard

Conning
Pilot

Multi Pilot

B

B
B

B

Keyboard

SMS Console

GMDSS Console II
Window
Wiper

MF/HF Telex
Keyboard

P.A. System
Control Panel

Autopilot
Panel

Bridge Alarm
System Panel

Paging Text
Terminal
Cordless
Telephone

INMARSAT-C
Keyboards

Main Propulsion
Motor Control Panel

Keyboard Safety
Management

Thruster
Control Panel
Keyboard IMACs

Issue: First

Trackball

Illustration 9.1b Bridge Layout

P&O Aurora

Technical Operating Manual

Illustration 9.1c Bridge Layout: Conning, Steering and Wing Consoles

Manoeuvring
Light Push
Button

Talk back
Socket

Joystick
Monitor

CCTV
Keyboard
Alarm
Sounder

Dimmer, Rudder Angle
Indicators

Dimmer, Gooseneck
Lamp
Joystick
Monitor

Whistle
Push
Button

VHF
Handset

Joystick
Indication
Panel

Red Lamps
Dimmer
Rate of Turn
Indicator

Joystick
Control
Panel

Dimmer
Red Ceiling
Lamps

666.0
554.0

C Plath
Autopilot

Window
Wiper

Rudder
Control
Panel
Joystick
Control
Panel

Steering Console
Top View
Wing Consoles
Top View

Conning/Joystick Console
Top View

Thruster
Control
Panel

Main
Propulsion
Control Panel

Steering Console
Front View

Wing Consoles
Front View

Conning/Joystick Console
Side View
VHF

Telephone Talk Back

Multipilot
Keyboard

Card Holder

Joystick
Display
Handwheel

Search
Lights
Control
Panels

Issue: First

Illustration 9.1c Bridge Layout

Page Left Intentionally Blank

P&O Aurora

Technical Operating Manual

Illustration 9.2a NACOS Navigation System

X-Band Antenna

S-Band Antenna

X-Band Antenna

Conningpilot Indicator
Lat
Lon

45

0

HDG194.0
0
> 0.3 /min

Speed
Course

18.0 kt
Log 1
0
194.0 BT
0

10

5.1 m/s
30

W

0.25
Set

E

190

200

0.0

Depth

TRACKPILOT
COURSE

kt

0

194.1

Drift Angle
0.0

____

________
________

To WP

3

DIKTAALIT

50
50

Lat
Long

0.01
0
50

53:57.468N
010:52.456E

ETA

Thruster

13:59:42ZT
10.07.00

TTG
100
Std Disp

Brightness

Tree

Set
-.--

SPEEDPILOT
OFF

Menu

3min

2

GyroHDG 270

150
0

1

Max
20
16

0

90

0
2

6

18.01

50

50

100

12

0

4

45

Std Disp
Std Disp

50

12
8

00:00:51

WP

Brightness

Tree

Brightness

Tree

Menu

Menu

TULO HELSINKI

150

0
50
18.01

-50

ETA

16:18:16ZT
11.07.00

TTG

1 D 02:19

Arrival Speed

5.00 kt

Delay

--:--:--

Next Speed

6.5 kt

0.01

8
10

kt

Time Schedule

Next
-.--

Min
100

4

30 20 10 0 10 20 30
Rudder

Radarpilot
Indicator ARPA

250

From WP

Next
-.--

Multipilot
Indicator

10.07.00 UTC
13:59:51 UTC
Multipilot / Conning

Trave - HKI N KASUN
Track No.

Lat
Long

Course

Set
194.0

m
0

95.2

Date
Time

0

194.0
Drift

S
0

Rot

-.-Next
210

GyroHDG

194

Standard
Underscaled

20

30

Radius
-.--

180

Set

C-MAP
TM
10

20

N

Rel

Radarpilot
Indicator TM

0

Gyro
ROT

53:57.212 N Estimated
010:52.415 E WGS84

Wind

9.50
Power

73
Pitch

Track Pilot

0.7

124
Shaft

Off Course
Reduced Radius

14

20

Clutch

10 0

10

20
Std Disp

Brightness

Tree

Menu

Conningpilot
Operating Unit

Radar Operating Unit

Rudder Feedback

Trackpilot
Operating
Unit

Terminal Unit
Rudder Control

Radar (Electronics Unit)

Steering Mode
Selector Switch

X-Band Transceiver
Electronics

Engines

PCI

Radarpilot (Electronics Unit)

Trackpilot (Electronics Unit)

Propulsion

Radarpilot (Electronics Unit)

X-Band Transceiver
Electronics

Trackpilot
Electronics

Thrusters

S-Band Transceiver
Electronics

Tm Indicator
Electronics

Engine
Interface

Ship's
Interface 1

Speedpilot
Electronics

Multipilot (Electronics Unit)
To Slave
Monitors

Speedpilot On/Off

To Slave
Monitors

Lever

ARPA Indicator
Electronics

ARPA Indicator
Electronics

Ship's
Interface 2

Engine/Propulsion
Automation System

UPS 2

ECDIS
Electronics

UPS 1

UPS 2

Navigation Bus (CAN)
Radar Bus (CAN)

Radar,
Radarpilot,
Multipilot,
Systems

LAN (Ethernet)
Alarm Bus (RS485)

Bridge Alarm System
Chartpilot, Radar, Multipilot (Electronics Unit)

Ship's
Interface
Change Over
Switch

Printer

To Slave
Monitors

Watch Alarm System

Chartpilot DP

Gyro Compass
Position Sensors
og

og

l
Dia

Speed Sensors

l
Dia

Alarm Signals From
Various Systems:
Fire Detection etc

Echo Sounder
Wind/Weather Sensor

Uninterruptible
Power Supplies

UPS 1

UPS 2
Digitiser

Issue: First

UPS 1

Illustration 9.2a NACOS Navigation System

P&O Aurora
9.2 Navigation Equipment
9.2.1 NACOS Navigation System

Technical Operating Manual
The NACOS system is made up of a group of integrated navigation systems
which can automatically guide the ship adaptively on pre-planned courses and
tracks. The track control ensures safe and economical sailing. The system can
also follow a detailed timetable by controlling the propulsion system.

Introduction and Safety Precautions
The STN Atlas NACOS system (Navigation and Command System) combines
nautical information, passage planning and control facilities and displays this
data at the various workstations. The system increases the safety of shiphandling and reduces the workload of the bridge personnel. It must be
remembered that the use of the NACOS system does not release the operator
from the responsibility of handling the ship in accordance with the rules of
good seamanship, ie, to monitor the course, speed, position of the ship and,
importantly, the operation of the NACOS system itself.
When the NACOS system is in use, the following points must be observed:

The NACOS system integrates navigation, collision avoidance, course control
and track control at the radar workstation. The system is the control centre for
navigation and monitors all the important sensors which are providing data.
The NACOS system consists of the following sub-systems:
Radarpilot (S band and X band)

Chartpilot
Conningpilot (NCC)
Trackpilot (also contains speedpilot system)

2) Operators must continuously keep themselves informed about the
nautical situation of the ship and the status of the NACOS system.

Engine and propulsion system interfaces

4) When alarms occur, the operator must immediately obtain a clear
overview of their causes, the NACOS system status and possible
reactions of the system. If necessary the operator must
immediately take the required action for avoidance of any
possible danger. Only then may alarms be cancelled.
5) Before electronic charts are used, they must be checked by the
operator to make certain that they are in agreement with the
official charts.
6) The courses steered by the system must be continuously checked
by the operator with regard to traffic safety and taking into
account the official charts.
Operators should also be aware of the following points:
1) Compensation for drift takes place in particular modes only.
2) Position data is dependent on the accuracy and the correct
operation of the sensors.
3) ARPA target data is directly dependent upon the accuracy and
correct operation of the speed sensors and the gyro compass.

Issue: First

Routes (called programmed tracks within the system) can be generated and
stored on the chartpilot on the basis of waypoint (LAT/LON) sequences.
Programmed tracks are mainly applied in the following cases:
1) The currently applicable part of the programmed track can be
inserted as a background to the radar picture.
2) The ship can be guided automatically by the trackpilot along the
programmed track and to the electronic chart.
3) The ship’s speed can be controlled by means of the data contained
in the programmed track.

Multipilot

1) The NACOS system must only be operated by qualified personnel
who have been trained to operate the system.

3) Audible and visual alarms provide information that is relevant to
safety. Nautical situation alarms, system faults and sensor fault
alarms must be observed.

Route Planning

Alarm interface

The radarpilot allows operation of the radar functions, as well as manual and
automatic steering, at one workstation. From the radarpilot it is also possible
to operate the functions and displays of the navigational control console (NCC)
and the speedpilot.

On any radarpilot, programmed tracks can be defined and the trackpilot can be
controlled accordingly. However, these tracks cannot be examined or used at
other workplaces. On the chartpilot, own objects can be edited, eg, own ship
safety lanes. They are stored on the basis of their geographic co-ordinates and
together with the ARCS electronic charts, they make it possible to perform
ECDIS monitoring.

The multipilot combines the functions of the radarpilot and the chartpilot.

On the chartpilot, programmed tracks and maps can be generated by
positioning the waypoints, navigation lines and symbols graphically on the
electronic chart (using the trackball), or by an alphanumeric input on the
display. The maps can be underlaid as a background to the radar picture.
Navigation lines (land contours, waterway boundaries etc) and symbols
(buoys, beacons etc.) can likewise be stored in these maps on the basis of their
geographical co-ordinates. Such maps (radar maps) can also be generated on
the radarpilot.

The trackpilot is an adaptive autopilot which functions as a track controller.

Determination of Own Ship’s Data

The interfaces act as information transceivers, receiving, sending and adapting
data from the other ship’s systems.

In the NACOS system, all the available data from the navigation sensors is
combined via the ship’s interface. The operator specifies which sensors to be
used. From this, the system determines a set of own ship’s data which is made
available to all NACOS components via the data bus system.

The chartpilot is the central planning station of the NACOS system. It contains
the electronic chart and planning functions.

NACOS Functions
The system performs the following tasks:
Route planning

Determination of own ship’s data

Radar navigation

Collision avoidance

ECDIS

Central display of ship handling data

Course and track control

Speed control

Voyage recording

Sensor and status monitoring

Central alarm management

Course Speed and Position Data
The true course is received from the compass system. The courses over ground
and through the water are computed from the compass course and from the
data transferred from the selected speed sensor.
Two speed logs can be connected and the position sensors can also be used for
speed determination. The operator selects the sensor whose speed data is to be
used in the NACOS system. The preferred speed sensor is the doppler log
which measures the longitudinal and transverse speed over ground, in water up
to about 600 metres deep. It can also simultaneously measure speed through
the water, in water more than 40 metres deep.

9.2.1 NACOS Navigation System Page 1

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Up to six position sensors can be connected, one of which is selected by the
operator for use by the NACOS system. The preferred position sensor is the
GPS receiver. In coastal navigation and in narrow estuaries the differential
GPS (DGPS) should be used. As back-up systems, a second GPS receiver or
the Loran C receiver should be connected.
The position used in the NACOS system is determined by dead reckoning
(from the received course and speed data), which is updated or corrected by
means of the data from the selected position sensor once every second.
Consequently, a position is continuously available to the system, even between
the measurements made by the position sensor.
Radar Navigation
For radar navigation, the radarpilot and the multipilot offer the following radar
functions:
1) A trackball controlled marker, for marking and measuring
individual objects and with a display of their position relative to
own ship (range and bearing) and absolute (geographical
longitude and latitude).
2) Two separate electronic bearing markers (EBLs), for determining
the bearing of an object from own ship and between different
objects, specifying the best course and marking navigation lines.

Technical Operating Manual
Collision Avoidance
The radarpilot has a semi-automatic plotting aid by means of which up to ten
targets can be marked. The course and speed of the targets, the existing range
and bearing of the target, as well as the distance from the target at the closest
point of approach (CPA) and the time to reach that point (TCPA), are
determined and displayed.

The position can be corrected either on the chartpilot or on the multipilot, in
order to optimise the position and orientation of the electronic chart.
Central Display of Ship Handling Data
Lat
Lon

Gyro
ROT

53:57.212 N Estimated
010:52.415 E WGS84
0

45

Wind

HDG194.0
> 0.30/min

Speed
Course

18.0 kt Log 1
194.00 BT
0

10

5.1 m/s
30

In the radarpilot ARPA and in the multipilot, up to 40 targets can be acquired
manually or automatically in ‘guard zones’. These zones are defined
previously by means of limit lines and guard rings. The targets acquired are
then tracked automatically and their data can be displayed. Targets whose
tracked data means the preset CPA and TCPA limits will be broken, trigger an
audible and visual alarm, their data is then displayed automatically.

W

200

-.-Next

Drift

S
0.0

Depth

95.2

TRACKPILOT
COURSE

kt

Date
Time

10.07.00 UTC
13:59:51 UTC
Multipilot / Conning

Trave - HKI N KASUN
Track No.

250

From WP

____

0

194.0
0

Rot

210
GyroHDG

194

Standard
Underscaled

20

30

Radius
-.-190

180

Lat
Long

Course

Set
194.0

0

194.1

Next
-.--

Drift Angle
0.0

________
________

To WP

3

DIKTAALIT

m
0
50
50

0.01
0
50

Thruster

Lat
Long

53:57.468N
010:52.456E

ETA

13:59:42ZT
10.07.00

TTG
100
SPEEDPILOT
OFF
3min

2

GyroHDG 270

On the radarpilot and the multipilot, the effects of an own ship’s manoeuvre on
the traffic situation can be estimated with the aid of a simulation. The best
manoeuvre for collision avoidance can then be selected (trial manoeuvre).

0.25
Set

E

Set

C-MAP
TM
10

20

N

Rel

0

150
0

1

Max
20
16

0

90

0
2

18.01

12
30 20 10 0 10 20 30
Rudder

WP

50

100

50

0

50

12
8
4

45

TULO HELSINKI

150

0
50
18.01

-50

ETA

16:18:16ZT
11.07.00

TTG

1 D 02:19

Arrival Speed

5.00 kt

Delay

--:--:--

Next Speed

6.5 kt

0.01

8
10

kt

00:00:51
Time Schedule

Next
-.--

Min
100

4
6

Set
-.--

9.50
Power

73
Pitch

Track Pilot

0.7

124
Shaft

Off Course
Reduced Radius

14
Clutch

20

10 0

10

20
Std Disp

Brightness

Tree

Menu

ECDIS
ECDIS (electronic chart display and information system) is an electronic
system for the automated monitoring and situation display of the ship’s
position with the aid of an electronic chart.

Any data required for ship handling can be displayed in a relevant clear form
on the different screens. This data includes:
1) Own ship data (position, various course and speed data, drift
angle, rate of turn, radius sailed, time etc).

In the NACOS system, the ECDIS function is implemented by the chartpilot
and the multipilot systems. Initial transfer and upgrades of the ECDIS data is
via CD ROMs on the chartpilot system.

2) Environmental data (set and drift, wind: relative or absolute,
depth with history, weather).

5) Display of own ship’s position in geographical co-ordinates.

When the ARCS (admiralty) charts are used with own safety lines (which can
be edited), the ECDIS functions are then available for the objects that are
marked with own safety lines.

3) Track control data (set courses and set radii, deviations from
course and from track, rudder angles, the set limit values and
alarm values, etc).

6) Calling or input of radar maps or calling of maps generated on the
chartpilot or multipilot, within the scope of route planning. For
example, the display of waterways, traffic separation zones or
shore lines.

CAUTION!
The ECDIS display can only be used for navigation if the electronic chart
data has been approved by the relevant national hydrographic
organisations. If not, navigation is to be based on approved paper charts.

4) Planning data (waypoints, courses, distances, arrival data).

7) Input of short tracks or calling of the programmed tracks
generated within the scope of route planning.

In the chart mode of the multipilot, radar/ARPA and ECDIS can be combined
in one unit by the superimposition of the ECDIS and the radar image display
on one screen. The ship’s safety is considerably increased by a superimposition
of the radar image and electronic chart and by the integration of the ARPA and
ECDIS. In practice, this combination is extremely helpful for quick
identification of moving targets and fixed objects and for the determination of
their position in traffic separation zones etc.

6) Data for speed control (planned speeds, ETA, time, required
speed etc).

In the case of superimposition, scaling and the extent to which details are
displayed on the chart are automatically adapted to the selected radar range.
Own position and radar image appear at the correct position on the chart.

9) Messages (alarm messages, errors, system fault messages etc).

3) Parallel index lines, for estimating passing distances.
4) Variable range marker (VRM), for determining the distance of an
object from own ship or between different objects.

8) Monitoring the track control of the trackpilot with the aid of
graphic elements. Superimposing own ship’s contour as a
manoeuvring aid for docking and for manoeuvring in confined
waters.

Issue: First

5) Data of the ship’s operational equipment and propulsion system
(propeller shaft revs, shaft power, etc).

7) Data for speed regulation (lever positions, speedpilot setting).
8) Operational status of the navigation sensors and operational data
of the trackpilot and speedpilot.

9.2.1 NACOS Navigation System Page 2

P&O Aurora
For particular situations, specific displays can be selected:
1) Anchoring and docking, display of the history and the transverse
forces at the bow and stern.
2) Sailing over shallows, display of the bottom profile under the keel
and the clearance.
3) Texts which have been previously entered on the chartpilot, eg,
lists of the existing maps and programmed tracks.
This data can be displayed on the chartpilot and multipilot in the conning mode
as well as on the conningpilot in the same form as on the chartpilot and/or on
the NCC.

Technical Operating Manual
Joystick Steering
The steering manoeuvre is entered via the joystick and is immediately
executed. This steering mode corresponds to manual steering supported by an
automatic course controller.
Steering with Next Course/Radius
Before the intended manoeuvre, the next course and the associated radius to be
sailed are each entered manually as numerical values. The manoeuvre is started
by pressing the EXECUTE key.
Steering with Pilot Data
As in the case of steering with next course/radius, the manoeuvre is initiated
by pressing the EXECUTE key. However, the next course and radius are not
entered manually prior to the relevant manoeuvre, data entered on the planning
computer as programmed tracks for route planning is used.

Course Control and Track Control
Track Mode
The trackpilot is an autopilot which can be operated as a track controller, ie, it
can steer the ship along a defined path (track). The trackpilot has the capability
of radius steering, ie, course changes executed with a defined radius.
Tracks are defined in two separate mode groups, the heading and course modes
and the track mode.
In the heading and course mode, the definition is made by specifying the set
course. This can be entered via the joystick or the keyboard.
In the track mode, tracks defined by waypoints in geographical co-ordinates
are used. This type of track must have been previously generated in route
planning, so they are called programmed tracks.
Heading Mode and Course Mode
In the heading and course modes, the track is a course line and is therefore a
straight line pointing in the direction of the course to be sailed.
In the heading mode, the heading of the ship is controlled without
consideration of the drift angle. In the course mode the course of the ship is
controlled with consideration of the drift correction angle computed by the
NACOS system, either as course over ground or through water.
In the case of a course change, a new track is defined. The path along which
the ship is to sail during the course change is defined by specifying the radius.
The track curve is part of the new track and is also shown on the radar display
together with the course line in the form of the ‘curved headline’. In the case
of a manoeuvre, the ship is thus guided along the curved headline by the
trackpilot. A choice of several steering modes means it is possible to steer
appropriately for the situation concerned.

Issue: First

In track mode, the programmed track is sailed automatically. Where the
programmed track involves a course change, the WHEEL OVER POINT
alarm appears 30 seconds before the wheel over point is reached. The planned
manoeuvre is enabled by pressing the EXECUTE key.
In track mode, inaccuracies of course and speed data are compensated by the
use of the position sensor. The accuracy of track control then depends on the
quality of the position data. Position determination is extremely important in
the track mode. With the aid of the symbols entered in the map for good fixed
radar targets, the accuracy of the position data can be checked. The system
checks the received position data for plausibility and raises an alarm if there
are any deviations.
The existing set course can be altered at any time by means of the joystick, if
for example, avoiding action needs to be taken. If the trackpilot is in track
mode it is automatically switched over to course mode. There are two methods
available for an automatic return to the programmed track, to track or to
waypoint. Using track, the ship is guided back to the track on the shortest
possible approach curve. Using waypoint, the ship does not return to the
current track section but follows a new track directly to the next waypoint.

Course and Track Control Operation
Trackpilot operation is completely integrated into the operating interfaces of
the radarpilot or the multipilot and the NCC. Operation is possible from any
trackpilot and multipilot operating unit, providing the unit was previously
defined as trackpilot master (achieved by pressing the trackpilot master key).
On all trackpilot, multipilot and chartpilot monitors, the own ship’s symbol can
be displayed with the programmed track and the generated map, either:
1) On the trackpilot and on the multipilot (in radar mode) together
with the radar video.
2) On the multipilot (in chart mode) together with the electronic
chart and the radar video.
3) On the chartpilot (in chart mode) together with the electronic
chart. In this case, the own ship’s symbol moves along the
programmed track. Any deviations will be clearly visible.
In the case of steering with the joystick and steering with the next
course/radius, the manoeuvre that is initiated or planned is displayed in the
form of a curved headline in the radar picture. The curved headline represents
the track on which the ship will perform the manoeuvre. Any data relevant to
the trackpilot is displayed on the conningpilot and/or the NCC.
Speed Control
Manual Implementation of the Planned Speeds
During sailing along the programmed track (generated within route planning),
the speed which would be required in order to reach the target at the planned
arrival time can be displayed on the multipilot, chartpilot and conningpilot or
NCC. This is intended as a requirement for setting the levers. This speed is
called the arrival speed. It is continuously computed by the chartpilot on the
basis of the planned values (the planned speed) and the momentary situation
(the time remaining until the planned ETA, the residual distance and the
planned and limit speeds).
Control with the Speedpilot
The setting of the lever command can be done automatically. The speedpilot
can be operated from any radarpilot and multipilot operating unit, as long as it
was previously defined as the speedpilot master (achieved by pressing the
speedpilot key). To control the ship’s speed, the speedpilot offers three modes:
1) Set speed mode: The ship keeps to a manually entered speed.
2) Profile mode: The ship sails at the constant speed planned for the
present track section (the profile speed).
3) Arrival mode: The arrival speed computed by the chartpilot is
used. The planned passage and arrival times are automatically
maintained, as long as this is permitted by the existing conditions.

9.2.1 NACOS Navigation System Page 3

P&O Aurora

Technical Operating Manual

Voyage Recording

NACOS System Components

Important operational data (own ship’s nautical data, radar targets, engine and
meteorological data) can be saved in the chartpilot and in the multipilot during
the voyage. They can be used at a later time for reconstruction of the
performed voyage. Voyage recording is available in two distinct forms:

Radarpilot and the Atlas 9000 Radars

2) Long-term recording: During which a smaller amount of data is
stored every 30 minutes and saved for eight weeks.
Playback of the recorded data is possible on the chartpilot and on the multipilot
or on another suitable system by transfer of the data onto a disk.
Sensor and Status Monitoring
Data from the selected navigation sensors and sub-systems is constantly
monitored by the NACOS system. Any interruption or transmission errors will
raise an alarm message on the monitors.
The individual NACOS components have their own processors which can
function independently if required. They are interconnected via a system
consisting of several data buses. This data flow is also monitored by each
processor so that even a total failure of any processor is noticed by the other
processors and an alarm raised. The operation of the individual NACOS
assemblies is also constantly checked by the built-in test equipment in each
processor.
Central Alarm Management
Communication between the individual NACOS components results in an
exchange of operational messages and alarms, which then appear on specific
monitors of the system. In the case of specific serious alarms, almost all
NACOS components transmit signals to the bridge alarm system. Bridge
alarms or watch system alarms are also indicated on the NACOS system
monitors, from where they can be acknowledged. An overview of the
acknowledged but still present alarms can be seen on the multipilot,
conningpilot and chartpilot.
The NACOS system can be configured to take over bridge and watch alarm
management if required.

Monitoring of the voyage with regard to nautical safety
Monitoring of the track control function

The radarpilot system consists of the following equipment:
1) 14ft S Band and 8ft X Band antennas.

1) Short-term recording: During which the data is stored at short
intervals and is saved for 12 or 24 hours.

Navigation System

2) Radarpilot electronics unit with the S-Band and X-Band
transceivers.
3) ARPA indicator (display/monitor) electronics. This unit generates
the radarpilot displays. This unit also acts as the interface to the
other NACOS components via the controller area network (CAN)
bus system.
4) Radarpilot indicator, consisting of the colour radar monitors and
slave monitors, the radar operating unit with keyboard and
trackball and the trackpilot operating unit with keyboard and
joystick.
Multipilot
The multipilot system is the multifunctional control/display unit of the
NACOS system. The multipilot indicator can be switched for use as a radar
indicator, ECDIS or conning display.
The multipilot system consists of the following equipment:
1) Multipilot electronics unit with the ARPA and ECDIS indicator
modules.
2) Multipilot indicator, comprising of the multipilot monitors, radar
operating unit with keyboard and trackball and the trackpilot
operating unit with keyboard and joystick.
Chartpilot

Special situation display for pilotage and docking manoeuvres
Supply of planning data for radar, trackpilot, speedpilot and NCC
Continuous computation and supply of arrival speed
Information System
Display of data on chart objects
Summary display of nautical, operating, rudder and propulsion data
Record printing (eg, own ship’s data, error messages)
Execution of nautical computations (eg, dead reckoning, current
sailing problems)
Calling of nautical data (eg, sunrise and sunsets, elevation and
azimuth of fixed stars)
The chartpilot consists of the following equipment:
Chartpilot monitor, computer, operating unit with keyboard and
trackball and UPS unit.
The different chartpilot displays can be operated independently of each other
and also independently of the multipilot. For example, each of the displays
stated can show a different electronic chart.
Conningpilot
The conningpilot continuously shows the conning display. The conningpilot
system consists of the following equipment:
Conningpilot monitor, electronics and operating unit with
keyboard and trackball.

The chartpilot is an ECDIS system which is used for the following different
types of tasks:

The displays of the conningpilot and the chartpilot or multipilot driving the
former, are independent of each other.

Planning System

The relevant displays on the chartpilot and on the multipilot are available as
redundancy for displays of the conningpilot.

Maintenance of electronic chart database
Display of electronic chart generation of tracks and maps
Execution of route time planning
Generation of charts

Issue: First

9.2.1 NACOS Navigation System Page 4

P&O Aurora

Technical Operating Manual

Navigation Control Console (NCC)

Operation

This is used for the same purpose as the conningpilot. The NCC system
consists of the following equipment:

The following items can be operated from any radarpilot display and from any
multipilot display:

1) NCC monitor.

Any radar transceiver

Trackpilot and Speedpilot
For operation of the radarpilot and the radar mode of the multipilot. The details
are located within the operating instructions of the radarpilot ATLAS 910x.
Track control functions are within document number ED 3031 G 162 and
radarpilot ATLAS 910x and speedpilot functions are within document number
ED 3031 G 262.

The trackpilot
2) NCC electronics unit. This unit generates the multipilot displays.
It also acts as the NCC interface to the other NACOS components
via the controller area network (CAN) bus system. The NCC
electronics are housed in the trackpilot electronics unit.
The NCC is operated via the radarpilot or multipilot operating units. The
conning displays on the chartpilot and multipilot are available as a redundancy
measure for the NCC.
Trackpilot
The trackpilot is the autopilot and track controller of the system. It comprises
the trackpilot electronics unit, which accommodates the trackpilot electronics,
the NCC electronics and the engine interface, including the speedpilot
electronics. The trackpilot can be operated from all radarpilot and multipilot
operating units.
Speedpilot
The speedpilot is used for fully or semi-automatic speed control of the
propulsion system. It comprises the speedpilot electronics which supplement
the engine interface. It is housed in the trackpilot electronics unit. The
speedpilot functions can be operated from all radarpilot and multipilot
operating units.
Ship’s Interface
In the ship’s interface, data from the navigation sensors is entered, edited and
made available to the NACOS components via the CAN bus system. In
addition to the heading, speed and position sensors, other navigation sensors
such as the anemometer and meteorological station are also connected to this
interface.
The ship’s interface is an independent assembly with its own UPS power
supply. It is installed in the radarpilot electronics unit.
Engine Interface
The engine interface collects and edits data from the ship’s operational
equipment and IMACs automation system for display on the NCC or the
conningpilot, as well as for the displays of the multipilot and chartpilot. The
speedpilot’s interface to the NACOS system is via the engine interface. The
engine interface electronics are housed in the trackpilot electronics unit.

Issue: First

The NCC
The ship’s interface
The engine interface
The speedpilot
Any multipilot, radarpilot or radar display can be defined by menu operation
as the operating unit for any radar transceiver. All other multipilot, radarpilot
and radar displays can be assigned from menu operation as the slave display to
one of the transceivers.
Irrespective of the master/slave assignment of the radar, any multipilot and
radarpilot display can be defined as the operating unit for the trackpilot by
pressing a key. The same applies to the speedpilot.
If the conningpilot does not have its own operating unit, it is operated from the
multipilot.
Detailed operation of the NACOS components can be found in the following
locations in the manufacturer’s manuals.
Radar and ARPA Functions
The details are located within the operating instructions for radar ATLAS S,
document number ED 3024 G 712. The instructions describe the operation on
the radar, the radarpilot and the radar mode of the multipilot.

Details on the operation of the multipilot in the chart mode are located within
the operating instructions of the multipilot ATLAS 910x, document number
ED 3031 G 812.
Ship’s Interface
Details on the operation of the ship’s interface are contained within the
instructions for the units on which the ship’s interface is operated (radarpilot,
chartpilot and multipilot).
Generation of Electronic Charts
Details can be found in the operating instructions of the chartpilot ATLAS
9300, chart editor, document number ED 3032 G 412.
Alarm Management and Alarm Messages
Details can be found in the description of the NACOS system, alarm
management, document number ED 3030 G 672.
System Functions
Details can be found in the description of the NACOS system, system
functions, document number ED 3030 G 502.
Navigation and Track Control Functions
Details can be found in the description of the NACOS system, navigation and
track control functions, document number ED 3030 G 682.

NCC
The details are located within the operating instructions for the radarpilot
ATLAS 9 NCC, document number ED 3031 G 762.
Chartpilot and Conningpilot
(Multipilot controlled by conningpilot) The details are located within the
operating instructions for the chartpilot ATLAS 9300, document number ED
3032 G 662.
Multipilot and Conningpilot
(Conningpilot controlled by multipilot) The details are located within the
operating instructions multipilot ATLAS 91Ox, document number ED 3031 G
812.

9.2.1 NACOS Navigation System Page 5

P&O Aurora
Switching the System On
This procedure describes the powering up of the NACOS system after a lay-up
period. It is assumed that the navigation sensors and the uninterruptible power
supplies are operational.
a) Ensure that the steering mode selector switch is not in the
trackpilot position.
b) Ensure that the speedpilot ON/OFF switch is OFF.
c) The ship’s interface changeover switch must be in position S1.
d) Switch the radars to standby, on the radar, radarpilot or multipilot
displays.

Technical Operating Manual
k) On the radarpilot display and on the radar displays, check the
following items:
Ensure that the radar display and radar video are correctly set.
Ensure that the alarm settings for the TCPA, CPA and guard rings
are correctly set.
Ensure that the buzzer on/off is correctly set.
Ensure that the own ship symbol and own ship vectors are
switched on.
Ensure that the curved headline is switched on.
l) On the multipilot and chartpilot displays, ensure that the chart
area display is correctly set for nautical and ECDIS monitoring.

f) When the operating system has been shut down, switch off the
multipilot monitor by operating the POWER switch on the
monitor. This also switches off the multipilot electronics unit and
the multipilot computer. If there is no other radar system running,
all radar transceivers and the trackpilot electronics unit will also
switch off.
(Note! If the UPS is to be switched off, the multipilot station must be switched
off first.)
g) Switch off all radarpilot, multipilot, radar and NCC monitors.
(Note! The radar, trackpilot and multipilot electronic units will only power
down when the last monitor has been switched off. The ship’s interface
remains in operation even when the last monitor has been switched off.)

m) Program the track as required.
When the monitors are switched on, all the radar electronic units, trackpilot
electronic units, the NCC electronics, the engine interface, the speedpilot
electronics and the multipilot electronic units are also switched on.
(Note! Switching on a monitor also switches on the multipilot processor. The
operating system of the multipilot system must be run down correctly, using
the procedure on the multipilot monitor, before switching off. The multipilot
run-down procedure is described in the next section, ‘Switching the System
Off’. The multipilot monitor should be switched on even if it is not initially
required.)
e) Switch on the chartpilot by operating the mains power switch on
the monitor and on the computer. Enter the text ‘pcs’ when
requested by the log-on display. If required, switch on the printer.
f) Switch on the NCC monitor or the conningpilot if required.
g) Check the course transfer; eg, on the multipilot in chart mode,
‘Gyro HDG’ must agree with the compass display. If required,
this can be set from ‘sensor settings’, ‘set gyro’, on the menu.

Switching the System Off
During normal in-port periods, the NACOS system should remain in operation.
Ensure that the radar units are switched to standby mode and reduce the
brightness of the displays if in port for an extended period.
If the ship is entering a lay-up period or an extended time in port, switch down
the NACOS system as follows:
a) Power down the operating system of the multipilot processor as
follows:
(Note! If the multipilot is switched off without shutting down the operating
system beforehand, this may corrupt the program and therefore require reinstallation of the program and data.)
(Note! If the trackpilot or speedpilot are switched on, the other units of the
system that are required for their operation should be selected beforehand.)

h) Switch off the chartpilot. The chartpilot must be switched off by
following the correct power down procedure:
i) Press the TREE button, then click on the POWER DOWN button
in the display which appears. A dialogue box will then appear,
containing the question: ‘Are you sure you want to shut down the
system?’
j) If the shut down is definitely required, the OK button should now
be clicked on. The chartpilot program is closed and the operating
system is shut down. The computer must not be switched off until
the characters >>> appear in the bottom left position of the
bottom line.
k) When the operating system has been shut down, switch off the
chartpilot monitor by operating the POWER switch on the
monitor.
The NACOS system is now completely shut down.

b) Switch the multipilot station over to the chart or conning mode.
h) Select the required position sensor. It is preferable to select the
DGPS from ‘sensor settings’, ‘position sensor’ on the menu. On
the multipilot, the selected sensor and the correct position of the
ship must be displayed.
i) Select the required speed sensor. It is preferable to select the
DOLOG, operated in bottom track mode from ‘sensor settings’,
‘speed sensor’ on the menu. On the multipilot, the selected sensor
must be displayed.
j) On the radarpilot display and on the radar displays, switch the
radar on by pressing the STDBY ON key.

Issue: First

c) Switch off the radar subsystem using the RADAR/STBY key.
d) At the multipilot station, press the TREE button, then click on the
POWER DOWN button in the display which appears. A dialogue
box will then appear, containing the question: ‘Are you sure you
want to shut down the system?’
e) If the shutdown is definitely required, the OK button should now
be clicked on. All multipilot programs that are running are closed
and the operating system is shut down. The computer must not be
switched off until the characters >>> appear in the bottom left
position of the bottom line.

9.2.1 NACOS Navigation System Page 6

P&O Aurora
9.2.2 Bridge Equipment
The NACOS system covers the majority of the bridge navigational equipment.
The other items of navigational equipment are covered in this section.
Echo Sounder
Type:
Pulse length:
Range:
Min. depth:
Accuracy:

STN Atlas Echograph 9205
0.3/1.3ms
0 - 2000 metres
0.5 metres
2.5% of depth reading

The echo sounder displays the depth below keel (DBK), the depth below the
transducer (DBT) and the depth below surface (DBS). The echo sounder
system consists of the LAZ 5000 display and control unit, mounted on the
starboard bridge console, the connection box and the hull mounted transducer.
The control unit is made up of a display area and keypad which is used to alter
system parameters and settings. The unit is a two channel unit with forward
and aft transducers operating on different frequencies.
The display area can show a vertical split display, the left half displays channel
2 information and the right half displays channel 1 information. Dual water
depth indications, range scale, time and date, maximum and minimum depth
alarm settings and a trace of the sea bed are shown. There is built-in memory
which continually stores data allowing the user to recall data to the screen or
print out a hard copy of any or all events occurring within the last 24 operating
hours.
The transducer connection box is installed above the transducer. The
transducer converts electrical energy to sound energy and transmits this
towards the sea bed. The sound energy returning from the sea bed, in the form
of echoes, is converted into electrical energy by the transducer and fed to the
display and control unit for evaluation and presentation.
There are also ATLAS depth alarm units mounted in the two central overhead
consoles which can be set to raise a depth alarm at preset levels.

The Atlas speed log measures the speed of the ship and displays the
information relative to the bottom for water depths from 1 up to 600m and to
the water, for water depths from approximately 40m. The speed measurement
is so accurate that even slight movements of a few centimetres can be
displayed. By measurement of the speed relative to the water and to the bottom
simultaneously, the actual drift can be computed and displayed. The Dolog also
measures sideward movement speed for docking.
Aeronautical VHF Transceiver

STN Atlas DOLOG 20
C-Plath Naviknot III

There are two separate speed logs fitted. The Atlas log operates on the doppler
principle and is the preferred log for operation with the NACOS system. The
Naviknot operates on the electromagnetic principle and has the added
advantage of being able to read depth under the transducer.

The VHF transceiver performs various functions which are covered by
individual operating modes. The mode is selected by briefly pressing the MDE
key. If it is pressed for more than 1 second, this will select mode 1. There are
four modes:
1) Standard mode (display of active and preset frequencies), setting
the preset and storing frequencies in the storage channels.
2) Display of the storage frequencies in the storage channels or
calling up the scan function.

Type: Becker AR 4201
For communication with aircraft in the VHF band a dedicated aeronautical
transceiver is fitted. The unit is mounted in the aft section of the central
console with a slave unit on the port GMDSS console.
To Transmit and Receive
a) Set the frequency of the local ground station in the preset display
and press the exchange key.
b) Rotate the VOL control to the centre position.
c) Operate the transmit button and call the ground station. The
operator should hold the microphone close to the mouth for
optimum speech transmission.
The arrow in the top line of the display indicates the transmit mode. During
transmission a protective circuit prevents a frequency or channel change even
if the frequency selector switch is rotated. The keying functions on the control
panel are also inhibited.
d) Set the correct reception volume using the VOL control whilst the
ground station is answering.
e) Switch on the squelch (press SQL key). Weak reception signals
and noises are suppressed.
Aircraft Intercommunication

Speed Logs
Type:

Technical Operating Manual

a) The procedure is the same as above except that the IC switch must
be switched on once the unit has been switched on.
The unit is fitted with a protective circuit to protect against excessive operation
or jamming of the transmit button etc. If continuous transmissions exceed two
minutes the protective circuit will automatically switch from transmission to
reception. This avoids the switched channel being blocked. It is possible to
activate the transmitter again by immediately re-pressing the transmit button.

3) Display of the active frequency, power supply voltage and
temperature.
3) Service mode, for setting the equipment configuration.
GPS
Type:

Leica Magnavox MX412

The two differential global positioning system (DGPS) display units are
mounted on the starboard navigation console.
Loran C
Type:

MLR Electronique LRX 22P

The Loran C receiver position fixing unit display is also mounted on the
starboard navigation console.
Miscellaneous Systems
There is automated sound signal equipment fitted, consisting of whistles, bell
and gongs on the open decks which are activated from the bridge. There is also
a sound detection system to alert watchkeepers to the direction of a received
sound which may otherwise be mistaken due to the enclosed bridge. The
system is described in detail in section 9.11.
The ship’s external lighting for the illumination of the outside decks, overside
floodlighting for lifeboat operations, dressing strings and name lights etc is
fitted on the port GMDSS console. The switches for operating the lighting are
mounted on a ship mimic board with indicator lamps to show the status of the
controlled lighting.
In the chart room is a weather fax receiver, a course recorder and the master
clock control unit.

Either log can be selected to interface with the NACOS system.

Issue: First

9.2.2 Navigation Equipment Page 1

P&O Aurora

Technical Operating Manual

Illustration 9.3a Navigation and Signal Lighting Panels

MAIN

STANDBY

STANDBY

MAIN

Off

SUEZ - SIGNAL LIGHTS
Off
On

Suez Light Red

Suez Light Red

Suez Light White

Suez Light White

Suez Light Red

Suez Light Green

Masthead
Fore

1

Masthead
Aft

2

Port

3

On

8

NUC Red

9

NUC White

10

Signal Red

11

NUC Red

6
1

8

3

4

9
10

Suez Light White

Suez Light Red

Suez Light Red

Suez Light White

Suez Light White

Suez Channel Light
Red

Starboard

4

Stern

5

11

2
7
5

1

Off

Anchor
Fore

6

Anchor
Aft

7

Aircraft
Warning Light

Control Panel
2

1

Test

Control Panel
2

1. Main Supply

1. Main Supply

2. Emergency Supply

2. Emergency Supply

NAVIGATION LIGHT CONTROL
TYPE - ND 35011121
reset

Off

NAVIGATION LIGHT CONTROL
TYPE - ND 35011121

Dimmer
Dimmer

Test

reset

LIGHT PARTNER ELECTRONICS SERVICES
LIGHT PARTNER ELECTRONICS SERVICE

Issue: First

Illustration 9.3a Navigation and Signal Lighting Panels

P&O Aurora

Technical Operating Manual

9.3 Navigation and Signal Lighting

Signal Mast Lighting

The navigation and signal lights are operated exclusively from two panels
mounted on the central overhead console on the bridge.

The coloured signal lights are primarily for use when the ship is in transit of
the Suez Canal.

Navigation Light Controls

The coloured signal lights are arranged on the control panel in the same
formation as they are fitted to the signal mast. The mimic contains rotary
switches, LED indicators and cartridge fuse holders superimposed upon an
outline of the mast.

The navigation light panel contains the switches, LED indicators, fuses and
alarms for the navigation lights. The indicators, coloured to represent each
navigation light, are arranged on a ship-shaped indicator board. This allows the
OOW to verify at a glance that all the required navigation lights are lit.
The board is fitted with a main power switch and each navigation light is
controlled individually by a rotary switch. Each navigation lamp fitting
contains a standby lamp fitting which is selected by pressing the rocker switch,
located alongside the rotary switch, to activate the standby lamp. Cartridge
fuses for each of the lights are located alongside the rocker switches.
The panel controls the standard set of navigation lights as well as the ‘Not
Under Command’ (NUC) lights and the forward and aft anchor lights. There is
also an aircraft warning light fitted, it should be noted that this light has no
standby fitting.
A dimmer control for use during the hours of darkness is positioned on the
panel, along with a lamp test facility which should be checked regularly to
ensure a true status indication is maintained at all times.
In the event of a failure resulting in the navigation light being extinguished, an
audible and visual alarm is triggered. The alarm can be accepted by pressing
the reset pushbutton which is mounted adjacent to the dimmer control.

Each of the specific signal lights is laid out with a rotary switch, indicator and
fuse grouped together.
The power supply and dimmer controls are fitted in a similar manner to the
navigation light control panel. However, it should be noted that there are no
standby lamp fittings for the signal lights.
The main power supply switch isolates all the signal lights when switched to
the OFF position.
When switched to position 1, the signal lights are fed from the main electrical
supply: L 1202/03-29.
When switched to position 2, the signal lights are fed from the emergency
safeguard electrical supply: S 1202/03-38.
There is a blue steering light fitted to the bow and the control for this light is
mounted on the lower central console below the conning monitor. The steering
light can be individually adjusted for brilliance to suit the helmsman’s
preference and prevailing conditions.

In the event of a failure and the light fitting being switched to the standby lamp,
the fuse should be checked before replacing the main lamp.
The main power supply switch isolates all the navigation lights when switched
to the OFF position.
When switched to position 1, the navigation lights are fed from the main
electrical supply: L 1202/03-29.
When switched to position 2, the navigation lights are fed from the emergency
safeguard electrical supply: S 1202/03-38.

Issue: First

9.3 Navigation and Signal Lighting Page 1

P&O Aurora

Technical Operating Manual

Illustration 9.3b Navigation and Signal Lighting
Manoeuvring Light

Manoeuvring Light

Suez
Lights

Suez
Lights

Signal Mast Deck 14
Aft Mast
Suez
Light

Funnel Mast

Huge Vessel
Light

Jack Staff Deck 7

Fore Mast Deck 12
N.U.C Light

N.U.C Light

Steering
Light
Fore Nav.
Light

Aft Anchor
Lights

Stern Nav.
Lights

Aft Nav.
Light

Aft Nav.
Light

N.U.C Light

N.U.C Light

Draught
Constrain Light

Draught
Constrain Light

N.U.C Light

N.U.C Light

Fore Anchor
Light

Funnel Mast
Signal Mast Deck 14

Side Lanterns Port

Fore Mast Deck 12
Side Lanterns Starboard
Aft Mast
Jack Staff Deck 7

Issue: First

487

Illustration 9.3b Navigation and Signal Lighting

P&O Aurora

Technical Operating Manual

Illustration 9.4a Communication Centre
Wall Sockets
Fed L 0503/03-32

Deck 5
Zone 3

Sat-B
(X2)
Key Code Box
S 0503 01-03
L 0503 U2 0503
03-02 02-02

Wall Sockets
Fed L 0503/02-44

Communications
Room

Wall Sockets
Fed U2 0503/02-45

L 0503
03-10

Air
Con
Unit

L 0503 E 0503
-02
-04

L 0503
03-03

Public Address System Racks
Computer

PA1

PA2

UPS

Distrib.

Hotel Computer System Rack 3
U2 0503
02-37

Comm.s

UPS

U2 0503
02-38
U2 0503
02-39

U2 0503
02-40
U2 0503
02-41

UPS
L 0503 E 0503
-04
-06

Air
Con
Unit

Wall Sockets
Fed L 0503/03-34

Sat B
Keyboard

L 0503
03-04

Top View

Inmarsat-B Printers
PRN 9000

E 0503
02-43

Printer

TF 0102

Master Telephone
Unit

Computer
Room

Hotel Computer
System Rack 2

Communication Centre Console
TF 0104

Hotel Computer
System Rack 3

U2 0503
02-42

U2 0503
02-47
U2 0503
02-06

Telephone
Exchange
Control
Computer

Telephone
Exchange

Paging
Computer

Telephone
Power
Supplies

Paging
UHF

Cabinet

Rack
14
Video

Rack
13
Video
Rack 12
RF Out
P.S.
Rack 11
RF
Mod
Rack 10
VCR
Crew
Rack 9
A/V
Matrix
Rack 8
Conv.
VCR 1/2
Rack
7
Terr. TV
Rack
6
Sat TV

TV
Centre

Photo Copier
MF/HF Handset

VHF Handset with
Phone Patch

MF/HF Control Unit
CU 8251 D

S atur n B

Master Camera
Control
Wall
Sockets
Fed
L 0503
/03-35

L 0503
03-13
U2 0503
02-10
U2 0503
02-08
Keyboard
Matrix Control

VGA
Matrix
PC

Inmarsat-B
Rack

ALARM
AC K N OWL E D G E

U2 0503
02-09

VGA
Matrix PC

PC 9000
For Inmarsat-B

NE RA

Matrix
Control
L 0503 Monitor
03-08

Air
Con
Unit

NE RA

S atur n B

DI ST RE SS
ALARM
AC K N OWL E D G E

L 0503
03-05

Photo Copier

VHF Duplex
RT 2047

Keyboard &
Text
Computer

L 0503
03-10
Rack
4
Video

Front View

DI ST RE SS

Monitor
Pax/Crew

L 0502
02-12

Communications
Room, Computer Room
TV Centre
Power Supplies

230V Dist.
L0503/03

L 0503
03-07

L 0503
03-09

E 0503
02-03
L 0503
03-01

Wall
Sockets
Fed
L 0503
/03-36

Telephone
Distribution

Cabinet

L 0503-06

Rack
5
Video

Issue: First

PA-Call Station

UPS Battery

Rack
3
Video

L 0503 L 0503
03-11 03-12
Rack
2
Video

Key Code Box
S 0503 01-03

Rack
1
Video

Illustration 9.4a Communication Centre

P&O Aurora

Technical Operating Manual

Illustration 9.5.1a GMDSS Equipment
VHF
Ant.

HF
DSC RX
Ant.

24V
Emergency
+
Battery

Main
TRX
Ant.

VHF
DSC
Ant.

Antenna
Tuning
Unit

-

VHF
DSC
Ch. 70
Ant.

Below
Deck

VHF
Ant.

VHF
Aero
Ant.

Navtex
Ant.

Below
Deck

INM.-C
Ant.

Below
Deck

INM.-C
Ant.

Below
Antenna

VHF
Ant.

Below
Antenna

VHF
Ant.

Below
Deck

VHF
DSC
Ant.

Below
Deck

VHF
DSC
Ch. 70
Ant.

VHF
Ant.

Below
Deck

Weather
Ant.

VHF
Ant.

Below
Deck

Inmarsat-B
Ant.

Below
Deck

Below
Deck

Wheel House

Emerg. Light
Lamp 24v
Wing Console

Emerg. Light
Lamp 24v

Emerg. Light
Lamp 24v
Pilot Console

GMDSS Console 2
230VAC Weather Fax

Joystick Console

GMDSS Console 1

230VAC VHF Safety
230VAC VHF Port Wing

230VAC VHF Starboard Wing

230VAC Mains (Main)

24 VDC To Alarm Unit

230VAC Mains (Emergency)

To Distress Alarm Unit

C.A.S.

NMEA To VHF DSC/CH. 70
Conning Position

24 VDC For
VHF DSC TRX

Safety Console
Inmarsat-B

NMEA
Navigation
Data
VHF DSC

Data

NMEA
Navigation Data

VHF DSC

230VAC VHF DSC/CH. 70
Conning Position

VHF
Transceiver

VHF
Transceiver

230VAC For
VHF TRX

230VAC For
VHF TRX

Gyro
230VAC Mains
(Emergency)

GMDSS
Alarm Panel
Control

VHF
Transceiver

VHF
Transceiver

230VAC For
VHF TRX

230VAC For
VHF TRX

MF/HF DSC

230VAC VHF Joystick Console

230VAC For
VHF TRX

Wing Console
(Starboard)

Navigation
Console

230VAC For
VHF DSC TRX

24 VDC VHF DSC/CH. 70
Conning Position
VHF
Transceiver

Manoeuvring Console
(Conning Position)

230VAC VHF Pilot Console

24 VDC

230VAC Mains
(Mains)
PABX
Safety Centre

Ship's Main 230VAC
From Main Switchboard

To Radio & TV
System

Ship's Main 230VAC
From Emergency
Switchboard

Joystick
Console
230VAC
PS Con.
Part C
PS Con.
Part A

VHF Hand-held Transceivers
With Charger

Radar

Facsmile Reciver
FX-7300

Radar
Stb'd Con.
Part B

Pilot
Console
Stb'd Con.
Part A

GMDSS
Console 2

Gyro Data NMEA183
For Inmarsat-B

Stb'd Con.
Part C

Navigation
Console
S.M.S.
Console

Bridge Layout

Safety
Centre

Chart Room

PS Con.
Part B
GMDSS
Console 1

Wing
Console
(Port)

Steering
Console

Wing
Console
(Starboard)

Power
Supply

Ship's Main 230VAC
From Emergency
Switchboard
Ship's Main 230VAC
From Main
Switchboard
PABX Trunkline

Safety Centre

Issue: First

Illustration 9.5.1a GMDSS Equipment

P&O Aurora

Technical Operating Manual

9.5 External Communication Systems

A1 Area

Ship’s call sign: Golf Uniform Sierra Sierra (GUSS)
MMSI number: 233 012 000

This covers an area which is within the coverage range of at least one VHF
coast station at which continuous DSC alerting is available. This is
approximately 20-30 miles. Within this area all methods of distress
communication ie: VHF and MF/HF DSC and Sat C can be used reliably.

9.5.1 GMDSS
The GMDSS (Global Maritime Distress and Safety System) provides a
comprehensive communication system for distress and search and rescue
operations. The GMDSS specifies methods to be used to enable vessels in
distress to transmit specific alerting signals to indicate they require assistance.
The primary intention of a distress alert is to inform a coast station or a Marine
Rescue and Co-ordination Centre (MRCC) of the situation. The MRCC would
instigate the distress relay to the relevant ships in the area.
It is important to note that in a distress situation a ship would not acknowledge
a distress message using its own DSC equipment. This acknowledgment is
normally carried out by a coast station.
The only occasion when a ship should acknowledge another ship’s distress
message, using the DSC controller, is when relaying another vessel’s distress
message to a coast station. In this case acknowledgement would be sent on the
distress alert frequency using the DSC. The relaying ship must make it clear
that they themselves are not in distress.

GMDSS Frequencies
DSC kHz

R/T kHz

MF

2187.5

2182

HF

4207.5

4125

HF

6312

6215

HF

8414.5

8291

HF

12577

12290

HF

16804.5

16420

VHF

Ch 70

Ch16

Supplementary calling when 2182
kHz is being used for distress:

2191 kHz

DSC Calling Freq. Ship to Shore:

2189.5 kHz or National frequency

This excludes A1 and A2 areas and covers the area which is within the
coverage range of the Inmarsat satellite system.

Routine Calls Shore to Ship:

2177 kHz

A4 Area

Ship to Ship:

2177 kHz or National frequency

This area covers any sea areas not covered by areas A1, A2 and A3.

Safety Message over ONE Minute
sent after a DSC Safety Alert:

2048 kHz

Intership Safety of Navigation:

VHF Channel 13

Primary Intership frequency:

VHF Channel 6

A2 Area
This excludes A1 areas and covers the area which is within the coverage range
of at least one MF coast station, operating within the 2/3 MHz band, in which
continuous DSC alerting is available. This is approximately 100 miles.
This area is beyond the range of VHF equipment and therefore MF/HF DSC
and Sat C should be used for distress purposes.

Distress

Urgency

Safety

A3 Area

Standard Distress Message
The coast station/MRCC only sends a Distress Relay to the ships in the area of
the distress. This avoids confusion and subsequent communication channel
overload. Ships then acknowledge the MRCC message and await further
instructions.

The following message would be transmitted verbally in a calm clear voice on
either VHF Channel 16 R/T or MF 2182 kHz after the sending of the distress
alert message on Channel 70 DSC or 2187.5 DSC respectively.

GMDSS Radio watch
Sea Areas

On the VHF, change to channel 16 R/T and transmit the message.

The GMDSS radio equipment fitted complies with the requirements for sea
areas A1, A2 and A3.

The message format should be as follows:

The choice of equipment used to send a distress message is governed by the
ship’s position at the time of the distress.
The specific area in which a vessel is sailing is designated a particular sea area
code. A1, A2, A3 or A4:

Issue: First

MAYDAY MAYDAY MAYDAY
THIS IS AURORA,
AURORA,
AURORA.
MAYDAY
AURORA
POSITION........
NATURE OF DISTRESS........
ASSISTANCE REQUIRED..........
ADDITIONAL INFORMATION FOR S.A.R........
(Search and Rescue)

Whilst at sea the vessel shall maintain a continuous radio watch on the
following:
a) VHF DSC distress and safety channel 70.
b) MF DSC distress and safety frequency 2187.5kHz.
c) The frequencies of 2187.5kHz, 8414.5kHz and also at least one
other HF DSC distress and safety frequency from the following:
4207.5kHz, 6312kHz, 12577kHz or 16804kHz. These shall be
covered by setting the MF/HF scanning receiver to
automatically scan these frequencies.

9.5.1 GMDSS Page 1

P&O Aurora

Technical Operating Manual

Illustration 9.5.1b GMDSS Distress Reactions

Action To Be Taken on Receipt of A DSC Distress Alert

Which Sea Area is Own Vessel Currently Sailing?

A1

Distress
Received Via:

ACTION

A2

Channel 70

Channel 70

ACTION

2187.5 kHz

ACTION

A3

Channel 70

2187.5 kHz

ACTION

HF

ACTION

ACTION

Change to Channel 16 R/T

Change to channel 16 R/T

Change to 2182 kHz

Change to channel 16 R/T

Change to 2182kHz

Wait 3 minutes for coast
station to acknowledge

Acknowledge vessel
via R/T channel 16

Wait 3 minutes for coast
station to acknowledge

Acknowledge vessel
via R/T channel 16

Acknowledge vessel
via R/T on 2182kHz

Change to HF Frequency
that distress received on
Wait 3 minutes for coast
station to acknowledge

IF COAST STATION
DOES NOT REPLY:

IF VESSEL
DOES NOT REPLY:

IF COAST STATION
DOES NOT REPLY:

IF VESSEL
DOES NOT REPLY:

IF VESSEL
DOES NOT REPLY:

IF COAST STATION
DOES NOT REPLY:

Acknowledge vessel
on VHF R/T CH16
Relay to coast station

Send distress relay to
coast station by most
suitable method

Acknowledge vessel
if in a position to assist

Send distress relay to
coast station by most
suitable method

Send distress relay to
coast station by most
suitable method

Relay to coast station

IF VESSEL
DOES NOT REPLY:

IF DISTRESS
CONTINUES:

IF DISTRESS
CONTINUES:

IF DISTRESS
CONTINUES:

IF VESSEL
DOES NOT REPLY:

Send distress relay
to coast station

Acknowledge vessel
using DSC. Then via
R/T channel 16

IF VESSEL
DOES NOT REPLY:
Send distress relay to coast
station, if distress continues
acknowledge using DSC on
2187 kHz, then via R/T
on 2182 kHz

Acknowledge vessel
using DSC on 2187 kHz,
then R/T via 2182kHz

Send distress relay to
coast station by most
suitable method, standby

Issue: First

Acknowledge vessel
using DSC. Then via
R/T channel 16

Illustration 9.5.1b GMDSS Distress Reactions

P&O Aurora

Technical Operating Manual

General Rules for Communications

GMDSS Equipment

1. All stations are forbidden to carry out the following:

The main GMDSS operating station is on the bridge. The majority of
equipment is situated in the port console. Distress calls can also be made and
handled from the communications centre on deck 5, in zone 3.

Unnecessary communications
The transmission of profane language
The transmission of signals without identification
2. Avoid interference
All stations are forbidden to carry out the following:
The transmission of superfluous signals and correspondence
The transmission of false or misleading signals
All stations shall radiate the minimum power necessary to ensure satisfactory
service.
3. Secrecy of communications
All administrations bind themselves to take the necessary measures to prohibit
and prevent the following:
The unauthorised interception of radio communications not
intended for the general use of the public.

If the connection to the associated transceiver is broken, the distress button is
illuminated. If the connections to the Sat-C transceivers are broken, the audible
alarm sounds for 15 seconds.
The unit can be tested by pressing the SELF TEST button for 2 seconds. All
lamps, the backlight and the audible alarm will be activated.

GMDSS Battery Charger
To Send a Distress Message Using the Alarm Panel
Type:
Skanti CP1002
High voltage alarm set: 29.5V
Low voltage alarm set: 23.5V
This unit is mounted on the port GMDSS bridge console and supplies an
automatic charge current to the GMDSS 24V battery. The display shows the
battery voltage and the load. The unit will raise an alarm in the event of
high/low battery voltage or the failure of the mains/emergency supply. The
alarm can be silenced by pressing the MUTE/BATTERY button.
The unit can be tested by pressing the SELF TEST button for 2 seconds. All
lamps, the backlight and the audible alarm will be activated.
The backlight and LED illumination intensity can be adjusted by pressing the
dimmer button to suit. The alarm LEDs cannot be reduced fully.

a) Open the key cover of the required system and press the
DISTRESS pushbutton for a minimum of 5 seconds. The call
lamp flashes and the buzzer sounds periodically every second.
b) When the distress alert transmission starts, the call lamp and
buzzer change to a constant light and sound. This indication is
also given if a distress alert is initiated from the transceiver.
c) When a distress acknowledgement has been received, the call
lamp and buzzer change to a slow cycle. The backlight brightness
is set to full intensity.
d) When the distress acknowledgement has been read out or the
distress alert has been cancelled at the transceiver, the call lamp
and buzzer are switched off.

Alarm Panel
The divulgence of the contents, simple disclosure of the
existence, publication or any use whatsoever, without
authorisation, of information of any nature obtained by the
interception of radio communications.
4. Log important calls
All stations are required to record important calls such as distress, urgent and
safety communications, in the following format:
Time of transmission (start and stop), ship’s position, weather
conditions
Subscriber’s ID (identification) number or call sign

To Receive a Distress Message Using the Alarm Panel
Type:

Skanti AP 1003

The GMDSS distress alarm panel is mounted on the starboard bridge console.
It is used for the remote initiation of distress alert transmissions and the visible
and audible indication of incoming distress and urgency calls on VHF, MF/HF,
and Inmarsat-C systems.
The alarm panel is connected to the VHF 1000 DSC, the MF/HF TRP 1000
DSC and the two Inmarsat-C systems. All the systems work independently and
all control signals are galvanically isolated by opto-couplers. The alarm panel
will operate on one sat-C transceiver and in case of failure, switch over to the
other transceiver.

Used class of emission and frequency
Contents of the call (for distress call: the entire call)
Communications state (atmospheric, scrambled, IF gain, other)
Also, log the results of all the mandatory tests

There are three pushbuttons for distress alert initiation on either system and a
call lamp for the indication of a distress alert transmission in progress or
distress or urgency calls received. The backlight of each distress button is
switched on when the appropriate transceiver triggers the alarm panel.
To protect against inadvertent activation, the distress buttons are protected by
spring loaded transparent covers. A button must be kept pressed for 5 seconds
before the distress alert is initiated, during which time the audible alarm bleeps
and the call lamp flashes. The AP1003 is supplied from the 24V DC battery
backed GMDSS power supply.

Issue: First

The reception of a distress or urgency calls are indicated by a slow flashing call
lamp and a periodic sound from the buzzer, with a cycle of 2 seconds. The
backlight brightness is set to full intensity.
VHF Transceivers
Type:

Skanti VHF 1000 DSC
Skanti VHF 1000P

There are two VHF DSC transceivers and a several VHF (1000P) transceiver
systems with several handsets. There are VHF systems and handsets for
normal marine work mounted at the joystick console, the pilot console, the
bridge wing consoles, the manoeuvring console and the safety centre console.
For GMDSS use there are two VHF DSC transceivers mounted on the port
GMDSS console and the starboard navigation console. A distress message may
be sent verbally using the 1000P units but the DSC should be the preferred
method initiating a distress message.

9.5.1 GMDSS Page 2

P&O Aurora
To Send a Distress Message Using the VHF 1000P Transceivers

Technical Operating Manual
c) Press the 16 button, lift the handset and say:
‘MAYDAY MAYDAY MAYDAY
THIS IS AURORA, AURORA, AURORA.
POSITION........
NATURE OF DISTRESS..........
NUMBER OF PERSONS ON BOARD ETC
OVER’

The distress alert message is given verbally into the microphone of the unit. It
should be noted there is no formal distress message for channel 16
communication. However, the standard distress message is recommended.
a) Switch on the unit using the ON/OFF button at the top of the
handset.

d) Release the PTT switch and wait for an answer.

b) Unhook the handset and switch the unit to channel 16 using the
16 button.

Hand Held VHF Transceivers

c) Press the PTT switch and say:

Type:

‘MAYDAY MAYDAY MAYDAY
THIS IS AURORA, AURORA, AURORA.
POSITION........
NATURE OF DISTRESS..........
NUMBER OF PERSONS ON BOARD ETC
OVER’
d) Release the PTT switch and wait for an answer.
The transceivers have a variable output power of either 1 or 25 watts. This can
be selected by pressing the PWR button, the 1W indicator LED in the display
will be on when 1 watt is selected, or off when 25 watts is selected.

Skanti VHF 9110

These are hand-held marine band VHF transceivers. The unit consists of the
main unit (radio) and a rechargeable battery pack, which fits into the bottom of
the main unit.
To Send a Distress Message Using the Hand Held VHF9110 Transceivers
The distress alert message is given verbally into the microphone of the unit. It
should be noted there is no formal distress message for channel 16
communication. However, the standard distress message is recommended.
a) Switch on the unit using the ON/OFF button. The button must be
depressed for at least one second.

To Send a Distress Message Using the VHF 1000DSC Transceiver

b) Switch the unit to channel 16 using the 16 button. The button
must be depressed for at least one second.

The DSC operation is by the use of soft keys with guiding text on the display.

c) Lift the handset, press the PTT switch and say:

a) Switch on the unit using the ON/OFF button on the panel.
b) Open the cover of the DISTRESS button.
c) Press the DISTRESS button for 5 seconds until RELEASE is seen
on the display.

‘MAYDAY MAYDAY MAYDAY
THIS IS AURORA, AURORA, AURORA.
POSITION........
NATURE OF DISTRESS..........
NUMBER OF PERSONS ON BOARD ETC
OVER’

MF/HF DSC Transceiver
Type: Skanti TRP1000
Power: 250 watts
The TRP1000 is a 250W MF/HF transceiver for voice, DSC and telex
operation. It performs simplex and semi-duplex SSB radiotelephone
communication in the maritime frequency bands of between 1.6 and 30 MHz.
It has a DSC/telex modem and scanning DSC watch receiver.
The equipment consists of a transceiver control unit mounted on the port
GMDSS console, a remote transceiver unit and an automatic antenna tuning
unit. The microprocessor controlled antenna unit automatically matches the
impedance of antenna and requires no manual adjustment.
The transceiver unit contains all the receiver and transmitter circuitry. The
combined DSC and telex modem contains two demodulators, one connected to
the watch receiver for continuous DSC watch and the other connected to the
traffic receiver for telex use. The Skanti PRN 9000 telex printer is mounted to
the left of the controller on the console.
The control unit operates the radiotelephone and DSC functions. DSC
operation is by the use of soft keys with guiding text on the display.
To Send a Distress Message Using the MF/HF DSC Transceiver
a) Switch on the unit using the ON/OFF button on the panel.
b) Open the cover of the DISTRESS button.
c) Press the DISTRESS button for 3 seconds until RELEASE is seen
on the display.
d) The unit will send a standard digital distress message containing
the ship’s identity, position and time on the 2187.5kHz frequency.
The message is sent every 5 minutes until an acknowledgment is
received.

d) Release the PTT switch and wait for an answer.
d) The unit will send a standard digital distress message containing
the ship’s identity, position and time. The message is sent every
3.5/4.5 minutes until an acknowledgment is received.
Receiving a Distress Acknowledgment on the VHF1000 DSC Transceiver
a) ‘Distress acknowledgment received’ appears in the display with a
VIEW icon alongside the bottom soft key.
b) Press the bottom soft key to view the message. If there is more of
the message off the screen, the icon alongside the soft key will
state MORE. Press the key to see the rest of the message.

Issue: First

Programming the Channel Keys
Quick selection of the user programmable channels is carried out by pressing
the A or B buttons. The user may program the quick channel select keys 16, A
or B to select any channel as follows:
a) Select the channel required as the quick select channel, by means
of the CH key and the up and down keys. Press the LOCK key
followed by the appropriate 16, A or B key for a period longer
than a second. The new channel can now be quickly selected
using the appropriate key.

Receiving a Distress Acknowledgment on the MF/HF DSC Transceiver
a) ‘Distress acknowledgment received’ and the MMSI number of
the sender appears in the display with a VIEW icon alongside the
third soft key.
b) Press the soft key to view the message.
c) Press the 2182 button.
d) Lift the handset, press the PTT switch and say:

9.5.1 GMDSS Page 2

P&O Aurora

Technical Operating Manual

‘MAYDAY MAYDAY MAYDAY
THIS IS AURORA, AURORA, AURORA.
MAYDAY, THIS IS AURORA, G.U.S.S.
POSITION........
NATURE OF DISTRESS..........
NUMBER OF PERSONS ON BOARD ETC
OVER’

‘MAYDAY MAYDAY MAYDAY
THIS IS AURORA, AURORA, AURORA.
MAYDAY, THIS IS AURORA, G.U.S.S.
POSITION........
NATURE OF DISTRESS..........
NUMBER OF PERSONS ON BOARD ETC
OVER’

e) Release the PTT switch and wait for an answer.

e) Release the PTT switch and wait for an answer.

Communication Centre HF SSB System

Inmarsat C Systems

Type:

There are two ‘Sat-C’ stations provided, each with its own monitor, keyboard
transceiver unit and printer mounted on the port GMDSS console.

Skanti TRP8000

In the communication centre on deck 5 is the control unit for the HF
transceiver. The TRP8000 is a general purpose HF SSB transceiver covering
the 1.6 to 30MHz frequency range. The unit performs duplex, simplex and
semi-duplex radiotelephone communication in the maritime bands. It consists
of a control unit, a remote controlled transceiver unit and an automatic antenna
tuning unit. The control unit contains all the receiver and transmitter operating
controls. Separate LED displays show receive and transmit frequencies and
two bargraph displays show receiver signal strength and transmitter output
power respectively. When the transmitter is switched off, the time of day is
displayed from a built-in clock, which can also be used to switch on the
equipment at a predetermined time.
The keyboard permits the operator to program up to 76 receive and transmit
frequency pairs and to recall or scan the frequencies. When the equipment is
switched off, the clock and the memory are supplied from a lithium battery.
The memory also stores the current setting of the equipment when switched off
and restores the settings when switching on again.
The unit also contains the two-tone radiotelephone alarm signal generator and
single key selection of 2182 kHz.
Transmission of the Two-tone Alarm Signal

These stations provide distress and general telex communications for mobile
and fixed terrestrial subscribers in the Inmarsat-C communications network.
Telex messages are processed by ‘Store and Forward Telex’. A telex message
transmitted from the ship arrives at a coast station where it is stored
temporarily before delivery to the specified subscriber.
(Note! No full duplex communications are possible with this equipment.)
To Send a Distress Message Using the Sat-C Systems
An undesignated distress alert can be sent from the Sat-C systems using the
AP1003 remote alarm units previously described.
Another method of sending a distress alert message is available at the
transceiver unit itself:
a) The units should always be switched on and in the receive mode.
b) Press and hold the ALARM and STOP buttons simultaneously for
at least 5 seconds until the alarm LED starts flashing.
A distress alert with the current position of the ship will be sent to the land
station used for the last ship’s transmission. The operator can also send a
distress using the screen based menu.

a) Press the SUPPLY ON/OFF key to turn the equipment on.
Overview
b) Press the 2182 key.
c) Press the ALARM GENERATOR keys simultaneously.
Transmission will start immediately after the automatic tuning sequence and
continue for 45 seconds. The antenna current is displayed and the alarm signal
is heard in the loudspeaker. The alarm signal transmission may be interrupted
at any time by pressing the STOP ALARM key.
d) When the alarm signal stops, lift the handset, press the PTT
switch and say:

Issue: First

The Inmarsat-C system provides worldwide telex and data communication to
owners of Inmarsat-C transceivers or a terrestrial telex network via satellite.
Communication mode is store and forward telex, which means all information
sent is first stored at a Land Earth Station (LES) and then delivered to the
designated party.
An EGC (Enhanced Group Call) receiver is built into the transceivers to
receive the following types of messages, broadcast from a Land Earth Station.

1. Safety-NET. Governments and maritime authorities can use this
service to distribute maritime safety information to ships within
selected areas.
2. Fleet-NET. Commercial subscription organisations or shipping
companies can use this service to transmit information
simultaneously to a selected group of ships.
The Inmarsat-C system allows the operator to send distress messages which
are given immediate priority over all other calls. The distress messages are
automatically routed to a land-based Rescue Co-ordination Centre (RCC).
The Inmarsat-C system consists of:
Operation Control Centre (OCC)
Satellite Control Centres (SCC)
Network Coordination Stations (NCS)
Land Earth Stations (LES)
Mobile Earth Stations (MES).
The OCC, located at Inmarsat’s London headquarters, co-ordinates a wide
range of activities in the Inmarsat system, including commissioning of mobile
earth stations.
The Inmarsat-C system divides the world into four regions and each region is
covered by its own satellite. In each region there is one NCS and several LESs.
The NCS keeps track of all the Inmarsat-C transceivers within its region and
broadcasts information such as navigational warnings, weather reports and
news. The LES provides the link between the MES and the terrestrial
telecommunications networks via satellite.
EPIRBs
Type:
Frequency:

Jotron ‘Tron 40S’
406 MHz

There are two EPIRBs (Emergency Position Indicating Radio Beacon) carried
onboard. One unit is mounted on the starboard bridge aft bulkhead and the
other is fitted on deck 15 forward of the forward mast and is fitted with a
hydrostatic release.
The function of the EPIRB is to help locate survivors in the event of a search
and rescue operation. The EPIRB will also act as an automatic means of
distress transmission if no other means is available.
Monthly Testing Procedure
The internal test of the battery and transmitter should be carried out once a
month, as follows:

9.5.1 GMDSS Page 3

P&O Aurora

Technical Operating Manual

a) Remove the EPIRB from its bracket, holding the unit upright.

Monthly Testing Procedure

Message Format

b) Wipe clean the EPIRB and check that the two earthing screws for
the mercury tilt switch are clean. The screws are close to the join
of the two EPIRB sections. If the unit is inverted after removal
and the screws earthed, the EPIRB will activate and set off a false
alert.

The SARTs should be checked once a month by activation and subsequent
checking of the ship’s 3cm (S Band) radar display for the correct signal
indication. The procedure is as follows:

Message categories vary according to their content and the ship’s operator has
a degree of selection over which categories can be received. Essential warning
categories A, B, D and L cannot be de-selected from the receiving list.

c) Push the test switch to the test position. Within 15 seconds the
strobe and red light will flash several times. After one minute the
EPIRB will automatically reset.
d) Check the expiry date of the battery unit.
e) Carefully replace the EPIRB in the correct position within its
bracket.
(Note! The unit’s normal stowage position is inverted i.e. the battery unit is
uppermost.)
f) Enter the results of the test in the GMDSS logbook.
Annual Test

b) Change the hydrostatic release mechanism on the float free
bracket.
SARTs

Frequency:
Duration:

SAIT SF 4251 and SF 4215L
COSPAS - SARSAT
9.2GHz-9.5GHz
Horizontal Polarisation
96 hours stand by, 8 hours transmission

There are four SARTs (Search and Rescue Transponders) mounted in bulkhead
mounted holders. Two SF 4125 SART are mounted on the port and starboard
aft bulkheads of the bridge and two SF 4215L SARTs (lifeboat SARTs) are
mounted port and starboard on the promenade deck adjacent to the lifeboat
embarkation area.
When required in an emergency, the SARTs should be taken to the lifeboats.
When the lifeboat is at sea, the SART should be activated and placed in the
custom mast and bracket on top of the lifeboat.

Issue: First

b) When in open waters with no other ships nearby, take the SARTs
to the open deck and activate by inserting the test probe into the
3mm hole in the centre of the activation switch. The red LED will
illuminate and the buzzer will sound to show the unit has
activated.
c) The ship’s radar beams will interrogate the SART. Check the 3cm
radar display. The display should show 12 to 20 dots radiating out
from the position of the SART in concentric circles (similar to a
racon indication).
d) After a number of seconds insert the probe into the hole at the rear
of the switch to turn the SART off.
e) Check the battery expiry date.

a) Test the EPIRB using the TRONDEC decoder. This test ensures
that the beacon is within its specification and complies with the
COSPAS/SARSAT system regulations.

Type:

a) Remove the SARTs from their cabinets.

f) Enter the results of the test in the GMDSS logbook.
Every five years the SART battery should be renewed.
Navtex Receiver
Type:

ICS NAV5

Navtex (navigational telex) is an international direct printing telex service used
to promulgate navigational and meteorological warnings to shipping. The
unique feature of Navtex is that the transmission sends nine control characters
(a header code) ahead of the main message. In this way, the receiver can
identify the station, message type and serial number.
System Operation
The Navtex system uses the single frequency of 518kHz worldwide. Each
navigation area (navarea) may contain several transmitting stations, so to avoid
conflict between adjacent stations the following rules apply:
1. The transmission timetable is determined so that two or more
stations, having a common service area, will not overlap in their
time schedules.

Type of message (category):
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M to Y:
V to Y:
Z:

Navigational warnings
Meteorological warnings
Ice reports
Search and Rescue information
Meteorological forecasts
Pilot service messages
DECCA messages
LORAN messages
OMEGA messages
SATNAV messages
Other electronic navaid messages (Messages
concerning radio navigation services)
Navigational warnings additional to the letter A
No category assigned
Special services - allocation by IMO
No message on hand

Common to all messages, the first five characters are always ‘ZCZC-’. This
header code is used for message synchronisation. The latter four characters are
designated as b1, b2, b3 and b4. They indicate the origin, category and serial
number of the message.
Character b1 is the identification letter of the Navtex station; from A to Z.
Character b2 indicates the type of message, from A to Z as listed below.
Characters b3 and b4 indicate the serial number of the message.
The serial numbers count from 01 to 99 and then start from 01 again. The
number 00 is reserved for important emergency messages, such as a search and
rescue (SAR) message. The end of each message is indicated by NNNN.
Operation
The NAV5 can be switched on by pressing and holding the P button. The
receiver is now on and ready to receive and print out messages.
The arrow keys are used to move around the on-screen display. The F button
is used to manually feed paper. The S button prints out any stored messages.
The NAV5 has a self-test facility which is activated by pressing and holding
the F button whilst switching on the power with the F button. The printer will
print out a test message and then begin normal operation.

2. Each station transmits with the minimum power required to cover
its service area. (Nominally 200 nautical miles).

9.5.1 GMDSS Page 4

P&O Aurora

Technical Operating Manual

Illustration 9.5.1c Antenna Location

Deck - 15

Deck - 14

Deck - 15

DGPS Antenna
13

VHF / Wing
1 (Height 1300mm)

7

HF / TX
7a (Height 5100mm)

VHF
3

Inmarsat - B

10

VHF / Channel 70
2 (Height 1300mm)

9

TV
Seatel

16
8

Inmarsat - B

VHF

VHF

3

3

18

Weather Fax

Aeronautical VHF

Foremast

6

Duplex RX

15

VHF Duplex
17

9

4

Whistle
Duplex RX

5

8

12

Nautex

19

TV
Seatel

Loran C

3

3

VHF

VHF
2
9

10

VHF / Channel 70
(Height 1300mm)

Inmarsat - B
7

8a

HF / TX
(Height 5100mm)

3

VHF
1

VHF / Wing
(Height 1300mm)

13

DGPS Antenna

Issue: First

Illustration 9.5.1c Antenna Location

P&O Aurora

Technical Operating Manual

Illustration 9.5.2a SatCom B System

Active Antenna
Housed in Radome

Tracking and
Stabilisation
Equipment

Above Decks
Below Decks
Facsimile
Main Control Unit
Main Display
From Gyro
NERA

Message Indicator

Signal Strength Indicaton

SATURN B

From GPS

Message Indicator

NERA
RA
NE

FAX MESSAGE
DATA MESSAGE
TELEX

Power Indicaton
ON

MESSAGE

RESET

Interface Unit

Select Function Key
(Selects Help - If Available)

Access Alpha Functions Key
Enter Key

NERA

Remote Distress
Alarm Units

Sa t u r n B

Alarm Test LED

DISTRESS

Access Shift Functions Key
LES / Ocean Region Selection

Distress Alert
Activated LED

AL AR M
AC KN OWL ED G E

Displays Additional Help
Cisco Router

NERA

Sa t u r n B

DISTRESS
Acknowledge
Button

AL AR M
AC KN OWL ED G E

Distress Button
(Under Flap)

Switches Internal
Speaker On/Off
and
Switches Between
Handsfree and
Normal Use

Arrow / List Keys
(Step through Functions)

Cisco Router
Toggles Hook switch
Or
Reverts to Previous Function

Distress Alarm
Received LED

To Telephone
Exchange
PC 9000 Data/Monitor Unit

Main
Control
Handset

220V AC
Power Supply Unit
24V DC

Issue: First

Illustration 9.5.2a Satcom B System

P&O Aurora
9.5.2 Sat B System
Maker: Nera
Type: Saturn Bm Marine Mk2
The Saturn B communication system provides several telephony channels for
communication, facsimile (fax) transmission and reception, telex facilities and
automatic distress alert transmission.
The equipment comprising the Saturn B system can be divided into two parts:
1) The above decks equipment, consisting of the stabilised antenna,
RF units and Pedestal control unit.
2) The below decks equipment, consisting of the main control unit,
handset, personal computer, fax machine, telephones and telex
unit.
Telephone calls can be made from any of the system telephones providing the
correct access codes are entered. Telex facilities are accessed via the computer
by selecting ‘Telex Mode’ from the screen menu. Faxes are sent and received
from the fax machine.
There are three sat B systems, system 1, 2, and 3. The transceivers and control
units are located in the communication centre on deck 5 and on the bridge. Sat
B control handsets, as shown in the illustration, are fitted locally and there is
also a control handset in the safety centre on deck 12.

Technical Operating Manual
To send a Distress Message via the Sat B System

Controls

a) Lift the telephone handset.

The main control unit handset is used for system control and communication.

b) At the distress alarm panel, lift the flap over the distress button,
press and hold down the button for at least 6 seconds.
c) Wait for dialling tone, then press the ‘#’s key.

Functions within the handset display may be scrolled through by pressing the
up/down arrow keys. To select the required function press the ENTER key. To
move back to the previous position or display press the ESC key. To delete an
entry press the DEL key.

d) When the Rescue Co-ordination Centre Operator answers, say the
following:

User Levels
Functions are accessible from the following levels:

“MAYDAY MAYDAY MAYDAY
THIS IS AURORA
CALLING ON INMARSAT FROM POSITION: ..........
MY INMARSAT MOBILE NUMBER IS: ..........
USING THE ........ OCEAN REGION .......SATELLITE.
MY COURSE AND SPEED ARE ........
NATURE OF DISTRESS: ........
ASSISTANCE REQUIRED: ........
ANY OTHER INFORMATION........OVER”

The USER level, which includes functions such as short number dialling and
ocean region selection etc. This is the system’s default level.

e) Follow the operator’s instructions.

Indicators
The yellow square indicator flashes when receiving a call and illuminates
steadily when the call is established. The indicator remains illuminated until
the call clears.

f) Keep the telephone line clear for return calls.
Receiving a Distress Call
a) The alarm buzzer will sound and the alarm indicator will flash.
b) Answer the call using the handset, press the ‘Alarm
Acknowledge’ pushbutton. The buzzer will stop and the indicator
will illuminate steadily.

The OPERATOR level, a more advanced level which includes functions such
as date and time setting and port configuration etc.
The RENTER and OWNER levels, which include enhanced functions
accessible only by password entry. (See the manufacturer’s manual for further
information.)

The red triangular indicator flashes when receiving important information or
an alarm. The indicator illuminates steadily when the alarm has been read. Key
in SHIFT followed by ENTER to read the alarm.
The green circular indicator illuminates steadily as long as the system remains
synchronised with the LES or NCS. The indicator flashes slowly when no
speech is detected at the remote end of a call.
Display Backlight
To turn the display backlight on and off, press the SHIFT key followed by the
LIGHT key.
Volume
The handset volume may be adjusted during a call using the up/down arrow
keys. The volume reverts to its default level when the call is cleared.
Key Symbols
Key symbols marked red can only be accessed when the ‘Shift’ indicator is
displayed by pressing the SHIFT key.
Keypad letters can only be accessed when the ‘Alpha’ indicator is displayed by
pressing the ALPHA key. To select a letter, press and hold the required key
until the specific letter appears in the display.

Issue: First

9.5.2 Sat B System Page 1

P&O Aurora

Technical Operating Manual

Operation

Ocean Regions

Signal Quality indication

To Make a Telephone call

Depending on the vessel’s position, the vessel will be synchronised to the LES
by one of the following ocean region satellites.

The signal quality indicators are displayed throughout communication. They
consist of a row of asterisks, three being the optimum signal, zero being the
lowest. Calls may still be possible, but uncertain, on zero.

a) Check the main handset display. The message ‘DIAL 00+INTL
TEL. NO.’ should be displayed.

Atlantic Ocean Region West:

AOR-W

Atlantic Ocean Region East

AOR-E

Pacific Ocean Region

POR

Indian Ocean Region

AOR-W

Info Log
b) If the user wishes to determine which LES (Land Earth Station)
the system is connected to, press the LES key. The default LES
for that ocean region is displayed along with the ocean region.
If the LES is to be changed, key in the new LES code number
followed by the asterisk key.
If the ocean region/LES is not displayed the user will have to
initiate a satellite search (see below).

To display the current ocean region:
a) Press the SHIFT key followed by the LES key.
As the vessel travels around the world it may be necessary to change ocean
regions to maintain signal quality. To change the ocean region:

Any alarm conditions will be logged in the system info log. To access the info
log:
a) Press the SHIFT key followed by keying in the number 31.
b) Press the ENTER key to display the log information.
For further in-depth information on the Saturn B system consult the
manufacturers manual.

c) Key in the international call prefix number: 00.
d) Key in the country code: eg 47 (Norway).

a) Press the SHIFT key followed by the LES key to display the
current ocean region.

e) Key in the subscriber number.

b) Press the ENTER key to enter the Edit Mode.

f) Press the # key. Slow beeps are heard during call set up. The
yellow indicator illuminates when the LES accepts the call. The
ringing tone will be heard until the call is answered.

c) Scroll up or down using the arrow keys until the relevant ocean
region is displayed.
d) Press the ENTER key to select the ocean region.

g) Clear the call when finished by pressing the ESC button.
To Search for a Satellite
a) Press the FUNCTION key, followed by ‘2’ and ‘6’.

e) The display will show ‘Command Accepted’ followed by
‘Searching for Satellite’.
f) The display will show the title of the new ocean region when the
system synchronises with the new LES.

b) Press the ENTER key.
c) Press the ENTER key again to initiate the search. The search may
take a few minutes.
d) The display will read the specific ocean region when locked on.

Issue: First

9.5.2 Sat B System Page 2

P&O Aurora

Technical Operating Manual

9.6 Internal Communication Systems
Automatic Telephone System
Aurora is fitted with an Alcatel 4400 automatic telephone exchange. The
system is basically divided into 4 processing and distribution centres called
nodes. The system is managed using the control computer situated in the hotel
computer room adjacent to node 1.

Alcatel 4400 Node 1
Hotel Computer Room
Deck 5 Zone 3

Alcatel 4400 Node 2
PA/Tel Room, Inbd Stbd
Deck 9 Zone 2

Alcatel 4400 Node 3
PA/Tel Room, Inbd Port
Deck 9 Zone 5

Alcatel 4400 Node 4
PA/Tel Room, Inbd Stbd
Deck 9 Zone 6

360 Analogue Lines
288 Digital Lines

312 Analogue Lines
384 Digital Lines

240 Analogue Lines
192 Digital Lines

216Analogue Lines
192 Digital Lines

28 Trunks

8 GSM Trunks

12 Trunks

Telephone User Facilities
There are different types of digital and analogue telephones connected to the
system. The telephones will have different levels of facilities available
according to the type of telephone and the programmed user access level.
Some of the facilities available to the most widely used crew telephones
(‘Reflex First’ and the ‘Reflex Easy’ models) are described as follows.

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

lieS
aeroK

30 Channel Fibre Optics

Call Forwarding
Baby Listening

Enables calls to be forwarded to the telephone of the user’s choice.

Extension Line
Distribution

Extension Line
Distribution

Extension Line
Distribution

Fire Alarm System (SMS)
Hotel Computer System

a) Lift the handset and wait for the dial tone.

Alcatel System Management

b) Dial in *80.
c) Dial the number of the telephone to which the calls are to be
forwarded to. A long tone will be heard for confirmation.
d) Replace the handset.
To Cancel call forwarding:

Extension Line Distribution

To cancel the wake up call:

Illustration 9.6a Automatic Telephone System

b) Dial in *72. Two short tones and one long tone will be heard for
confirmation.

a) Lift the handset and wait for the dial tone.

a) Lift the handset and wait for the dial tone.

b) Dial in *29. Two short tones and one long tone will be heard for
confirmation.

b) Dial in *89.

c) Replace the handset.

c) Dial the number of the telephone that is ringing. The user will be
connected to the caller.
For a call pick up of a telephone in the same group, *73 is entered in step b.
Paging

c) Replace the handset.
For the Reflex easy, the display will confirm the steps.
Wake Up Call
a) Lift the handset and wait for the dial tone.
b) Dial in *21.
c) After a tone sounds, enter the time required for the wake up call:
2 digits for the hour and 2 digits for the minute. Two short tones
and one long tone will be heard for confirmation.

For the Reflex easy, the display will confirm the steps.
To Recall the Last Caller
a) Lift the handset and wait for the dial tone.
b) Dial in *71 and wait for an answer..
For the Reflex easy, the display will confirm the steps.
Call Pick Up

a) Lift the handset and wait for the dial tone.
b) Dial in *15.
c) Dial the number of the pager required.
d) Dial the number 1.
e) Dial the 4-figure callback number for the person to call.
f) Dial #. The paging system confirms the page with a single tone.

Enables the user to answer a call ringing on another telephone.
g) Replace the handset.

d) Replace the handset.

Issue: First

a) Lift the handset and wait for the dial tone.

9.6 Internal Communication Systems Page 1

P&O Aurora

Technical Operating Manual

Sound Powered Telephone System
The sound powered telephone system is an emergency communication system
which connects several important locations in the ship. The system is intended
for use when all other forms of communication have been lost. The system
uses communication cables which are directly wired to and from the phones.
In machinery spaces and rooms where the ambient noise level can be very
high, there are flashing call indicator lamps to alert personnel to an incoming
telephone call. The called party may then use the headphones and microphone
to communicate. The telephones are powered by an internal electrical
generator which has to be hand-cranked by the operator to provide power.

Bunker Station P

Bunker Station S

Station 7a

Station 7b

Stern Thruster

Steering Gear X2

Station 8a and 8b

Station 6
Bow Thruster

Em. Gen. Rooms X2

Station 5

Station 9a and 9b

To call another location:
a) Select the required station using the selector switch.
b) Turn the handle of the generator clockwise a number of times
until a loud beep tone is heard.

MV Switchboard
Rooms X2

Chief Technical Officers
Cabin

c) Lift the handset and press the communication button to talk to the
called party.
d) The handle may need to be cranked again after a period of time.

Station 4

Station 10a and 10b

e) Replace the handset when finished.
If the operator is called and the call indicator lamps and buzzers are activated,
they can be stopped by pressing the ALARM STOP red pushbutton by the
handset before answering.

CO2 Room
Captains Cabin

Station 11

Further Telephone Systems

Station 3
ECR

Aurora is fitted with an internal mobile GSM network for the use of mobile
phones. The system has a trunk line interface with the main automatic
telephone system. There are eight independent GSM transceivers with their
own antennas. Six of the transceivers are for voice communication while two
are fax and voice compatible. The transceivers are all 230V AC mains
powered, fed from E 1302/02-05.

Station 2

Propulsion Control Panel

Wheelhouse

Station 12
Key
DC

The primary method for ship’s business and passenger telephone international
access is via the Sat C telephone system. The system uses trunk lines from the
main telephone exchange. These lines are controlled by the ‘cruiselink’
computer which logs all the call for billing purposes. The calls are then passed
to a Xyplex router and to a modem where the calls are transmitted and received
by a specially adapted 3 metre satellite dish and transceiver. The dish actively
tracks communication satellites and communicates with a shore station which
distributes the calls. The system has its own GPS position sensor to enable it
to find and track the required satellites.

Issue: First

Station 1

DC

PSU

230V AC

Relay
Blue Electronic
Flashlight
Headset With Plug
Socket
Socket For Headset

Illustration 9.6b Sound Powered Telephones

Buzzer

9.6 Internal Communication Systems Page 2

P&O Aurora
Talkback Systems

Technical Operating Manual
Alarm Stop Button

Illustration 9.6c P.A. Operating Panel (With Alarm Facility)

There is a hospital talkback system with communication panels in each of the
hospital rooms and wards. the panels are wired to a central control unit which
is fitted at the main nursing station.
The crew and passenger lifts are fitted with emergency telephones. The calls
are transferred to a dedicated phone in the engine control room. There is a
printer facility for logging the time and call location for reference.

1
Must-/Lifeboat
Station

2
CREW

3

ALARM
STOP

4

PASSENGERS

ALL

Public Address System
The public address system can be accessed from a number of locations around
the ship. The control panels are different according to their location. The
bridge, safety centre, fire station and the master panel at the P.A. central rack
in the communication centre all have facilities to sound the crew and general
emergency alarms. The alarm signals are internally generated and sound over
the P.A. speakers around the ship.
The system is divided into four separate rack systems (see illustration 5.4a
general alarm system). The central rack is located in the communication centre
on deck 5 and the other three are located in rooms on deck 9. Each rack has its
own back up uninterruptible power supply to provide announcements and
alarms in the event of a blackout or power loss.

5

6

7

8

9

10

11

12

13

14

15

16

MESSAGE 1

17
MESSAGE 5

MESSAGE 2

18
MESSAGE 6

MESSAGE 3

MESSAGE 4

19
MESSAGE 7

LC-DISPLAY 2x16 CHARACTERS

INERT ALARM
TEST

CREW
ALERT

20
MESSAGE
STOP

GEN. EMERG.
STATION

ESC

MAN
OVER BOARD

BUSY
MANUAL
ALARM

ALL

TALK

Emergency Announcement or Alarm Procedure
a) Select the required group.
b) For an announcement, press the TALK button or to sound an
alarm, press the required alarm (crew/passenger/man overboard
etc) button.
c) To run a pre-programmed message, press the required message
button.
d) To stop an alarm, press the ALARM STOP button.
e) To stop a pre-programmed message, press the MESSAGE STOP
button.
Key Functions
Selection Keys
These buttons are used to select all programmed areas for announcements,
gong or alarm signals, playback of pre-recorded messages, or to assign
programs. Pressing the key once selects all areas: the corresponding LEDs and
the ALL LED are illuminated. Pressing the key again cancels the selection.

Issue: First

Selection Keys

ALL
Key

Clear Key
This key provides different functions, depending on the selected operation
mode: eg, cancelling call patterns or program assignments.
Gong Key
This key starts a gong signal, which is transmitted into the pre-selected areas
or groups. While transmitting a gong signal. the GONG-LED illuminates
steadily or blinks. Pressing the STOP key cancels the gong signal.
Text Key
This button launches a text message (pre-recorded announcement), being
transmitted into the pre-selected areas or groups. During playback of a text
message, the TEXT LED is illuminated or blinks. Pressing the STOP key
cancels playback of the outgoing text message.

Gong
(ESC)
Key

Alarm
Selection
Keys

Talk
Key

Talk Key
This key launches an announcement into the pre-selected areas or groups.
During an announcement, the BUSY LED is illuminated. The TALK key has
to be kept depressed until the end of the message. The BUSY LED blinks when
one or several areas are busy, or when the announcement is interrupted by an
event with higher priority.
On Key
This key switches the system ON or OFF. When turning the system on, it can
take several seconds until it is operational. During that period the ON LED
blinks. When the system is ready for operation, the ON LED is permanently
illuminated. To avoid erroneous operation, the key has to be kept depressed for
at least one second when turning the system off.

9.6 Internal Communication Systems Page 3

P&O Aurora

8

9

Priority

1

2

3

3

3

2

2

2

2

PA-Unit 1
Deck : 9
FZ
: 2

PA-Unit 2
Deck : 5
FZ
: 3

PA-Unit 3
Deck : 9
FZ
: 5

PA-Unit 4
Deck : 9
FZ
: 6

Call Groups

Call Groups

Call Groups

Call Groups

X
X

X
X

X
X

X
X

X
X

X

X

X

X

X

Background Music - BGM -

All

All Crew

All Crew

All Passengers

All

All Passengers

All Crew

All Passengers

All

Officer, Crew, Guest Entertainer Cabins

1

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

2

Crew Corridors, Mess & Working Areas

2

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

3

Officer Corridors & Mess

3

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

4

Engine Room & Technical Spaces

4

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

5

Passenger Cabins

5

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

6

Passenger Areas (Corridors, Lift, Stairs etc)

6

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

7

Outer Decks (Including Lifeboat GR.8)

7

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

8

Lifeboats, Liferaft/ M.E.S.

8

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

9

Curzon Theatre

9

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

10

Restaurants (Crew Muster Fwd - Rest.)

10

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

11

Carmen's

11

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

12

The Playhouse

12

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

13

Crow's Nest

13

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

14

Vanderbilt's & Library

14

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

15

Cafe Bordeaux, Champions & Monte Carlo

15

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

16

Anderson's

16

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

17

Masquerade

17

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

18

Oasis & Aerobics

18

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

19

Youth Area & Decibels

19

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

20

The Orangery

20

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

Medical Centre

A0

X

X

X

X

X

X

X

All

1

X

All
X

X

Crew

All Crew

"All Crew"

"All Passengers"

All

All Passengers

Single Call Lines

Call Groups

Local Entertainment System

7

Com. Centre

6

Cruise Director

5

X

The setup mode is selected by pressing the STOP key while holding down the
PROGRAM key; the PROGRAM LED starts blinking. The setup mode allows
preferences to be changed. For system operation in the set up mode consult the
manufacturer’s manual.
Alarm Key
This key initiates an alarm signal that is transmitted to all areas. The alarm
indicator illuminates as soon as the alarm starts. Use the STOP key or press the
ALARM key again to cancel the alarm transmission.

4

Hotel Reception

Passenger

5 PA-Unit 4

3

Engine Control Room

4 PA-Unit 3

2

Bridge

3 PA-Unit 2

Music
Distribution

1

Muster Station

1 Bridge

Digital Group Call Panels On PA-Rack

Paging Station

No. Of Call Lines

Alarm Panel
Location
2 PA-Unit 1

Program Key
Pressing the PROGRAM key selects the program assignment mode, where the
selection keys are used to assign a program (background music) to the required
area or group. When the program assignment mode is selected, the
PROGRAM LED is illuminated, while the selection LEDs indicate to which
area/group the program is assigned to.

Location Of Digital Paging Station

Alarm
Assignment
No. Of Push Button On Paging Station

Stop Key
Pressing the STOP key cancels running alarm/gong signals or the playback of
a text message. An alarm signal can also be stopped by pressing the ALARM
button again. Signals can only be cancelled from the station which they have
been initiated from. The only exception is the main terminal, which allows
overruling of any other command.

Technical Operating Manual

X

Priority
Priority 1 means absolute override over all control stations. If any control
stations have the same priority, the station which starts a broadcast first will
remain active, ie another control station of equal priority could not override the
control station which was already broadcasting.
It is possible to make separate broadcasts for passengers and crew
simultaneously. For example, the bridge may call crew areas whilst the
purser’s office broadcast to the restaurants.

X

X

X

X

X

X

X

P.A. System Groups/Configuration

Issue: First

9.6 Internal Communication Systems Page 4

P&O Aurora

Technical Operating Manual

Illustration 9.7a Propulsion Control Stations
STN
ATLAS

STN
ATLAS

STBD
PEM

PORT
PEM

10

150
140
130
120
110
100
90
80
70
60
50
40

FULL
HALF

15

5

MW

SLOW

DEAD
SLOW

30

FULL
HALF

10

FULL

SLOW

HALF

15

5

MW

SLOW

DEAD
SLOW

DEAD
SLOW

20
10
10
20

0
-50

50

-100

DEAD
SLOW

100

-150

RPM

40
50
60
70
80
90
100
110
120
130
140
150

SLOW
HALF
FULL

PROPULSION
FAILURE

90% AVAIL.
POWER

POWER
LIMITATION

TELEGRAPH
FAILURE

REM CONTR.
FAILURE

EL. SHAFT
FAILURE

DEAD
SLOW

30

150

DEAD
SLOW

0
-50

50

-100

100

SLOW
-150

150

RPM

SLOW

HALF
FULL

HALF
FULL

PROPULSION
FAILURE

90% AVAIL.
POWER

POWER
LIMITATION

TELEGRAPH
FAILURE

REM CONTR.
FAILURE

EL. SHAFT
FAILURE

EMERGENCY
MANOEUVRE
PROPULSION
READY

PROPULSION
READY

PROPULSION
FAILURE

90% AVAIL.
POWER

POWER
LIMITATION

TELEGRAPH
FAILURE

REM CONTR.
FAILURE

EL. SHAFT
FAILURE

STOP
CONV 1

JOYSTICK
SPEEDPILOT

TAKE
CONTROL

STOP
CONV 2

30

FULL

FULL

HALF

HALF

SLOW

SLOW

DEAD
SLOW

DEAD
SLOW

STOP
CONV 1

20
10
10
20

30
40
50
60
70
80
90
100
110
120
130
140
150

DEAD
SLOW

DEAD
SLOW

SLOW

SLOW

HALF

HALF

FULL

FULL

PORT
PEM

EMERGENCY
MANOEUVRE

BRIDGE
WINGS

1

STOP
CONV 2

ALARM
ACKNOWL.

JOYSTICK

30
40
50
60
70
80
90
100
110
120
130
140
150

STBD
PEM

STOP
CONV 2
STOP
CONV 1

30

10
10
20

PROPULSION
READY

LAMP
TEST

150
140
130
120
110
100
90
80
70
60
50
40

20

STAND
BY
DIMMER

ALARM
ACKNOWL.

150
140
130
120
110
100
90
80
70
60
50
40

SPEEDPILOT

HALF
SLOW

DEAD
SLOW

DEAD
SLOW

SLOW
HALF
FULL

PROPULSION
FAILURE

90% AVAIL.
POWER

POWER
LIMITATION

TELEGRAPH
FAILURE

REM CONTR.
FAILURE

EL. SHAFT
FAILURE

FINISHED W.
ENGINE
PROPULSION
READY

ECR

2

FULL

3

LAMP
TEST

TAKE
CONTROL

STOP
CONV 1

STOP
CONV 2

DIMMER

Port/Starboard Wing Panel

Wheelhouse Central Panel

SWP

TS

CWP

CC

JS

ECR

PWP

SWP
TS
CWP
JS
PWP
CC
ECR
LCP
PEM

-

Starboard Wing Panel
Telegraph System
Central Wheelhouse Panel
Joystick System
Port Wing Panel
Converter Control
Engine Control Room Panel
Local Control Panel
Propulsion Electric Motors

LCP
S
PEM

Issue: First

P
PEM

Illustration 9.7a Propulsion Control

P&O Aurora
9.7 Propulsion Control
The propulsion system may be controlled from four control positions:
Service position (The synchroconverter boards,
located in the converter room on deck 3)
Local (console in the converter room)
Engine control room (ECR)
Bridge
With the propulsion system in the bridge control mode, there are three different
methods of controlling the ship’s speed; the telegraph levers (wheelhouse or
wings), the joystick system or the speed-pilot system.
Before starting the propulsion system many preconditions have to be met. The
main precondition is that there is adequate power available at the main
switchboards. There must be at least two generators supplying power to the
main switchboard.
A full technical description of starting preconditions is available in section 4.3,
the Propulsion Control System. Navigating officers should familiarise
themselves with technical aspects of the propulsion system before any
manoeuvring operations.
Propulsion System Operations
Under normal circumstances the propulsion system will be started from the
ECR. When operational, the control of the propulsion will be passed to the
bridge by the ECR. The bridge should communicate to the ECR that the bridge
is about to take control, prior to control transfer.
To Transfer Propulsion System Control from the ECR to Bridge Position
The transfer of control from the ECR to the bridge is initiated by the changeover system.

Technical Operating Manual
The transfer of control from the bridge to the ECR is achieved by reversing the
above procedure. The transfer from ECR to local is achieved directly without
acknowledgement. The local control station requests control, the ECR lamp
flashes and the buzzer sounds until the selector switch in the ECR is moved to
the local position.
The control system will only accept the transfer of control position if the
following conditions are met:
The service control mode is not selected

If the propulsion system is already in operation, the telegraph
levers of the operation stands are both set to the same direction
(eg, both in AHEAD) or in the STOP position
To Transfer Propulsion System Control from the Bridge (Levers) to
Joystick System Control

The telegraph levers at the bridge central, bridge wing port and bridge wing
starboard positions are connected together via an electrical shaft. In case of any
failures with this system an alarm would be raised. If an alarm occurs, the
control must be transferred to the bridge central position or the ECR.
Power Limitation Procedure

The joystick system control is activated by pressing the JOYSTICK
COMMAND REQUEST pushbutton at the relevant joystick station. The
system can only be activated when bridge control is selected and the
propulsion system is on. When the telegraph has switched over to joystick
control, the JOYSTICK CONTROL indication is shown on the bridge mimic.
The telegraph levers on the bridge then follow the joystick system commands.
The joystick system can be switched off manually by pressing the TAKE
CONTROL button at one of the three lever positions on the bridge or one of
the TAKE pushbuttons at the relevant joystick control position.

If the POWER LIMITATION alarm is raised, propulsion power has been
restricted and the available power does not match the requested power. This
condition may be initiated by one of the following:

To Transfer from Bridge (Levers) to Speed Pilot Control

A switch marked EMERGENCY MANOEUVRE is located at each of the
bridge, ECR and local panels. Operation of this button causes the propulsion
system to operate from an alternative, faster set of acceleration and operation
parameters. The required value integrator is faster and the normal power
limitations are cancelled. At the same time a signal is sent to the diesel
generator PMS system to start and connect the standby generator. This means
the propulsion system will be able to operate at higher speeds without
limitations at short notice.

The speed pilot function is activated by pressing the SPEED PILOT ON
pushbutton on the bridge console. If the speed pilot system is switched on, the
SPEED PILOT ON lamp illuminates and the telegraph levers at the bridge are
then controlled by the speed pilot system A feedback signal of the lever
positions is given to the speed pilot system.
The speed pilot system can be switched off manually by pressing the TAKE
CONTROL pushbutton at one of the three lever positions on the bridge.

b) The control selector switch at the ECR console is turned to the
WHEELHOUSE/WINGS position; the ECR indicator lamp
flashes.

Emergency Stops

Issue: First

The telegraph system consists of five stations in total: bridge wheelhouse,
bridge wing port, bridge wing starboard, ECR and local. If the control is
moved to ECR or to local, the telegraph works as a normal pointer type followup engine order telegraph, with commands given from the bridge to the ECR
or local positions, which then carry out the commands. A subtelegraph system
is incorporated in the telegraph system. This system transfers the FINISHED
WITH ENGINE and STAND BY commands from the bridge to the ECR and
local positions respectively.

No lever fault (levers not lined up) exists at the requested station

a) The control selector switch at the bridge console is turned to the
WHEELHOUSE/WINGS position; the indicator lamp flashes.

c) The bridge TAKE CONTROL pushbutton is pressed and the
indicator lamps illuminate steadily.

The Telegraph System

Generator power available is too low
Converter current is too high
A high temperature has been monitored in the propulsion system
Emergency Manoeuvre

A full description of all pushbuttons and indicators is available in section 4.1,
Control Stations.

At all the control stations, EMERGENCY STOP switches are fitted. These
stops will open the main switchboard circuit breaker in the case of any control
system failures. These switches are protected against inadvertent operation by
a protective lid. These stops have to be re-pressed after operation to release the
stop command.

9.7 Propulsion Control Page 1

P&O Aurora

Technical Operating Manual

Illustration 9.8a Steering Control
Port Overhead Console

Overhead Console Midship

Wheelhouse Deckhead Port
30

40

30
20

50

30
60

10

FU Tiller
Port
Rudder &
Synchronise

10

70

50
60

80

0

70

40

50

20

80

Steering Stand
FU - Wheel
Audible
Signal

Rudder Angle
C . P L ATH

40
30

NFU
TILLERS

Stb'd

Port

PORT
WING

20
10

FU
WHEEL

STB'D
WING

JOYSTICK

Stb'd

C.PL ATH

30

20

20
10

10

0

30
0
29

10

70

FU
WHEEL

STB'D
WING

RESET

NFU
P/B

80

0

MAGN.
COMP.

F1

F2

F3

4

5

3

MENU

6

ALARM
RESET

7

8

9

ENTER

0

DIM
-

Compass Monitor

80

+
-

FU Tiller
Stb'd
Rudder

Indication
Panel

Audible
Signal

DIM
+
TEST

C . P L AT H
AUTO

OVER RIDE
JOYSTICK
OFF

RESET

RUDDER
0
LIMIT
5.35

PRESET

RUD.
LIMIT
OFF

STEERING
STRATEGY
0/Min
RATE
RADIUS nm
SPEED

kt

0
OFF COURSE G/M DFF
ALARM 5.35
0
ALARMS 5.35

MAGNETIC
VARIATIONS

NAV

RESET
ENTER

1

DIM
-

/10

OVER RIDE

DIM
+

0

NAVIPILOT AD II

TEST

80

9

70

C . P L AT H

INDIPENDENT

1

2

0

Change
Over

NFU

0

0
21

11

13

Follow up/
Joystick

CHANGE
OVER

SYNCHRON

NACOS

NFU

10
0

0

12
0

0
0 23
22

90

3

AUTO

Dimmers

NFU

NACOS

NON - FOLLOW - UP

NON - FOLLOW - UP

14

20
0

0

15

0
0 16

170 180 190 20
0 21
0

22

0

Terminal

Terminal

2

4

GYRO
2

C . P L AT H

80

10

7

5

28
0

240 250 260 27
0

70

60

270 280 29
0 260
0 30
0 25
0
24
31

PORT
WING

JOYSTICK

GYRO 1
GYRO 2
MAGNETIC
D. ALARM

20

6

8

90 100 11
0

SYNC.

330 340 350 N

60

AUTO

50

80

0
23

0
0 32
31

20

60

1

NACOS

NFU
TILLERS

70

0

Starboard Wing Console

Control and Display Unit

Litton
Marine Systems

50

40

70

C . P L AT H

SYNC.

0

40

30

60

Sychron- Indeise
pendent

30
50

0

40

150 160 170 18
0 19
0

20

0
0 14

10

13

350 N

0

0
0 34
33

30

GYRO
1

12

0

50

20
10

0
32

40

40

30

NFU
P/B

10

0

30

Degrees

AUTO

NACOS

40

30

20

AUTO

40

80

FU Tiller
Port
Rudder &
Synchronise

Compass Monitor

Rudder Angle

Degrees

Port

60

10

Manoeuvring Console

Indication and Take over Panel

50

20

70

0

40

30
60

10

80

FU Tiller
Stbd
Rudder

Dimmer

40

30

Port Wing Console

Change
Over

30
20

60

0

70

0

Indication
Panel

50

10

60

10

80

40

20
50

20

70

0

40

Starboard Overhead Console

Wheelhouse Deckhead Stbd

Sychron- Indeise
pendent

Dimmer

Terminal

Terminal

PS Console Part C
Terminals

Autopilot Panel

Steering Console

Control and Display Unit

Litton
Marine Systems
NFU
TILLERS

AUTO

PORT
WING

NACOS

FU
WHEEL

JOYSTICK

STB'D
WING

RESET

GYRO 1
GYRO 2
MAGNETIC
D. ALARM

2

3

MENU

4

5

6

ALARM
RESET

7

NFU
P/B

Rudder Angle

1

8

9

0

DIM
-

Degrees

Port

C . P L ATH

40
30

+

GYRO
2

MAGN.
COMP.

F1

F2

F3

ENTER

Compass Monitor

C . P L AT H

AUTO

FU
WHEEL

STB'D
WING

JOYSTICK

Stb'd

C . P L AT H

40

30

30

20

NFU
P/B

0

Degrees

Port

PORT
WING

20

DIM
+

AUTO

NACOS

40

30

20
10

GYRO
1

Rudder Angle
NFU
TILLERS

Stb'd

40

20
10

10

10

0

TEST

C . P L AT H

23

29
0

5

28
0

240 250 260 27
0

4

31
0

260 270 280 29
0 3
00

30
0 2
22

50
0 2
24

3
150 160 170

0

0
21

0

14

20
0

0

SYNC.

180
19

15

60
0 1

170 180 190 20
0

21
0

22
0

Issue: First

NON - FOLLOW - UP

80

SYNC.
NON - FOLLOW - UP

70

NACOS

11
0

13
0

NFU

0

NFU

90
10
0

INDIPENDENT

C.P L AT H

9

CHANGE
OVER

110
12
0

Follow up/
Joystick

SYNCHRON

90 100

AUTO

C. PL AT H

20

7

60

DIM
+
TEST

6

10

50

DIM
-

330 340 350 N

40

0

320

8

/10

0

0
31

30

80

1

NAVIPILOT AD II

NACOS

40

70

RESET
ENTER

OVER RIDE

NFU

30

60

MAGNETIC
VARIATIONS

20

30

kt

0
OFF COURSE G/M DFF
ALARM 5.35
0
ALARMS 5.35

NAV

10

50

SPEED

350 N

40
0 1

0
32

0/Min
RATE
RADIUS nm

40
0 3
33

13

STEERING
STRATEGY

2

RUD.
LIMIT
OFF

1

RUDDER
0
LIMIT
5.35

PRESET

0

OVER RIDE
JOYSTICK
OFF

12

AUTO

RESET

Illustration 9.8a Steering Control

P&O Aurora
9.8 Steering Control
There are four methods of controlling the ship’s rudders, two automatic and
two manual modes.

Technical Operating Manual
1. To collect information about the ship’s dynamic behaviour (ie, the ship’s
reaction to rudder and disturbance moment) and produce operating parameters.
2. To determine the controller co-efficients from the operating parameters, with
consideration to the operator’s selections.

1. The NACOS System Control Mode
In this mode, the ship’s steering is controlled via the bridge STN Nacos system.
Within the Nacos system are a number of different steering modes, such as
Trackpilot mode (See section 9.2.1 for further information).

3. To steer the ship on a preset course, changing course in the most economical
and efficient manner.

The autopilot uses the following terms:

The C.Plath autopilot system controls the ship’s heading and steering. The ship
follows a predetermined coarse set by the navigator.

Actual Heading
This is the horizontal direction in which the ship points at any time and in
relation to geographic north or magnetic north.

Manual steering control from the helmsman at the steering console.
4. Non Follow Up Mode
In this mode, the rudders can be operated independently of each other using the
two joystick controllers. When selected in synchronised mode, one joystick
controls both rudders.
Selection of the steering mode is made using the multi-position selector switch
on the C.Plath control panel.
The Nacos steering modes are discussed in section 9.2.1, whilst the manual
steering modes are subject to operational requirements.
Autopilot
Make:
Model:
Type:

C.Plath
Navipilot II
Adaptive Autopilot

The primary function of the autopilot is to steer the ship over a preset course.
The autopilot continuously compares the heading input from the gyrocompass
against the required course, making adjustments via rudder orders.
The ship’s course is influenced by wind and sea conditions and the autopilot
takes these and other ship’s factors into consideration before demanding rudder
movements. An advantage of this system is that the autopilot calculates the
ship’s steering attitude and the user does not have to manually enter rudder,
yaw, deviation values etc.
With the above in mind, the autopilot has three main functions:

Issue: First

AUTO and ENTER
When these keys are pressed simultaneously, the adaption procedure is
initiated.
Control Disc
The disc is rotated either way to set parameters and alter the set heading. The
disc also provides an override function when in the navigation interface mode.

Operation

2. Automatic Mode

3. Follow Up Mode

NAV
Press this key to receive the set heading for the autopilot in the navigation
interface mode from a GPS receiver or the Nacos System.

Audible and Visual Alarm
Provides alarm and indication for:

Set Heading
This is the angle between geographic or magnetic north and the direction in
which the ship is to be steered by the·autopilot.

Course deviation

Gyro/magnetic compass heading difference

Power failure

Gyro/magnetic compass failure

Setup procedure activated in autopilot steering mode
Navigation interface mode is selected when in manual steering mode
Automatic speed input falls below 3 knots

Set Course
This is the angle between geographic or magnetic north and the direction over
ground in which the ship is to be steered by the autopilot from way point to
way point in combination with, for example, a GPS receiver.

Parameters

Switching from manual steering to autopilot steering is possible at all times,
regardless of whether the autopilot is to hold the existing set heading or carry
out a change in the set heading.

Rudder limit:

Range: 5º, 10º, 15º, 20º, 25º

Steering strategy:

Confined waters, open/rough sea, fixed parameters

(Note! In the manual steering mode, the set heading display will always
indicate the same value as the actual heading display. This rules out any
unwanted or erroneous changes in the ship’s heading when the steering mode
is switched to autopilot.)

Rate (º/nm) and

Range: 0.lº/min. to 199ºmin.

Radius (nm):

Range: 0.1 nm to 199 nm

Speed:

Manual: 5 - 99knots, automatic via NMEA log input

Main Controls

Off-course alarm:

Range: 5º, 10º, 15º, 20º, 25º

Magnetic variation:

Range: 99.9ºW to 99.9ºE

AUTO
Press this key to switch from navigation interface steering mode (for example,
way point navigation with GPS) back to the autopilot steering mode.
ENTER
Used to store the following steering parameters:
Rudder limit

Steering strategy

Speed

Off-course alarm

Magnetic variation

Rate/radius

Alarm reset

The autopilot provides the operator with the following six parameters to enable
optimised autopilot performance to suit the wind, sea and draught conditions.

Steering Parameter Selection
The above parameters may be changed in the autopilot steering mode as well
as in the manual steering modes (Press the AUTO key to exit the parameter
storing procedure when required).
a) Press the ENTER key to initiate the storing procedure. The
‘rudder limit’ value will flash to request an input.
(Note! Parameter values will flash for 10 seconds. If the parameter is not
changed in this period, it will stop flashing and the storing procedure must be
initiated again by pressing the ENTER key.)

9.8 Steering Control Page 1

P&O Aurora

Technical Operating Manual

b) Rotate the control disc to bring the RUDDER LIMIT to the
required value.

When the sea returns to a more normal state, the steering strategy without the
lock function should be selected again.

c) Press the ENTER key to store the limit. The rudder limit remains
active until the operator presses the RUD. LIMIT OFF key.

Rate and Radius

d) The steering strategy display will now flash to request an input.
This is entered in the same manner as the rudder limit value.
e) This entry method is now repeated for the other parameters.
Steering Strategy
The operator has the choice of three different types of steering strategy:
Confined Waters
In confined waters (e.g. an estuary), it is necessary to hold the ship exactly on
course. Confined water steering strategy is selected by storing the confined
waters symbol in the steering parameter selection procedure.

Two methods are provided for bringing the ship on to a new course, angular
rate steering control (in degrees per minute) and radius steering control (in
nautical miles).
The officer of the watch should select the type of steering control best suited
to the current navigational situation. An arrow appears at the left side of the
rate/radius display when the maximum preset rate or radius value has been
reached.
Speed Input
The operator may choose three different speed input formats:

b) Turn the control disc clockwise or counterclockwise, to bring the
display to the required value. The correction range is from 99.9ºW
to 99.9ºE.
c) Press the ENTER key to store the correction value and return to
the normal autopilot operation mode.
Preset Heading
In autopilot operation (and in a manual steering mode), a new set heading may
be preset and taken over exactly at the point in time when it is required. The
procedure is as follows:
a) Press the AUTO key and the display PRE-SET HDG will flash to
request an input.
b) Using the control disc, set the preset heading to the next required
set heading.

Manual
Auto, 200 pulses per nautical mile
Auto, through NMEA 0183 interface

c) As soon as the preset heading is required, switch to autopilot
control (if manual steering) is selected and press AUTO to
immediately take over the preset heading as the new set heading.

Open Sea
The speed input format is selected in the SET UP procedure.
In open sea with a moderate seaway, average accuracy course keeping is
required. Rudder movement should be minimal, using small rudder angles.
This results in low steering gear use and economical steering as resistance to
propulsion is not significantly increased. Open sea steering strategy is selected
by storing the open sea symbol in the steering parameter selection procedure.
Rough Sea
In medium/heavy to heavy seas as well as in open seas, it can be uneconomical
to hold the ship on course against the periodical back and forth movement of
water masses. In heavy seas, increased rudder activity and an enlarged
resistance to propulsion will have to be accepted. A steering strategy should be
chosen which will reduce the use of the steering gear and hold the ship on
course over a time average and in other respects permit a straight course
relative to the moving water. Smaller rudder angles and consequently reduced
resistance to propulsion result in lower fuel costs and less steering gear wear.
Rough sea steering strategy is selected by storing the rough sea symbol in the
steering parameter selection procedure.
Lock
In rare circumstances (in extremely heavy seas), the ship’s parameters may
become unstable. In such cases, the lock function may be used to lock-on to
the ship’s stored parameters in the SETUP procedure and to control the ship
according to the type of steering strategy currently selected, rough sea etc.

Issue: First

Off Course Alarm
The autopilot compares the actual heading (ACT HDG) and the set heading
(SET HDG) with the current threshold of the off course alarm function and will
activate audible and visual alarms when this threshold is exceeded. The off
course alarm range is: 5º, 10º, 15º, 20º, 25º, 30º, and 35º.
The autopilot also automatically compares the gyrocompass and magnetic
compass headings and if a relevant deviation is detected, an alarm is initiated.
There is an adjustable time delay function available in the set up procedure for
the alarms.
Magnetic Variation
The magnetic compass display can be corrected for magnetic variation (also
called magnetic declination). Magnetic variation is the angular deviation of a
magnetic compass, uninfluenced by local causes, from the true north and
south. The variation differs at different points on the earth’s surface and at
different times of the year. The applicable magnetic variation correction value
can be taken from the sea chart relevant to the area in question.
The procedure to store the magnetic variation correction value is as follows:
a) Press ENTER six times. The magnetic variation display will
flash.

To Switch to Autopilot Control
a) Ensure that the set heading (the course to steer) is correctly set on
the autopilot.
b) Turn the steering mode selector switch to the AUTO position.
c) Observe the operation of the autopilot by noting how the ship
takes up the set heading. For this purpose, the autopilot is
provided with an analogue display of the difference between the
actual heading and the set heading.
Override Function
When the autopilot is operated in the navigation interface mode, the control
disc provides the operator with an override function. When the control disc is
rotated, the autopilot immediately switches to the AUTO steering mode. This
enables the operator to carry out an immediate change to the set heading.
The operator should press the NAV key to return to the navigation interface
steering mode.
This section briefly describes some of the main functions of the autopilot.
Operators should read the C.Plath autopilot manual for further in-depth
information.

9.8 Steering Control Page 2

P&O Aurora

Technical Operating Manual

9.9 Bridge Alarm System

Central Alarm Management

Manufacturer: STN Atlas
Type:
BAS40P

Communication between the individual NACOS components results in an
exchange of operational messages and alarms. The alarms and messages then
appear on specific NACOS system monitors. In the case of specific serious
alarms, almost all NACOS components are capable of transmitting signals to
the bridge alarm system.

The bridge alarm system is a sub-system of the Atlas navigation and command
system (NACOS). (The NACOS system is described in section 9.2)
In the bridge alarm system, alarm signals from various items of equipment are
grouped together and annunciated through the NACOS system and the two
indicator panels mounted on the bridge central console. The panels indicate
alarms within equipment such as:
Fire detection system
GMDSS
Outside lighting
Navigation lighting
Steering gear

Alarms of the bridge alarm system are also indicated on the NACOS monitors,
from where they can be acknowledged. An overview of the acknowledged, but
still present alarms, can be called on the multipilot, chartpilot and conningpilot
systems. Therefore all control and display functions of the bridge alarm system
are integrated in the NACOS system.
The NACOS system can be configured to take over the bridge or watch alarm
functions. In this case, it is set up so that a watch alarm signal is transmitted
(subsequent to a corresponding visual and audible pre-warning on all system
monitors) if no control element of the NACOS system has been activated for
6 or 12 minutes. This signal can be used to select a buzzer or an alarm system.

FU/NFU amplifiers
Battery chargers
Trackpilot
Multipilot
Radar
Radarpilot
The alarms are also indicated on the NACOS multipilot and chartpilot
monitors, from where they can be acknowledged. Any alarms not
acknowledged are passed on to the watch alarm system where they will result
in a watch alarm after a corresponding delay.
It follows that the operator or watchkeeper must then investigate the individual
equipment which raised the alarm.
Each bridge alarm system BAP401 panel is capable of managing 15 alarms and
includes basic functional controls such as alarm silence, accept etc.
The NACOS system itself can be configured to fully take over the bridge and
watch alarm management.

Issue: First

Bridge Alarm System Panel

9.10 Bridge Alarm System Page 1

P&O Aurora

Technical Operating Manual

Illustration 9.10a Lips Joystick System Control
Wing
Indication Panel
ALARM

MODE SELECTION

DIMMER
READY

LAMP
TEST

HEALTHY

PORT IN
CONTROL

CENTRE IN
CONTROL

STBD IN
CONTROL

12,5

ALARM

ACCEPT

ACCEPT

25,0

0

READY

LAMP
TEST

HEALTHY

PORT IN
CONTROL

CENTRE IN
CONTROL

STBD IN
CONTROL

SELECTION

MODE SELECTION
12,0

MAINTAIN
POS.

ANCHOR.

SELECTION

TAKE

0

25,0

HEADING SELECT
DEAD-BAND

TAKE
MANUAL
HEADING

AUTO
HEADING

LIPSSTICK

HEADING SELECT

INDIVIDUAL

LIPSSTICK

DIMMER

HEADING

One at Each Bridge Control Station
One in ECR

30

60
70
80

100 90
110

0
12

30

MID
AFT
DERIVED

RATE OF TURN

-

0

1

60
70

ACTUAL

FWD

13

0

1

AS

0

80

CENTRE OF ROT.

0

13

+

Bridge Central
Control Panel

MAX

12

0

-

4
6
8
10

14

100 90

10
8
6
4

0

110

AH

110

0

DERIVED

Wing
Control Panel

MAN.

HEADING
MIN

40

90 100

90 100

AFT

RATE OF TURN

TRANSIT

OVERR.

30

80

80

MID

12

30

20

70

ACTUAL

FWD

110

4
6
8
10
12

CENTRE OF ROT.

70

10
8
6
4

AS

20

60

60

AH

MAINTAIN
POS.

50

50

50

30
40

50

40

15

20

10

1170 180 170 160

10

0

160

20

40

10

14

30

10

ANCHOR.
AUTO
HEADING

RUDDER LIMIT

Display Panel
0

MANUAL
HEADING

INDIVIDUAL

0
15

MAN.

0

TRANSIT

14

0

0

15

0

1170 180 170 160
160
15
0

14

Wing Panels Port and Starboard

+

Bridge Central Panel

LIPS-STICK CENTRAL CONTROL UNIT

Rudder Control
(S)

Rudder Control
(P)

E-Motor Control
(P)

Thrust Control
(Stern)

PEM Control
(S)

Thrust Control
(Bow, Aft)

Thrust Control
(Bow, Mid)

Thrust Control
(Bow, Fwd)

External
Inputs

Anemometer

EM-Log

(D) GPS

Port
PEM

M

M

M

Stern

Bow
Aft

Bow
Mid

Stbd
PEM

Issue: First

M

Bow
Forward

Rate Of Turn
Sensor
Gyro-compass
1
Gyro-compass
2

Illustration 9.10a Lips Joystick System Control

P&O Aurora
9.10 Lips Joystick System Control
Make:
Type:

Lips, Drunen, the Netherlands
Lipstronic/C

Introduction
The Lips System simultaneously controls the three controllable pitch bow
thrusters and the single stern thruster, the two main fixed pitch propellers and
the two unlinked rudders. These items of manoeuvring machinery are referred
to as ‘devices’. Operators should also read the technical description of the
system in Section 4.9 ‘Lips system’.
For the above machinery there are two normal levels of control:

Technical Operating Manual
When used in the Maintain Position and Manoeuvring modes, the circle of
rotation is adjusted using the CENTRE OF ROTATION control (when in
manual heading mode), or the automatic heading control (when in autoheading mode).
The Lips stick system sends a signal to each rudder for rudder angle demand,
each propeller for speed demand and each thruster for pitch demand. Each
device sends back a feedback signal for the actual rudder angle, propeller
speed and thruster pitch. The feedback signals are used for automatic program
adaptation, lever synchronisation and to raise an alarm should any device fail
to respond correctly.
Equipment
The Lips equipment consists of the following items:

Auto Heading
Auto heading can be selected using the pushbutton ACTUAL HEADING, the
lamp within the pushbutton is illuminated when selected. Using the
INCREASE/DECREASE (+/-) buttons, the rotational forces can be set around
the selected centre of rotation (set using the CENTRE OF ROTATION
control). The actual and demand headings are shown on the two heading
indicators.
The four modes of operation can be selected using the four pushbuttons.There
can only be one mode active at one time. The mode pushbutton is illuminated
when selected.
Operation in Transit Mode

Individual device control using levers

Main control cabinet

Lips stick control

Centre wheelhouse control panel

When this mode is selected, the joystick will only accept ahead and astern (X,
longitudinal) demand signals. The port and starboard (Y direction) movement
is locked. In this mode, manual or automatic heading selection is possible.

Two bridge wing panels

Operation in Manoeuvre Mode

Transit mode

Four displays, one at each bridge position and one in the ECR.

Manoeuvre mode

Micro terminal, for parameter adjustment and fault-finding

When this mode is selected, the joystick will accept ahead, astern, port and
starboard demand signals. In this mode manual or automatic heading selection
is possible.

The Lips system has four main modes of operation:

Anchor mode
Maintain position mode
Transit Mode
This mode is used for normal passage and can utilise one propeller and rudder
or two propellers and rudders.
Manoeuvre Mode
This mode is used for berthing and harbour manoeuvring of Aurora. All
thrusters would be normally be running but the Lips system will automatically
adapt to any thrusters being unavailable. An alarm will be raised should the
combination of devices available be unsuitable for safe and effective
manoeuvring. There are various combinations of rudders, propellers and
thruster configurations available.

The main control cabinet situated on bridge deck and the control cabinet
situated in the wheelhouse, have facilities to accept the Lips Micro terminal.

Operation in Anchor Mode

Operation

When this mode is selected, the vessel heading is maintained by the automatic
heading controller. Using the DEAD BAND control, the level of heading error
allowed is adjusted.

Control inputs are from the combined polar joystick and rotational lever units.
The units have an ‘electric shaft’ arrangement to ensure the correct
synchronised positioning between control stations.
Choice of active control station is selected at the wheelhouse centre main
control panel. Once selected, the system will take control of the devices which
will be indicated by the signal lamp: ‘READY; FOR LIPS STICK
CONTROL’. Transfer from individual lever control to Lips stick control and
vice versa is achieved without any significant variations in device operation.
Using the polar joy stick, the longitudinal (X) and transversal (Y) demands are
given. The joy stick can be rotated around 360º and accepts the direction and
force signals using the lever.
Manual Heading

Maintain Position Mode
This mode is a semi-dynamic positioning (DP) mode. Aurora will maintain her
position utilising positional information received from the two gyro
compasses, the Differential GPS and the EM speed log.

Issue: First

At the precise time this mode is selected, provided the speed of the vessel is
less than two knots, the actual position is stored. The position controller then
keeps the vessel at that position. Using the DEAD BAND control, the level of
controller gain can be adjusted.
Transfer of Control

Anchor Mode
This mode is used when Aurora is at anchor utilising the stern thruster to
maintain the vessel’s heading.

Operation in Maintain Position Mode

Manual heading can be selected using the pushbutton MANUAL HEADING,
the lamp within the pushbutton is illuminated when selected. The demand
heading can be set using the RATE OF TURN control. When in manoeuvring
mode, the vessel will turn around the selected centre of rotation. This centre is
set using the CENTRE OF ROTATION control. The ACTUAL HEADING
and the DEMAND HEADING indicators will follow the gyro compass actual
heading.

When the LIPS STICK pushbutton is pressed , the joy sticks will line up to
correspond with the actual manoeuvring device positions (pitch, position,
speed etc). The mode required can now be selected provided the devices are
ready. At the required control position, pressing the TAKE pushbutton will
take control of the system from that station.
To take control from another bridge position the operator simply presses the
TAKE pushbutton. The station in control is indicated at all stations.
To return to individual control, the operator must press the INDIVIDUAL
pushbutton.

9.10 Lips Joystick System Control Page 1

P&O Aurora

Technical Operating Manual

Illustration 9.11a External Sound Equipment
External Sound Monitoring System
Microphone Starboard
Deck 15 Frame 265 Starboard

Microphone Port
Deck 15 Frame 265 Port
Microphone Ahead
Deck 15 Frame 273

P ower Supply
Amplifier

Microphone Astern
Deck 5 Frame 11

Amplifier Deck 5
Astern

Built In Loudspeaker
Bridge Deckhead
Adjacent Helm Position

Centre Control & Amplifier Unit
ZSE 444

Four - Directional Display
Centre Console

To Signal Automat 5+S
SB Overhead Console

Located in Bridge Electrical Locker No.2
Electrical Supply
S 1202/02 - 17
Hand Key
Whistle

Lamp Hand Key
Lamp

Auto.
On

Auto.
Off

I

O

ZoLLNER - SIGNAL - AUTOMAT

O

1+

I

DHI 49/12G/82

O

ZoLLNER - SIGNAL - AUTOMAT

I

5+S
BSH/49/28P/01/92
90
60

II
120

I

I+II

Built In Control
Manoeuvring Overhead Console
ZoLLNER KIEL FRG

Automated
Bell

Issue: First

On/
OFF

ZoLLNER KIEL FRG

Automated
Gong

External Sound
Control Equipment

Dimmer

Signal
Preselection

Time
Set

Whistle
Preselection

Illustration 9.11a External Sound Equipment

P&O Aurora

Technical Operating Manual

9.11 External Sound Equipment

External Sound Control

External Sound Monitoring

Manufacturer: Zollner
Type:
Signal automation 5+S

The switches and keys have the following functions

The signal automation unit automatically releases 5 different ship’s whistle
signals according to Rule 35 (a, b, c, e, g) of the Colregs 1972.

Whistle Hand Key
Whistle sounds when the key is pressed.

The unit also controls the white manoeuvre signal lamp. This lamp has a
visible range of at least 5 nautical miles. The control panel is mounted on the
left side of the main overhead console at the manoeuvring position.

Manoeuvre Lamp Standby Key
Switches the manoeuvre lamp from off to standby mode. When in standby
mode the lamp will illuminate in synchronism with the sound signals.

The following restricted visibility signals are available:

Lamp Hand Key
Switches the manoeuvre lamp on and off manually.

Manufacturer: Zollner
Type:
Sound Signal Direction Detector SRD 414
The sound detection system is fitted to alert watchkeepers to the direction of
a received external sound (such as a ship’s whistle) which may otherwise be
mistaken due to the enclosed bridge. There are directional microphones
mounted on the open deck, the sound received by these microphones is
reproduced on loudspeakers within the bridge. The loudspeaker is fitted close
to the helmsman’s position.
There are 4 seawater-resistant signal microphones (sector microphones)
mounted on sound isolating rubber-metal bearings on the open decks. The port,
starboard and ahead microphones are fitted on deck 15 forward of the
foremast. The aft facing microphone is fitted on the aft mooring deck.
The microphone sound horns are bent by 90º with a large throat and wind
compensators to provide good directional characteristics with sea water
resistance. The 4 microphones are aligned at 0º, 90º, 180º and 270º of the ship’s
forward directions
The overhead directional display is mounted directionally to reproduce the
sound direction visually.
Whenever a signal is received, it is reproduced by the loudspeaker and the
approximate direction of the signal received is indicated on the LED display.
The display remains illuminated for about 3 seconds after the signal has
ceased. The exact position of the foreign vessel can then be determined on the
radar display.

Rule 35a, one prolonged blast at intervals of not more than 2 minutes: A power
driven vessel making way.
Rule 35b, two prolonged blasts in succession, with an interval of about 2
seconds, at intervals of not more than 2 minutes: A power-driven vessel
underway but stopped and making no way through the water.
Rule 35c, three blasts in succession, one prolonged blast followed by two short
blasts, at intervals of not more than 2 minutes:
A vessel not under command
A vessel restricted in ability to manoeuvre
A vessel constrained by draught

Automatic Signals On Key
Switches the automatic signals on when one has been pre-selected.
Automatic Signals Off Key
Switches the automatic signals off when a sequence is running. The button is
only illuminated when a sequence has been initiated.
Dimmer
Controls the brilliance of key backlight illumination.
Signal Preselection Switch
Selects which signal is to be released. The dots and dashes on the facia
correspond to short and long sounding times respectively.

A sailing vessel
A vessel engaged in fishing
A vessel engaged in towing or pushing another vessel

Signal Interval Selection switch
Adjusts the length of time between signals, either 60 seconds, 90 seconds and
approximately 120 seconds.

Rule 35e, four blasts in succession, one prolonged blast followed by three short
blasts, at intervals of not more than 2 minutes: A vessel being towed or if more
than one vessel is being towed, the last vessel in tow.

Whistle Selection Switch
Controls the selection of whistle 1, whistle 2 or whistles 1 and 2
simultaneously.

Rule 35g, three blasts in succession, one short, one prolonged and one short
blast: A vessel at anchor may, in addition to the bell and gong signal, give
positional warning. (The bell and gong signal is released separately from the
automated bell.)

Automated Bell and Gong System

Any sound and light signals or combinations can be raised manually by
operation of the signal keys.

The gong mounted on the aft mooring deck and the bell on the focsle each have
an electrically operated striker which sounds the bell/gong in accordance with
Colreg Rule 35g. This rule requires the bell/gong to be rapidly sounded for 5
seconds at an interval not longer than 1 minute.

The signal keys on the operating panel are illuminated when the unit is ready
for operation.
Before initiating a new signal, the O key must be pressed to cancel the

Issue: First

preceding signal. The hand keys have priority, if a sequence is running it will
be stopped whenever a hand signal key is operated.

Manufacturer: Zollner
Type:
Signal automation +1

Switching the unit on with the main switch starts the sequence. The bell or
gong can be manually activated using the bell or gong hand keys.

9.11 External Sound Equipment Page 1

P&O Aurora

Technical Operating Manual

Illustration 9.12a Manoeuvring Information
Turning Circle Starboard

Turning Circle Port

800

600

700

500

Williamson Turn

1500
1400
1300
600

400

1200
1100

500
300
Y (m)

Ship On Counter
Course

Y (m) 900
800

Y (m)

400

Rudder Midship

1000

200
300

700
600

100
200

Rudder Is Port

500

Rudder To Port

400

0

100

300
200

-100

0

100
-100
-100

0

100

200

300
400
X (m)

500

600

700

-200
-700

800

-600

-500

-400

-300
-200
X (m)

-100

O

Start : Rudder hard
To Starboard

O
-500

100

-250

O

250

500

750

1000

X (m)

Illustration 9.13a Crash Stop Manoeuvre
Crash Stop Manoeuvre

Crash Stop
1600

2 Shafts In Operation
1400

1200

Head Reach From Full Speed

0.846 Nautical Miles

Head Reach From 15 Knots

0.407 Nautical Miles

1 Shaft In Operation, 1 Shaft Blocked
Head Reach In Operation From 14 Kn (1 Shaft Blocked)

0.389 Nautical Miles

1000
Crash Stop
800

Navigational Full Ahead

25

25

Advance
(m)

Acceleration / Deceleration

From Full Ahead

Acceleration

From 15 Knots
600

20

Deceleration

20

Stb Shaft Only

Coasting Stop

Port Shaft Only
400

Ship
Speed
(Knots)

200

Full Ahead

15

15

Ship
Speed
(Knots)

10

10

5

5

Half Ahead

From Full Ahead
O

From 15 Knots
Stb Shaft Only
Port Shaft Only

-200
-300

Issue: First

O

O
-200

-100
O
Transfer (m)

100

200

O

60

120
180
Time (Seconds)

240

300

O

120

240

360

480
600
Time (Seconds)

720

840

960

1080

Illustration 9.12a Manoeuvring Information
Illustration 9.13a Crash Stop Manoeuvre

P&O Aurora

Technical Operating Manual

9.12 Manoeuvring Information

Turning to Port

The following data was recorded on trials in March 2000. Climatic conditions
may affect this data.

Initial speed:
Draught:
Rudder angle:
Wind speed:
Diameter of circle:
Advance:
Transfer:

Thruster Turning Data
A 360º turn to starboard using only the 3 bow thrusters and the stern thruster
took 11 minutes and 30 seconds. This translates to a rate of 31.3º per minute.
The time delay before full thrust was available after demand was 8 seconds
from zero pitch. To fully reverse this thrust to the opposite direction took 15
seconds.
The thruster’s performance is at a maximum at zero knots headway. The
performance tails off as speed is increased until at 9 knots they can be
considered ineffective.

9.13 Crash Stop Procedure
17.4 knots
8.03m
45º
3 knots
0.335 nautical miles
0.270 nautical miles
0.340 nautical miles

Time for 90º change of heading:
Speed at 90º change of heading:
Time for 180º change of heading:
Speed at 180º change of heading:
Time for 270º change of heading:
Speed at 270º change of heading:
Time for 360º change of heading:
Speed at 360º change of heading:

96 seconds
9.8 knots
200 seconds
8.1 knots
308 seconds
7.6 knots
418 seconds
7.8 knots

Steering Response
Williamson Turn
The helm time to move a rudder from 35º port to 35º starboard is 24 seconds
with one steering pump and 13 seconds with 2 pumps.
One rudder can move from zero degrees (dead ahead) to 35º starboard/port) in
16 seconds. These times were recorded at a speed of 18 knots and a draught of
8.03m. Both rudders produce identical performance.

The graph in illustration 9.12a shows the results of a Williamson turn recorded
on trials. The maximum rudder angle used was 35º.
Acceleration

Turning Circles

Normal maximum acceleration achieved by moving the telegraphs from stop
to navigational full ahead (24 knots) takes approximately 460 seconds.

The turning circles shown in illustration 9.12a achieved the following results:

Deceleration

Turning to Starboard

Coasting

Initial speed:
Draught:
Rudder angle:
Wind speed:
Diameter of circle:
Advance:
Transfer:

16.9 knots
8.03 metres
45º
3 knots
0.326 nautical miles
0.354 nautical miles
0.335 nautical miles

Time for 90º change of heading:
Speed at 90º change of heading:
Time for 180º change of heading:
Speed at 180º change of heading:
Time for 270º change of heading:
Speed at 270º change of heading:
Time for 360º change of heading:
Speed at 360º change of heading:

Issue: First

99 seconds
9.7 knots
203 seconds
7.6 knots
313 seconds
7.7 knots
425 seconds
8.3 knots

A crash stop manoeuvre is defined as pulling the propulsion telegraph levers
from an ahead position directly to the full astern position without pause, while
the ship is underway in the original direction.
If a crash stop is required, the operator moves the propulsion telegraph levers
of the control station currently in control, from their original position to the full
astern position.
If this is carried out, the control system will operate as follows:
a) The propeller shaft will decelerate from the original speed to zero
rpm using faster than normal deceleration ramp parameters. This
deceleration will take into account higher torque and power
limitations than normal manoeuvring.
b) At zero rpm the rotation direction will be changed and the motor
excitation reversed by switching to the firing of the reverse
thyristor set. The motor accelerates to full astern speed also using
higher torque and power limitations than normal.
From the data recorded on trials, Aurora stopped from full speed ahead (24
knots) to zero knots in 0.846 nautical miles in a time of 270 seconds, with both
shafts in operation.

Deceleration from 24 knots to 14 knots takes 190 seconds.
Deceleration from 24 knots to 9 knots takes 390 seconds.
Powered Deceleration
Deceleration from 24 knots to 14 knots (full ahead revs from 24 knots) takes
340 seconds.
Deceleration from 24 knots to 9 knots (half ahead revs from 14 knots) takes
720 seconds.

9.12 Manoeuvring Information Page 1
9.13 Crash Stop Procedure Page 1

P&O Aurora

Technical Operating Manual

Illustration 9.14a Surveillance TV System
Baggage Storage Areas
Philips
LTC 0430/20
Camera 1
VT 79376
LTC 3366/40
Philips
LDH 6387/01
LTC 8560/50
Camera
2
Philips
RX
LTC 0430/20
Box 1
P/T
VT 79376
Philips
LTC 3366/40
LTC 9420/50
230 Vac
LTC 9216/00
Philips
LTC 8560/50
Camera 3
Philips
RX
LTC 0430/20
Box 2
P/T
VT 79376
Philips
LTC 3366/40
LTC 9420/50
230 Vac
LTC 9216/00

Philips
LTC 0430/20
LTC 3364/30
LTC 9688/50

Shell Doors

Bridge Wings

In 3

Camera 6
Camera 7

Camera 8

From
Matrix
Bridge

In 4

From
Matrix
Bridge

In 5

Camera 9

In 10

To Bridge
6x6 Matrix

Philips
LDH 6387/01

Camera 14

Philips
LDH 6387/01
Philips
LDH 6387/01
Philips
LDH 6387/01
Philips
LDH 6387/01
Philips
LDH 6387/01

Philips
LTC 0430/20
LTC336/40
WSG-302

Camera 15

Camera 16

In 12

Camera 22

In 16

Time Lapse
Recorder 3

In 17

Philips LTC 3962/60

Out 4

Funnel
To RX Box 5
(Video Funnel)

Camera 24

In 20

Camera 25

Out 6

WK-300

Camera 19
Bridge Wings

Aft. Mooring Station
Camera 20

Children's
Spaces
(Dome
cameras)

Time Lapse
Recorder 1

In 27
In 28
In 29

Hernis OK 203
Philips LTC 3962/60

Camera 30
Philips
LTC 1242/20
From Keyboards
1x E.C.R. (Doc.: 1002-0)
1x Bridge (Doc.: 1002-0)
1x Rack
(Doc.: 1002-4)
1x BCC
(Doc.: 1001-3, 1002-1)

In 31 - 41
Spare
Inputs

In 42
In 60
In 61

From Time Lapse Rec. 1

In 62

From Time Lapse Rec. 2

In 63

From Time Lapse Rec.3

Keyboards

230 Vac
Socket

Philips
LTC 8557/50

Philips
LTC 8554/00

Keyboard
Extender

Keyboard

To Matrix
Keyboard
Socket
Remote Power
Supply Terminal

Hernis OK 203
RX
Box 3

Keyboard
230 Vac
Socket

Out 8
CAT 5
Cable

RX
Box 4

To Surveillance Matrix In 4
(Video Bridge Wing Starboard)

230 Vac
Socket

From Camera Position 22
(Video Transom)

Hernis HE-200

To Surveillance Matrix In 5
(Video Bridge Wing Port)

From RX Box 5
(Video Funnel Camera)

Bridge
6x6
Matrix

To Surveillance Matrix In 22
(Video Transom)

Keyboard
230 Vac
Socket

230 Vac
Socket

In 30

Philips
LTC 1242/20

LCD Display
Sharp LC-150
M2E

LCD Display
Sharp LC-150
M2E

230 Vac
Socket

Colour Monitor
Philips LTC 2814/60

In 25

Philips
LTC 1242/20
Camera 29

Bridge Centre

Spare

In 24

Philips
LTC 1242/20
Camera 28

230 Vac
Socket

Keyboard

Bridge Wing Stbd

To Matrix In 61

Out 7

LCD Display
Sharp LC-150
M2E

Bridge Centre

To Camera Connection Field

In 26
Camera 18

Keyboard
Extender

To Matrix
Keyboard
Socket

Video

Tender Platform

Philips
LTC 1242/20
Camera 27

Camera 17

Video Cable

To Matrix
in 63

Out 5

230 Vac
Socket

1x1/2

Bridge Wing Port

From Matrix
Bridge
(Video
Transform)
From RX
Box 5
(Video
Funnel)

WK-300

LCD Display
Sharp LC-150 M2E

230 Vac
Socket

In 19

To Matrix Bridge
(Video Transform)

Camera 23

Bridge Centre

CAT 5 Cable

In 20

Philips
LTC 0430/20
LTC336/40
WSG-302

From Camera
Position 23
(Video Funnel)

Video Cable

Out 3

In 18

Philips
LTC 0430/20
LTC336/40
WSG-302

230 Vac
Socket

Keyboard

Bridge

Alarm 1

Camera 26

Machinery Space
Philips
LTC 0430/20 Camera 31 - 41
LTC3366/40
VT 793376
Philips
LDH 6387/01

Issue: First

To Matrix
in 62

Fire Station

In 15

Aft. Mooring Station

Camera 21

Hernis S6W
Camera 13

Keyboard
Extender

F

In 14

Philips
LTC 0430/20
LTC336/40
WSG-302

230 Vac

CAT 5 Cable

In 11
In 13

Philips
LTC 0430/20
LTC336/40
WSG-302

To Surv.-Matrix in 23
(Video Funnel Cam.)

RX
Box 5

In 9

Camera 10

Shell Doors: Alternative Mounting Position
Philips
LDH 6387/01

1x1/2

Hernis

To Matrix
Keyboard Socket

In 8

Transom
Camera 12

Video Cable

In 7

P/T

Shell Doors

Time Lapse
Recorder 2

In 6

Camera 5

Camera 11

Video Cable

Out 1
Out 2

Wash/Wipe
(Funnel Camera)

120 Vac
Socket

120 Vac
Socket

Philips LTC 3962/60

Hernis PT30

Hernis PT30

2x Colour Monitor
Philips LTC 2814/60

In 2

Philips
LDH 6387/01

Camera 4
P/T

Engine Control Room

19-Inch Rack Comm.s Centre Deck 5 Zone 3
Video System Matrix
Video: 64 In/8 Out
Alarm: 64 In/6 Out
In 1

From RX Box BCC Console
(Video Mast Camera)
230 Vac
Socket

Emergency Firestation
(Deck 4 / Firezone 5)
Wall Cupboard
4x Transformer
230VAC/24VAC
Each 100VA
Dimensions (WxHxD)
600x600x210

From
Camera 4

From
Camera 5

230 Vac
Socket

Broadcast Control Centre
CAT 5 Cable

Keyboard
Extender

Keyboard

230 Vac
Socket

To Matrix
Keyboard Socket

Illustration 9.14a Surveillance TV System

Section 10: Safety Systems and Equipment
10.1

Emergency Shutdown (ESD) System

10.2

Low Location Lighting

10.3

Fire Detection and Alarm System

10.4

Fire and Washdeck System

10.5

Sprinkler System

10.6

CO2 Systems

10.7

Fire Fighting Stations

10.8

Fire Dampers and Fire Doors

10.9

Machinery Space Firefighting Arrangements

10.10

Machinery Space Hi-Fog System

10.11

Galley Firefighting Arrangements

10.12

Smoke Control Strategy

10.13

Watertight and Splashtight Doors

10.14

Flood Water Removal Systems

10.15

Trim and Stability Data

10.16

Life Saving Equipment

P&O Aurora

Technical Operating Manual

Illustration 10.1a Emergency Shutdown System

SMS STOP

FZ 7

ACCOMMODATION VENTILATION
Fans & Dampers
SMS STOP SMS STOP SMS STOP SMS STOP

FZ 6

FZ 5

FZ 4

FZ 3

Illustration 10.2a Low Location Lighting
FIRE DOORS

SMS STOP

SMS STOP

FZ 2

FZ 1

STOP
SMS OPEN SMS
START SMS CLOSE
AUTO

ALL
GALLEYS

ATHLUM

SMS CLOSE

FZ 7

STAIRCASE RESTART

SMS CLOSE

FZ 6

SMS CLOSE

FZ 5

SMS CLOSE

FZ 4

FZ 3

OVERBOARD DISCHARGE PUMPS

SMS START

SMS START

SMS START

SMS START

SMS START

SMS START

FZ 7

FZ 6

FZ 5

FZ 4

FZ 3

FZ 2

SMS STOP

SMS STOP

SMS STOP

SMS STOP

SMS STOP

SMS STOP

SMS STOP

SMS STOP

SMS STOP

SMS STOP

SMS STOP

CUMMS
CTR

PA FZ 6
DK9

PA FZ 5
DK9

PA FZ 5
DK9
50

PA FZ 2
DK9

ECH

BRIDGE
SAFETY CTR

MFS

RADIO EQ &
CONY ROOM
FZ3

CO2 ROOM
& BATT.
ROOM FZ7

MSWB

SMS OPEN

SMS STOP

SMS STOP

PORT

STARBOARD

CONTROL STATION VENTILATION
Fans & Dampers

SMS

OFF

OFF

PEM ROOM
(PT)

SMS

OFF

PEM ROOM
(SB)

This Section Duplicated in
Machinery Safety Centre
ESD Panel

FZ - 6

SMS

OFF

ALTERNATOR
ROOM (PT)

SMS

OFF

ALTERNATOR
ROOM (SB)
SMS

FZ - 5

FZ - 4

FZ - 3

SMS CLOSE

PORT

OFF

SMS

OFF

SMS

Profibus

Outputs
Deck 5
ESD6.1
E-Station Fz 6

Outputs
Deck 5
ESD5.0
E-Station Fz 5

Profibus

Outputs
Deck 5
ESD4.0
E-Station Fz 4

L 0507/02-10
230V

L 0506/02-13
230V

L 0507/02-10
230V

L 0504/02-10
230V

E 0507/02-05
230V

E 0506/04-03
230V

E 0507/02-05
230V

E 0504/02-06
230V

Profibus

AUTO

STARBOARD

Inputs-Outputs
Deck 4
ESD6.0
MSSC-Room
ESD-Panel

ON

LIGHT ON

Profibus

OFF

SMS

OFF

SEPARATOR
& FULL
TREATMENT
PLANT (PT)

SMS

SMS

SMS

OFF

OFF

AFT DDG &
AFT BLR
ROOM (SB)

FWD DDG &
FWD BLR
ROOM (SB)

SMS

SMS

OFF

OFF

SMS

OFF

SEPARATOR
& FULL
TREATMENT
PLANT (SB)

FZ1

L 0603/01-10
230V

L 0602/02-09
230V

E 0603/02-10
230V

E 0602/02-06
230V

Profibus

Inputs-Outputs
Deck 4
ESD5.1
Emergency
Station

OFF

SMS

OFF

AUX ROOM
FZ3 DK1

EMERGENCY
GENERATORS
SMS

DAMPER
DDG 1&2

Outputs
Deck 6
ESD2.0
E-Station Fz 2
S7-300

SMS

AC
AUX ROOM
OFF COMPRESSOR FZ4 DK1
ROOM

OFF

SMS

EDDG
PORT

OFF

EDDG
STBD

Deck 6

Wheelhouse Deck 12
Safety Centre
ESD-Panel
834.1000

Fire Detection
WTD System
Release
Indication
IMACs

Deck 5

Profibus

Deck 4
SMS Interface
PC4 (ECR)

Low Location Lighting: Passenger Alleyway
Looking Inboard

L 0505/01-10
230V
E 0405/04-06
230V

Issue: First

SMS CLOSE

FWD DDG &
FWD BLR
ROOM (PT)

Profibus

Release
Indication
IMACs
P16.0

FZ 1
LOW LOCATION LIGHTING

AFT DDG &
AFT BLR
ROOM (PT)

FZ - 2

Outputs
Deck 6
ESD3.0
E-Station Fz 3
S7-300

Profibus

FZ 2

SHELL VALVES

DAMPER
DAMPER DDG
INCINERATORS
3&4

Outputs
Deck 5
ESD7.0
E-Station Fz 7

SMS CLOSE

MACHINERY SPACES
Generators, Combustible Liquid Pumps, Fans, Incinerators
SMS

AUX ROOM
AFT
FZ6 DK1

FZ - 7

SMS CLOSE

ESD System

Illustration 10.1a Emergency Shutdown (ESD) System
10.2a Low Location Lighting

P&O Aurora

Technical Operating Manual

10.1 Emergency Shutdown (ESD) System
Items of machinery deemed necessary to be shut down in the event of various
emergencies can be shut down quickly by the emergency shutdown system
(ESD) system.
The emergency shutdown system is a complex sub-system of the safety
management system (SMS). The ESD system is called sub-system D. The
interface is a via serial communication link to interface PC4 of the SMS. It
follows that every SMS station is therefore an emergency shutdown station.
Whereas the SMS has several different methods of control over an item of
equipment, according to the specific emergency situation, the ESD sub-system
controls the definite shutdown of that equipment. This shutdown may consist
of stopping machinery and closing specific valves and dampers relating to that
equipment, to ensure complete isolation of the equipment and/or its actions.
The ESD system shuts down the equipment by sending the relevant signals to
the integrated monitoring, alarm and control system (IMACs) or to the
equipment group starters themselves. The ESD system communicates with the
IMACs system using a bus-link interface. The ESD system also communicates
directly with the CO2 system.
The ESD system controls the following groups of equipment:

The ESD panel contains switches for:
Accommodation ventilation (zones 1 to 7)
Galley dampers
Staircase restart of exhaust fans

Control station ventilation
Main switchboard ventilation
Closing fire doors (zones 1 to 7)
Overboard discharge pumps
Shell (ship’s side) valves
Low location lighting
Machinery space equipment:
PEM room port and starboard
Auxiliary room’s zones 3, 4 and 6 equipment
Alternator room’s equipment

Diesel generator dampers

Diesel generators

Separators

Separators

Boilers

Oily water separator

Incinerators

Sewage treatment plant

Incinerator plant

AC compressor room

Heating plant

Ventilation plant

Emergency generators

Air conditioning plant

Engine room ventilation

Overboard discharge pumps

Ship’s side valves

The low location lighting onboard Aurora is designed to provide the
identification of escape routes in emergency situations. All passenger and crew
alleyways and stairways are fitted with lighting strips located either in the deck
or approximately 15cms above deck level on the bulkheads. In any case, the
lighting strips will always be below 300mm from the deck or stair step as
required by SOLAS regulations.
The lighting itself consists of modular strips and exit signs. The signs and
strips are made up of green LED indicators housed in a clear polycarbonate
square section tube. The tubes are fitted in flat section kick resistant housings
which may be of plastic, rubber or aluminium.
The lighting strips extend up the bulkheads to the height of the door handles at
doors and alleyways heading towards emergency escapes.
Operation
The lighting is powered from power supply units distributed around the vessel.
These units are powered from the emergency switchboard and also have
internal Nicad batteries which, in the event of a total power failure, can supply
the lighting strips for approximately 1 hour. Each power supply unit has a test
button on its front panel which illuminates the lighting strips powered by that
unit, for five minutes from the internal batteries. This facility also serves as a
useful method of partially discharging the batteries which helps to prolong the
battery life by reducing the harmful ‘memory effect’.

Emergency Shutdown Panel: Machinery Safety Centre
This ESD panel, located in the machinery safety centre inboard of the technical
office on deck 4, contains the duplicate switches for the equipment listed in the
machinery space equipment section of the ESD panel in the safety centre.

Emergency Shutdown Panel: Safety Centre
Local Emergency Stops

Issue: First

E.S. Elektronic Service Group
LED low level strip
230V AC
22V DC

Diesel generators and boilers

CO2 system

The ESD panel, located in the safety centre aft of the bridge, contains switches
relating to the control method of the equipment to be shut down. The normal
position of these switches is in the SMS position, where the equipment comes
under the overall control of the SMS. However, these switches offer an
independent method of shutting down the equipment if required.

Maker:
Type:
Supply Voltage:
Output Voltage:

Magradome sliding cover

Magradome sliding cover

Galley hot equipment

10.2 Low Location Lighting

Hard-wired emergency stops are fitted at various locations around the ship to
enable the shutdown of equipment by personnel at the equipment location.
These stops are usually located outside the room. For example, the port and
starboard separator rooms have emergency stops for the separators outside the
room adjacent to the exit fire door. The bunker stations are fitted with stops for
the HFO and DO transfer pumps, all sewage plants and grey water discharge
pumps, sludge/waste oil pumps, clean/dirty LO transfer pumps, gas oil transfer
pump and oily bilge piston pumps.

Each power supply unit has a unique address enabling individual control and
monitoring from the SMS. In practice the entire ship’s low location lighting
will be switched on and off simultaneously. This switching can be performed
automatically or manually from the SMS or manually from the emergency
shutdown panel in the safety centre on deck 12. The low location lighting can
also be turned on from an AUTO/MAN key switch and push switches on the
Salwico panel fitted above the fire detection control panels.
The low location lighting element is contained in the fire safety sub-system of
the SMS. The SMS will also monitor the power supply units and raise an alarm
for any faults.
If the low location lighting is activated, this is indicated on the SMS display
status bar.

10.1 Emergency Shutdown (ESD) System Page 1
10.2 Low Location Lighting Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.3a Fire Detection Panel

Central Unit Panel

Salwico CS3004
POWER ON

FIRE

6

13

SECTION

DETECTOR

FIRE SEC 6 DET 13
CREW CABIN 754

1 (1)

DISCONNECTION
TEST......
ALARM TRANSFER
EXTERNAL ALARM

MENU

F1

F2

F3

DELAY OFF.....
SYSTEM FAULT..

F4

ABNORMAL COND.

ALARM MUTE
ALARMS IN QUEUE

EXTERNAL CONTROL
ACTIVATED

ALARM RESET

SECTION / DETECTOR
NOT RESET

Issue: First

8

9

S

SECTION

EA

EXTERNAL
ALARM

4

5

6

D

DETECTOR

EC

EXTERNAL
CONTROL

M

MUTE

1

2

3

SD

SMOKE
DETECTOR

AD

ALARM
DELAY

R

RESET

0

Fire Alarm Panel

FAULT

7

ON

OFF

TIMER

LIST

Operating Panel

Illustration 10.3a Fire Detection Panel

P&O Aurora
10.3 Fire Detection and Alarm System
Maker:
Type:

Consilium Marine
CS 3004 Salwico Fire Detection System

General Description
The CS3004 Fire Detection system is a computerised, fully addressable
analogue fire alarm system with analogue detectors. The operating panel,
control unit and power supply are contained in a central cabinet in the safety
centre. There are 73 detector loops are connected to the system.
The central unit functions have been divided into four levels to make it easier
for operators with different system knowledge to handle it. The lowest level,
Level 1, should be used by an untrained operator and the highest level, Level
4, should be used by a service engineer. Level 4 will provide the service
engineer with complete information about the status of the system. Each level
to be accessed will require a different pass number to be entered. The system
guides the operator through all levels with instructions on a four line display.
Additional texts can be defined for each detector or loop unit, ie, information
about the exact location of a unit. The operator can easily change the text.
The Salwico CS3004 comprises a wide range of detectors and sensors to suit
different needs and conditions. It includes detectors for different alarm
parameters, for example, smoke, heat and flames. Manual call points, short
circuit isolators and timers are connected to the loop where required. A fault in
the system or a false alarm is detected immediately since the function of the
detectors and other installed loop units are automatically and continuously
tested. The digital outputs of the system are used to stop ventilation fans,
operate the fire doors and to start the standby generator.

Technical Operating Manual
Keys
ALARM MUTE:

Operation
This key is used to acknowledge the fire
alarm and mute the buzzers.

ALARM RESET:

This key is used to reset the fire alarm.

ALARMS IN QUEUE:

Indicators
EXT. CONTROL:

Fire Alarm Panel
The fire alarm panel is activated when a fire alarm is detected on the system.
The FIRE indicator flashes and the section number and detector address in
alarm are displayed on the numeric display.

Operation
List handling keys, the LIST key is used to
open the list function. The arrow keys are
used to scroll through the lists.

LEDs indicate multiple alarms which can
be scrolled through using this key. Each alarm
is listed in the alpha-numeric display.

Indicators
POWER ON:

Description
Illuminated when the power is on.

DISCONNECTION:

General disconnection of detectors indicator.

Description
LED indicating that an external control output
is active.

TEST:

Is lit when the central unit is in test mode.

ALARM TRANSFER:

Is lit when the dedicated fire output is
activated (steady light) and is flashing when
the door is open, the fire output is deactivated.

EXTERNAL ALARM:

Is lit when an external alarm output is

ACTIVATED:
SECTION/DETECTOR:
NOT RESET:

LED indicating that an alarm reset has been
attempted but failed.
(Detector still in alarm)

Operating Panel
The Operating panel is used for controlling the system and to display extra
information in case of a fire alarm. The alpha-numeric display is used as a
complement to the numeric display on the Fire Alarm panel, as a
communication media when operating the system and to display guiding texts
for the function keys. Under normal conditions, when the central unit is in
normal status, the text ‘Salwico CS3004’ is displayed together with the date
and time.
Keys
F1, F2, F3, F4:

Central Unit Panel
The central unit panel is divided into two parts, the fire alarm panel and the
operating panel. The fire alarm panel is activated when there is a fire alarm in
the system. The operator verifies and supervises the system by using the
different keys and the display on the operating panel.

Keys
LIST:

Operation
Function keys, used for choosing functions
from the menus in the display and for entering
certain characters with no keys of their own.

0-9:

Numeric keys.

Correction key:

The last key stroke is erased.

Return key:

The system returns to normal status,
‘Salwico CS30004’ is displayed.

S, D, SD, EA, AD:

Command keys used to choose the unit
(section/detector no. etc) to operate.

MUTE:

Fault handling key used to acknowledge
faults and to mute the buzzers.

RESET:

Fault handling key used to reset the faults.

ON, OFF, TIMER:

Operation keys used to choose the operation

disconnected or faulty.
DELAY OFF:

Is lit when the time delay is deactivated.

SYSTEM FAULT:

Is lit when a fault occurs in the system.

ABNORMAL COND:

Is lit when an abnormal condition has
occurred.

System Operation
Detection of a Fire Alarm
FIRE lamp is flashing: A fire alarm is detected in the system.
a) Press ALARM MUTE, to mute and acknowledge the fire alarm.
b) The FIRE indicator stops blinking and becomes steady red. The
audible fire alarm, including the internal buzzer, is temporarily
silenced when the door is opened and is permanently silenced
when the ALARM MUTE is pressed.
c) The section number and detector address in alarm are displayed
on the fire alarm panel and on the alpha-numerical display on the
operating panel.
d) The section number and the detector address are displayed on the
first line and additional information about the location is
displayed on the second line, if provided.
ALARMS IN QUEUE Lamp is Flashing
There is more than one fire alarm in the system.
a) Press ALARM MUTE repeatedly, to mute and acknowledge all
the fire alarms.

to perform.

Issue: First

10.3 Fire Detection and Alarm System Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.3b FireDetection System
Key
Distributon Panel
Central Panel

Arrangement of Fire Detection Control Panels
Deck 14
Deck 13
Deck 12
Deck 11
Deck 10
Deck 9
Deck 8
Deck 7
Deck 6
Deck 5
Deck 4
Deck 3
Deck 2

0

20

40

60

Fire Zone 7

100

80

120

Fire Zone 6

140

160

180

Fire Zone 5

200

220

Fire Zone 4

240

260

280

Fire Zone 3

300

340

320

Fire Zone 2

360

380

Fire Zone 1

Arrangement of Fire Detection Loops
Loop 39
Loop 40

Deck 13
Deck 12

Loop 73

Deck 11
Loop 72
Deck 10
Loop 71
Deck 9
Loop 70
Dk 8

Loop 60

Loop 59
Loop 58
Loop 57
Loop 56

Dk 6
Loop 67
Deck 4
Deck 3
Deck 2

0

Loop 66
Loop 65
Loop 64
Loop 63
Loop 64
Loop 63

20

Fire Zone 7

Issue: First

Uptakes
Loop 39
and
Loop 40

Loop 55

Loop 68

Dk 5

40

60

Loop 51

Loop 52

Loop 51

80

Loop 48

Loop 47
Loop 46

Loop 36

Loop 40

100

120

Loop 35
Loop 34

Loop 45
Loop 44

Loop 39

Loop 23
Loop 22

Loop 33

Loop 31
Loop 41

Loop 39

140

Fire Zone 5

Loop 39

Loop 27

Loop 39

160

Loop 30
Loop 29
Loop 28

180

200

Fire Zone 4

220

Loop 21

240

Fire Zone 3

Deck 14
Deck 13
Deck 12
Deck 11
Deck 10
Deck 9

Loop 10
Loop 9
Loop 8

Deck 8
Deck 7

Loop 7

Loop 20
Loop 19
Loop 18
Loop 17
Loop 16
Loop 15
Loop 15
Loop 14

Loop 32

Loop 43

Loop 40

Loop 24

Loop 37

Loop 42

Loop 54
Loop 53
Loop 52

Fire Zone 6

Loop 38

Loop 49

Loop 61

Loop 12

Loop 13 Loop 12
Loop 12
Loop 13
Loop 11

Loop 25

Loop 50

Loop 62

Loop 73

Loop 69

Dk 7

Loop 13
Loop 26

Loop 5
Loop 4
Loop 3
Loop 2
Loop 1
Loop 1

260

280

Loop 75

Loop 6
Loop 74
Loop 74

300

Fire Zone 2

320

340

Deck 6
Loop 75
Deck 5
Loop 75 Deck 4
Loop 75
Deck 3
Deck 2

360

380

Fire Zone 1

Illustration 10.3b Fire Detection System

P&O Aurora
b) The FIRE and ALARMS IN QUEUE indicators stop flashing and
become steady red when all the fire alarms are muted. The
audible fire alarm, including the internal buzzer, is temporarily
silenced when the door is opened and is permanently silenced
when the ALARM MUTE is pressed.
c) The section number and detector address in alarm are displayed
on the fire alarm panel and on the alpha-numerical display on the
operating panel.
d) The address of the first fire alarm is displayed on the first line and
additional information about the alarming unit is displayed on the
second line, if provided. The address of the latest fire alarm is
displayed on the third line and additional information about this
unit is displayed on the fourth line. The total number of fire
alarms is shown to the right on line one.
e) Press the ALARMS IN QUEUE button to display the next fire
alarm.
f) The second fire alarm address is displayed both on the fire alarm
panel and on the alpha-numerical display. The fire alarm is
presented on the two first lines on the display. Five seconds after
pressing ALARMS IN QUEUE, the first fire alarm is displayed
again.
g) If ALARMS IN QUEUE is pressed when the last fire alarm is
displayed, the first fire alarm is displayed again and the ALARMS
IN QUEUE indicator goes out for 5 seconds.
Reset Fire Alarm
Only one fire alarm can be reset at a time, i.e. the displayed fire alarm.
a) Press the ALARMS IN QUEUE button repeatedly to select the
appropriate fire alarm.
b) Press ALARM RESET to reset the fire alarm. The system tries to
reset the fire alarm.
c) When a fire alarm is reset it disappears from the display and the
fire alarm is moved to the fire alarm history list. The next fire
alarm is then displayed or if there are no more fire alarms the
system returns to normal status, ‘Salwico CS3004’ is displayed
with date and time.
d) If the fire alarm does not reset, the reason is displayed on line
three. The indicator SECTION/DET NOT RESET is displayed.
This could be because the detector still detects high levels of
smoke, fumes and/or ionisation etc. The actual detector may also
be faulty and should be investigated.
Issue: First

Technical Operating Manual
Fire Alarms That Do Not Reset
A detector that cannot be reset can be listed in two ways. Press the LIST or
ALARMS IN QUEUE key.
The ALARMS IN QUEUE key can only list the non-resettable fire alarms if
all fire alarms are acknowledged and reset (ie the ALARMS IN QUEUE LEDs
are not lit) and if all faults are acknowledged. If this is not the case, the
ALARMS IN QUEUE key will only list the fire alarms that are not reset.
a) Press ALARMS IN QUEUE repeatedly to select the appropriate
fire alarm.
The fire alarm address is displayed on the fire alarm panel and the operating
panel alpha-numerical display.
b) Press ALARM RESET. The system tries to reset the fire alarm.

b) Press F2 to select the fault list. The latest fault is always displayed
first. The fault list can be scrolled through using the list key. The
LED on the arrow key is lit if there are more faults to be listed.
c) Press the arrow keys until the appropriate fault is displayed.
d) Press R in the FAULT field to reset the fault. The system attempts
to reset the fault.
e) The fault is reset if it disappears from the list. The next fault is
displayed after about 5 seconds. If the fault list is empty, the text
LIST EMPTY is displayed, and the system returns to normal
status, ‘Salwico CS3004’ is displayed. If the fault is not reset, the
reason is displayed on line three. Investigation is required.
Disconnections

If no key is depressed for about 60 seconds the display returns to the first nonresettable fire alarm. If the fire alarm is reset it disappears from the display and
from the fire alarm list. The display then returns to the next fire alarm or if there
are no more fire alarms it returns to normal status, ‘Salwico CS3004’ is
displayed. If the alarm does not reset, the reason is displayed on line three. The
problem should be investigated. The non-resettable fire alarm is displayed again.

Different parts of the fire alarm system can be disconnected for instance,
sections, detectors, manual call points, section units, alarm devices, external
control devices and loops. This can be useful when there is welding in a
particular section or removal of detectors is required due to structural
shipboard work etc. A whole section can be disconnected permanently or for a
defined time interval using the timer function. The disconnected section can
only be reconnected from the ‘Disconnections’ list.

The LIST key can always be used regardless of system status. Pressing LIST
shows the fire alarms one by one on the first line of the alpha-numerical
display. They can then be reset in the normal way one by one. If the alarm does
not reset, the reason is displayed on line three. The problem should be
investigated. The not resettable fire alarm is displayed again.

When operating the system a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and
return to normal status, press the RETURN key . The system returns to normal
status and ‘Salwico CS3004’ is indicated.

Fault Indication
The FAULT indicator is flashing and the internal buzzer is sounding. One or
more faults are detected in the system and the latest fault is displayed on the
alpha-numeric display. The first line displays the word FAULT, a fault code
followed by the section number, the detector address, and a fault message.
Additional text is displayed on line two, if provided (The fault codes are listed
in the manufacturers manual). Only one fault can be acknowledged at a time.
The internal buzzer is temporarily silenced when the door is opened. Press M
in the FAULT field to acknowledge the fault and mute the buzzer.
The FAULT indication stops flashing and becomes steady yellow. The internal
buzzer is permanently silenced. The fault is placed in a fault list and the alphanumeric display is erased. The next fault is displayed if there are more faults.
Otherwise the display is erased and it returns to its previous status. The number
of faults in the system and the order they occurred is displayed on line three.
The fault list can be scrolled through by using the up and down arrow keys.
To Reset Faults
a) Press LIST to open the list function, (faults can only be reset from
the fault list).

Disconnection Process
a) Press S to select the section.
b) Enter a section number and the section menu is displayed.
c) Press OFF to disconnect the section.
d) When the section is disconnected the text on line three is changed
to ORDER DONE.
e) The DISCONNECTION LED is lit if this is the first active
disconnection in the system.
f) A message is displayed on line three, for about five seconds, if the
system can not disconnect the section. The system then returns to
the previous menu.
g) Continue to define the next disconnection or, if finished, return to
normal by pressing RETURN.
Further in-depth operations are available from the manufacturer’s manual.

10.3 Fire Detection and Alarm System Page 2

P&O Aurora

Technical Operating Manual

Illustration 10.4a Fire and Wash Deck System

Shore
Connection
Port Bunker
Station
125

Branches
Decks 5-15

Branches
Decks 5-15

Key
Fire/Deck Water

1139
1101

Air

Sprinkler
Cross Conn.

1333

1804

Note* All valve numbers are
prefixed by 704A unless stated
otherwise.

1157
1158

1149 1150

1144

1107
1094

1136

1105

1096

1171

150

1136
1146

1100

1172

1145
1103

150

1159

1147

150

1090

Electrical Signal

Branches
Decks 5-15

1355

1169

1106
1134

1099

1251

1170
1174

1093

1175

1148

1133

1340

1153

150
1118
1025
1120

1108
1097

1092

1129

1154

1136
1168
1151

1163
1161

1132
1332

1110
PI

1102

1152

1156
PI

PIAL

150

DECK 4

1341

1130

1136
1113

150
1111

1131

150

1109

1098

1173
1164

1122

150
1095

1136
1165

1155

150

1091

1166

1162

1124

Fire Ring Main
Situated on Deck 4

1112
1356

125
Branches
Decks 1-3

All Branches on Decks
Above and Below
Run As Spurs
From This Main

Branches
Decks 1-3

Shore
Connection
Stbd Bunker
Station

150

150

Sea
Chest

IMACS

150

Branches
Decks 1-3

Sea
Chest

Venting

From
Compressed
Air
System

1801
10 bar

1312

Sea
Chest

PI

1292
1280

1281
PI
TIAH

To
Bilge

Fire Main
Expansion
Tank
(0.3 m3)

1286
1288

50
Emerg. Fire 2
Pump
(200 m3/h)

PI

SW
Crossover

+ PI

150

1285

Emerg. Fire 1
Pump
(200 m3/h)

1313

S.W.
Crossover

TIAH

+ PI

1304

1302

Fire
Pump
(200 m3/h)

1294

50

Drain
To
Bilge

Fire Topping
Up Pump
(12 m3/h)

1291

200

S.W.
Crossover

PI

200 1297

TIAH

1342

+ PI

1298

200
+ PI

65
1299

Compartment 13

Issue: First

Sea
Chest
Compartment 12

Compartment 11

Technical Water
System 2
Compartment 10

PI

Sea
Chest

Sea
Chest

40
Compartment 9

Illustration 10.4a Fire and Washdeck System

P&O Aurora

Technical Operating Manual
Riser Valve

Riser Valve

1

704A2223

14

704A2236

3

704A2225

15

704A2237

4

704A2226

16

704A2238

5

704A2227

17

704A2239

6

704A2228

18

704A2240

Topping Up Fire Pump

7

704A2248

19

704A2241

Make:
Type:
Capacity:

8

704A2230

20

704A2242

9

704A2231

21

704A2243

10

704A2232

22

704A2244

11

704A2233

23

704A2245

12

704A2234

24

704A2246

13

704A2235

25

704A2247

10.4 Fire and Washdeck System
Main and Emergency Fire Pumps
Make:
Type:
Motor:
Capacity:

Pompe Garbarino
MU100/250L
67kW 3500rpm
200m3/h 9bar

Pompe Garbarino
MU32/200L
12m3/h 9bar

The fire and washdeck sea water main has outlets at all decks. Fire hydrants in
the machinery spaces and on the open decks are provided with angled fire
valves with locking caps. Hoses are stored in the hydrant lockers. The fire main
is maintained under pressure by means of a 0.3m3 fire main expansion tank
located at deck 1 level in compartment 9. The tank is pressurised to 9bar using
air from the working compressed air system. A fire topping up pump ensures
that the level in the fire main expansion tank is maintained at the correct level;
the pump is started and stopped automatically.
Three electrically driven centrifugal pumps supply water to the fire and
washdeck main at different locations. This arrangement ensures that full water
pressure can be obtained at any hydrant even if a number of other hydrants are
open at other locations. The pumps are located in separate compartments at
deck 1 level. The fire main expansion tank pressure is maintained at 9bar,
which is sufficient to ensure that an adequate pressure is available at the fire
hydrants, even at the uppermost outlet points on deck 14.
The two emergency fire pumps are supplied with electrical power from the
emergency switchboard; one pump is located in compartment 9 and the other
in compartment 13. These pumps are identical to the main switchboard fed fire
pump located in compartment 11. All pumps take suction from the SW
crossover associated with the compartment in which they are located. The SW
crossover may be supplied with SW from the associated port or starboard sea
chest, or both, via the line filter.
The fire main runs the length of the ship in the form of a ring main, the main
being located at deck 4 level. At points along the fire main, risers are located
to supply hydrants at the decks above. Descending pipes are also used to take
fire water to hydrants at decks 1, 2 and 3. The hydrants are located close to the
riser at any particular deck.
(Note! Under deck 8, the rising pipes are fitted with isolating flap valves which
were used for testing purposes during the building of the ship. These valves
MUST always be open. There are 24 such valves in the 24 rising pipes.)

Issue: First

changed. After corrective action has been taken, both valves isolating a section
of the fire main must be re-opened.
The IMACs system controls the fire pumps, but they can also be started
manually. If a hydrant is opened, the topping up pump will commence
operation when the ring main pressure at deck 4 falls to 6bar (the topping up
pump stops when the pressure reaches 9bar). An alarm is raised when the
pressure at the ring main falls to 4.5bar and the fire pump is started. The
emergency fire pumps can also be started, if required, to maintain pressure.
(Note! The emergency fire pumps are likely to operate infrequently. It is
essential that the emergency fire pumps be maintained in a state of readiness
and so they should be operated at least once each month, preferably at fire
drills, in order to ensure that they function correctly.)
In addition to supplying fire hydrants throughout the ship, the fire main has a
dedicated connection to the garbage system. This originates via branch line
valve 704A1209 on the starboard side of deck 3, in compartment 13.

There are similar isolating flap valves on the descending lines from the fire
ring main to the engine room spaces. These MUST also be kept open.
Riser Valve

Riser Valve

Riser Valve

30

704A1313

34

704A1319

38

704A1323

31

704A1316

35

704A1320

39

704A1324

32

704A1317

36

704A1321

40

704A1324

33

704A1318

37

704A1322

41

704A1326

42

704A1327

Shore connections to the fire main are provided at deck 4 level on the port and
starboard sides of the ship in the bunker stations. There is an additional shore
connection system on the mooring deck aft (deck 5). These locations have
international shore connections.
The fire main must always be kept in a state of readiness hence the need to
maintain the water level in the fire main expansion tank and keep that tank
pressurised. For deck washing services with only one hydrant working, the fire
topping up pump is capable of meeting the requirements but this is a small
pump and should not be overloaded. If deck washing is to continue with a
number of hydrants in use, the engine room should be informed and the fire
pump started.
The fire main has a number of isolating valves enabling sections of the main,
and consequently the riser served by that section of main, to be isolated from
the system whilst the remainder of the fire main remains pressurised and ready
for action. This enables leakages to be rectified and valves to be repaired or

Drencher nozzles are supplied from the fire main, these are located on the
mooring deck forward (deck 6) and on the mooring deck aft (deck 5). The
theatre drencher nozzles (40 nozzles) are supplied via valve 704A2262 in the
theatre in deck 7.
Hawse pipe water comes from the fire and washdeck main, the valves
(704A1047 on the port side and 704A1046 on the starboard side) are operated
by extended spindles located on deck 6.
The fire main can also be used for operating the bilge ejector system in the
forward thruster room. The bilge ejector is supplied by valve 704A1070 on
deck 4 in fire zone 1.
Procedure for Setting the Fire and Washdeck System for Operation
a) Ensure that all cocks to instruments and gauges are open and that
the instruments are working correctly.
b) Ensure that the riser test valves, mentioned above, are all open.
c) Ensure that hydrant outlet valves are closed.
d) Ensure that the shore connection valves on decks 4 and 5 are
closed.
e) Ensure that the supply valve to the forward thruster room bilge
ejector on deck 4 is closed.
f) Set the valves as in the following table:

10.4 Fire and Washdeck System Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.4a Fire and Wash Deck System

Shore
Connection
Port Bunker
Station
125

Branches
Decks 5-15

Branches
Decks 5-15

Key
Fire/Deck Water

1139
1101

Air

Sprinkler
Cross Conn.

1333

1804

Note* All valve numbers are
prefixed by 704A unless stated
otherwise.

1157
1158

1149 1150

1144

1107
1094

1136

1105

1096

1171

150

1136
1146

1100

1172

1145
1103

150

1159

1147

150

1090

Electrical Signal

Branches
Decks 5-15

1355

1169

1106
1134

1099

1251

1170
1174

1093

1175

1148

1133

1340

1153

150
1118
1025
1120

1108
1097

1092

1129

1154

1136
1168
1151

1163
1161

1132
1332

1110
PI

1102

1152

1156
PI

PIAL

150

DECK 4

1341

1130

1136
1113

150
1111

1131

150

1109

1098

1173
1164

1122

150
1095

1136
1165

1155

150

1091

1166

1162

1124

Fire Ring Main
Situated on Deck 4

1112
1356

125
Branches
Decks 1-3

All Branches on Decks
Above and Below
Run As Spurs
From This Main

Branches
Decks 1-3

Shore
Connection
Stbd Bunker
Station

150

150

Sea
Chest

IMACS

150

Branches
Decks 1-3

Sea
Chest

Venting

From
Compressed
Air
System

1801
10 bar

1312

Sea
Chest

PI

1292
1280

1281
PI
TIAH

To
Bilge

Fire Main
Expansion
Tank
(0.3 m3)

1286
1288

50
Emerg. Fire 2
Pump
(200 m3/h)

PI

SW
Crossover

+ PI

150

1285

Emerg. Fire 1
Pump
(200 m3/h)

1313

S.W.
Crossover

TIAH

+ PI

1304

1302

Fire
Pump
(200 m3/h)

1294

50

Drain
To
Bilge

Fire Topping
Up Pump
(12 m3/h)

1291

200

S.W.
Crossover

PI

200 1297

TIAH

1342

+ PI

1298

200
+ PI

65
1299

Compartment 13

Issue: First

Sea
Chest
Compartment 12

Compartment 11

Technical Water
System 2
Compartment 10

PI

Sea
Chest

Sea
Chest

40
Compartment 9

Illustration 10.4a Fire and Washdeck System

P&O Aurora

Technical Operating Manual

Fire Topping Up Pump and Emergency Fire Pump No.1 (No. 9 Sea
Water Crossover)
Position

Description

Valve

Open

Port sea chest remote operated
suction valve to No. 9 crossover

701A2010

Open

No. 9 crossover inlet valve from port sea chest 701A2008

Closed

Port suction line filter drain valve

Open

Starboard sea chest remote operated
suction valve to No. 9 crossover

701A2003

No. 9 crossover inlet valves
from starboard sea chest

701A2001

Closed

Starboard suction line filter drain valve

701A2002

Open

Fire topping up pump suction
valve from No. 9 sea water crossover

Open

Open

Fire pump non-return discharge valve

704A1288

Open

Fire pump discharge valve

704A1286

Position

Description

Valve

a) Ensure that the international connection is fitted at the location
where the shore connection is to be established. There are shore
connection points at the bunker stations port and starboard on
deck 4 and on deck 5 at the after mooring deck.

Open

Port sea chest remote operated
suction valve to No. 13 crossover

701A1188

b) Ensure that the shore pipe is of the correct size and that it is not
under strain when lifted on board.

Emergency Fire Pump No.2 (No. 13 Sea Water Crossover)

701A2009

704A1298

Open

No. 13 crossover inlet valve from port sea chest 701A1185

Closed

Port suction line filter drain valve

701A1186

c) Connect the shore pipe at the chosen location.

Open

Starboard sea chest remote operated
suction valve to No. 13 crossover

701A1107

d) Set the valves as in the following table in order to supply shore
water into the fire main:

No. 13 crossover inlet valve
from starboard sea chest

701A1104

Closed

Starboard suction line filter drain valve

701A1105

Open

Description

Valve

Open

Port shore connection supply butterfly valve

704A1355

704A1281

Operational

Port shore connection back flow preventer

704A1139

704A1280

Open

Port shore connection inlet valve to ship

704A1333

Open

Starboard shore connection
supply butterfly valve

704A1356

Fire topping up pump non-return suction valve 704A1342

Open

Emergency fire pump 2 suction valve

704A1285

Open

Fire topping up pump discharge valve

Open

Closed

Fire topping up pump suction valve
from technical water system

Emergency fire pump 2
non-return discharge valve

704A1299

Emergency fire pump No.2 discharge valve

Fire main expansion tank outlet valve

704A1304

Closed

g) Using the fire topping up pump on manual control, fill the fire
main expansion tank until it is 75% full.

Closed

Fire main expansion tank air inlet valve

Closed

Fire main expansion tank vent valve

704A1312

Open

Emergency fire pump 1suction valve

704A1297

Open

Emergency fire pump 1
non-return discharge valve

704A1294

Emergency fire pump 1 discharge valve

704A1292

Open

Fire pump (No. 11 Sea Water Crossover)
Position

Description

Valve

Open

Port sea chest remote operated
suction valve to No. 11 crossover

701A1093

No. 11 crossover inlet valve
from port sea chest

701A1088

Closed

Port suction line filter drain valve

701A1089

Open

Starboard sea chest remote operated
suction valve to No. 11 crossover

701A1004

No. 11 crossover inlet valve
from starboard sea chest

701A1005

Closed

Starboard suction line filter drain valve

701A1007

Open

Fire pump suction valve

704A1291

Open

Open

Issue: First

Open

The set of valves that are open depends upon the shore connection used.
Position

Open

704A1302

Procedure for Connecting the Shore Supply to the Fire Main

h) Open the compressed air supply valve and pressurise the fire main
expansion tank to 9bar. Close the air supply valve.
i) Set the fire topping up pump to automatic operation and open the
fire main expansion tank outlet valve 704A1304.
j) Water will flow from the fire main expansion tank into the fire
main and the fire topping up pump will start when the system
pressure falls and stop when it returns to 9bar.
k) Open all of the fire hydrants in order to purge air from the system
and ensure that the entire fire and washdeck system is fully
charged with water under pressure.
(Note! It is only necessary to purge the system of air if any part has undergone
maintenance work. At all times, the outlet valve (704A1313) from the fire
main expansion tank should be open and the fire topping up pump set to
automatic operation.)

Operational

Starboard shore connection back flow preventer 704A1124

Open

Starboard shore connection inlet valve to ship

704A1332

Open

Aft shore connection supply butterfly valve

704A1354

Operational

Aft shore connection back flow preventer

704A1085

Open

Aft shore connection inlet valve to ship

704A1334

e) When the pipe is connected, the signal should be given for the
shore water supply to be started.
It is essential that all shore connection stations be maintained in an operational
condition. Valves should be opened periodically to ensure that they will open
whenever needed. The back flow preventer should be tested to ensure that it
will prevent water from leaking out of the ship’s system but will also allow
water to enter the fire main through the shore connection. The international
connection should always be located at the shore connection and be in a fit
condition to allow it to be used at any time.

In the event of increased demand for water from the fire main, the fire pump
can be started from the ECR. Should there be an interruption in the main
electrical supply, the emergency fire pumps can be started as required from the
safety centre.

10.4 Fire and Washdeck System Page 2

P&O Aurora

Technical Operating Manual

Illustration 10.5a Sprinkler System
Distribution
Deck 06
Shore Connection

Distribution

Deck 05

Valve Fitted With
Remote Open Indication

Deck 04

Fire
From Main

100

Distribution

Shore Connection

Key

Trunk main
Supply

Sea Water

From Downstream
Of Flow Sensor

To Sprinkler
System Sections

Front Elevation

Shore Connection Port Bunker Station
Fresh Water

Shore Connection Starboard Bunker Station

Compressed Air
Deck 03

Trunk main
Riser

Electrical Signal
100

100

100

100

Sprinkler
System Drain

Deck 02
100

From Starting
Air System

100

PI

To Fire & Washdeck
System
Valves Fitted
With Remote
100
Normally Open
Indication
Fire Main
System

721A1117

Level
Glass

1400 Litres
Capacity
Vol. 2.979m3
9.8 Bar

100

40

100

Flow Sensor
Test Valves
150

100

250
Trunk Main Pressure
Indicator

100

Drain
To Well

Restricted
Orifice Unit
250

Drain
To Well
System Pressure
Indicator

100

PI

100

Light Weight
Sprinkler Valve C/W
Compensator
PI

I MAC S
Test Valve
To Well

100

PI

PI

40

PT

6.3
Bar

40

PT

46
Pressure Switch
Reset Valve
300
Sprinkler System

System Isolation Valve
C/W Limit Switch

100

Pressure Switch

Sprinkler
Main Pump
90m3/h 9.5 Bar

Sprinkler
Standby Pump
90m3/h 9.5 Bar

Starter

Test Valve
To Well

1246

PI

100

40

250

PI

5.3
Bar

Deck Level

PI

40

FW Test
Isolation
Valve
40

Topping Up Pump
170L/min
6m3/h 9.8 bar

Carbon
Steel
400

Valve Fitted
With Remote
Indication

Drain
To Well

1806

Drain
To Well

All Valve No.s
Prefixed At 706A
Unless Stated

100

Stainless
Steel

+ PI

Non Potable
Water
6.0 Bar

Automatic
Start
Test Valve

+ PI

Valves Fitted
With Remote
Indication

1002

125

1003

Valves Fitted
With Remote
Indication

Plan

125

Rear Bulkhead

40

Insulation
225
200

Auto Start
Sea Chest
(Port)

Emergency Supply
Main Supply

Starter

Sea Chest
(Starboard)

400

300
Sea Water Cross Over
Compartment 9

Issue: First

Illustration 10.5a Sprinkler System

P&O Aurora

Technical Operating Manual

10.5 Sprinkler System

Sprinklers

The Pressure Tank

Sprinkler Pumps

The quartzoid bulb sprinkler has an operating element in the form of a bulb,
which supports the valve assembly, thus closing the sprinkler. The bulb is
almost completely filled with a low freezing point liquid leaving a small space
with vapour entrapped. The bulb mounting and the bulb are intended to
withstand any normal vibration or pressure surges in the water system. In the
event of a fire or intense heat reaching the bulb, the pressure will increase
within the bulb due to the expansion of the liquid. During this phase, the
vapour is liquified thus the rate of expansion is slow. Continuing rise in the
surrounding temperature will cause the expansion rate to increase rapidly once
all the vapour is liquified, until at the critical point the bulb will shatter. The
valve assembly is then free to fall away allowing the water, under pressure, to
flow through the sprinkler. A deflector distributes the stream of water over the
area affected by the heat outbreak.

The pressure tank has a total volume of 2,979 m3 and is intended to be
maintained half full of water and the rest of the volume being air. The tank is
pressurised by the air to 9.8bar which maintains the pressure on the system as
a whole. A level gauge is fitted to the front of the tank.

Make:
Type:
Motor:
Capacity:

Pompe Garbarino
MU50/250L
45kW 3500rpm
90m3/h 9.5bar

Sprinkler Top Up Pump
Make:
Type:
Motor:
Capacity:

Pompe Garbarino
BT 304
7.5kW 1750rpm
4.5m3/h 9.5bar

Aurora is fitted with an automated sprinkler system intended to extinguish or
at least contain a fire until other fire fighting resources reach the affected area.
A constant supply of pressurised water is available to the sprinkler heads
located in the cabins and around the accommodation. The sprinkler head
consists of a valve held closed by a heat sensitive element. The element
shatters at a predetermined temperature and allows the pressurised flow of
water to strike the deflector plate and form a quenching spray. Simultaneously,
the flow of water activates an alarm on the bridge and indicates the area of the
fire on the safety management system.
Water will only be sprayed in the areas affected by heat which is sufficient to
shatter the bulbs. This limits water damage to the affected area only.
Water is fed to the trunk main and to the sprinkler installation control valves
from three separate sources:
1) A pressure tank containing fresh water
2) A main and standby seawater pump taking suction from
the A/C seawater main in compartment 9.
3) From International Shore Connections located as follows:
i) Deck 5, forward mooring deck
ii) Deck 4, midships within both the port and starboard
mooring stations
iii) Deck 5, aft mooring deck
In the event that a major fire occurs in port or in dry dock, then the sprinkler
trunk main can be supplied through these connections. The connection is of an
internationally agreed design so that external connection can be made by any
other supply available.

Alarms
Immediately a sprinkler opens and a flow of water is detected through the
system isolation valve, a pressure switch will initiate the alarm on the bridge.
If the isolation valve should be partially closed, then the same alarm will be
indicated, providing an added safety feature.

Water from the non-potable water system and working air are supplied to top
up and correct the level/pressure as necessary. These valves should normally
be closed. A relief valve and pressure gauge are fitted for safety.
During testing of the alarm valves, water, and therefore pressure, will be lost
from the tank. This should be corrected after the completion of the tests. The
tank pressure is maintained at 10 bar. The tank delivery connection to the trunk
main is fitted with two pressure tank butterfly isolating valves and a check
valve which prevents the admission of seawater into the tank. The tank is also
fitted with a drain valve.
Seawater Pumps
Two seawater pumps are fitted, both of the same capacity (90m3/h). These
pumps take suction from the air conditioning plant seawater main, in
compartment nine.

Control Stations
The ship’s sprinkler system is divided into 49 sections, each having its own set
of control valves and individual alarm arrangement.
Each section has its own installation control valve which must be open, unless
maintenance is being carried out in that section. When closed, an alarm will
indicate on the bridge. A switch fitted to the valve lever activates this alarm.
The alarm will also be activated should the switch cover be removed.
A drain valve is fitted to each section for removal of the water for maintenance
or to drain sea water and replenish with fresh water after the section has been
activated. An alarm valve is fitted after the isolating valve. This is a check
valve having a bronze seating with an annular groove machined into the face.
The groove is connected to the alarm flow detector switch. Under normal
circumstances no water is present in the groove whilst the valve is shut. Should
the sprinklers become operative and a flow of water commence through the
valve, the valve disc will be lifted from its seat and allow water pressure
through the groove and into the switch actuator. This signals to the safety
management system, thus raising the alarm and indicating the section
involved. This is fitted with a test valve and a drain valve, for resetting the
alarm and for routine testing.

One pump is selected as the master, with the other pump in standby mode. The
pumps are started by pressure switches whose sensors are fitted within the
main trunk of the system. Stopping can only achieved by pressing the STOP
button on the control panel when the system pressure is restored, or by opening
the supply breaker.
The pressure switches are the main control mechanism for the system. The
pressure in the trunk main is maintained by the pressure tank at 9.8 bar, as read
at the tank level.
Should a sprinkler head be activated, the loss of water will cause a drop in the
system pressure. Should the pressure drop to 6.3 bar then the fresh water pump
will be started by the pressure switch set to close at this pressure. This pump
has a capacity of 6m3/h and is intended for topping up in the event of some
leakage. The flow through a ruptured sprinkler head would be beyond the
capacity of this pump and therefore a further drop in the system pressure takes
place. When the pressure falls to 5.3bar, the main seawater pump will start.
Each pump has a test drain valve to the bilge. To test the pump, the discharge
valve to the trunk main should be closed and the drain to bilge open. The pump
can then be run for a short period. The sprinkler pumps also have a connection
to the fire main.

Each section is fitted with pressure gauges indicating the pressure in the supply
trunk and the pressure downstream of the alarm valve.

The system comprises the following main components:

Issue: First

10.5 Sprinkler System Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.5b Sprinkler System

Sprinkler
Trunk Main
Pressure Indicator

Sprinkler System
Automatic Start Panel
Isolation Valve

Sprinkler System
Acroos-Connection
Valve D

Sprinkler System
Automatic Start
Test Valve

Sprinkler
Control Valve B

Sprinkler Control Valve A

Sprinkler
Control Valve C

Sprinkler System Cross Connection Valve 'D'
Port Bunker Station Looking Outboard

Main Pump Test Valve

Sprinkler System Pump Unit
Compartment 9 Deck 1

Issue: First

Sprinkler System
Standby Pump
Test Valve

Sprinkler System Shore Connection
Port Bunker Station

Illustration 10.5b Sprinkler System

P&O Aurora
Filling and Charging the System
Following any ingress of seawater into the system, it will be necessary to drain
down and replenish the system with fresh water. If seawater is left in the
pipework it will suffer from corrosion and failure. The procedure to recharge
the system is as follows:
a) Close the pump discharge valves.
b) Isolate the pumps from their power supplies.
c) Open the drains to the bilge, situated on the main trunking after
the pump isolating valves.
d) The inspection test valve, situated at the top of the system, should
be opened to allow the system to drain and to vent off air as the
system is refilled.
e) At each sprinkler control station, ensure that the installation
isolating valve is open and that the drain valve is closed.
f) On the main sprinkler installation, ensure that the following
valves are closed:

Technical Operating Manual
k) Open the pressure tank drain valve and allow the water level to
fall until the tank is half full as viewed in the sight glass. Close the
drain valve.
l) Open the compressed air supply and charge the tank pressure to
10 bar. Close the air supply valve.

Zone 2
Deck Valve Location
4
6
Locker adjacent to shop store forward entrance
5
15
Fwd crew stairwell deck 5, under stbd stairs to Dk 6

m) Leave the system to settle for 24 hours. Adjust the water level and
tank pressure as necessary. Several adjustments will be needed
until the system reaches equilibrium.

Zone 3
All stations in zone 3 face passenger lift No.6 in stairwell No.1 on their
respective decks.

n) When the system is stable, operate the valves as follows:

Deck
4
4
5
7
9
11
13

Installation section isolating valves

Open

Installation section drain valves

Closed

Pressure tank air release valve

Closed

Air isolation valve

Closed

Sprinkler system test valve

Closed

Flow switch drain and test valves

Closed

Pressure tank air release valve

Compressed air isolation valve

Inspectors drain and test valves

Closed

Flow sensor test valve

Inspection drain and test valves

Fresh water topping up valve

Closed

FW priming/topping up valve

Pressure tank drain isol. valve

Pressure tank drain isolation valve

Closed

Trunk main drain isol. valve

Automatic start panel isol. valve

Pressure tank butterfly isolation valves

Open

FW pump delivery isol. valves

Pump delivery valves

Trunk main drain valve

Closed

Trunk main drain valve

Pump delivery test valves

Automatic start panel isolating valves

Open

Shore connection isol. valves

FW pump test isol. valve

Fresh water pump delivery valve

Closed

Fresh water pump delivery non return valve

Open

Seawater pump isolating valves

Open

Trunk main isolating valve

Open

Pump delivery test valves

Closed

Seawater inlet control valves

Open

Shore connection isolating valves

Closed

Fresh water pump test valve

Closed

Cross main isolation valve

Open

g) Ensure that the pressure tank butterfly isolating valves are open.
h) Open the inspection drain and test valve on the section to be
recharged.
i) Open the fresh water pump delivery isolation valve and start the
pump. Allow the system to fill with fresh water. Water will issue
from the drain valve when all the air has been displaced. Shut the
valve. When water issues from the inspection valve at the top of
the system, close this valve.
j) When all the systems are charged with fresh water and all the air
has been expelled, close the fresh water pump discharge to the
trunk main and open the discharge valve to the pressure tank.
With the pressure tank vent open, fill the tank until water issues
from the vent. Stop the pump and close the fresh water filling
valve.

Issue: First

Sprinkler Stations

Valve
1
8
17
25
33
41
49

Deck
4
4
6
8
10
11

Valve
2
11
20
28
36
45

Deck
4
5
6
9
11
13

Valve
7
16
26
32
40
48

Zone 5
All sprinkler stations in zone 5 face passenger lift No.11 in stairwell No.2 on
their respective decks.
Deck
4
4
6
9
10

Valve
3
13
21
30
38

Deck
4
5
6
9
11

Valve
4
12
22
34
42

Deck
4
5
9
10
11

Valve
9
18
29
37
46

Zone 6
Deck
4
4
4
5
5
5

Valve
5
10
14
19
23
24

Location
Inboard of entrance to bone crusher room
Inboard of entrance to bone crusher room
Inboard of entrance to bone crusher room
Foyer leading to crew mess on stairwell No.24
Foyer leading to crew mess on stairwell No.24
Foyer leading to crew mess on stairwell No.24

Zone 7
Deck
6
6
9
9
11
11
12

Valve
27
31
35
39
43
44
47

Location
Locker in alleyway, stbd entrance to Alexandria restaurant
Locker in alleyway, stbd entrance to Alexandria restaurant
Cupboard facing lift No. 18 on passenger stairwell No.3
Cupboard facing lift No. 18 on passenger stairwell No.3
Cupboard facing lift No. 18 on passenger stairwell No.3
Cupboard facing lift No. 18 on passenger stairwell No.3
Locker outside Orangery Ladies WC on stairwell No.3

10.5 Sprinkler System Page 2

P&O Aurora

Technical Operating Manual

Illustration 10.6a Main C02 System

C02 Storage Room

MSSC - Deck 4

PT

C02 Storage
Room Doors

MS

Remote Indication Forward Engine
Release Panel
Room

DS

Remote Indication Main Engine
Release Panel
Room
Remote Indication Main Switchboard
Release Panel
Room 1

Main

Reserve

Remote Indication Main Switchboard
Release Panel
Room 2

Leakage

ESD Process
System

30 Second

Main
Emergency

Indicator/
Relay Panel

Remote Indication Alternator Room
Release Panel

Remote

Remote Indication Convertor Room
Release Panel

C02 Release Cabinets
MS

Remote Indication Purifier Room
Release Panel

DS

To C02 Nozzles
Forward Engine
Rooms

SV

Garbage Room
MS

To C02 Nozzles
Main
Switchboard
Room 1

To C02 Nozzles
Main Engine
Rooms

To C02 Nozzles
Main
Switchboard
Room 2

To C02 Nozzles
Alternator
Rooms

To C02 Nozzles
Convertor
Room

To C02 Nozzles
Purifier Rooms

Remote Indication P.E.M. Room
Release Panel

To C02 Nozzles
P.E.M.
Room

Remote Indication Garbage Room
Release Panel

Alarms
Leakage

DS
PSH

SV

PSH

PSH

PSH

PSH

PSH

PSH

PSH

PSH

To C02 Nozzles
Garbage Rooms

Garbage Room (Typical Alarms)

P.E.M. Room
MS

DS

SV

Purifier Room (Port)
MS

DS

SV

To Alarm On Bridge

Convertor Room
MS

DS

To Atmosphere

SV

Alternator Room
MS

DS
PG
TI

PT
TI

SV

Main Switchboard Room 1
MS

DS

SV

71

70

48

47

43

42

29

28

20

19

14

13

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

Pilot
Cylin.

12

11

02

01

Pilot
Cylin.

Pilot
Cylin.

Main Switchboard Room 2
MS

DS

SV

Main Switchboard Room 1 & 2
Main Engine Room

Garbage Room

ESD IN Affected Area
C02 Release Alarm
MS

DS

P.E.M. Room
Purifier Room

Alarms - Bridge/Area
Convertor Room

SV

Forward Engine Room

Issue: First

Pilot Cylinder Selection
Open Solenoid Valve

Alternator Room
Forward & Main Engine Room

Illustration 10.6a CO2 Main System

P&O Aurora

Technical Operating Manual
The following spaces are protected by dedicated CO2 systems:

10.6 CO2 Systems
There are three types of CO2 systems installed on Aurora:
Central bank CO2 systems
Dedicated CO2 systems
Manually operated CO2 systems

Protected Space

No. of CO2 Cylinders

Emergency Diesel Generator Room Port

2 x 45 kg

Emergency Diesel Generator Room Starboard

3 x 45 kg

Emergency Switchboard Room

4 x 45 kg

Paint Store

2 x 45 kg

Central Bank System
This system is installed for the protection of the machinery spaces. It is a total
flooding system which operates on the principle of delivering a single shot of
gas equal to 35% of the gross volume of the protected space. Approximately
85% of the gas will be released within two minutes of operating the system.
The cylinders are located in the CO2 storage room on Deck 5, port side aft.
The following spaces are protected by the central bank systems:

Each of these systems, except for the paint locker, are operated from a remote
release/indication panel at the MSSC on deck 4 or at the CO2 storage room.
The paint locker system can be released from a remote release/indication panel
on Deck 5 or at the CO2 cylinders.
Manually Operated CO2 Systems
The following areas are protected by Manually Operated CO2 Systems. The
gas cylinders are mounted outside each space.

Protected Space

No. of CO2 Cylinders

Forward Engine Room and Casing

71 x 45 kg

Protected Space

Main Engine Room and Casing

71 x 45 kg

Garbage Collection Room

2 x 45 kg

Purifier Room Port

29 x 45 kg

Engine Control Room

2 x 45 kg

Alternator Room

48 x 45 kg

Main Galley Hood - Port

2 x 45 kg

PEM Room

20 x 45 kg

Main Galley Hood - Starboard

2 x 45 kg

Convertor Room

43 x 45 kg

Bell Box Galley Hood

2 x 45 kg

Garbage Room

14 x 45 kg

Pizzeria Exhaust Hood

2 x 45 kg

Main Switchboard Room 1

12 x 45 kg

Finishing Galley Hood

2 x 45 kg

Main Switchboard Room 2

12 x 45 kg

Main Galley - Port

4 x 45 kg

Main Galley - Starboard

4 x 45 kg

Crew Galley

4 x 45 kg

Bell Box Galley

4 x 45 kg

Daily Paint Store

1 x 9 kg

Pizzeria

1 x 9 kg

Finishing Galley

1 x 9 kg

Each of these systems can be operated from a remote release/indication panel
situated at the MSSC on Deck 4, the CO2 storage room or locally at the CO2
Cylinders.
Dedicated CO2 Systems
These systems are installed for the protection of spaces outside of the
machinery rooms. It is a total flooding system which operates on the principle
of delivering a single shot of gas equal to 35% of the gross volume of the
protected space. Approximately 85% of the gas will be released within two
minutes of operating the system.

No. of CO2 Cylinders

Carbon Dioxide and the Fire Triangle
The mechanisms by which carbon dioxide extinguishes fire are well known. If
the fuel, heat, oxygen fire triangle is analysed it can be seen that an interaction
is necessary to produce a fire condition. Carbon dioxide extinguishes fire by
physically attacking all three points of the fire triangle.
The primary attack is on the oxygen content of the atmosphere. The
introduction of CO2 into the fire zone displaces sufficient oxygen in the
atmosphere to extinguish the open burning. At the same time, the
extinguishing process is aided by a reduction in the concentration of gasified
fuel in the fire area. Finally, CO2 does provide a small amount of cooling in the
fire zone to complete the extinguishing process.
With a surface type fire, that is, a fire which has not heated the fuel to its autoignition temperature much beyond the surface of that fuel, extinguishing is
rapid. Such surface fires are usually the case when liquid fuels are involved.
Unfortunately, there is no guarantee that all hazards will produce surface fires.
In fact, a great many hazards are more likely to produce fires which will
penetrate for some depth into the fuel. Such fires are commonly referred to as
deep-seated.
When dealing with a deep-seated potential, it is necessary not only to remove
the oxygen and decrease the gaseous phase of the fuel in the area, but it is
equally important to permit the heat which is built up in the fuel itself to
dissipate. If the heat is not dissipated and the inert atmosphere is removed, the
fire may very easily reflash. For such hazards, it is necessary to reduce the
concentration of oxygen and gaseous fuel to a point where not only is the open
flaming stopped, but also any smouldering is eliminated. To accomplish this,
the concentration of agent must be held for a sufficiently long time to permit
adequate dissipation of built-up heat.
The NFPA Standard 12 on carbon dioxide systems has long been a leader in
prescribing thorough and conservative fire protection. The standard requires a
mandatory 20 minute holding time, or soaking time, for any potentially deepseated fire hazard. This means that the inerting concentration of carbon dioxide
shall be maintained in a deep-seated hazard for a minimum of 20 minutes in
order to permit cooling and complete extinguishment.

Each of these systems is operated from a valve enclosure/release cabinet or
locally at the CO2 cylinders.

The cylinders are located in the CO2 storage room on Deck 5, port side aft,
apart from the paint store cylinders, which are located in the CO2 store adjacent
to the paint store itself.

Issue: First

10.6 CO2 Systems Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.6b C02 Local Systems

Bell Box Galley CO2 Release

Orangery Galley CO2 Release

Orangery Counters CO2 Release
Hair
Salon

CO2 Imminent Alarm

Fans Stop

WC

IMACs Alarm

Terminal
Box

Skylight
Atrium

Fan Stop

IMACs

WC
Oasis
Reception

ESD System
Store
PS

LS

Bell Box Galley

Cafe
Bordeaux
Finishing
Galley

Cold
Store

Orangery
Galley
Dry
Chiller Store

WC

Engine Control Room

2 X 45kG
Cylinders

Quarterdeck

Store

Cold
Store

Cafe Bordeaux

Cold
Store

Pantry
Store
Crystal Bar

Local System Example

Sidewalk Cafe

Key
Cafe Bordeaux
Galley
Deck 8 Zone 6

CO2 Fan Stop

Cafe
Bordeaux
CO2
Release

Bell Box Galley
Deck 10 Zone 6

Orangery Galley
Deck 12 Zone 6

Sidewalk
Cafe
CO2
Release

Sidewalk Cafe
Galley
Deck 12 Zone 5

Electrical Power Shutdown
CO2 Release Staton
Crew
Galley CO2
Release

Em. Gen Rooms
Deck 5 Zone 7
Aft
Mooring
Deck

Crew Galley
Deck 5 Zone 6

Paint Stores
Deck 5 Zone 1
Paint Store
CO2
Release

Emergency
Generator
Room
No.2 Port

ECR
CO2
Release

ECR
Deck 4 Zone 5

Daily Paint
Store CO2
Release

Main
Galley
CO2
Release

Main Galley
Deck 6 Zone 6

Cold
Store

Vegetable
Prep.
Room

Baggage
Store

Battery Room

Emergency
Switchboard
Emergency
Generator Room
No.1 Stbd
Rope
Store

CO2 Bottle
Store

Pantry

Em. Gen.
Rooms P&S
and
Em.Sw.Bd.
Room CO2
Release

Gents
Toilets

Engine Control Room

Ladies
Toilets
Exting.
Rech.
Station

Crew
Galley

Carpenters
Workshop

Pool
Equipment
Room

Crew Rec. Room

Chain
Store
Hotel
Store

Pass.
Laundry

Coxswains
Workshop

Locked
deck
Store

Paint
Store

MSSC
Room

WC
Ladies

Garbage
Collecting
Room CO2
Release

Poultry
Prep.
Room

Micro
Thawing

AC

Casing
EM
Store

Inc.
Trunk

WC
WC
Gents

Chefs
Office

Main Galley

Crew Mess Room

Daily
Paint
Store

Issue: First

Baggage
Store

Pot Wash
Room

Cru.
Dir.
Off.
Cold
Store

HVAC
Workroom

Garbage

Garbage
Collecting Room

Hotel
Maintenance
Workshop

Main
Fire
Stat.

Emg. Security
Fire
Off.
Stat.

Cold
Store
Chiller

Illustration 10.6b CO2 Local Systems

P&O Aurora

Technical Operating Manual

The Nature and Properties of CO2

Description of the System Components

Pressure Relief Valve

Carbon dioxide is a colourless gas which is heavier than air, occupying 1.84 kg
per cubic metre as compared with 1.173 kg per cubic metre for air. At
atmospheric pressure CO2 can also exist as a solid which may have the feel and
appearance of dry snow, or may be compressed into the form of ice. This is
‘dry ice’ with a bulk temperature of -78°C but, evaporative cooling can lower
the surface temperature considerably more. Solid CO2 absorbs heat from its
surroundings and as it does so it passes into its gaseous state without passing
through the liquid state.

Storage Cylinders

A pressure relief valve is installed into each carbon dioxide discharge
manifold, venting to atmosphere. The set pressure is 120bar.

CO2 is described as being ‘inert’ because it will not readily enter into chemical
reactions, will not conduct electricity, nor will it support combustion; similarly,
it will not support life.
The discharge of CO2 onto any common material, or even foodstuffs, does no
harm. Some solid CO2 is formed as a powdery snow but this sublimes and
evaporates. There is no wetting, it literally leaves no trace.
It is a property of CO2 at room temperature that when it is expanded to
atmospheric pressure, some 30% to 40% of the gas assumes the solid form as
snow and 60% to 70% goes directly to gas.
The solid snow is at a temperature of -78°C. However, it does not follow that
objects in the room or space, into which the CO2 is released, will fall
dramatically in temperature. In fact, because the rate of heat transfer from a
slow moving gas and a solid object is fairly low, substantial objects do not
suffer very much change in temperature. It may be thought that where
quantities of CO2 snow accumulate, there will be intense cooling. This is not
so, because when CO2 is in contact with a solid surface, the CO2 sublimes
locally and the solids sit on a gas cushion, which reduces the heat transfer rate.
General Safety
Carbon dioxide in low concentrations is not a toxic gas in the generally
accepted sense of the term (i.e. poisonous). However, in exposure to the high
concentrations required in the use of CO2 alone for fire fighting purposes, a
person would quickly die of CO2 acidosis and asphyxiation.
Great care with ventilation must be taken before entering any rooms where
CO2 is stored, due to the risk of leakage. Any person still in a protected space
at the time of a CO2 release would be unlikely to survive. It is therefore
essential to follow the company’s procedure for the release of the gas. This
incorporates a personnel muster prior to any release.

The storage cylinders are designed to hold the pressurised carbon dioxide in
liquid form at a pressure of 58.5bar at 20°C. The cylinders are rechargeable.
Siphon Tube
During the phase change from liquid carbon dioxide to vapour, there is a
considerable amount of heat absorption, the latent heat at 15°C being 180
Joules per gram. Thus, if carbon dioxide vapour were released from a cylinder,
only a small amount would discharge before the remainder would refrigerate
itself into the solid state, with consequential loss of pressure and cessation of
discharge.
To avoid this problem, each cylinder is fitted with a siphon tube which is
manufactured from 10mm nominal bore tubing. The siphon tube is terminated
one inch above the cylinder bottom and is mitre cut to avoid fouling.
The siphon tube ensures that the carbon dioxide leaves the cylinder as a liquid
and remains liquid until it is discharged from the nozzle, where it can absorb
heat from the surroundings as it expands. Thus the only cooling of the cylinder
contents is that resulting from evaporation to fill the volume with vapour as the
level falls. Even so, this may be sufficient to cool the cylinder below 0°C with
consequent frosting of the exterior.
Cylinder Valves
The cylinder valve is a compact, vertical servo-assisted valve which operates
as follows:
1) By direct pressure, e.g. carbon dioxide gas or actuation gas
pressure from the CO2 release cabinet.

The discharge manifold is a combination of carbon steel fabricated pipes into
which the bottle contents are discharged.
CO2 Remote Indication Release Panels
There are two CO2 pilot cylinders, connected to the CO2 release cabinets
panels, employed for operating the central bank CO2 systems. A pneumatic
time delay unit is installed between the pilot cylinders and the CO2 release
cabinets to provide a 30 second delay prior to discharge of the CO2 into the
protected space.
A limit switch and a solenoid valve are housed within the CO2 release cabinet.
When the system is operated, the contents of the pilot cylinder will be released
into the actuation lines leading to the selected carbon dioxide cylinder bank,
causing the CO2 to be released into the discharge manifold. The discharge
valve also has a hand wheel to open the valve in the event of the actuator
failing.
The cabinet is fitted with a door switch which provides the necessary signal to
operate the alarms and ventilation shut downs, prior to the discharge of the gas.
Pressure Transmitter
A pressure transmitter is installed in the discharge manifold. The transmitter
will detect a rise in pressure in the discharge manifold when the system is
operated. This signal is sent to the indicator relay panel.

2) Manually, by the actuating lever on the cylinder valve.
Pressure supplied to the actuation head impinges on the piston which it is
connected to and moves the actuating lever of the cylinder valve to open the
check seats.

CO2 Discharge Nozzles

Flexible Discharge Hose

The gas discharge nozzles have orifices drilled in them to give a controlled
discharge, in accordance with the system design parameters. The nozzles are
designed and located to provide a uniform concentration of carbon dioxide
within the protected space.

The discharge hose connects the outlet port of each cylinder to the manifold.

Audible and Visual Alarms

Check Valve

An audible alarm horn, an air horn and a flashing beacon are installed in each
protected space. The audible alarm horn and the flashing beacon will give
personnel warning of imminent discharge of carbon dioxide. The air horn is
operated by the flow of CO2 gas when the system is operating.

The check valve is mounted onto the manifold prior to the discharge hose and
enables a cylinder to be removed without totally disabling the system.

Issue: First

Discharge Manifold

10.6 CO2 Systems Page 2

P&O Aurora
System Operation
WARNING!
ON NO ACCOUNT MUST CO2 BE RELEASED INTO THE
MACHINERY SPACES WITHOUT THE EXPRESS PERMISSION OF
THE CAPTAIN OR HIS IMMEDIATE DEPUTY
To Release CO2 From the MSSC Room (Primary Release Station)

Technical Operating Manual
From the CO2 Room (Secondary Release Station)

Central Bank CO2 Systems

a) Open the release cabinet for the space on fire, this activates the
CO2 sirens and pre-alarms.

The CO2 cylinders for the central bank system are located in the CO2 storage
room on deck 5, port side, aft.

b) Open the lever in the cabinet to initiate the emergency shutdown
for the compartment. Open the pilot valve to the appropriate
directional valve.

Operation of the system is from individual release/indication panels in the
MSCC on deck 4 or at the CO2 storage room.
Dedicated CO2 Systems

a) Open the release cabinet for the space on fire: this activates the
CO2 sirens and pre-alarms. It also initiates the emergency
shutdown for the compartment.

c) Technical staff are to muster in the aft baggage terminal.
d) When all staff are mustered. a report is to be made to the bridge.

The cylinders for each of the dedicated systems are located in the CO2 storage
room, located on deck 5.

b) Operate the pilot cylinder selector switch. This opens the pilot
valve to the appropriate directional valve.

e) Ensure that the space is fully closed down before proceeding to
step f.

Each of these systems can be operated from a remote release indication panel
at the MSSC on deck 5 or from the CO2 storage room.

c) Technical staff are to muster in the aft baggage terminal area.

f) Operate the pilot cylinder selector switch. This will discharge the
selected pilot cylinder and consequently the appropriate cylinders
for the affected space. Note that there is a 30 second time delay
prior to the gas being released.

d) When all staff are mustered, a report is to be made to the bridge.
e) Ensure that the space is fully closed down before proceeding to
step f.
f) Operate the discharge switch. This will discharge the selected
pilot cylinder and consequently the appropriate cylinders for the
affected space. Note that there is a 30 second time delay prior to
the gas being released.
g) CO2 is now released into the selected space.
h) Re-entry into the space is prohibited until the space has been
deemed safe by the CTO or his deputies.
If the above MSSC room procedure fails:
a) Proceed to the CO2 storage room.
b) Check that the correct directional valve is open, open manually if
necessary.
c) Manually operate appropriate pilot cylinder with the handles
provided.

g) CO2 is now released into the selected space
h) Re-entry into the space is prohibited until the space has been
deemed safe by the CTO or his deputies.

Sequence of Operation at the MSCC
Ensure that all the fire doors and watertight doors connecting affected areas are
closed. Proceed to the appropriate release cabinet.
a) Open the release cabinet of the affected area(s) - the predischarge
alarms in the affected area and on the bridge will be activated.
b) Switch the RELEASE VALVE SELECTOR switch to position 1.
This will initiate the emergency shutdown procedure in the
affected area only and initiate the release alarm on the bridge.
Check that the ventilation shutdown indicator is showing to
confirm the shutdown.
c) Switch the PILOT CYLINDER SELECTOR switch to position 1.
This will release the pilot gas from No.1 cylinder and activate the
release valves on the selected cylinder bank.
d) Verify the release of the CO2 by confirming that the CO2
DISCHARGED indicator light has illuminated.
Operation in the Event of the Failure of the Primary Release System
a) Ensure that the release cabinet door is open.
b) Manually operate the appropriate directional valve. Move the
valve to the open position.
c) Operate the appropriate pilot cylinders on the main storage bank.

Issue: First

10.6 CO2 Systems Page 3

P&O Aurora

Technical Operating Manual

Paint Store CO2 System

Manually Operated CO2 Systems

The CO2 cylinders for the paint store system are located in the CO2 store,
adjacent to the paint store entrance. This system is operated from a remote
release station on deck 5, adjacent to the paint store.

The gas cylinders are located outside each protected space. The release
cabinets are also adjacent to the spaces.

Sequence of Operation at Paint Store Release Station
Ensure that all the fire doors and watertight doors connecting affected areas are
closed. Proceed to the appropriate release cabinet.
a) Check that all the directional valve indication lights are indicating
that all the valves are shut.
b) Open the release cabinet of affected area, the pre-discharge alarms
in the affected area and on the bridge will be activated.

Sequence of Manual Operation
Ensure all the fire doors and watertight doors connecting affected areas are
closed. Proceed to the appropriate release cabinet.
a) Open the release cabinet of the affected area. The pre-discharge
alarms will be activated.
b) Move the manual valve to the open position. This will sound the
CO2 release alarm on the bridge.
c) Manually operate the CO2 cylinder valve actuator.

c) Move the valve lever to the open position. This will initiate the
emergency shutdown procedure in the affected area only and
initiate the release alarm on the bridge, via a limit switch on the
valve. Check that the ventilation shutdown indicator is showing to
confirm the shutdown.
d) Switch the PILOT CYLINDER SELECTOR switch to position 1.
This will release the pilot gas from No.1 cylinder and actuate the
release valves on the selected cylinder bank.
e) Verify the release of the CO2 by confirming that the CO2
DISCHARGED indicator light has illuminated.
Operation in the Event of the Failure of the Primary Release System
a) Proceed to the CO2 cylinder enclosure.
b) Manually operate the appropriate pilot cylinder on the main
storage bank.
c) Manually operate the pilot cylinder controlling the main isolating
valve.

Issue: First

10.6 CO2 Systems Page 4

P&O Aurora

Technical Operating Manual

Illustration 10.7a Firefighting Stations

PORT

FORWARD

ECR

AFT

Baggage
Handling
Area

FE 2

FE
3

FE 4

MFE EFE

Zone 5

Zone 4

Zone 3

Zone 2

STARBOARD

Deck 4

Deck 10

PORT

AFT

FE 7

FE 6

STARBOARD

Zone 6

Zone 7

Deck 9

Issue: First

FORWARD

Deck 11

Illustration 10.7a Firefighting Stations

P&O Aurora

Technical Operating Manual

10.7 Firefighting Stations

FE2: Number 2 Fire Locker

FE6: Number 6 Fire Locker

Aurora has 7 fire stations distributed around the ship. They contain essential
firefighting equipment and apparatus. This equipment enables the ship’s
firefighting teams to collect the correct gear at a convenient location to tackle
various fire related incidents.

This fire locker is located on deck 10 in zone 2, forward of the forward crew
stairway. It contains the following equipment:

This fire locker is located on deck 11 in zone 6, starboard side, immediately aft
of fire screen door 6-001. It contains the following equipment:

2 Self-contained BA sets
14 Spare BA cylinders
2 Lifelines
1 Cylinder pressure gauge
1 BA control board
1 Rescue line and harness
2 Safety lamps
2 Safety torches
1 Battery charger
4 Safety helmets
2 Firefighting proximity suits

2 Self-contained BA sets
14 Spare BA cylinders
2 Lifelines
1 Cylinder pressure gauge
100 litres foam compound
2 Fog nozzles
1 Portable VHF and Comms set
1 Tool bag and tools
1 Bag of wedges
1 Fire control plan
2 Fire axe and holsters

MFE: Main Fire Locker
This fire locker is located on deck 4 in zone 5 on the starboard side, aft of the
security office. It contains the following equipment:
6 Self-contained BA sets
2 Felling axes
1 Air hose
1 Crowbar
18 Spare BA cylinders
4 Fire hoses
6 Lifelines
5 Jet/spray nozzles
1 60 foot airline
1 Foam branch and inductor
1 Cylinder pressure gauge
100 litres foam compound
1 BA control board
3 Fog nozzles
1 Rescue resuscitator
1 Portable VHF and Comms set
2 Spare cylinders for rescue resuscitator 1 Tool bag and tools
2 Rescue line and harness
1 Bag of wedges
1 Rescue stretcher suit
4 Escape sets
6 Safety lamps
1 Filling adaptor
6 Safety torches
1 Fire control plan
1 Battery charger
2 Electric drills
6 Safety helmets
1 Electric disc cutter
6 Firefighting proximity suits
1 Eye bath station
6 Fire axe and holsters
EFE: Engine Fire Locker
This fire locker is located on deck 4 in zone 5 on the starboard side, forward
of the main fire locker and aft of the security office. It contains the following
equipment:
6 Self-contained BA sets
1 Air hose
18 Spare BA cylinders
6 Lifelines
1 60 foot airline
1 Cylinder pressure gauge
1 BA control board
2 Rescue line and harness
1 Rescue stretcher suit
6 Safety lamps
6 Safety torches
6 Safety helmets
6 Firefighting proximity suits

Issue: First

2 Felling axes
1 Crowbar
4 Fire hoses
5 Jet/spray nozzles
1 Foam branch and inductor
100 litres foam compound
3 Fog nozzles
1 Portable VHF and Comms set
1 Tool bag and tools
1 Bag of wedges
6 Escape sets
1 Fire control plan
6 Fire axe and holsters

1 Crowbar
2 Fire hoses
2 Jet/spray nozzles
1 Foam branch and inductor
100 litres foam compound
2 Fog nozzles
1 Portable VHF and Comms set
1 Tool bag and tools
1 Bag of wedges
1 Fire control plan
2 Fire axe and holsters

1 Crowbar
2 Fire hoses
2 Jet/spray nozzles
1 Foam branch and inductor
1 Rescue line and harness
2 Safety lamps
2 Safety torches
1 Battery charger
4 Safety helmets
2 Firefighting proximity suits

FE3: Number 3 Fire Locker

FE7: Number 7 Fire Locker

This fire locker is located on deck 10 in zone 3, inboard on the starboard
passenger alleyway. It contains the following equipment:

This fire locker is located on deck 9 in zone 7, starboard side, immediately aft
of the aft passenger foyer. It contains the following equipment:

2 Self-contained BA sets
14 Spare BA cylinders
2 Lifelines
1 Cylinder pressure gauge
1 BA control board
1 Rescue line and harness
2 Safety lamps
2 Safety torches
1 Battery charger
4 Safety helmets
2 Firefighting proximity suits

2 Self-contained BA sets
1 Crowbar
14 Spare BA cylinders
2 Fire hoses
2 Lifelines
2 Jet/spray nozzles
1 Cylinder pressure gauge
1 Foam branch and inductor
100 litres foam compound
1 Rescue line and harness
2 Fog nozzles
2 Safety lamps
1 Portable VHF and Comms set 2 Safety torches
1 Tool bag and tools
2 Battery chargers
1 Bag of wedges
4 Safety helmets
1 Fire control plan
2 Firefighting proximity suits
2 Fire axe and holsters

1 Crowbar
2 Fire hoses
2 Jet/spray nozzles
1 Foam branch and inductor
100 litres foam compound
2 Fog nozzles
1 Portable VHF and Comms set
1 Tool bag and tools
1 Bag of wedges
1 Fire control plan
2 Fire axe and holsters

FE4: Number 4 Fire Locker
This fire locker is located on deck 10 in zone 4, port side, outboard of the port
midships stores lift. It contains the following equipment:
2 Self-contained BA sets
14 Spare BA cylinders
2 Lifelines
1 Cylinder pressure gauge
1 BA control board
1 Rescue line and harness
2 Safety lamps
2 Safety torches
1 Battery charger
4 Safety helmets
2 Firefighting proximity suits

1 Crowbar
2 Fire hoses
2 Jet/spray nozzles
1 Foam branch and inductor
100 litres foam compound
2 Fog nozzles
1 Portable VHF and Comms set
1 Tool bag and tools
1 Bag of wedges
1 Fire control plan
2 Fire axe and holsters

10.7 Firefighting Stations Page 1

P&O Aurora

Technical Operating Manual

10.8 Fire Dampers and Fire Doors

Fire Dampers

Introduction

Maker:
Type:

Passenger ships are divided into main vertical fire zones by Class A divisions.
These divisions must not be placed more than 40m apart and must be
continuous through the hull and superstructure. If the bulkhead is stepped, the
deck forming that step must also be Class A. Other bulkheads and decks within
the main fire zones may be A, B or C class depending upon the fire potential
of the area they surround. Special attention is paid to stairways, lift shafts,
ventilation trunking, etc, as these offer a serious fire spread risk.
Ventilation trunking passing through main fire zones must have dampers which
will close that trunking should a fire break out in the vicinity. A spring loaded
damper in the trunking may be closed locally or remotely in the event of a fire
or smoke condition, thus preventing the supply of air to the fire or transmitting
smoke through the system. In some cases the fire damper controller can also
be activated by means of a fusible link which will melt when the temperature
in the ducting or outside the ducting rises above a certain value. When the link
fails, an electrical circuit is broken and the controller is deactivated, allowing
the springs to close the dampers. Fans supplying air to the accommodation
spaces would be shut off in the event of a fire, but natural draught through the
system would allow air to be drawn to the fire hence the need for dampers. If
dampers were not fitted, the fire could spread through the ventilation ducting
to other compartments. Smoke could also pass through the ducting hampering
evacuation.
Fire resisting doors must be fitted in all Class A bulkheads which form main
fire zones and at main stairways. Such doors are normally kept open but close
when released from the safety centre, an SMS station or at the local door
position. These doors will close even with the ship has a heel of 3.5º.
A Class A fire door must be made from steel or an equivalent material and
must be capable of preventing the passage of flame and smoke for at least the
60 minutes of a standard fire test. During the standard fire test the average
temperature on the unexposed side of the test panel must not rise more than
139ºC above the original temperature or by not more than 180ºC at any one
point during the test; the time to reach such temperature is related to the subclassification. For an A-60 fire door, the temperature on the side of the door
not exposed to the heat will take longer than 60 minutes to reach 180ºC or
139ºC above the original temperature.
Doors may be of the hinged or sliding type and are normally be kept open or
closed depending upon their location. Hinged doors are kept in the open
position by means of a magnetic holder. Doors have indicators to show at the
SMS station whether they are open or closed. The sliding doors are
pneumatically operated or electrically operated depending upon location.

Issue: First

Fire Doors
Howden Buffalo
CFD-02

Fire Damper Actuator
Maker:
Type:

Belimo
BF24, BF24-T, BF230, BF230-T

Maker:
Type:

Parma Metals Oy, Finland
Fire resisting semi-watertight doors; hinged and sliding

Maker:
Type:

DSG
Firecat, electrically operated sliding door.

The fire doors fitted on Aurora are of the A-60 class and can be of the double
leaf hinged, single leaf hinged or single leaf sliding type. Hinged and sliding
doors are provided with a hose port at the bottom on the closing contact side.
This port allows fire hoses to be passed through a door for the use of the fire
party but still allows the door to be closed for safety and as a smoke screen. All
fire doors comply with SOLAS 1974 regulations.
Hinged Fire Door Monthly Maintenance
a) Lubricate grease nipples and hinges with the correct grease.
b) Remove dust and dirt from the upper and lower latches and from
the middle lock. Grease the latches.

The CFD-02 fire and smoke damper has double aerofoil blades which offer
low pressure drop when they are open. The leading and trailing edges of the
blades are formed to include an integral fishtail and when the blades meet upon
closing, the interlocking fishtails form a three-pass labyrinth. This labyrinth
prevents the passage of smoke and forms an impenetrable fire barrier. Spring
stainless steel side seals prevent leakage past the sides of the blades when they
are closed. Damper blades are fitted to shafts which run in bearings located
outside the damper casing; these bearings are maintenance free. Each damper
unit has its own spring return, totally enclosed, semi-rotary, electric actuator
which returns the damper blades to the closed position when the electrical
supply is interrupted by a control signal or when the fusible link fails. All
moving parts within the actuator body are maintenance free.
The Belimo electric actuators have integral micro-switches which enable the
fully closed and fully open positions to be indicated at the safety control centre
or SMS station. Closing the dampers either locally or from an SMS station
involves opening the electrical circuit by means of a switch. With the circuit
opened, the return spring in the unit will close the damper. The damper may be
opened again by re-applying the voltage.

c) Tighten adjusting screws on handles as necessary.
d) Clean and test indicator switches.
e) Test the door closers by closing and opening the door.
f) Check the functioning of the selector on the double doors.
g) Check the remote release system by activation.
Electrically Actuated Sliding Doors
The door drive electric motor is of the 24V DC type and has a battery back-up
which, should the main power supply fail, has sufficient capacity to allow the
door to be opened and closed 10 times against a list of 3.5º if required.

Devices with the suffix ‘T’ are fitted with two thermal trips, one monitoring
the temperature in the ducting and the other outside the ducting, near the
damper actuator. If either temperature exceeds the predetermined maximum
value, the link fails and the electrical circuit is opened. The spring return
mechanism in the actuator moves the fire damper to the closed position. The
thermal trips interrupt the electrical power permanently and if a thermal trip
has occurred the entire actuator unit must be replaced.

10.8 Fire Dampers and Fire Doors Page 1

Page Left Intentionally Blank

P&O Aurora

Technical Operating Manual

Illustration 10.9a Machinery Spaces Firefighting Arrangements

45

CO2
5

19

Key
45
19

45

P
6

19

CO2

GW TK

45

GW TK

19

CO2

P
6

CO2

CO2 Nozzles

W

Heavy
Workshop

CO2

F
9

F
20L

Water Fog Applicator

W

CO2
Up

W.T.
45

CO2
22

PW Tank

45
19

P
6

W.T.

P
6

19

F
45

CO2

CO2
22

CO2

W.T.
45

PW Tank
Sewage Unit

19

45

P
6

45

P
6

19

19

CO2
5

Portable CO2
Extinguisher 5kG Class BC

P
6

Portable Dry Powder
Extinguisher 6kG Class ABC

W.T.

P
6

F
9

45

Sewage Unit

CO2
5

19

F
9

W

P
50

Wheeled Dry Powder
Extinguisher 50 kG
Class ABC

F
45

Wheeled Foam
Fire Extinguisher 45 Litres
Class AB

CO2
CO2
45
19

45

P
6

19

CO2
P
6

45
19

45

P
6

19

CO2
5

CO2

CO2

Machinery Spaces
Deck 1
Compartments
12 - 16

45
19

CO2

P
6

45

P
6

19
W

Up
45
19

19

P
6

CO2 CO2
5

HFO Day Tank

HFO Settling Tank
F
20L

F
45

F
9

W.T.

GW
TK

CO2
5

F
45
F
20L

45

19
W

Issue: First

P
6

Wheeled Dry Powder
Extinguisher 50 kG
Class ABC
Horn For CO2 Alarm
Manually Operated Alarm Call Point

P
6
45

CO2
5

PW Tank

45
19

CO2
5

45

P
6

12

W.T.

GW TK

Fire Hydrant 40mm, 19mm Nozzle
45mm Hose
Fire Hydrant 40mm, 12mm Nozzle
45mm Hose
Fire Door
(Normally Closed With Self-Closing Device)

PW Tank
Fire Door
(Normally Open With Self-Closing Device)

HFO Tank

CO2
22
F
20L

45
19

AC Unit

P
6

P
6

Heeling Tank

45

P
6

WaterTight Bulkhead

Vacuum Unit

45

19

P
45

19

19
45

19

W.T.

F
45

CO2

Wheeled CO2
Fire Extinguisher 22 kG
Class BC

CO2

HFO Tank

AC Unit

AC Unit
HFO Day Tank

CO2
22

45

P
6

19

CO2 W.T.

CO2
22

Portable Foam
Applicator Unit 20 Litres

Vacuum Unit

CO2
22
Vacuum
Unit

HFO Settling Tank

F
20L

Heeling Tank
45

W

Portable Foam
Extinguisher Unit 9 Litres
Class AB

GW
TK

Machinery Spaces
Deck 1
Compartments
7 - 12

W.T.
Emergency Exit

W

Illustration 10.9a Machinery Space Firefighting Arrangements

P&O Aurora

Technical Operating Manual

Illustration 10.9b Machinery Spaces Firefighting Arrangements

Machinery Spaces Deck 2
45

45
12

P
6

CO2
5

19

CO2
22

CO2

45
19

CO2

P
6

Key
CO2
F
20L
CO2

CO2 Nozzles

CO2
45
19

45
12

F
9

CO2

CO2
5

F
9

F
9

19

CO2

P
6
CO2

F
9

CO2

F
20L

F
45

19
45

F
9

F
9

19

CO2
45

CO2

19

P
6

F
9

F
20L

CO2
22

CO2

CO2

Machinery Spaces Deck 3

F
9

CO2

12

Workshop
CO2
5

CO2
5

45

MSB
M10
Room CO2

19

P
6

45

Wheeled Dry Powder
Extinguisher 50 kG
Class ABC

F
45

Wheeled Foam
Fire Extinguisher 45 Litres
Class AB

Wheeled CO2
Fire Extinguisher 22 kG
Class BC

P
45

Wheeled Dry Powder
Extinguisher 50 kG
Class ABC
Horn For CO2 Alarm

CO2

P
6

W.T.

Manually Operated Call Point

Tech
Office

CO2
5

45

F
9

19
45

CO2

CO2
5

19

CO2

CO2
22

CO2
5

CO2
5

CO2

WaterTight Bulkhead

CO2
5
ER Switchboard
Room

W.T.
45

F
9

19

CO2
45
19
W

Issue: First

Emergency Exit
CO2
5
CO2

CO2

CO2
CO2

P
6

45

CO2

CO2

Fire Hydrant 40mm, 12mm Nozzle
45mm Hose

Fire Door
(Normally Open With Self Closing Device)

CO2
22

Garbage

Fire Hydrant 40mm, 19mm Nozzle
45mm Hose

Fire Door
(Normally Closed With Self Closing Device)

CO2

MSB
CO2 M20
Room

CO2

Portable Foam
Applicator Unit 20 Litres

CO2
22

12
45

Portable Foam
Extinguisher Unit 9 Litres
Class AB

P
50

Machinery Spaces Deck 4
Store

CO2
5

Converter
Room

Portable Dry Powder
Extinguisher 6kG Class ABC

F
20L

CO2

CO2

P
6

543.5130

F
45

19

Portable CO2
Extinguisher 5kG Class BC

CO2

CO2
5

P
6

CO2
5

F
9
45

45

Water Fog Applicator

W

45

CO2
22

19

P
6

W.T.
Garbage Room

F
20L

CO2 Remote Control Station
And Ventilation Stops

P
45

Illustration 10.9b Machinery Space Firefighting Arrangements

P&O Aurora

Technical Operating Manual

Illustration 10.10a Machinery Space Hi-Fog System
Deck 1

To Deck 6

Deck 2

To Deck 2

To Deck 2

Pump Unit
To Deck 2
To Deck 2

To Deck 1
To Deck 1

To Deck 2

To Deck 1

To Deck 2

To
Deck 6

To Deck 1

To Deck 1
To Deck 1

FO Serv. Room

543.5130

Compartment 12

Compartment 11

Pump Unit Flow Diagram
Main
Power Supply
Emergency
Power Supply

Compartment 10

Compartment 8

PS

33

Main Engine No.1
(Starboard)

33

Main Engine No.2
(Port)

33

Main Engine No.3
(Starboard)

33

Main Engine No.4
(Port)

22

Separator Room No.1
(Starboard)

22

Separator Room No.2
(Port)

42

F.O. Service Room No.1
(Starboard)

42

F.O. Service Room No.2
(Port)

10

Boiler No.1
(Starboard)

Signal To
Alarm Panel
PS

Control
Panel
PS

Sea Water
(Fire Main)
PI
TI

PI

De-ionised
Water

Reservoir
Tank

PS

PS

PS

PS
PI
TI

42

Hydro. Pressure
Pumps
132L/min
105 - Bar 90kW

PS

Compressed Air
For Blowing Out
The System

Fresh Water
Hydrophor

Key

PS

Fire Main

PS

10

Issue: First

Dom. Fresh Water

Boiler No.2
Electrical Signal

Illustration 10.10a Machinery Space Hi-Fog System

P&O Aurora
10.10 Machinery Space Hi-Fog System

Technical Operating Manual

Heat Detector Head

Location
Above DG No.1
Above DG No.3
Separator room No.1
FO service room No.1
Boiler No.1

Maker:
Model:
Type:

(Note! The port FO service room and port separator room are on the same
branch section line. The starboard FO service room and starboard separator
room are on another branch section line.)

When pressure water is released into a section a pressure switch is activated
and this initiates the mimic panel signal ‘Fire Extinguishing Initiated’ and
illuminates an indicator in the section concerned.

The Hi-Fog plant consists of a reservoir tank containing fresh water, three high
pressure pumps taking suction from the reservoir tank, and a discharge main
with branches to the protected locations. Each branch pipe is isolated from the
pump discharge main by means of motorised valves which are opened and
closed by the control system. Spray nozzles are fitted to the branch pipes.

In automatic or semi-automatic operation the control system starts the pumps
one by one until all are operating.

Maker:
Model:

Semco Marine
Sem-Safe Watermist

Salen & Wicander Marin AB
SW-1K
Bi-metal

High Pressure Pump
Capacity:
Pressure:

132 l/min
105bar

Nozzles
16
16
4
20
1

Location
Above DG No.2
Above DG No.4
Separator room No.2
FO service room No.2
Boiler No.2

Nozzles
16
16
4
20
1

Introduction
The Hi-Fog system offers fire spread protection and fire extinguishing by
injecting a high density fine water mist into the machinery spaces. This mist
has a cooling effect on the fire and also acts to reduce oxygen levels locally as
the mist evaporates where the fire is centred. As it is only water mist, the safety
of personnel in the machinery spaces is ensured.
Heat detectors are fitted at the protected locations, initiating an alarm when
excessive temperatures are monitored. The Hi-Fog system can operate on
automatic, semi-automatic or manual control.
On automatic control, the heat detectors will automatically open the dedicated
fog release valve for the section in which the high temperature has been
detected. The high pressure pump(s) will then be started to discharge the water
as fog through the dedicated valves.
In semi-automatic mode, the system is operated from the mimic panel in the
ECR. At the mimic panel, switches for the sections to be protected are actuated
manually, opening the dedicated valve and starting the pump(s).
Manual fog release is by the operation of a bypass section valve immediately
outside the protected area. Opening of the valve bypasses the remotely
controlled valve and gives access for the high pressure water to the fog
nozzles. At the same time as opening the valve a local push button is pressed
to start the pump motor.
During the automatic or semi-automatic release of water into a section, the
control system will block the release of water into the another section.
Hi-Fog nozzles are located as follows:

Issue: First

The heat detectors may automatically activate opening of the motorised section
valve (on automatic control), but the control system may be set for semiautomatic operation. In this case the operator may then operate a switch to
open the necessary section valve. For manual operation, the heat detector has
no control over operation, as a bypass valve for the section concerned is
manually opened and a push button pressed to start the pump.

Procedure for Setting the Hi-Fog System for Automatic Operation
This procedure uses the mimic panel in the ECR.

The reservoir tank is provided with a level switch system which activates the
solenoid filling valves, a low level alarm and a plant shut down at low-low
level. Water for filling the reservoir tank is taken from the ship`s technical
water system and, failing that, from the sea water fire main. When the tank
level reaches about 60%, after starting of the pump(s), the tank switch opens
the filling solenoid valve to supply water to the tank. The filling solenoid valve
is closed by the level switch when the reservoir tank reaches 95% full. The
tank low level alarm is triggered when the reservoir is approximately 40% full
and the low-low alarm, accompanied by plant shut down, when the reservoir is
10% full.
The supply valve from the technical water system is motorised and will be
opened and closed by the control system depending upon the level in the
reservoir tank. Water enters the tank via a separator and fine filter, this ensures
that there are no solid particles of a size which could cause malfunction of the
Hi-Fog system. A transfer pump, located before the motorised valve, is
activated when the valve is open and ensures that water will be supplied to the
tank at the correct rate. Should the technical water system fail, a valve from the
fire main can be opened to supply sea water to the reservoir tank.
The high pressure pumps have a power supply from the main switchboard and
also from the emergency switchboard, with an automatic changeover. Pumps
deliver water under pressure to the high pressure main through non-return
valves. Each pump is fitted with a relief valve in its discharge line to return the
full pump flow to the reservoir tank and serve as protection, should the pump
be started without any branch section valve being open.
When a motorised section valve is opened, automatically, remotely or locally,
the pressure pump(s) will start and supply high pressure water from the
reservoir tank to the high pressure main and the section with the open valve.
The pressure transducer in that section will be activated, raising an alarm and
illuminating a light for that section on the mimic panel.

a) Ensure that there is electrical power at the Hi-Fog system control
panel and that the changeover system is operational, if necessary.
Check the panel lamp operation using the LAMP TEST button.
b) Select automatic operation at the control panel.
c) Open the reservoir tank filling valve.
d) Operate the start switch which will then indicate ‘System Ready’.
e) If the reservoir tank is not filled to the correct level, the control
system will operate to open the motorised supply valve and start
the transfer pump. When the correct tank level is achieved, the
filling pump will stop and the motorised supply valve will close.
f) The system is now set for automatic operation in which a heat
detector, if detecting a high enough temperature, will cause the
control system to sound an alarm, illuminate the section
temperature light, open the section motorised valve and start the
high pressure pump. The mimic panel section pressure light will
also be illuminated, indicating which section has been activated.
The audible alarm may be cancelled at the mimic panel. The
reservoir tank will be replenished automatically.
g) When the temperature at the detector head falls, indicating that
the fire has been extinguished, the section valve will close and the
high pressure pump will be stopped; the reservoir tank will be
filled automatically. Lamps at the mimic panel can be reset by
pressing the lamp RESET button.

10.10 Machinery Space Hi-Fog System Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.10a Machinery Space Hi-Fog System
Deck 1

To Deck 6

Deck 2

To Deck 2

To Deck 2

Pump Unit
To Deck 2
To Deck 2

To Deck 1
To Deck 1

To Deck 2

To Deck 1

To Deck 2

To
Deck 6

To Deck 1

To Deck 1
To Deck 1

FO Serv. Room

543.5130

Compartment 12

Compartment 11

Pump Unit Flow Diagram
Main
Power Supply
Emergency
Power Supply

Compartment 10

Compartment 8

PS

33

Main Engine No.1
(Starboard)

33

Main Engine No.2
(Port)

33

Main Engine No.3
(Starboard)

33

Main Engine No.4
(Port)

22

Separator Room No.1
(Starboard)

22

Separator Room No.2
(Port)

42

F.O. Service Room No.1
(Starboard)

42

F.O. Service Room No.2
(Port)

10

Boiler No.1
(Starboard)

Signal To
Alarm Panel
PS

Control
Panel
PS

Sea Water
(Fire Main)
PI
TI

PI

De-ionised
Water

Reservoir
Tank

PS

PS

PS

PS
PI
TI

42

Hydro. Pressure
Pumps
132L/min
105 - Bar 90kW

PS

Compressed Air
For Blowing Out
The System

Fresh Water
Hydrophor

Key

PS

Fire Main

PS

10

Issue: First

Dom. Fresh Water

Boiler No.2
Electrical Signal

Illustration 10.10a Machinery Space Hi-Fog System

P&O Aurora

Technical Operating Manual

Procedure for Setting the Hi-Fog System for Semi-Automatic Operation

Procedure for Setting the Hi-Fog System for Manual Operation

Maintenance

This procedure uses the mimic panel in the ECR.

The procedure makes use of the manual operation of section valves, located
just outside the section being protected, and of pump motor start buttons,
situated near the valve switch.

Monthly

a) Ensure that there is electrical power at the Hi-Fog system control
panel and that the changeover system is operational, if necessary.
Check the panel lamp operation using the LAMP TEST button.

Test the automatic changeover of the power supply
Test the local start and stop of the pump unit

b) Select semi-automatic operation at the control panel.

a) Ensure that there is electrical power at the Hi-Fog system control
panel and that the changeover system is operational, if necessary.
Check the panel lamp operation using the LAMP TEST button.

c) Open the reservoir tank filling valve.

b) Select manual operation at the control panel.

d) Operate the start switch which will then indicate ‘System Ready’.

c) Open the reservoir tank filling valve.

Test the local start and remote stop of the pump unit
Test the reservoir tank transfer pump
Every Six Months
Test the function of the level switches in the reservoir tank
Test of the start and running signals at the remote control stations

e) If the reservoir tank is not filled to the correct level, the control
system will operate to open the motorised supply valve and start
the transfer pump. When the correct tank level is achieved the
filling pump will stop and the motorised supply valve will close.
f) The system is now set for semi-automatic operation, in which a
heat detector, if detecting a high enough temperature, will cause
the control system to sound an alarm and illuminate the section
temperature light for the section where the high temperature has
been detected.
g) At the mimic panel, activate the switch for the high temperature
section motorised valve; this procedure also starts the high
pressure pump. The mimic panel section pressure light will be
illuminated, indicating which section has been activated. The
audible alarm may be cancelled at the mimic panel. The reservoir
tank will be replenished automatically.
h) When the temperature at the detector head falls, indicating that
the fire has been extinguished, the section temperature light will
be extinguished and the section valve may be closed; the high
pressure pump will be stopped at the same time. The reservoir
tank will be filled automatically. Lamps at the mimic panel can be
reset by pressing the Lamp Reset button.

Issue: First

d) Operate the start switch which will then indicate ‘System Ready’.
e) If the reservoir tank is not filled to the correct level, the control
system will operate to open the motorised supply valve and start
the transfer pump. When the correct tank level is achieved the
filling pump will stop and the motorised supply valve will close.
f) The system is now set for manual operation.

Test the function of the mimic panel switches for operating the section
valves
Every year
Test of the high pressure pump automatic start and the opening of
section valves by activating the thermal detector
Test of the ‘Fire Extinguishing Initiated’ signal by activation of the
pressure switches in the sections

g) If a heat detector detects a high temperature, the control system
will sound an alarm and illuminate the section temperature light
for the section where the high temperature has been detected.
h) The watchkeeper should react to this or to any individually
detected high temperature and open the section valve located just
outside the protected section. The high pressure pump will start
automatically.
i) When the fire is extinguished, the local valve is closed and the
high pressure pump stopped.

10.10 Machinery Space Hi-Fog System Page 2

P&O Aurora

Technical Operating Manual

Illustration 10.11a Galley Firefighting Arrangements
45

CO2
5

12

Gents
Toilets

45

Ladies
Toilets

DN

12

F
9

CO2

45

CO2
5

Key
Cafe Bordeaux

Cold
Store
Cold
Store

P
6

12

12

P
6

DN

UP

45

CO2
5

DN

CO2
5

CO2
5

Portable CO2
Extinguisher 5kG Class BC

P
6

Portable Dry Powder
Extinguisher 6kG Class ABC

Main Galley
F
9

UP

Crew
Galley

Portable Foam
Extinguisher Unit 9 Litres
Class AB
Manually Operated Call Point

Finishing
Galley

45

Fire Hydrant 40mm, 12mm Nozzle
45mm Hose

12

CO2
F
9

F
9

Cold

Chef
Office

Store

Cold
Store

UP

Fire Door
(Normally Open
With Self Closing Device)
Fire Blanket

Quarterdeck

Dance
Floor

Crew Mess Room
45

Crew Galley Deck 5

12

F
9

CO2
5

CO2
5

45
12

CO2 Remote Control Station

CO2
CO2

CO2
5

Cafe Bordeaux Deck 8
CO2 Fan Stop

Main Galley Deck 6

Electrical Power Shutdown

Store

Cold
Store

CO2
5

Bell Box Galley

DN

Cold
F
9

CO2
5

Store

CO2
5

Pantry
CO2
5
Ladies
Change
&
WC

Crystal Bar
Galley
CO2

F
9

CO2

Chiller
45
12

Cold
Store

Store

CO2
5

Bell Box Galley Deck 10

Issue: First

Dry
Store

Orangery Galley Deck 12

The Orangery
Sidewalk Cafe

Sidewalk Cafe Galley Deck 12

Illustration 10.11a Galley Firefighting Arrangements

P&O Aurora

Technical Operating Manual

10.11 Galley Firefighting Arrangements

Fixed Systems

10.12 Smoke Control Strategy

Main galley:
Crew galley:
Orangery galley:
Bell galley:
Cafe Bordeaux galley:
Sidewalk cafe:

The galleys are protected by the sprinkler system, which is described in section
10.5 and the galleys are also protected by their own individual CO2 systems,
which are described in section 10.6.

The smoke control strategy is a sub-function of the ship’s safety management
system (SMS) which combines the fire detection system, SMS and the HVAC
control system to prevent the spread of smoke to corridors and escape routes
in the case of fire.

Deck 6 Zone 6
Deck 5 Zone 6
Deck 12 Zone 6
Deck 10 Zone 6
Deck 8 Zone 6
Deck 13 Zone 5

Galleys aboard ships represent a very high risk of fire due to the very nature of
the equipment fitted. Added to the dangers of high cooking temperatures are
the risks and dangers incorporated with the movement of the ship. The use of
inflammable cooking oils and the high surface temperature of the cooking
equipment is also a prime risk. These oils have approximately the same
calorific value as fuel oils, with a flashpoint and auto-ignition temperature
similar to lubricating oils.

The galleys are also fitted with electrical isolation buttons which, when
activated, shut down all electrical supplies to galley hot consumers.
Portable Firefighting Equipment
There are extinguishers stowed at various locations throughout the galleys,
consisting of CO2 foam and powder extinguishers. There are also fire blankets
and fire hose branch outlets. The location of these items is shown above on the
illustration 10.11a.
Fire Detection

Deep Fat Fryers
Possibly the most notorious items of equipment in the galleys are the deep fat
fryers. There is a history of fires aboard ships caused by fryers which have
been left switched on and unattended. These fryers are provided with
temperature controls and safety thermostats, provided these controls are
maintained in good order, regularly tested and logged they will be safe.
Cooking oils must be selected which have an automatic ignition temperature
well above the thermostat settings, so that there will be a significantly reduced
risk of the outbreak of a fire from deep fat fryers which have been
inadvertently left switched on.
Cleanliness
Any accumulation of excessive quantities of condensed oils, grease and dirt in
galley exhaust ducts has been a prime factor in many serious ship fires. Intense
heat can develop rapidly in these uptakes with the risk of breakthrough ignition
in the adjacent spaces through which the uptakes extend. As in the case of
machinery space oil fires, a prompt response is vital. Effective cleaning of the
galley exhaust ducts should be carried out as frequently as is necessary to
prevent the excessive build-up of inflammable deposits.

The smoke control strategy has been utilised to best control the evacuation or
containment of smoke from a given room or compartment.

The galleys are fitted with manual alarm call points, smoke detectors, heat
detectors and optical flame detectors. The location of each type of detector is
dependent on the type of equipment in the immediate vicinity of the detector.
Ventilation
The ventilation for the galleys can be shutdown from the SMS system via the
ESD system. Activation of a ventilation shutdown for a galley will
automatically close all the associated dampers in that galley.

The strategy consists of stopping or starting specific fans and opening or
closing specific dampers to contain or evacuate the smoke in or from a room,
compartment or stair tower. These fans and dampers are programmed into the
SMS database for operation when a given emergency occurs in an area or
room.
On detection of smoke in an area, a signal is sent from the fire detection system
to alert the SMS. The SMS database defines the appropriate strategies to be
implemented and sends signals to the HVAC control system. The HVAC
control system interprets the signals as a specific configuration of fans and
dampers and operates them accordingly.
A message is displayed on the SMS and the IMACs to the effect that a smoke
strategy is in operation.
The normal configuration of the AC system is reactivated from the IMACs
provided that the original fire detection alarm has been cleared. For the
purposes of post incident smoke clearance, a password protected restart of the
AC system from the IMACs is provided. This will function without receiving
the signal that the smoke detector has been reset.
The atrium is served by dedicated smoke clearance fans, which operate
automatically following the detection of smoke in the atrium. Manual
operation of these fans is also available.

Galley staff must be trained in the operation of the galley firefighting systems
and the correct use of the portable fire extinguishers. Galley staff must also be
familiar with stopping the galley ventilation system and also be able to isolate
the electrical power supplies in an emergency situation.

Issue: First

10.11 Galley Firefighting Arrangements Page 1
10.12 Smoke Control Strategy Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.13a Watertight and Spashtight Doors
STD-04-7-04
STD-04-7-01

Emergency Station 7

STD-04-6-01

STD-04-7-03

Key

STD-04-7-02
Emergency Station 6
STD-04-5-11

Compartments

Emergency Station 5.2
Water tight Doors

STD-04-5-07
STD-04-5-03
STD-04-5-05

Splash Tight Doors

Emergency Station 5.1
STD-04-5-01
Emergency Station 4

UP

Zone 7

Emergency Stations
Zones
STD-04-4-01

Zone 6

Emergency Station 3
UP

Deck - 4
Zone 5

B WTD-03-7-05

Emergency Station 2

B WTD-03-7-03
B WTD-03-7-01

Zone 4

A WTD-03-5-03

Zone 3

A WTD-03-5-07
C WTD-03-5-06
A WTD-03-5-01
A WTD-03-5-04
Zone 7

Zone 2

A WTD-03-5-08
A WTD-03-5-02
A WTD-03-4-01
A WTD-03-4-02

Zone 6

A WTD-03-3-01
A WTD-03-3-02
A WTD-03-2-01
Zone 5

A WTD-03-2-02

Deck - 3
C WTD-03-1-01
Zone 4

Zone 3

Zone 2

Issue: First

Illustration 10.13a Watertight and Splashtight Doors

P&O Aurora

Technical Operating Manual

10.13 Watertight and Splashtight Doors

Watertight Doors Fitted

Introduction

Door No.

Deck

Size
Frame (H x W mm)

Door
Cat.

Fire
Zone

Emergency
Station

01-2-01

1

270

2000x1200

B

2

2

01-3-01

1

254

2000x1200

B

2

2

01-3-02

1

254

2000x1200

B

2

2

01-4-01

1

218

2000x1200

C

3

3

01-4-03

1

200

2000x1200

C

4

4

01-5-01 #

1

178

2200x2000

B

4

4

01-5-03 #

1

156

2200x2000

B

5

5

01-5-05 #

1

128

2200x2000

B

5

5

Door Controls

01-5-07 #

1

110

2200x2000

B

5

5

01-6-01 #

1

94

2200x2000

B

6

6

Watertight doors can be set for general closing or local closing at the control
station on the bridge. They must be set for local control at all times except
during an emergency, a drill or for testing purposes.

01-6-03 #

1

78

2200x2000

B

6

6

02-2-02

2

270

2000x900

A

3

2

Drills

02-3-01

2

254

2000x900

A

3

2

The operation of watertight doors must be tested at drills as follows:

02-3-02

2

234

2000x900

A

3

3

02-4-01

2

218

2000x900

A

3

3

02-4-02

2

202

2000x900

A

4

4

02-5-01

2

178

2000x900

A

4

4

02-5-02

2

178

2000x900

A

4

4

03-1-01

3

324

2000x900

C

2

2

03-2-01

3

290

2000x900

A

2

2

03-2-02

3

270

2000x900

A

2

2

Door Construction

03-3-01

3

254

2000x900

A

2

2

03-3-02

3

234

2000x900

A

3

3

03-4-01

3

218

2000x900

A

3

3

03-4-02

3

202

2000x900

A

4

4

03-5-01

3

178

2000x900

A

4

4

Sliding doors operate horizontally. The door moves in a frame attached to the
watertight bulkhead. Rollers are attached to the door at the top and bottom and
these run on rails which are attached to the watertight bulkhead. The rail is
recessed into the floor and is covered by a hinged cover plate which is raised
automatically when the door is opening or closing and is lowered
automatically when the door reaches the fully open or fully closed position.
The plate can also be lifted manually to allow for inspection and cleaning.

03-5-02

3

178

2000x900

A

4

4

03-5-03

3

162

2000x900

A

5

5

03-5-04

3

162

2000x900

A

5

5

03-5-06

3

132

2000x1200

C

5

5

Watertight doors are fitted to allow the passage of personnel and goods through
watertight bulkheads. These doors are essential to the watertight integrity of
the ship and must be treated in accordance with the strict rules which govern
the operation of watertight doors. Watertight doors fitted in the ship comply
with SOLAS II-1 regulations.
When the fire screen doors are closed remotely for any complete zone, the
watertight doors forming the boundaries to that zone will close automatically.
When the CO2 release mechanism is operated, doors specific to that area will
close and must not be used as an exit.
Splashtight doors on deck 4 are watertight for a reduced water head of
approximately 1m. These doors are normally open, but must be closed in the
event of any damage to ensure that progressive flooding does not take place.
Watertight Door Categories
There are three types of watertight door.
Type A
Type A doors may be kept open but must be closed when the ship is operating
in hazardous water, reduced visibility, within port limits or compulsory
pilotage, or when the Master considers the situation hazardous.
Type B
Type B doors must be closed but may be left open when personnel are working
in adjacent compartments.
Type C
Type C doors must be closed and may only be open for sufficient time to allow
personnel to pass through.
The Master may authorise any watertight door to be open for a specific purpose
and for a specific time. The details must be recorded in the official log book.

Issue: First

03-5-07

3

176

2000x900

A

5

5

03-5-08

3

176

2000x900

A

5

5

03-7-01#

3

62

2000x2000

B

6

6

03-7-03#

3

46

2000x2000

B

7

7

03-7-05#

3

26

2000x2000

B

7

7

#
These doors have mechanical locks fitted at sea to ensure that the door
cannot open further than 1200mm. These doors may open a further 1200mm
to enable essential maintenance work to be undertaken when the ship is in port
and on the express permission of the Master. The times of opening the doors
beyond 1200mm and securing to 1200mm must be entered in the official log.

1) Any door which is normally kept closed is to be opened and then
closed at intervals not exceeding seven days. The operation may
be delayed if the operational situation is hazardous.
2) All doors are to be opened and closed prior to departure of the
ship from port, if it is to remain at sea for more than seven days.
3) Those doors which may be kept open or opened at any time
during a voyages are to be opened and closed daily.

When the door is closed it seals against the frame with wedges and brass
seating strips. Double doors seal against each other when closed. Limit
switches at each end of the door are triggered when the door is fully open or
fully closed and this shuts off the pressure oil flow to the actuating cylinder and
also provides for the door position indication on the SMS mimic diagram.

10.13 Watertight and Splashtight Doors Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.13b Watertight amd Splashtight Doors

Key
Compartments
A WTD-02-5-01
Water tight Doors
A WTD-02-5-02
A WTD-02-4-01
A WTD-02-4-02

Zone 6

A WTD-02-3-01
A WTD-02-3-02
A WTD-02-2-02

Deck - 2

Zone 5

B WTD-01-6-03
B WTD-01-6-01

Zone 4

B WTD-01-5-07
Zone 3

B WTD-01-5-05

B WTD-01-5-03
Zone 2
B WTD-01-5-01
C WTD-01-4-03
Zone 6

C WTD-01-4-01

B WTD-01-3-01
B WTD-01-3-02

Deck - 1

Zone 5

B WTD-01-2-01

Zone 4
Up

Zone 3

Zone 2

Issue: First

Illustration 10.13b Watertight and Splashtight Doors

P&O Aurora
Door Closing and Opening System
Watertight doors are closed and opened by means of an electro-hydraulic
system. Each door also has a manual arrangement which allows for local
operation in an emergency should the powered system fail. Each door has its
own power pack which comprises an electric motor driven hydraulic pump, a
nitrogen charged accumulator, an emergency hand pump, an electric control
board and an emergency switchboard. When fully charged, the accumulator
has sufficient capacity for three operations of the watertight door (closing,
opening, closing) should the power supply fail. In the event of electrical power
failure or failure of the power pack, the door may be operated by means of a
hand pump. These are located on each side of a door, with the emergency
control handles.
The safety centre has a ‘Seanet’ panel with the master mode switches for the
watertight and splash tight doors. Each switch has a position for general
closing and local/SMS control. The panel also has control switches for other
equipment which can have an influence on stability and flooding control. Cross
flooding valves and swimming pool discharge valves can be put on general
opening or local/SMS control. The black and grey water remote valves can be
put on general closing or local/SMS control to isolate the sections of the
pipework for these systems which pass through the watertight bulkheads.
Selection of the general closing position enables all doors to be closed at the
same time. If the switch is in the local/SMS control position, the doors can be
operated locally as well as through the SMS system. The status of the doors is
shown on the SMS mimic display for watertight doors. Although there may be
a general closing signal from the Seanet panel, local operation of each door is
still possible. With the door closed, it is possible to open it locally by moving
the local control lever. When the door is open, releasing the lever results in the
door closing immediately because it is the under the control of the Seanet
panel. When a door is closing, local audible and visual alarms are activated.

Technical Operating Manual
In the event of electrical failure or power pack hydraulic failure a door may be
opened and closed locally under emergency conditions. Each side of a door is
provided with an emergency hand operated pump with its own oil reservoir.
The control lever is moved to the OPEN or CLOSE position and the hand
pump operated in order to open or close the door. In an emergency situation
where local access to the door controls and local handpump is prevented, it is
possible to close doors from the emergency stations located on deck 4. The
emergency stations also house the starter boards for the watertight and
splashtight doors.
During the opening and closing of doors in the procedures described below,
whether under safety centre or local/SMS control, local audible and flashing
light warning alarms are activated. Indicator lights are located at both sides of
all watertight doors, at the power pack and as indicators on the SMS mimic
display. A red indicator signifies that the door is open and a green indicator that
the door is closed. These indicators are activated by the door limit switches and
they should be observed when operating the doors locally.

Procedure for the Local Control of Watertight Doors
a) With the Seanet panel selector switch set to LOCAL
CONTROL/SMS, each door may be opened and closed locally
using the valve control lever at either side of the door.
b) If the door is closed, movement of the local control lever to the
OPEN position will cause the door to open. If the door is open,
movement of the local control lever to the CLOSE position will
cause the door to close.

Procedure for Operating the Watertight Doors
a) Ensure that the double doors are only open to the extent allowed
and that the closed portion is locked in position.
b) At the Seanet panel, move the selector switch to the LOCAL
CONTROL/SMS position.
c) Check the indicator lamps to ensure that they are operational.
d) At the mimic display on the SMS mimic, check the status of all
doors; this gives the open or closed position and also indicates the
status of the hydraulic power pack for each door.
e) The watertight doors are in operating condition.

When the local control position is selected, opening and closing of individual
doors is possible by moving the control lever. Levers are fitted at both sides of
the door. When the local/SMS control position is selected at the Seanet panel,
the doors will not change their current status; doors which are open will remain
open and those which are closed will remain closed. Moving the local control
lever will cause a closed door to open (or an open door to close) and the door
will stay in that position when the lever is released, as the door is under local
control. After passing through a door which has been opened, the local control
lever on the other side of the door must be moved to the CLOSE position in
order to close the door.

Doors can be closed from the wheelhouse but they cannot be opened from
there. Doors can only be opened locally and so the switch must be moved to
the LOCAL CONTROL/SMS position so that each door may be opened under
local control, in order to resume the normal status if circumstances permit. This
would be the situation following a drill, but if a compartment had been flooded,
the door must not be opened until the flooding had been stopped and the water
pumped out.

Procedure for the Emergency Closing of all Watertight Doors from the
Safety Centre
a) At the Seanet panel, turn the selector switch to the GENERAL
CLOSING position.

c) The door will remain in the new position and will not
automatically resume its previous position. After passage through
a door which has been opened, the local control lever on the other
side of the door is moved to the CLOSE position and the door will
close.
Procedure for the Local Control of Watertight Doors Which Have Been
Closed from the Wheelhouse
a) Doors have been closed by selecting the GENERAL CLOSING
position on the Seanet panel selector switch.
b) At the local control position by a closed door, the local control
lever is moved to the OPEN position and the door will open.
c) When safe to do so, pass through the opened door quickly still
holding the lever in the open position. Upon releasing the control
lever the door will begin to close under the control of the Seanet
panel because the selector switch is still in the GENERAL
CLOSING position.

b) All watertight doors will close. On the SMS mimic display, check
that all doors are closing simultaneously.
c) Check that all doors close by observing the indicators on the
display. The limit switches will stop further movement of the door
when it reaches the closed position and trigger a signal to change
the display.

Issue: First

10.13 Watertight and Splashtight Doors Page 2

P&O Aurora

Technical Operating Manual

Illustration 10.13c Watertight Doors Control System

Watertight Door Type FD

Warning Light
For Door Closing
Junction Box

Key

Control Module

Emergency Station

Manual Open/close
Control Valve

Hydraulic Oil
Level
Switch

Oil
Tank

LI

This Scheme
Refers To One Door

Gauge

Level
Sight
Glasses

Valid For All Doors
Motor

Hand Pump
Filter
Hand
Pump

Adjusters
Deck - 4 Bulkhead Deck
Filter
Open
Diff.
Pressure
Switch

Electric
Gear
Pump

Low
Pressure
Switch

Pressure
Gauge

Solenoid
Valve

Flow
Control Valve

Door
Cylinder

Pilot
Check
Valve

100 - Bar

Closed

P2

M

100 - Bar

T2

Open/Close
Control
Valve

Hydraulic
Limit Switch
(For '1200mm' Doors)

Hand
Pump

Door
Cylinder

Bulkhead
Operating
Handles
Accumulator
Oil
Tank

Issue: First

Illustration 10.13c Watertight Doors Control System

P&O Aurora

Technical Operating Manual

Procedure for the Emergency Manual Control of Watertight Doors using
Local Hand Pumps

Procedure for Opening Watertight Doors with an Opening Width in
Excess of 1200mm

(Note! This procedure is only possible with the hydraulic power pack pump
not operating and the accumulators unloaded so that there is no hydraulic
pressure in the pipe system.)

Doors 01-5-01, 01-5-03, 01-5-05, 01-5-07, 01-6-01, 01-6-03, 03-7-01, 03-7-03
and 03-7-05 can be opened more than 1200mm. They are fitted with
mechanical locks to ensure that they cannot open more than 1200mm unless
specific action is taken.

Splashtight Doors
These doors are all located on deck 4.

a) At the door, move the control lever to the CLOSE position if the
door is to be closed or to the OPEN position if the door is to be
opened and hold the lever in that position.
b) Operate the hand pump until the door is fully closed or fully open.
Procedure for Closing Watertight Doors using the Hand Pump located at
the Hydraulic Power Pack
In the event of a hydraulic power pack failure with a door in the open position,
the door may be closed using the hand pump located at the power pack unit.

Door No

Deck

Frame Size (mm)

Door
Cat.

Fire
Zone

Emergency
Station

04-2-01

4

290

2100x1400

A

2

2

04-2-02

4

290

2100x900

A

2

2

04-3-01

4

254

2100x2000

A

2

2

04-3-02

4

254

2100x900

A

2

2

04-4-01

4

218

2100x1900

A

3

3

04-4-02 H

4

218

2100x900

A

3

3

04-4-03 H

4

218

2100x900

A

3

3

04-5-01

4

178

2100x1900

A

4

4

04-5-02 H

4

178

2100x900

A

4

4

c) Perform the local control opening procedure.

04-5-03

4

162

2100x1900

A

5

5

d) When the door is fully open, the bypass valve must be closed.

04-5-04 H

4

162

2100x900

A

5

5

04-5-05 H

4

162

2100x900

A

5

5

04-5-06 H

4

142

2100x900

A

5

5

04-5-07

4

146

2100x1900

A

5

5

04-5-09 H

4

142

2100x900

A

5

5

04-5-11

4

110

2100x1900

A

5

5

04-6-01

4

94

2100x1900

A

6

6

04-6-02 H

4

110

2100x900

A

5

5

04-6-03

4

103

2100x1200

A

6

6

04-7-01

4

62

2100x1900

A

6

6

04-7-02

4

62

2100x1900

A

6

6

04-7-03

4

26

2100x1900

A

7

7

04-7-04

4

26

2100x1900

A

7

7

During opening from the closed position, the door activates a limit switch
when the open width reaches 1200mm. This switch activates the control
system which closes the oil pressure lines to the opening/closing cylinders and
the door stops. In this condition the door may be opened and closed as
described in the procedures above. In order to open the door to its full width,
additional action is needed together with the Master’s permission:
a) Remove the mechanical lock attached to the bulkhead and the
door.
b) Open the bypass valve located at the hydraulic limit switch.

a) Move the control valve on the power unit to the CLOSE position.
b) Operate the hand pump until the door is completely closed.
c) Stop pumping when the light indicates that the door is closed.
(Note! This emergency closing operation may also be performed from the
power pack, if the power pack is operating and supplying hydraulic pressure.
In this case the hand pump does not need to be operated.)
Procedure for Closing Watertight Doors Using the Hand Pump Located
at the Emergency Station on Deck 4
In the event of hydraulic power pack and other system failure, with local
access to the door being prevented and with a door in the open position, it is
possible to close the door using the hand pump located at the emergency
station on deck 4.
a) Move the control valve on the power unit to the CLOSE position.
b) Operate the hand pump until the door is completely closed.
c) Stop pumping when the indicator shows that the door is closed.

e) The door may be closed hydraulically from the safety centre or
the local position. When the door is closed again the mechanical
lock must be placed back in position and secured.

(H: Splashtight door, hinged)
Splash tight doors are of the sliding type and the hinged type. Packing around
the perimeter of the door frame ensures an effective seal when the door is
closed. After a hinged door is closed, latches keep the door securely held
against the frame. These latches are operated by the door as it closes. The
latches are released manually prior to moving the local control lever to open
the door.

Issue: First

10.13 Watertight and Splashtight Doors Page 3

P&O Aurora

Technical Operating Manual

Opening and Closing of Splashtight Doors

Emergency Control Rooms Located on Deck 4

Audible and visual warnings are given when a door is opening or closing.

These rooms contain Winners control cabinets for the control of the remotely
operated valves, the starter boards for the watertight and splashtight doors and
the emergency handpumps for operating the watertight doors from deck 4.

The doors are operated from a selector switch in the safety centre on the Seanet
panel. The switch can select GENERAL CLOSING and LOCAL
CONTROL/SMS. The procedure for closing all splashtight doors is the same
as for the watertight doors and the action of turning the selector switch to
GENERAL CLOSING will ensure that all splashtight doors close. Indicators
are fitted locally and at the SMS mimic.
With the switch in the LOCAL CONTROL/SMS position, the doors may be
closed and opened locally by means of levers on both sides of each door.
Upon GENERAL CLOSING control from the safety centre, individual doors
may be opened in order to allow for passage by operating the local control
lever. Upon releasing the lever the door will close again.
With the switch in the LOCAL CONTROL/SMS position, doors may be
opened or closed locally from either side, by means of the control lever.

Accommodation Emergency Station 3
Winners Control Cabinet WCC 3.0
Control and Signalling Cabinet
Starter board for STD 04-04-01

Accommodation Emergency Station 2

Starter board for WTD 03-03-02

Winners Control Cabinet WCC 2.0

Starter board for WTD 02-03-02

Control and Signalling Cabinet

Starter board for WTD 03-04-01

Starter board for WTD 03-1-01

Starter board for WTD 02-04-01

Starter board for WTD 03-2-01

Starter board for WTD 01-04-01

Starter board for WTD 03-2-02

Handpump for WTD

03-2-02

Starter board for WTD 02-2-02

Handpump for WTD

02-3-02

Starter board for WTD 01-2-01

Handpump for WTD

03-4-01

Starter board for WTD 03-3-01

Handpump for WTD

02-4-01

Starter board for WTD 02-3-01

Handpump for WTD

01-4-01

Starter board for WTD 01-3-02
Starter board for WTD 01-3-01

Issue: First

Handpump for WTD

03-1-01

Handpump for WTD

03-2-01

Handpump for WTD

03-2-02

Handpump for WTD

02-2-02

Handpump for WTD

01-2-01

Handpump for WTD

03-3-01

Handpump for WTD

02-3-01

Handpump for WTD

01-3-02

Handpump for WTD

01-3-01

556

10.13 Watertight and Splashtight Doors Page 4

P&O Aurora

Technical Operating Manual

Accommodation Emergency Station 4

Accommodation Emergency Station 5.1

Accommodation Emergency Station 6

Winners Control Cabinet WCC 4.0

Control and Signalling Cabinet

Winners Control Cabinet WCC 6.0

Control and Signalling Cabinet

Starter board for STD 04-5-11

Control and Signalling Cabinet

Starter board for STD 04-5-01

Starter board for STD 04-5-07

Starter board for STD 04-06-01

Starter board for WTD 03-5-02

Starter board for STD 04-5-03

Starter board for STD 04-06-03

Starter board for WTD 03-5-01

Starter board for WTD 03-5-08

Starter board for STD 04-07-01

Starter board for WTD 03-4-02

Starter board for WTD 03-5-07

Starter board for STD 04-07-02

Starter board for WTD 02-5-02

Starter board for WTD 03-5-06

Starter board for WTD 01-06-01

Starter board for WTD 02-5-01

Starter board for WTD 03-5-04

Starter board for WTD 01-06-03

Starter board for WTD 02-4-02

Starter board for WTD 03-5-03

Starter board for WTD 03-07-01

Starter board for WTD 01-5-01

Starter board for WTD 01-5-07

Handpump for WTD

01-6-01

Starter board for WTD 01-4-03

Starter board for WTD 01-5-05

Handpump for WTD

01-6-03

Handpump for WTD

03-5-02

Starter board for WTD 01-5-03

Handpump for WTD

03-7-01

Handpump for WTD

03-5-01

Handpump for WTD

03-5-08

Accommodation Emergency Station 7

Handpump for WTD

03-4-02

Handpump for WTD

03-5-07

Control Cabinet Refrigerant Gas leak detection

Handpump for WTD

02-5-02

Handpump for WTD

03-5-06

Control Cabinet Refrigerated Rooms

Handpump for WTD

02-5-01

Handpump for WTD

03-5-04

Winners Control Cabinet WCC 7.0

Handpump for WTD

02-4-02

Handpump for WTD

03-5-03

Control and Signalling Cabinet

Handpump for WTD

01-5-01

Handpump for WTD

01-5-07

Starter board for STD 04-07-03

Handpump for WTD

01-4-03

Handpump for WTD

01-5-05

Starter board for STD 04-07-04

Handpump for WTD

01-5-03

Starter board for WTD 03-07-03

Issue: First

Accommodation Emergency Station 5.2

Starter board for WTD 03-07-05

Winners Control Cabinet WCC 3.0

Handpump for WTD

03-7-03

ESD 5.2

Handpump for WTD

03-7-05

10.13 Watertight and Splashtight Doors Page 5

P&O Aurora

Technical Operating Manual

10.14 Flood Water Removal Systems
Flood Removal Systems

Pumps require electrical power for operation and in the event of serious
flooding in the diesel generator compartments, electrical power may not be
available except from the emergency generator. The action which can be taken
depends upon particular circumstances. Speed is essential in getting the
flooding control systems operational. Technical staff should be fully
conversant with the procedures required as there would not be any time to
consult any literature or diagrams.

DG No.s 1 and 2 cooling SW pump No.1

1450 m3/h at 2.8bar

DG No.s 3 and 4 cooling SW pump No.1

1450 m3/h at 2.8bar

Bilge/Ballast pump No.1

225 m3/h at 2.0bar

Bilge/Ballast pump No.2

225 m3/h at 2.0bar

Refer to the following sections:

Bilge/Ballast pump No.3

225 m3/h at 2.0bar

2.3.1

Sea Water Systems General Service and DG SW Systems

Emergency bilge pump

225 m3/h at 2.0bar

6.6.1

Oily Bilge System

Oily bilge pump No.1 (forward thruster room) 20 m3/h at 3.0bar

6.6.3

Main Bilge System

Piston oily bilge pump No.1

20 m3/h at 3.0bar

6.6.5

Remote Valve Control System

Piston oily bilge pump No.2

20 m3/h at 3.0bar

10.13

Watertight and Splashtight Doors

Bilge ejector port (forward thruster room bilges)
Bilge ejector starboard (forward thruster room bilges)
Introduction
Flooding of the machinery spaces in the lower part of the hull can be extremely
serious even if only one or two compartments are flooded, as machinery will
be damaged and there will be an adverse effect on stability. If the
compartments containing the diesel generator engines are flooded, propulsion
and the main electrical supply will be lost. Water in compartments will cause
the ship to sink lower in the water and there will also be a free surface effect
which has an adverse effect on the stability of the ship.
Water can enter the ship in large quantities if the hull is punctured due to
collision or grounding, but flooding of a compartment can also occur if a main
sea water pipe or valve is fractured. The double bottom tank system reduces
the risk of flooding due to grounding but it does not eliminate it. A collision
can breach a length of the hull and this may extend over more than one
compartment resulting in serious flooding. Fracture or failure of part of the sea
water pipe system can cause flooding in a particular compartment and it may
not be possible to close the sea suction valve.
Flood water must be removed from the hull as quickly as possible and the
pumps must be kept running until the risk of flooding ceases. A number of
pumps are available to remove flood water from the ship and which system is
used depends upon the extent and location of the flooding. The sea water
cooling pumps serving the diesel generator compartments 11 and 12 are fitted
with direct bilge suction valves. These valves have extended handles allowing
the valve to be opened even when some flooding has taken place. It is essential
that technical department staff know the location of the valve handles as in the
event of serious flooding, water may be at a level which obscures the valve.

Issue: First

The procedure described below assumes that watertight doors have been
closed and that full electrical power is available to drive the pumps to be used.

f) If the water level continues to rise, isolate the electrical supply to
equipment with which the sea water is likely to come into contact.
g) If the flooding is severe, stop all equipment in the compartment
and shut all sea suction valves. Start the emergency generator
should there be any risk to the main electrical supply.
h) If the flooding can be contained, maintain the pump(s) in
operation until the water level falls and a repair can be carried out.
In the case of a hull breach, this will be a temporary repair until
the ship reaches port.
i) If the hull is breached closer to the water line than at the ship’s
bottom, flood water will enter the hull and run to the bilge wells
via internal scuppers. Water is removed from the ship as detailed
above, but attention needs to be given to protecting equipment
higher up in the ship to ensure that it is not damaged by the
incoming water.

Procedure for Dealing with Low Level Flooding of a Compartment
a) Upon detecting flooding, summon assistance by activating the
technical department’s emergency call alarm.
b) Inform the wheelhouse of the situation and request a reduction in
speed.
c) Close the watertight doors to the compartment being flooded in
order to contain the water.
d) Open the bilge pump suction valves for the compartment and the
direct overboard discharge valves.
e) Start the bilge and ballast pump(s) in order to pump water from
the compartment. If the flooding is in either of the diesel
generator compartments 11 and 12 and the bilge pump(s) cannot
contain the flooding, the direct bilge suction on the No.1 sea water
cooling pump should be opened and the sea suction valve closed.
(Note! If the flooding is due to failure of a sea water pipe rather than breach of
the hull, that pipe should be isolated to stop the flooding. Depending upon the
location of the pipe failure, it may be necessary to close down the cooling
system linked to the sea water system. That also means shutting down the
items of equipment, including diesel generators, supplied by that cooling
system. Fracture of a sea suction valve chest can be considered as a breach of
the hull.)

558

10.14 Flood Water Removal Systems Page 1

P&O Aurora

Technical Operating Manual

10.15 Trim and Stability
Ship’s length overall:
Ship’s length between perpendiculars:
Ship’s max. breadth, moulded up to deck 9:
Ship’s max. breadth, moulded above deck 9:
Design draught:
Deadweight at 8.0m draught:
Keelplate thickness:
Shell average thickness:
Passenger crowding:

272.1m
242.6m
32.2m
33.6m
8.09m
5864tonnes
18mm
15mm

General Precautions Against Capsizing

Cross Flooding Devices

Care should be taken to ensure that the stores and spares allocated to the ship
are capable of being stowed so that comp1iance with the KG (fluid ) or GM
(fluid) requirements can be achieved. If necessary, the amount of stores and
spares should be limited to the extent that ballast weight may be required.

The heeling system described in section 6.6.4 constitutes a major part of the
ship’s cross flooding ability. The pumps and valves used in the two heeling
systems have bypass valves fitted to enable cross flooding. The forward
heeling system bypass valve is 782A1001 and for the aft system the valve is
782A1002. The forward system cross flood is designated CF3 and the aft
system CF6.

Before a voyage commences, care should be taken to ensure that the stores and
any sizable pieces of spare equipment have been properly stowed or lashed so
as to minimise the possibility of both longitudinal and lateral shifting while at
sea, under the effect of rolling and pitching.

1,950 passengers is equal to 146 tons

There are cross flooding pipes fitted in compartment 10: CF4P to BW DB 10P
and CF5S to BW DB 10S respectively and also in compartment 11: CF5P to
BW DB 11P and CF5S to BW DB 11S respectively.

Openings in Watertight Bulkheads
Down Flooding Ducts

Trim and Stability Booklet
All specific data relating to Aurora’s trim and stability is contained in the ship’s
trim and stability booklet. This booklet was produced by the shipyard using a
Lloyds approved NAPA program. This document is freely available on board.
The booklet contains stability curves and calculations of metacentric height
that take into account trim, heel and floating positions.
All data necessary to maintain sufficient intact stability under service
conditions enabling the ship to withstand critical damage is contained within
the booklet.
The contents of Aurora’s trim and stability book satisfy the requirements of
the Merchant Shipping Regulations.

Watertight doors shall be operated according to company regulations and the
Captain’s standing orders.
Any portable plates shall be in place before the ship leaves port, and shall not
be removed during passage except in the case of an emergency, at the
discretion of the Captain. The times of removal and replacement of any
portable plates shall be recorded in the official log book.

Designation

Frame

Duct Area (m2)

DN 52 S

254-256

0.135

DN 52 P

254-256

0.135

Drills for watertight door operation, side scuttles, valves and scupper closing
mechanisms will take place weekly.

DN 61 S

252-254

0.228

DN 61 P

252-254

0.228

Free Surface Effects

DN 71 S

233-234

0.046

DN 71 P

233-234

0.049

DN 72 S

218-219

0.045

DN 72 P

218-219

0.048

DN 91 S

200-202

0.380

DN 91 P

200-202

0.577

DN 92 S

178-180

0.380

DN 92 P

178-180

0.578

DN 101 S

176-178

0.535

DN 101 P

176-178

1.108

Stability Computer

Provided that a tank is comp1etely fi1led with liquid, no movement of the
liquid is possible and the effect on the stability of the ship is the same as if the
tank contained solid material.

Aurora has a stability computer on board which carries out calculations
regarding loading conditions by utilising the method and particular options
described in its instructions. That instruction book should be studied by all
concerned.

Immediately a quantity of 1iquid is withdrawn from a tank the stability of the
ship is adversely affected. This phenomenon is called the 'Free Surface Effect'
and results in a loss of metacentric height or a virtual rise in the ship’s centre
of gravity.

Remote Operated Valves

The free surface effect is of particular importance when tanks are ballasted at
sea and a suitable free surface moment should be allocated to the tank or tanks
in use.

A list of remote operated valves essential to maintain the integrity of
watertight subdivision or to effect crossflooding, is given on the ship’s damage
control plan and the damage control manual. The damage control manual
should be studied by all concerned.

The following down flooding ducts are fitted at deck 3 level:

The free surface moments are provided in the capacity tables within the ship’s
trim and stability book. Free surface moments should be corrected according
to the liquid’s specific gravity.

There is a further flooding device FL1, consisting of a duct on the inboard
bulkhead of the garbage room at deck 2 level.

Stability of Passenger Ships in Damaged Condition
Sufficient intact stability is provided in all service conditions so as to enable
the ship to withstand the final stage of flooding of any one of the main
compartments which is within the classified floodable 1ength.

Issue: First

10.15 Trim and Stability Page 1

P&O Aurora

Technical Operating Manual

Illustration 10.16a Life Saving Equipment Decks 3 and 4

Deck 3 - Himalaya Deck
Filters

Conv.

Store
Work
Shop

Hotel Store

Store

Conv.

Fresh Veg.

Store

Crew
Laund.

Fire Gear
Store
Conv.

Wine & Spirits

Photo
Lab
Garbage
Plant

Crew
Gym

Wine & Beer

Store

Conv.

Fire Zone VII

Fire Zone VI

Fire Zone V

Fire Zone IV

Fire Zone III

Fire Zone II

Fire Zone I

Key
Lifebuoy with 30m
Lifeline

Lifejackets...

Pilot Heavy Line

Pilot Ladder

x4

Lifebuoy with Self
Igniting Light
Deck 4-Granada

ECR
Shop
Store
Baggage Store
AC

Deck
Store

AC

Stores
Handling
Area
Garbage

Fire Zone VII

Issue: First

Fire Zone VI

Fire Zone V

Fire Zone IV

Fire Zone III

Fire Zone II

Fire Zone I

Illustration 10.16a Life Saving Equipment Decks 3 and 4

P&O Aurora

Technical Operating Manual

Illustration 10.16b Life Saving Equipment Decks 5 and 6

Deck 5-Formosa
Emerg.
Gen.
1
CO2 Bottle Store
Emerg.
Station

Battery Room
AC
Emergency
Switchboard
Emerg.
Gen.
2

AC

Comp.
Room

AC

Crew
Galley

Emergency
Station
Crew Recreation Room
Crew Mess
Room

Fire Zone VII

AC

AC

Palm
Court

Pantry

Crew Mess Room

Fire Zone VI

Fire Zone V

Fire Zone IV

Fire Zone III

Fire Zone II

Fire Zone I

Key

Lifebuoy with 30m
Lifeline
Lifebuoy with Self
Igniting Light

Deck 6-Ellora

Medina Restaurant

Alexandria Restaurant

Fire Zone VII

Issue: First

Fire Zone VI

Fire Zone V

Piccadilly
Court

Fire Zone IV

AC

Orchestra
Pit

AC

Fire Zone III

Fire Zone II

Forward
Mooring
Deck

Fire Zone I

Illustration 10.16b Life Saving Equipment Decks 5 and 6

P&O Aurora

Technical Operating Manual

Illustration 10.16c Life Saving Equipment Decks 7 and 8
x6

x7

x6

x6

x7

x6

x7

x7

x5

x53

EXIT

E

S

SPARE

x44

EXIT

x45

A

T

x9
x110
Carmens

CREW
Fashion Forum

Art Gallery

Champions

Andersons
Charlies

Mayfair

C

Crew
Pool

Masquerade

Monte Carlo
Dance
Floor

Mayfair Court

Band
Stand

Perfume

Deck 7 - Promenade Deck
x7

x6

x6

x6

x7

x6

x7

x7

x53

EXIT

S

Fire Zone VII

Fire Zone VI

Fire Zone V

Fire Zone IV

SPARE

x202

EXIT

B

x45

x44
x5

Fire Zone III

Fire Zone II

Key
EXIT

T

Inflatable Liferaft for Training
(37 Persons. Each)
SPARE

Lifejackets

Marine Evacuation
System (80 Persons. Supplementary)

Children's Lifejackets

S

Inflatable Liferaft
(37 Persons. Supplementary)

Embarkation Ladder

TYPE 111

Dual Watch VHF & Two Way VHF
Radio Telephone Apparatus

Muster Point

EXIT

Lifebuoy
Lifebuoy with Self
Igniting Light

Marine Evacuation
System (350 Persons. Each)

Immersion Suit
Lifebuoy with 30m
Lifeline

Radar Transponder
150 PERS.
TYPE 1

Crew Tender Lifeboat
(150 Persons)

150 PERS.

Rescumatic Descent
Controller

150 PERS.

TYPE 11

Crew Tender Lifeboat
(150 Persons)

Motor Lifeboat
(150 Persons)
Tender Lifeboat
(150 Persons)

x6
TYPE 1

TYPE 1

14
150 PERS.

TYPE 11

12

TYPE 11

10

150 PERS.

150 PERS.

TYPE 111

8
150 PERS.

TYPE 1

6
150 PERS.

TYPE 1

4
150 PERS.

2
150 PERS.

Toybox
Pool

Monkey
Cage

Cafe Bordeaux

Photo Gallery
Raffles Court

Finishing
Galley

x45

Raffles
Bar

Terrace
Pool

AC

B

Stage
Loft

The Playhouse
Conference
Room

Quarterdeck
Intergalactica

Vanderbilts

Library

x125

Decibels

Deck 8-Devanha
x6
TYPE 1

13
150 PERS.

Fire Zone VII

Issue: First

TYPE 11

TYPE 1

9

11
150 PERS.

TYPE 111

TYPE 11

150 PERS.

Fire Zone VI

5

7
150 PERS.

150 PERS.

TYPE 1

TYPE 1

3
150 PERS.

Fire Zone V

1
150 PERS.

Fire Zone IV

Fire Zone III

Fire Zone II

Illustration 10.16c Life Saving Equipment Decks 7 and 8

P&O Aurora

Technical Operating Manual

Illustration 10.16d Life Saving Equipment Decks 9,10,11 and 12

Deck 9
Canberra Deck

Deck 10
Britannia Deck

Fire Zone VII

Fire Zone II

Fire Zone VII

Fire Zone II

Key

Lifebuoy

Line-Throwing Appliance

Radar Transponder

Daylight Signalling Lamp

Lifebuoy with Self
Igniting Light

Box with 12 Rocket
Parachute Flares

Dual Watch VHF & Two Way VHF
Radio Telephone Apparatus

Lifejackets

Lifebuoy with Self
Igniting Light & Smoke Signal

Float Free Emergency
Indicator Radio Beacon (EPIRB)

Two Way Hand-Held Radio
Telephone Apparatus

Deck 11
Arcadia Deck

Fire Zone VII

Issue: First

Deck 12
Lido Deck

Fire Zone II

Fire Zone VII

Fire Zone II

Illustration 10.16d Life Saving Equipment Decks 9, 10, 11 and 12

P&O Aurora

Technical Operating Manual

Illustration 10.16e Life Saving Equipment Deck 14 and Elevation
TYPE 1

PS\STB

150 PERS.

150 PERS.

TYPE 1

12

TYPE 1

TYPE 11

9

150 PERS.

2

8

150 PERS.
TYPE 1

TYPE 1

TYPE 11

10

7

150 PERS.

PS\STB

150 PERS.

4

TYPE 1

PS\STB

x6

150 PERS.

11

PS\STB

1

TYPE 1

150 PERS.

3

6

PS\STB

150 PERS.

150 PERS.

PS\STB

PS\STB

TYPE 1

TYPE 111

150 PERS.

TYPE 111

x5

PS\STB

5

x4

x4

PS\STB

x5

150 PERS.

PS

STB

PS\STB
PS\STB

PS

STB

PS\STB
PS\STB
PS\STB

PS\STB

PS\STB

TYPE 1

EXIT

14

PS\STB

150 PERS.

PS\STB

x7

PS\STB

PS\STB

x1

x6

x6

EXIT

STB

x5

S

13

T

80 Pers. 350 Pers.

S

x44

PS\STB

150 PERS.

PS\STB

x7

x6

PS\STB

x6

x7

PS\STB PS\STB

PS\STB

STB

PS\STB

Fire Zone V

x44

x45

Fire Zone I
Key

x6

Fire Zone VI

x45

PS

PS\STB

Fire Zone VII

STB

PS

x1

PS\STB

TYPE 1

PS\STB

PS

x7

Fire Zone IV

PS\STB

Fire Zone III

Fire Zone II

TYPE 1

Motor Lifeboat
(150 Persons)

Lifejackets...

Marine Evacuation
System (350 Persons. Each)

Children
Lifejackets

Marine EvacuationSystem
(80 Persons. Supplementary)

Immersion Suit

S

Inflatable Liferaft
(37 Persons. Supplementary)

Pilot Heavy Line

T

Inflatable Liferaft for Training
(37 Persons. Each)

Embarkation
Ladder

Lifebuoy

Rescumatic
Descent Controller

Lifebuoy with 30m Lifeline

Radar
Transponder

150 PERS.
EXIT

SPARE

Deck 14-Sun Deck
Iberia

AC

Magrodome

Lift

AC

Lift

EXIT

Crows
Nest

Lift
Mach.

Medina

Lifebuoy with Self
Igniting Light

Lifebuoy with Self
Igniting Light &
Smoke Signal

Line-Throwing Appliance

Dual Watch VHF
& Two Way VHF
Radio Telephone
Apparatus

Two Way Hand-Held Radio
Telephone Apparatus

Fire Zone VII

Issue: First

Fire Zone VI

Fire Zone V

Fire Zone IV

Fire Zone III

Fire Zone II

Float Free Emergency
Indicator Radio Beacon (EPIRB)

Illustration 10.16e Life Saving Equipment Decks 14 and Elevation

Section 11: Emergency Procedures

P&O Aurora

Technical Operating Manual

Section 11 Emergency Procedures
The company produces an Emergency Response Organisation (ERO) file
which covers the official company regulations and guidelines on dealing with
specific emergencies such as man overboard procedures, helicopter
arrangements, bomb search routine, etc.

c) The PMS checks the network configuration and if necessary
switches ring main configuration to feed the deck substations.

9

Main Galley Substation Port

GD10.1

10

Main Galley Substation Stbd

GD10.2

d) The PMS sends a delayed restart signal to the air conditioning
system. The AC system has its own internal blackout restart
sequence.

11

Main Engine Substation 1 Port

ME10.1

12

Main Engine Substation 1 Stbd

ME10.2

13

Main Engine Substation 2 Port

ME20.1

14

Main Engine Substation 2 Stbd

ME20.2

15

Air Conditioning MCC

MD11

16

Air Conditioning MCC

MD21

17

Air Conditioning MCC

MD22

18

Air Conditioning MCC

MD23

The following descriptions deal with some of the emergency procedures from
a technical aspect.

e) The propulsion system and the thrusters (if required) have to be
manually restarted from an IMACs station.

11.1 Blackout

f) The AC compressors will be automatically restarted when a
request is received from the York control system.

A blackout will be monitored by the Power Management System from process
stations AS/P5.0 - AS/P6.0 and is defined as:
Busbar voltage on either main switchboard of less than 300 volts

The blackout resupply sequence times after voltage restoration to the main
switchboard are:
1) Circuit breaker M10 ringline closes:

3 seconds

19

Air Conditioning MCC

MD24

2) Circuit breaker M20 ringline closes:

6 seconds

20

Air Conditioning MCC

MD25

3) AC Plant restart zones 1 and 2:

30 seconds

21

Air Conditioning MCC

MD31

Both main switchboards are monitored independently. In the case of a blackout
all 6.6kV circuit breakers, except the engine room 6.6kV/690V transformers,
will trip via their undervoltage trips.

3) AC Plant restart zone 3:

35 seconds

22

Air Conditioning MCC

MD32

3) AC Plant restart zone 4:

40 seconds

23

Air Conditioning MCC

MD41

Power Restoration

3) AC Plant restart zone 5:

45 seconds

24

Air Conditioning MCC

MD42

3) AC Plant restart zone 6:

50 seconds

25

Air Conditioning MCC

MD43

3) AC Plant restart zone 7:

55 seconds

26

Air Conditioning MCC

MD51

27

Air Conditioning MCC

MD52

28

Air Conditioning MCC

MD53

29

Air Conditioning MCC

MD61

30

Air Conditioning MCC

MD62

31

Air Conditioning MCC

MD63

32

Air Conditioning MCC

MD64

33

Air Conditioning MCC

MD71

34

Air Conditioning MCC

MD72

35

Air Conditioning MCC

MD73

36

Engine Room MCC Compt. 7 Port

ME11.1

37

Engine Room MCC Compt. 7 Stbd

ME11.2

38

Engine Room MCC Compt 9

ME12.2

39

Engine Room MCC Compt 9

ME12.1

40

Engine Room MCC Compt. 14 Stbd

ME21.1

41

Engine Room MCC Compt. 14 Port

ME21.2

and:
All diesel generator circuit breakers are OPEN

The starting of the emergency diesel generators is carried out independently by
control equipment in the emergency switchboard. When the voltage on the
emergency switchboard tie breaker fails:
a) The main board tie breaker will disconnect on no-volts.
b) The emergency diesel generator(s) will start.
c) The emergency diesel generator(s) will connect to the emergency
switchboard and supply the emergency consumers.
The main switchboard configuration remains as it was before the blackout. The
PMS starts the standby generator (if available) in each single network:
a) The diesel generator process stations AS/P1.0 - AS/P4.0 receive
an emergency start request and the generator starts using starting
air in the main receivers.
b) When the generator has run up to speed and the voltage is correct,
the PMS sends a circuit breaker close signal to the STN main
switchboard control system and the breaker closes. The main
switchboard control is in a blackout condition and so will close
the circuit breaker directly without synchronisation

Issue: First

When the restart sequence is complete, the emergency switchboard tie breaker
is reclosed automatically by the emergency switchboard control system.
Blackout Restart Groups
On recovering from a blackout, the PMS system will send an automatic start
signal to all the relevant pump and fans.
Start Group

Substation/MCC Name

Sub./MCC Number

1

Main Switchboard Port

M10

2

Main Switchboard Stbd

M20

3

Substation

MD20

4

Substation

MD30

5

Substation

MD40

6

Substation

MD50

7

Substation

MD60

8

Substation

MD70

Section 11 Emergency Procedures Page 1

P&O Aurora

Technical Operating Manual

42

Engine Room MCC Compt 15

ME22

43

Engine Room Vent MCC Dk 13 Z5

ME23

44

Engine Room Vent MCC Dk 13 Z5

ME24

45

Emergency Switchboard

E10

A complete list of actual consumers and their individual delayed start times can
be found in the Siemens IMACs Safety and Control Functions section

11.2 Failure of a Diesel Generator
The failure of a diesel generator in service is monitored by the PMS. If an
imminent generator failure is expected the PMS receives a ‘Load down
expected’ or ‘Load down’ signal from the safety system of the abnormal
running generator. The PMS starts the standby generator in that actual main
switchboard configuration.
When the standby generator is on load, the PMS sends a ‘Circuit breaker open
command’ to the STN main switchboard control system. The STN control
unloads the other generator until a minimum power limit is reached and then
the circuit breaker opens. When the circuit breaker opens, the PMS
immediately stops the diesel engine.

11.3 Failure of a Propulsion Half Motor

11.5 Watertight Doors Emergency Procedures

Although the preferable operation mode of the propulsion system is two
converters driving each motor, operation in half-motor mode is possible with
one converter out of action. If a failure occurs in a half motor or that half
motor's converter which causes that circuit to shutdown, the other circuit
continues in ‘half-motor mode’. Wether the failure is in the actual half motor
or in a converter component, does not affect the operation of the other system.

Procedure for the Emergency Manual Control of Watertight Doors using
Local Hand Pumps

One half motor can, if required, develop 70% of the full rated motor torque.
The other motor is completely independent and can be driven as normal. The
maximum speed of each shaft will now be different and consideration must be
given to the ship’s overall speed.

(Note! This procedure is only possible with the hydraulic power pack pump
not operating and the accumulators unloaded so that there is no hydraulic
pressure in the pipe system.)
a) At the door, move the control lever to the CLOSE position if the
door is to be closed or to the OPEN position if the door is to be
opened and hold the lever in that position.
b) Operate the hand pump until the door is fully closed or fully open.

When one converter per motor is in operation, the current limit will be
increased to full current which is 135% of the nominal converter current.
Achievable torque increases in the same ratio. The motor excitation control
will give a 5% higher than normal terminal voltage. This combination will
result in a torque increase of 140% for one converter. This relates to an output
torque of 70% of the normal rated maximum.

Procedure for Closing Watertight Doors using the Hand Pump located at
the Hydraulic Power Pack
In the event of a hydraulic power pack failure with a door in the open position,
the door may be closed using the hand pump located at the power pack unit.

11.4 Failure of One Propulsion System Component

a) Move the control valve on the power unit to the CLOSE position.

In the case of a ‘Shutdown expected’ or ‘Shutdown’ signal from the safety
system of one running generator, the standby generator is started in that actual
main switchboard configuration.

The action of the propulsion system in coping with the loss of a component is
very much dependent on wether or not the component has a duplicate or has a
duplicate system to take over the role of its system.

b) Operate the hand pump until the door is completely closed.

The PMS tries to connect the standby generator before the abnormal generator
disconnects. However, a safety system ‘Shutdown’ signal means an immediate
and independent stop. If the other (if any) generators then go into overload, the
PMS will firstly limit propulsion power, or, if necessary, release non-essential
consumers.

There is considerable redundancy built in to the propulsion control system (see
section 4.1), it can be seen there are a number of control stations which can all
perform comprehensive control actions. The loss of a control station will not
affect the performance of the system, only the location of control will be lost.
When the propulsion system reaches the converter and motor stages it can be
seen that there is not full redundancy available. The loss of a system
component will result in a loss of outright power and available speed.

c) Stop pumping when the light indicates that the door is closed.
(Note! This emergency closing operation may also be performed from the
power pack, if the power pack is operating and supplying hydraulic pressure.
In this case the hand pump does not need to be operated.)
Procedure for Closing Watertight Doors Using the Hand Pump Located
at the Emergency Station on Deck 4
In the event of hydraulic power pack and other system failure, with local
access to the door being prevented and with a door in the open position, it is
possible to close the door using the hand pump located at the emergency
station on deck 4.
a) Move the control valve on the power unit to the CLOSE position.
b) Operate the hand pump until the door is completely closed.
c) Stop pumping when the indicator shows that the door is closed.

Issue: First

Section 11 Emergency Procedures Page 2

P&O Aurora

Technical Operating Manual

731A1068

No.1 FW Mineraliser/
Neutralising Filter

722A1212

No.2 FW Mineraliser/
Neutralising Filter

722A1213
731A1083

731A1084

731A1081
722A1214
722A1215

731A1068

Starboard Side Air Conditioning Compartment

731A1071

731A1072

Steam Control to Air Conditioning Pre-Heaters

Standby ECR Air Conditioning Machine

Air Conditioning Reheat Circulating Pumps

Refrigerant Recovery Unit

Issue: First

Air Conditioning Machine

P&O Aurora

Technical Operating Manual

Surplus Steam
to Dump Condenser

737A5016
731A4010

To Port
Consumers

To Stbd
Consumers
731A1092
731A1259

731A1258

731A1090

731A1112

Steam Cross Connection Between Port and Starboard Range
737A5020

Boiler No.1 and 2 Emergency Stops Outside FSD04
Steam to Hotwell

731A4011
Dump Steam
Control Valve

732A3016

732A3015
711A1671

Surplus Steam Condensers

Boiler Burner Front

Issue: First

Economiser Infra-Sonator Cleaning Unit

P&O Aurora

Technical Operating Manual

Bypass Line
723A1046
To Hospital
723A1069
To Galleys
723A1073

723A1048
723A1072
To Pools

Decks 2-4
723A1071

723A1047
723A1070

723A1049

723A1067

Decks 5-7
723A1066

723A1045

Cl Drum
723A1065

ph Drum

Decks 8-10
723A1064

Fresh Water Softening Plant in Air Conditioning Compartment

723A1044
723A1063
Decks 11-13
723A1062
723A1043

722A1164

Potable Fresh Water Dosing

722A1140

To Hospital

722A1163
Hot Fresh Water Distribution to Decks

722A1158

Decks 11-13
722A1137

722A1157
722A1160
Decks 8-10
722A1159
722A1127

722A1138

722A1126

722A1162
722A1161

713A1261

Decks 5-7

713A1802

ph

713A1803

722A1166

ph

722A1139

722A1165
Decks 2-4
722A1167

722A1141
712A1339

Chlorine

Chlorine

722A1168

722A1131

722A1130

To Galleys

Potable Fresh Water ph and Chlorine Dosing Point
722A1142
Evaporator Feed Water Steam Heater

Cold Fresh Water Distribution to Decks

Issue: First

P&O Aurora

Technical Operating Manual

No.1 CSW
Pump

Emergency
Bilge Suction

704A1337

No.2 CSW
Pump
No.2 Emergency
Fire Pump

Priming Pump For
Bilge/Ballast
Pump No.3

Auziliary Consumers
CSW Pump

703A1278

703A1279
703A1011

703A1013
Bilge/Ballast
Pump No.3
CSW Pumps and Emergency Bilge Suction
Bow Thrust Motor Room Bilge Eductor, Port Side

Emergency Fire Pump No.2 and Bilge/Ballast Pump No.3

Emrgency
Fire Pump

Bilge/Ballast
Pump No.1

Priming Pump For
Bilge/Ballast
Pump No.1

Emergency Bilge Pump and Priming Pump
Emergency Fire Pump and Bilge/Ballast Pump No.1
Emergency Bilge Suction For CSW Pumps No.3 and 4

Issue: First

P&O Aurora

Starting Air to DG No.3 Showing Interlock Key Device

DG Governor Linkage and Local Stop/Start Buttons

Issue: First

Technical Operating Manual

DG No.2 Final Duplex Filter and Fuel Isolating Valve
With Interlock Arrangement

Evaporator View

DG No.2 Cylinder Heads View

DG Turning Gear Engaged

P&O Aurora

Technical Operating Manual

Garbage Room: Glasscrusher

Deck 3 Garbage Plant: Waterpress

Incinerator Uptakes Showing Smoke Monitoring Equipment

Deck 1 Garbage Plant: Ash Collector

Issue: First

Incinerator: Main Burner

Garbage Room: Shredder

P&O Aurora

Watertight Door Remote Manual Pump

Deck 4 Engine Control Room

Issue: First

Technical Operating Manual

Watertight Door 01 - 5 - 05

Deck 12 Safety Centre

Watertight Door Local Equipment: Pump and Operating Handle

Funnel Showing Stacks

P&O Aurora

Boiler Top

Boiler Local Safety Valve Release and Sideglass Operation etc Toggles

Issue: First

Technical Operating Manual

Boiler FD Fan

Steering Gear Emergency Lever

Boiler Uptakes Showing Smoke Monitoring Sensors

Steering Gear View

P&O Aurora

Emergency Battery Room Deck 5 Aft

Emergency Generator Diesel Engine: Local Stop Lever

Issue: First

Technical Operating Manual

Emergency Generator Diesel Engine: RH Side

Propeller Shaft Thrust Bearing

Emergency Generator Diesel Engine: LH Side

Bow Thruster Motor Showing Cooler