GENERAL PROVISIONS M/S PROVIDER

 

               

Main data MV Provider

status: In service
type: Mini Bulkcarriers (2001-3000 GT)
call sign: V2KF
imo no: 9356866
builders: Slovenske lodenice Komarno, a.s., Bratislava, SK
yard no: 2965
delivery: 2007-07-01
owner:
agent
port of registry: St. John's
flag: Antigua & Barbuda
class. hull: GL 100 A5 E G DG DBC
class. mach.: MC E AUT

Overall dimensions

tonnage GT [t]: 2461
tonnage NT [t]: 1369
deadweight [t]: 3700
lenght o.a. [m]: 87.84
lenght b.p. [m]: 81
breadth [m]: 12.8
depth to maindeck [m]: 7.1
depth to tweendeck [m]: 4.55
draught (summer) [m]: 5.51


, deck outfit

main Propulsion engine: 1 MAK diesel, type 6 M 452 AK, 1070 kW at 425 rpm reduction 675 kW at 425 rpm; 1 reduction gear; 1 controllabe pitch propeller
auxiliary engines: 2  MAN Diesel D 2566 MTE 153 kW; 2 AEG DKBH 4256/04 generators 140 kVA, 380/220 V, 50 Hz, each; 1  shaft generator: AEG DKBH 4230/04 generator 94 kVA, 380/220 V, 50 Hz;
equipment: bow thruster 130 kW, 2 radars, gyro compass, autopilot, GPS, DGPS, echo sounder, rate of turn indicator, SATCOM, VHF-unit, GMDSS fitted, electr. hydr. steering gear hatch/hold 1 [m]: 56.55 x 10.20


Operating  speed - speed [kt]: 11.3

 

 

ENGINE ACCOMODATION

 

Main Engine MaK 6M452 AK is situated on aft side the vessel inside engine room:

 

-          Engine Control Room with Main switchboard:

 

-         steering gear and workshop:

 

 

 

 

 

 

 

MAIN ENGINE MaK 6M452AK

 

1.  Technical description

The propulsion plant serves for ship's propulsion.

The main parts are:

-  The main engine, type MaK 6M 452AK Deutschland GmbH&Co KG - stand type, 6 cylinders, water-cooled, non-reversal, with direct fuel injection, overcharged by cooled air, with compressed air direct starter distributor and electric control. Engine type 6 M 452 AK, output 1070 kW, revolutions 425 /min, reduced to 675 kW at revolution 425/min.

-The diesel engine is connected with reducing gearbox TACKE HUW-500 D by elastic connector STROMAG GE. Line shafting with controllabe pitch propeller is driven through a fast collar coupling on the propeller shaft of the gearbox. The engine is equipped by a hydraulic regulator with revolution regulation and stopping unit.

 

 

 

-Reducing gearbox  TACKE HUW-500 D gear ration i=1,7:1, with vertical offset of the engine and propeller shaft,

 

 

 

-Line shafting with controllabe pitch propeller diameter of 2500mm for the ice class E.

 

Shaft seals are made as follow: Blohm+Voss Compact Simplex fore 240, aft 280 mm.

 

- Pneumatic remote engine revolutions control system enables control from the panel of ME and in the wheelhouse.

 

2. Basic maintenance:

1              Check oil level - daily

2              Check cooling water level in expansion tk - daily

3              Check engine exterior for loss of oil, fuel and coolant - daily

4              Check operating pressures, temperatures and all others ME working parameters, visual checks and running   noises - daily with engine running

5              Draining water from air receivers - daily

6              Check level in leak oil tank and empty it into day tank – daily, acc. need

7              Drain condense. water from pneumatic control system - daily

8              Drain water before main starting valve - before starting

9              Checking the cooling water quality  - weekly

10            Collecting sample of lub oil ME system - monthly

11            Sending the lub oil sample for analysis - monthly

12            Collecting sample of fuel (keep OB 1 year) - while bunkering

13            Greasing reserve cooling water pump of ME - monthly

14            Starting valve (servicing) -  5000h

15            Attached LO pump of ME check for leakages, unusual noises and overheating - daily with engine running

16            Stand-by LO pump of ME check for leakages, unusual noises and overheating - after start

17            Stand-by LO pump of ME bearing regressing - 500 h

18            Stand-by fuel pump of ME check for leakages, unusual noises and overheating - after start

19            Stand-by fuel pump of ME bearing regressing - 500 h

20            Cleaning fuel oil duplex filter – daily

21            Cleaning LO  separator - daily

22            LO  filter visual check of all filter cartridges replace all static seals - yearly

23            Cleaning or changing the filter mat of turbocharger - 100 h

24            Cleaning starting air filter of rotary filter - 1250 h

25            Check engine alarms, emergency stop devices - every 500 h

26            Checking injection nozzles - 1250 h

27            Checking valve clearance   - 500 h

28            Governor oil change - 500 h

29            Starting valves (check) - 500 h

30            Camshaft bearings (removal and fitting) - 5000 h

31            T/C visual inspection/check for abnormal noise - daily

32            T/C compressor washing during operation (with clean water) - daily

33            T/C cleaning/renewal of air filter mat at silencer - every 100 hrs

34            T/C check fastening bolts at the feet, tighten all housing bolts and piping joints   every - 1000 hrs

35    T/C oil change – every 500 hrs

 

2a.  Basic maintenance for CPP

 

1              Check oil level - daily - engine running

2              Greasing propeller head through main shaft - monthly - (engine stopped)

3              Greasing hydrounit - monthly - with engine running

 

 

 

 

THE DIESEL PLANTS

 

1. Brief technical description

                The auxiliary diesel plants serve for the supply of electric energy to all mechanisms and equipment which ensure the ship's normal operation.

 

 

Main parts:

-2 pcs of  MAN Diesel D 2566 MTE 153 kW; 2 AEG DKBH 4256/04 generators 140 kVA

 

 

 

 

 

 

 

 

-1 pc of 1  shaft generator: AEG DKBH 4230/04 generator 94 kVA, 380/220 V, 50 Hz   

               

                The engines of the auxiliary diesel plants are overcharged, equipped with electric starter, oil cooler, mechanic regulator of revolutions and with smooth electric remote regulator of revolutions. The alternator is double-bearing, without commutator brushes, with self-exciting and self-regulation, cooled by air, is equipped with anti-condensate-heater. The shaft generator plant serves the electric power supply during sea passage and can work in parallel mode with diesel engines fro short time and only for switch over.

 

2.  Basic maintenance

 

1              Check oil level - daily - engine stopped

2              Check engine exterior for loss of oil, fuel - daily

3              Check operating pressures, temperatures and all others working parameters of the engine, visual checks and running noises - daily - with engine running

4              Check fuel lines for leaks    every - 200 hrs

5              Check engine alarms, emergency stop devices - every 500 hrs

6              Cleaning of fuel pre-filter - every 250 hrs

7              Cleaning  air filter - every 500 hrs

8              Change engine oil - every 250 hrs

9              Change oil filter cartridges - every 250 hrs

10            Inspecting/cleaning the Cooling System - after first 2000 hrs

11            Check valve clearance, setting if necessary - every 1000 hrs

12            Check V-belt tension- every 250 hrs

13            Change of fuel filter - every 500 hrs

14            Check injectors, replacing if necessary - every 1000 hrs

 

2a.  Basic maintenance for shaft generator

 

1              Check oil level - daily - engine stopped

2              Check operating working parameters of the shaft, visual checks and running noises - daily - with engine running

3              Change oil- every 2000 h

4              Cleaning oil filter upper- every 1000 h

5              Cleaning oil filter lower- every 2000 h

6              Greasing bearings – not too much - every 500 hrs

 

 

FUEL OIL SYSTEM

 

1. Technical description of the system (only Gas Oil available on board)

 

1.1 Purpose of use

The fuel system ensures supply of fuel for the following:

-operation of main engine MaK 6M 452 AK

-operation of diesel plants No. 1 and 2 MAN Diesel D 2566 MTE 153 kW

-operation of central heating burner

 

The system further allows:

-filling of the daily tank

-filling of the settling tank

-filling of the auxiliery diesel day tank Stb

-pumping out of leak tank

 

1.2 Main parts of the system

-2pc transfer fuel pump Q=10 m3/hour, 2,5 bar

-1 pc delivery fuel pump Q=2 m3/hour, 3 bar

-2 pc fuel oil pump ME(main and st-by) Q=1,5m3/h

-2 pc cooling nozzle ME pumps(main and st-by) Q=1m3/h

-1 pc oil separator Q=540 l/h                             

-pc 1 simple rough fuel filter 1pc duplex fuel filter

-1 pc duplex fuel fine filter 

-3 pcs fuel tank of total capacity V=212 m3

-1 pc settling tank of total capacity V=8,3 m3

-1 pc daily fuel tank ME, capacity V=8,3 m3

-1 pc daily fuel tank auxiliery engines, capacity V=5,9 m3

-1 pc fuel tank for cooling ME nozzle 200 ltrs

-1 pc fuel leak tank 320 ltrs

 

 

 

 

 

 

1.3 Technical features

The fuel tanks with a capacity of 212 m3 of fuel ensure continuous operation of the main engine, two units of diesel plants, central heating boiler burner.

 

 

                                                                                                         

1.4 System description and its functions

 

1.4.1     Tanks - system of re-pumping

                The fuel stock is filled in three tanks. The fuel tanks are filled via a filling neck, which is located on the frame 23 starboard side and port side, the third is located on the middle of the deck in front of superstructure.

 

Daily fuel tank for ME is filled by fuel separator..There are not possibility to connect daily tk of M/E for ensure supply for auxiliaries engines or burner. Outlet of excess fuel from the daily tank ensured by a overflow pipe inside the tank to the fuel settling tank in 90% of high of  the tank sidewall.

     The excess fuel from the daily tank is led trough outlet and connection to the settling tank PS and via separated line and valve also to auxiliary day tk. Outlet of excess fuel from the auxiliary day tk is ensured by a overflow pipe to the fuel tank No 3.

 

Daily fuel tank for auxilieries is filled by fuel separator or by fuel transfer pump. Outlet of excess fuel from the daily auxiliary tank ensured by a overflow pipe to the fuel tank No.3.The tank can be switched into fuel main line for M/E

 

Settling fuel tank  is filled with the transfer pump No.1 or No.2. Tank could be filled with purified fuel from the day tank via overflow connection in the sidewall. Outlet of excess fuel from the daily& settling tank ensured by a overflow pipe to the fuel tank No.2.The settling fuel tank is equipped with a device for signalization when minimum level is reached.

Fuel tank for cooling nozzles of ME is filled manually and equipped with a device for signalization, when the maximum and minimum level is reached. The separate cooler is connected to the cooling system of ME. Main and st-by pumps provide cooling nozzle ME during operation.

 

The leak fuel tank 320Ltr is equipped with a device for signalization, when the maximum level is reached. The tank is filled by sludge flowing out from the daily fuel tank and settling tanks. The tank is further filled from the main engine and from the collecting pans.

 

   

1.4.2     Operation system for the main engine MaK 6M452AK

                Operation of the main engine is ensured by supply of fuel from the daily tank or from daily auxiliary tk across the duplex filter/water separator into the engine. In case of main engine fuel oil pump failure the spare pump type PF 25 turns on automatically and pumps fuel from the daily tank trough duplex filter through to the engine. Excess fuel is transferred back to the daily tank.

 

1.4.3    System for operation of diesel plants No 1.2 

                The transfer fuel oil pump on the engine sucks fuel from the auxiliary daily tank. Excess fuel is transferred back to the auxiliary daily tank.

 

 

1.4.5    System for the central heating boiler burner

 

                Transfer pump of the burner sucks fuel from the auxiliary daily tank into the burner. Excess fuel is lead back to the daily tank.


1.4.6    Measuring and signalization

 

1.4.6.1    Remote measuring and signalization

-signalization of minimal level of fuel in the daily tanks with signal lamp

-signalization of minimal level of fuel in the settling tank with signal lamp

-signalization of maximal level of fuel in the leak tank with signal lamp

-signalization of minimal level of fuel in the cooling nozzle ME tank with signal lamp

-signalization of maximal level of fuel in the cooling nozzle ME tank with signal lamp

The transfer fuel pump is fed form the main switchboard. Control is in an independent box located in the engine room.

The spare fuel pump is fed from the main switchboard. Its control is in an independent box in the engine room.

Fuel separator is fed form the main switchboard. Its control is in an independent box in the engine room

 

1.4.6.2    Local measuring

                Under-pressure and overpressure of the transfer pump is measured by mechanic vacuum meter and manometer. Pressure behind the delivery pump is measured with mechanic manometer.

 

1.4.7    General equipment of the system

                Waste fuel is collected in collector connected to plant tank, under filters and under the burner. It flows further by free flow to the waste fuel tank.

 

1.4.8    Overall arrangement

                Fuel system pipes are made form steel seamless tubes. The parts of the system are connected with welded on flanges or with heavy screw connections. The control fittings are made form stainless steel in accordance with DIN prescription. Control fittings are labeled according to their function. Pipes are painted with identification color.


 

LUBRICATION OIL SYSTEM

 

1.             Technical description of the system

 

1.1 Purpose

The oil system in accordance ensures:

-lubrication of the main engine

-lubrication of diesel aggregates No. 1,2 /they have their own lubrication system with wet carter/

In further the system ensures:

-filling of the operation oil tank for the main engine from the spare oil tank, with the help of reserve lubrication oil pump or by M/E circulation pump

-emptying of circulation oil tk of M/E via valve to the old oil tk.

-pumping out the oil from the main engine operation tank with the help of the spare lubrication electric pump on the deck Marpol connection 

-re-pumping the oil from the diesel plants with the help of a hand pump and transfer into the waste oil tank

-lubrication of the main engine with the spare gear pump

-separation of the main engine lubrication oil during and beside operation

-filling of the shaft tube height tank from the shaft tube and reverse gearbox oil tank

 

 

1.2 Main parts of the system

-1 pc Storage oil tank, V = 6,7 m3

-1 pc Circulating oil tank for main engine, V = 1,1 m3

-1 pc Old oil tank, V = 2,2 m3

-1 pc Sludge tank from separators, V = 2,2 m3

-2 pc (main and spare) lube-oil pump for main engine, Q = 1,2 m3 /h, 8bar

-1 pc Spare lube-oil pump for reverse gearbox, Q = 0,4 m3 /h, 5bar

-Pipings with fittings, measuring and signalling instruments

-1 pc Oil separator                Ef.Q = 420 1/h

 

 

1.3 Technical characteristics

                The oil system with its oil supply (5,7 m3) ensures a continuous operation of the main engine and three Diesel plants.

 

1.4 Description of the system and its function
1.4.1 Storage oil tanks

-The storage oil tanks can be filled via the deck mounted necks, situated on the port side of a ship, on aft part. The storage oil tank is equipped with level gauge.

-On the Ps of the main engine there is situated the circulating oil tank. Diesel plants 1,2 have a wet carster.

-The circulating tank of the main engine can be filled from the storage oil tank by a st-by lub.oil pump or with the help of M/E circulation pump, the Diesel plants 1,2 can be filled from a can. Pump out the main engine circulating oil tank is possible with the help of the spare lubrication pump on the deck. There is also valve connected to old oil tank to ensure gravity emptied of circulating tank.

The oil from the DA 1-2 crankcases can be pumped out with the hinged manual pump via a flexible hose.

Every tank is equipped with measuring bars, cleaning manholes, deaerating pipes and floating device for signalization purposes:

-min level of the oil in the main engine oil tank and in the shaft tube tank

-max oil level in the old oil tank and in the sludge tank.

 

1.4.2 System for the main engine, MaK 6M 452 AK operation

The main engine has its own circulation lubrication. The circulation pump, hinged on the engine, sucks the oil from the circulating oil tank, discharges it via the oil cooler and filters to the engine lubrication points. In case of failure the hinged pump, two st-by pumps switch on automatically – one pump is transfering oil from ME to circulating tank, the other one from tank to ME. The operation and emergency parameters in accordance with the Main engine technical descripstion.

 

1.4.2.1 Pre-lubrication of the main engine

                The main engine pre-lubrication before starting is done with the spare lubrication pumps. The oil is pressed via the back valves and therefore can be operated independently from each other.

 

1.4.2.2 Main engine after cooling

                After a long lasting 100% fully load operation and after a sudden engine stop it is possible to after cool the oil with the help of the spare lubrication pump and with the spare cooling pump.

 

1.4.3        Oil system for the diesel plants operation

                The diesel plants have their own circulation lubricastion. The circulation pump, hinged on the engine, sucks the oil from the crankcase and discharges via the purifier, oil cooler to the engine. The operation and emergency parameters in accordance with the diesel plant s technical description.

 

1.4.3.1 Pre-lubrication of the diesel plants

                The diesel plants are pre-lubricated automatically during the beginning of their run, after starting.

 

1.4.5        Lubrication of the reverse gearbox

                The reverse gearbox is equipped with an independent circuit for lubrication and control. There is connected to the network a spare lubrication and control pump which can be used in the case when the hinged pump is damaged. The operation and emergency parameters are in accordance with the reverse gearbox technical description.

 

1. 4. 6 Description of the equipment's electric system

 

1.4.6.1 The main engine spare lubrication pump

                Is fed from the main switchboard. The control is carried out from the panel and manually switched on as a pre-lubrication pump. At breakdowns of the main engine's lubrication pump, during operation, the safety system start to run automatically the spare pump and at the same time there is signaled in safety system the breakdown of the main lubrication pump.

 

1.4.6.2 The reverse gearbox spare lubrication pump

                Is fed from the main switchboard. The control is carried out from the panel and manually switched on as a pre-lubrication pump. At breakdowns of the reverse gearbox lubrication pump, during the main engine's operation, there start to run automatically the spare pump and at the same time there is signaled in safety system the breakdown of the main lubrication pump.

 

1.4.6.3 The oil separator

                Is on a common basement with the automatics as a whole unit with the fuel oil separator. It is fed from the main switchboard. The automatics itself, as well as the signaling and control are in details described in the supplier' s documentation.

 

1.4.7        General parts of the system

                The waste oil is collected in pans situated under fittings, pumps, from where it flows by a free flow to the waste oil tank.

 

1.4.8        Overall design

                The oil system pipes are produced from steel, seamless tubes. The parts of the piping are connected with welded on flanges or heavy screw connections. The pipes are connected to the engines and to the electric pumps with the help of flexible connections. The control fittings are made from cast steel, bronze or eventually from malleable cast iron, the packings are in accordance with the relevant DIN prescriptions and catalogs. The control fittings are marked with identification labels which mark also their function. The pipings are marked with differentiating colors.

 

2.             Operation manual

Individual functional circuits of the oil system are connected and according to the required functions controlled by fittings, in accordance with the functional scheme. Before starting the equipment s operation, check the oil level in the main engine circulation oil tank, in the crankcase of diesel plant, 1,2 in the hydraulic CPP unit tank of propeller and in the reverse gearbox carter.

 

COOLING WATER SYSTEM

 

 

1.     Technical description of the system

 

1.1      Purpose of use

The cooling system ensures:

-cooling of the main engine

-cooling of the main engine's oil

-cooling of the reverse gearbox s oil

-cooling of the hydraulic unit oil of the propeller

-cooling of the circulation fuel of cooling injection valves

 

1.2      Main parts of the system

-circulating pump of the main engine

-spare cooling pump

-circulation pump for preheating

-heat exchanger for preheating

-oil cooler for the reverse gearbox

-oil cooler of hydraulic unit of propeller

-cooler of circulation fuel system for cooling injection valves

-oil sensor

-heat exchanger - heating

-water cooler for the main engine

-equalization tank for the main engine and diesel plants

-pipings with fittings, measuring and signalization instruments

 

1.3      Technical characteristics of the system

                The cooling system is a one circuit, indirect system. The cooling water circulates.

 

1.4      System and function description

 

1.4.1        Cooling of the main engine

                The main engine cooling is a one circuit system. The cooling pump sucks the water via a thermo-regulator from the cooler and from the gearbox oil cooler and discharges it across the engine, via thermo-controller back to the water cooler. In the case when the cooling water temperature is low, the water does not pass through the cooler but crosses a reduced circuit across the thermo-regulator aside the cooler.

 

1.4.2        Cooling of the auxiliary diesel-aggregates

                Cooling of the auxiliary diesel aggregates is is a one circuit system. The cooling pump sucks the water via a thermo-regulator from the cooler and from the gearbox oil cooler and discharges it across the engine, via thermo-controller back to the water cooler. In the case when the cooling water temperature is low, the water does not pass through the cooler but crosses a reduced circuit across the thermo-regulator aside the cooler.

 

1.4.3        Preheating of the engines

 

1.4.3.1     Preheating of the main engine

                Preheating of the main engine is carried out indirectly troughs the central heated heat exchanger.

 

1.4.3.3 After cooling of the main engine

                There is possible after long lasting 100 % fully load operation and a sudden stop, to after the oil and the whole system with the help of the spare cooling pump.

 

1.4.4        The equalization tanks

                There is arranged for main engine an equalization tank equipped with level gauge, cleaning holes, overflow pipe and outflow pipe. The tanks are filled from the water-house system. The tanks are equipped with floating switches to signal the minimum level of cooling water.

 

1.4.5       Measuring and signalization

 

1.4.5.1 Main engine

Pressure measuring :

-before the main engine cooler

-behind the main engine cooler

-behind the spare cooling pump

Temperature measurement:

-at the outlet from the main engine

-at the reverse gearbox cooler inlet

-at the reverse gearbox cooler outlet

-before the main engine cooler

-behind the main engine cooler

Signalization of minimum level in the main engine's equalization tank happens at 1/3 of the total volume.

 

1.4.6   Description of the system's electric parts-of the spare cooling pump

                It is fed from the main switchboard and it is controlled from the control box, situated in the main engine room. There can be preselected a manual operation only. During manual operation the pump works continuously.

 

1.4.7   Generally the design

The equalization tank is made from steel plate. The system is made from steel seamless tubes and it is protected with paint coat. The system is painted with differentiating colors. The parts of the piping system are connected with welded on flanges or screw connections. The lowest places in the system are fitted with outflow fittings. All the fittings and main parts are equipped with identification labels, describing their function or use. Generally it is valid: The sucking pipe before the engine pump and spare cooling pump is connected with the equalization tank in order to flood the system with water. The highest places of the system are connected with the equalization tank to leas away the steam and air.

 

2.     Operation manual

                The individual functional circuits of the cooling system are connected and according to their function controlled by fittings in accordance with the functional scheme. During operation follow the control instruments situated in the equipment or near to the equipment.

The characteristics for cooling of the main engine is described in the Operation and maintenance manuals supplied with the equipment and which also form a part of the acceptance documentation.

 

3.     Maintenance manual

                Carry out according to needs the cleaning of the water coolers in accordance with the Maintenance manual for these equipment. Continuously check the tightness of connections and fittings and when necessary, tighten or change the sealings. In the case when it is necessary to drain the water from system, use the draining fittings in the system lowest places.

 

 

 

BILGE AND BALLAST SYSTEM

 

 

 

  1. Technical description of the system

 

 

 

1.1          Purpose

The bilge system ensures pumping out the water from individual watertight compartments of ship's body as well as cleaning of bilge water from petroleum.

 

1.2 Main parts,

-1 pc Bildge-fire pump SFS 60 30m3/h             

-1 pc Cleaning equipment of bilge water type Alandia MARI-SEP 0,75 m3/h,

-1 pc Pump for outpouring of used oil and sludge type VK 0211WW, 2,7 m3/h

 

1.3          Description of the system


1.3.1   Bilge-fire pump

Electrically driven bilge pump, situated in engine room, can pump out the water when needed from the following spaces:

-in regime it works as a bilge pump:

-via direct suction branch from underfloor space of engine room,

-with the help of three suction baskets from underfloor spaces of engine room,

-from two bilge wells of cargo hold,

- in regime, if it works as a fire pump, it sucks the water from connecting branch of sea chests.

Delivery of pump is led in regime „bilge pump" over the ship's board. Delivery of pump is led in regime „fire pump" into fire-fighting system.

 

 

 

1.3.2  Bilge water purification (OWS) plant No. daA

                In order to fulfil the requirements for purity of water, pumped out over the ship's board, at engine room draining a ship is equipped with a purification plant.Bilge water purification plant, situated in engine room, sucks oiled water underfloor space in engine room and separates oil from water. Separated oil is delivered to waste oil tank and clean water is delivered over the ship's board. The equipment is fitted with a valve on delivering branch to enable checking of cleaned water.


1.3.3  For fore spaces removing of bilges there are exist separated bilge system connected to emergency fire pump 

                 

The emergency fire pump sucks the water, when needed, from the following spaces:

-from thrust unit room

-.from cargo hold forward part-STBD&PS

-from sump of space of bowthruster electric motor

Delivery of pump is over the ship's board via reverse-closing valve.

 

1.4   Design of the system

Pipeline is made from steel seamless pipes, connected with flanges, zinc-galvanized, except for pipes led in fuel oil tanks which are thick-wailed and black. Armatures, mounted directly onto ship's body shell, are made from special shapeable cast iron and they have GL certificate. The others are made from grey cast iron.

 

1.5   Control, measuring and signalization

                Bilge-fire pump electrically fed from main switchboard. It is operated from a control console. Bilge water purifier main switchboard. It is operated locally. If petroleum substances in pumped out water exceed a value of 15 ppm, the equipment will signal this exceeding in alarm-monitoring system and blocks delivering of water over the ship's board. For checking purposes, all pumps are equipped with measuring instruments, i.e. with manometers on delivery and manovacuummeters on suction side.

In engine room and after part, in thrust unit room and in collecting wells of cargo hold there is situated a signalization of water presence. If water level reaches stated value, it is started an alarm via alarm-monitoring system which calls the crew's attention to a need of drainage of given spaces.

  Main fire pump located in the E/R STBD on the wall of cargo hold have possibility via marked emergency suction valve - discharging of bilges fm machinery spaces directly outboard in emergency cases.

 

 

2.   Technical description of the ballast system

 

 

2.1          Purpose

The ballast system ensures:

-filling and discharging of ballast tanks,

-function of ship's trimming by suitable distribution of ballast in tanks,

 

2.2          Main parts

- 2 pc ballast  Ps, Stb pump SFS 120A 175m3/h 3,0 bar

- 1 pc Emergancy fire pump 63 SWL 55M509 63m3/h 3,0 bar

-13 pcs hydraulicaly controled of the ballast shutter's DN 150

-distribution pipeline and armatures with suction baskets, filters and checking Instruments.

 


2.3 Description of the system

 

2.3.1        Ballast pumps

                Both electrically driven ballast pumps, situated in engine room, are on suction side connected to connecting pipeline of sea chests. On delivery side they are connected to main ballast distribution and to delivery over the ship's board. To port side ballast pipeline, the following tanks are connected via manually controlled flaps in the engine room ballast system and remote controlled flaps located in the engine room bildge space under the floor:

-DB Tk 1 Ps

-DB Tk 2 Ps

-DB Tk 3 Ps

-DB Tk 4 Ps

-DB Tk 5 Ps

-STk 1 Ps

-STk 2 Ps

-Afterpeak Ps and Stb

To starboard ballast pipeline, the following ballast tanks are connected in the same way as on port side:

-DB Tk 1 Stb

-DB Tk 2 Stb

-DB Tk 3 Stb

-DB Tk 4 Stb

-DB Tk 5 Stb

-STk 1 Stb

-STk 2 Stb

-Afterpeak Ps and Stb

-Forepeak can be filled only by emergancy fire pump on the bow.Emergency fire pump in bowthruster accommodation is connected also to the bow bilge system 

 

 

It is ensured a mutual changeability of ballast pumps by suitable connection and delivery over both ship's sides. Ballast pumps do not ensure emergency drainage of engine room. Ballast pump can not running at dry condition.

 

2.3.2        Ballast drying No. dbA_02

                Drying of single ballast tanks is carried out with the help of ballst pumps situated in engine room. Its function is secured by appropriate adjustment of armatures.

 

2.4       Design of the system

                Pipeline is made from steel seamless tubes, connected with flanges, and is zinc-galvanized, except for tubes led in fuel oil tanks which are thick-walled and black. Armatures, mounted directly onto the ship's body shell, are made from special shapeable cast iron with GL certificate, the others are made from grey cast iron.

 

2.5          Control, measuring, signalization

Ballast pumps are electrically fed from main switchboard. Both pumps are operated from control console. In order to check, the ballast tanks are equipped with measuring instruments, i. e. with manometers on delivery and with manovacuummeters on suction side. Ballast armatures are operated locally.

 

3.     Operation manuals

 

                Individual functional circuits of the bilge system are made according to the functional scheme. Adjustment of armatures for single functions to be carried out according to the Functional scheme. For required individual functions it is necessary to carry out all steps prescribed in accompanying documentation of Supplier of individual equipment, to adjust and to put the equipment into operation. Individual equipment must be manipulated according to own manuals supplied together with the equipment by manufacturer.

 

4.     Maintenance manuals

 

                Maintenance of individual equipment to be carried out according to own manuals for individual equipment that form a part of accompanying documentation of ship. When needed, clean suction baskets and filters of pumps and ejectors. Continuously, check tightness of connections of pipeline, armatures and equipment.

 

In winter, exposed parts of pipeline branches to be drained after using!