2.

DESCRIPTION OF THE VESSEL

The Leda Maersk (IMO: 9190755) is a container ship that was built in 2001 by the Odense
Steel Shipyard in Denmark. It is a part of the Maersk Line fleet, one of the largest shipping
companies in the world. The vessel has a length of 265 meters and a beam (width) of 37 meters. It
has a gross tonnage of 50688 and can carry up to 4258 TEUs (twenty-foot equivalent units).
The Leda Maersk is powered by a Samsung MAN B&W 10K90MC MARK VI engine with a
total output of 45,700 kW, which allows it to reach a maximum speed of 25 knots (29 miles per
hour). It is also equipped with advanced navigational and safety systems, including radar, GPS, and
satellite communication. The ship's design features a double hull and a bulbous bow, which helps to
reduce drag and increase fuel efficiency. It also has an efficient cargo handling system, with 1,500
reefer plugs for refrigerated containers and 2,000 lashing points for securing cargo.
The swimming areas of the vessel: Athlantic ocean, Marmara Sea, Panama Canal, South
America, Gibraltar, Dardanelles Strait, Aegean Sea, Caribbean Sea.

IMO: 9190755
Callsign: VRTU8
Length: 265,84 meters
Width: 37,30 meters
Max draft: 14,00 meters
Gross tonnage: 50,688 tons
Deadweigh tonnage: 63,200 tons
Flag: Hong-Kong
Capacity:4,258TEUs
Engine power: 45,700 kW
Maximum speed: 25 knots

1 fig. Container ship Leda Maersk

2.1 Ships Power Plant and eleccrical and control systems

Typically, the power station on a container ship consists of several large diesel generators that
are located in the engine room. These generators produce electricity by burning diesel fuel, which
drives a generator to produce electrical power. The power generated is then distributed throughout
the ship via electrical panels and wiring to power the ship's various systems and equipment,
including propulsion, navigation, communication, and lighting systems.
The electrical power generating plant consists of the following:

2 fig. Illustration of Electrical power plant

Only one diesel generator is usually required for normal sea going conditions. At least two
generators are required when manoeuvring. When reefer containers are being carried the amount of
generators required will be subject to the total reefer load.
Each alternator is rated at 2,500kW at 6,600V AC, 3ph, 60Hz. They are of the totally
enclosed, self-excited, brushless type. 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 via residual magnetism in the rotor.

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3 fig. Illustration of Main Electrical Network
Source: Machinery Operational Manual

From Fig 3, it can be seen that the network consists of two main
switchboards and the emergency switchboard.

The main switchboard operates at 6,600 The main 440V switchboard consists of:
volts and consists of:  Two transformer incomer panels
 Five generator panels  Emergency board interconnector
 synchronising panel panel
 The bus tie panel  A shore supply section
 Two:6,600/440V transformer feeder  Two 440/220V transformer feeder
panels panels
 Six reefer transformer feeder panels  Two 440V consumer section feeder
 Two thruster motor feeder panels panels

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4 fig. Illustration of Main Alternators
Source: Machinery Operational Manual

Electrical distribution arrangements are shown in illustrations below

Reefers requirements are covered by individual supply boards which are fed by 6,600/440V
transformers, there being ten reefer distribution boards each with its own transformer. Bow and stern
thrusters are fed directly from the 6.6kV switchboard.
The main 440V switchboard feeds the emergency switchboard, which is situated in the
emergency switchboard room. The main switchboard 220V section is fed from the 440V
switchboard via two 2,500 kVA transformers.
Except for the thruster motors, the large motors and group starter panels are supplied from the
main 440V switchboard directly. Power for other smaller power consuming devices are supplied
from the 440V switchboard through group starter or distribution panels.

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5 fig. Main 440V Distribution
Source: Machinery Operational Manual

6 fig. Main 220V Distribution

Source: Machinery Operational Manual
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7 fig. 440/220V Emergency Distribution
Source: Machinery Operational Manual

2.2 Operation of electrical and electronic equipment

8 fig. Illustration of Safety requirements for working with electrical equipment

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The operation and restoration of electrical systems involve the design, installation,
maintenance, and repair of electrical infrastructure that delivers power to homes, businesses, and
industries.
During normal operations, electrical systems are closely monitored to ensure that they are
operating within safe and efficient limits. This involves monitoring voltage, current, and other
electrical parameters to detect and address any issues that may arise.
Overall, the operation and restoration of electrical systems require a combination of technical
expertise, problem-solving skills, and attention to safety to ensure that electrical power is delivered
reliably and efficiently to meet the needs of consumers.
Electrical measuring devices are used to measure various electrical quantities such as
voltage, current, resistance, and power. The operation of electrical measuring devices depends on
the type of device and the quantity being measured. However, there are some basic principles that
apply to most electrical measuring devices.

9 fig. Illustration of Principle of Operation of electricals measuring devices

2.3 Automation and Automatic control systems

An automatic control system that is installed on board a vehicle or vessel typically uses
sensors, actuators, and controllers to manage and regulate various processes and operations. These
systems can vary widely depending on the type of vehicle or vessel, but some common examples
include:
 Engine control systems: These systems regulate the speed, fuel consumption, and
emissions of an engine by adjusting the fuel injectors, ignition timing, and other
parameters.

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 Navigation systems: These systems use GPS, radar, and other sensors to determine the
vessel's location, speed, and direction, and can help the crew navigate to a specific
destination.
 Communication systems: These systems allow the crew to communicate with other
vessels or shore-based facilities, and can include radios, satellite phones, and other
equipment.
 Environmental control systems: These systems regulate the temperature, humidity, and
other environmental conditions within the vehicle or vessel, and can include air
conditioning, heating, and ventilation systems.
 Safety systems: These systems monitor various parameters such as speed, fuel level,
and engine temperature to alert the crew of any potential safety hazards, and can
include alarms, warning lights, and automatic shut-off systems.
As example Stabilizers are active underwater fins designed to reduce the rolling of the ship.
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.
The vessel is fitted with two retractable tilting fin units, located port and starboard adjacent to
No. 11 hold. These 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, custom designed to form part of
the hull and structure of the ship, 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 through 90°
The system provides automatic control of the fin extension and stowage (rigging) via LCD
touch screens. This can be controlled from three positions as follows:
1. Bridge control panel: Start up and shut down operation for
entire system.
2. Main control panel in the ECR: Start up and shut down
operation for the entire system and individual fin control for
maintenance purposes.
3. Local control panels: Individual fin control for maintenance
purposes.

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10 fig. Illustrations of Stabilizers
Source: Machinery Operational Manual

Finally Stabilizers on board a ship are used to minimize the rolling and pitching of the ship,
which helps to increase its stability, maneuverability, safety, and overall performance. Here are
some ways that stabilizers contribute to the optimization of a ship:
I. Reduce rolling: Stabilizers help to reduce the rolling motion of a ship by creating an
opposing force to counteract the rolling caused by waves and wind. This reduces the
risk of cargo shifting or damage to the ship's structure, and can also improve passenger
comfort and reduce seasickness.
II. Improve fuel efficiency: By reducing the rolling motion of the ship, stabilizers can
improve fuel efficiency. This is because when a ship rolls, it creates additional drag,
which requires more power to maintain a certain speed. By reducing this motion,
stabilizers can help to reduce fuel consumption and operating costs.
III. Increase speed: Stabilizers can also increase the speed of a ship by reducing drag.
When a ship rolls, it creates additional resistance, which slows the ship down. By
reducing this motion, stabilizers can help to increase the ship's speed and efficiency.

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IV. Improve safety: Stabilizers improve the safety of a ship by reducing the risk of
capsizing in rough seas. They also help to reduce the risk of cargo shifting, which can
be a safety hazard. In addition, stabilizers can help to improve the maneuverability of a
ship, which can be critical in emergency situations.

2.4 Firefighting system and its management

FIRE DETECTION SYSTEM

The vessel is equipped with a sophisticated fire alarm system with a central control panel
monitoring both the status of internal circuits and components and providing both visual and audible
fire alarms. The fire alarm control panel consists of six function keys together with a numeric
keyboard to input the required data.
The operating keyboard is normally locked against operation. A master key MUST be inserted
into the lock marked OPERATION and turned clockwise in order to unlock the keyboard and enable
operation. The key marked ALARM SILENCE is however always functional.

11 fig. Illustration of Fire Detector Panel

Source: Machinery Operational Manual

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THE SMOKE DETETION SYSTEM is applied to the cargo holds and is used in
conjunction with the CO2 fire extinguishing system. Hold sampling pipes are also used for directing
the CO2 into the holds as required. This changeover is achieved by means of three-way valves.
Because of this arrangement of three-way valves, the smoke detection panel is located in the ship’s
control centre on A deck.
The smoke detection panel has detection lines from the holds, each detection line being
connected to a separate detector box which has a visual detector inside and an airflow detector on
top of the box. The smoke detectors are self-controlled with respect to internal dust residue and their
sensitivity is kept constant up to a certain level of turbidity; above this a fault is indicated at the
LCD display. The smoke detection panel has connections for main and emergency power supplies
and it also deals with fault alarms and common fire alarms; it uses the same fire alarm system as the
rest of the ship.
Should the panel detect the presence of smoke an alarm is sounded in the ship’s control centre,
in the wheelhouse and in the engine control room.

12 fig. Illustration of Smoke Detection System

Source: Machinery Operational Manual
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2.5 Ensuring compliance with pollution prevention requirements

Pollution of the marine environment can have devastating effects on the ocean's ecosystem
and the organisms that rely on it. Here are some prevention and procedures that can help reduce
pollution of the marine environment:
A. Reduce plastic usag
B. Proper disposal of waste
C. Use eco-friendly products
D. Properly maintain vessel(vessel are properly maintained and serviced to prevent oil
spills and other forms of pollution.)
E. Follow regulations( by local authorities and international agreements to protect the
marine environment)
Anti-pollution procedures and related equipment on board a vessel can help to prevent or
mitigate the environmental impact of any potential pollution incidents.
Here are some common anti-pollution procedures and equipment found on board:
I. Oil spill response plan: The plan includes the identification of the person responsible for the
spill response, the notification procedures, and the actions to be taken to contain and recover
the spilled oil.
II. Oil spill response equipment: Ships must carry a variety of oil spill response equipment,
including booms, skimmers, and absorbents, to contain and recover spilled oil.
III. Sewage treatment plants: Ships must have sewage treatment plants to treat wastewater before
it is discharged into the sea.
IV. Garbage management plan: the procedures for the disposal of garbage, including food waste,
plastics, and other materials.
V. Emission control equipment: Ships must have equipment to control emissions from engines
and boilers, such as exhaust gas scrubbers and particulate filters.
Overall, anti-pollution procedures and equipment on board are crucial for the protection of the
environment. The implementation of these measures can help to prevent or mitigate the impact of
pollution incidents on marine ecosystems.

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