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Doc.no.: SO-1342-F / 8-Nov-12 Doc.no.: SO-1342-F / 8-Nov-12

TABLE OF CONTENTS
Section Page

1 SEQUENCE DIAGRAMS ................................................................ 2

Engine Room Simulator 1.1 First start to own supply ........................................................ 2
1.2 Own supply to harbour condition ............................................. 3
1.3 Harbour condition to ready for departure ................................. 4
1.4 Manoeuvre mode to sea passage mode .................................... 5
ERS L11 5L90MC VLCC 2 ELECTRICAL PLANT ................................................................... 7
Version MC90-V 2.1 Electrical Power Plant MD70 .................................................... 7
2.2 Diesel Generators MD75 ....................................................... 13
2.3 Synchroscope MD142 .......................................................... 19
2.4 Shaft Generator/Motor MD77 ................................................ 21
2.5 Main Switchboard-Starter section MD71 ................................. 25
2.6 Main Switchboard-Feeder section MD72 ................................. 27
2.7 Emergency Switchboard MD73 .............................................. 29
3 MAIN ENGINE AND MAIN ENGINE SYSTEMS .................................. 31
3.1 Main Engine........................................................................ 31
Part 3 3.2 ME Lubrication Oil System MD12 ........................................... 35
3.3 ME Bearings MD29 .............................................................. 39
3.4 ME Cylinders MD21 .............................................................. 43
3.5 ME Piston Ring Monitor MD27 ............................................... 45
3.6 Fresh Water Cooling System MD10 ........................................ 47
3.7 Fuel Oil System MD11 .......................................................... 51
3.8 ME Fuel Oil High Pressure System MD28 ................................ 57
3.9 ME Turbocharger System MD13 ............................................ 59
3.10 ME Selective Catalytic Reduction MD14 .................................. 63
3.11 ME Local Control MD20 ........................................................ 67
Machinery & Operation 3.12 ME Manoeuvring System MD18 ............................................. 71
3.13 Cylinder Indications MD120 .................................................. 75
3.14 Load Diagram MD128 .......................................................... 85
4 PROPELLER AND STEERING GEAR SYSTEMS MD53 ......................... 89
4.1 Propeller Servo Oil System MD53 .......................................... 89
4.2 Stern Tube System MD54 ..................................................... 91
4.3 Steering Gear System MD58 ................................................. 93
5 SERVICE SYSTEMS ................................................................... 99
5.1 Main Sea Water System MD01 .............................................. 99
5.2 Air Ventilation System MD40 ............................................... 103
5.3 Air Conditioning Plant MD41 ................................................ 105
5.4 Starting Air Compressors MD59 ........................................... 109

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5.5 Service Air Compressors MD60 ............................................ 113

5.6 Fuel Oil Transfer System MD03 ............................................ 117
5.7 Fuel Oil Service Tanks MD05 ................................................ 119
5.8 Fuel Oil Settling Tanks MD04 ............................................... 123
5.9 HFO Separator System MD06 .............................................. 127
5.10 Diesel Oil Separator System MD08 ....................................... 131
5.11 Lubrication Oil Purifier System MD09 .................................... 135 Kongsberg Maritime Kongsberg Maritime
5.12 Fresh Water Generator MD61............................................... 139 Doc.no.: SO-1342-F / 8-Nov-12 Doc.no.: SO-1342-F / 8-Nov-12
5.13 Fresh Water Hydrophore System MD67 ................................. 143
5.14 Bilge System and Bilge Separator MD62 & MD63 ....................144
5.15 Refrigeration System MD64 ................................................. 155 1 SEQUENCE DIAGRAMS
The Process diagrams presented on the monitors have the following colour codes for pipelines:
5.16 Sewage Treatment MD 45 ................................................... 159
5.17 Steam Generation Plant MD80 ............................................. 163 1.1 First start to own supply
- Blue: Fresh water (low and high temperature)
5.18 Exhaust Boiler MD81 ..........................................................167 - Green: Sea water
5.19 Oil Fired Boiler MD82 ..........................................................169 - Yellow: Diesel oil
5.20 Boiler Combustion MD84 ..................................................... 173 - Brown: Fuel oil
5.21 Steam Condenser MD85 ...................................................... 179 - Light brown: Lubrication oil
- Grey: Start and service air
5.22 Turbo Generator MD86 .......................................................181 - Light blue: Steam
5.23 Cargo Pump Turbines MD87 ................................................ 185
5.24 Ballast Water System MD89 ................................................ 189 The Process Diagrams are abbreviated T, G, P, etc.; meaning:
5.25 Inert Gas Plant MD91 ......................................................... 193
5.26 Deck Machinery MD97 ........................................................ 197 T: Temperature
G: Flow
6 SIMULATOR & SHIP MODEL PARTICULARS .................................. 201 P: Pressure
6.1 Propeller and Ship Model Characteristics ............................... 201 N: Rpm
Q: Power
6.2 Ship Load MD57 ................................................................. 203 I: Ampere
6.3 Ambient Temperatures .......................................................204 U: Voltage
6.4 Auto Pulsar System ............................................................ 205 F: Frequency
E: Electrical power
V: Valve
L: Level
X: Miscellaneous variable
Z: Water or other undesirable contamination index variable
W: Viscosity

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General

two diesel engine driven synchronous generators - diesel The bus bars can also be supplied via a shore connection link that
generator 1 (DG1) and diesel generator 2 (DG2 ) has the ability to alter phase rotation to ensure that motors turn in
one turbine driven generator. the correct direction.
one propeller shaft driven synchronous generator, with power
take in facility. Description
one emergency generator The status of all prime movers is indicated, with the diesel
generators having a remote start available.
and distributed via:
one main switchboard, divided into two main 440V bus bars The emergency generator can be set to either AUTO or MAN
one 220v bus bar mode. It is normally kept in AUTO. Test 1 starts the generator, test
2 connects the breaker while disconnecting the emergency bus bar
one emergency bus bar
from the main bus bar. In AUTO mode if power is lost to the
one 220v emergency bus bar
emergency bus bar the generator starts and connects automatically.
Reconnecting the emergency bus bar to a live main bus bar
Bus bar 1 powers all the electrical main consumers and the
automatically stops the generator.
emergency bus bar.
Bus bar 2 powers the bow thruster and the heavy deck machinery.
The shaft generator can be connected to the main engine by
operating the clutch. The clutch will not close if the PTI shaft
The 220v bus bar is supplied from bus bar 1 via a circuit breaker
speed is above 300rpm.
and transformer.
Each generator is excited by an AVR based on a PI controller.
The emergency switchboard supplies the emergency 220v bus bar
Changing the excitation setting alters the controller base setting.
via a circuit breaker and transformer. Emergency batteries are
supplied by two battery chargers, one for starting battery and one
for emergency supplies.

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Operation 4. Emergency Generator Automatic Operation 6. Main Generators

1. Shore Connection. 4.1 The generator is normally in AUTO, voltage control on, 6.1 It is normal to have the generators in AUTO, (MD101), and 7 Shaft Generator, Power Take Off mode
1.1 Ensure all generators disconnected, emergency bus bar and circuit breaker open. priorities set on shaft and diesel generators so that load sharing 7.1 Ensure that the shaft generator is ready on MD77. Auxil.
bus tie disconnected. 4.2 If supply is lost to the emergency switchboard the generator is achieved as the control mode dictates. Power, Synch. Cond. On and air valve open. Clutch control in
1.2 Connect incoming cable. will automatically start and close the circuit breaker 6.2 The Turbo generator will always be priority one when local.
1.3 Check phase rotation, use phase twist if required. supplying the emergency bus. running. 7.2 Ensure voltage control is on.
1.4 Close shore circuit breaker to supply main bus. 4.3 The main bus will be isolated due to the connection circuit 6.3 With generators not in AUTO mode connection can be made 7.3 Engage clutch. Clutch will not engage if input drive speed is
1.5 Close emergency bus if required or starting from cold and breaker opening on low voltage. from MD70. greater than 300 rpm. <This page is intentionally left blank>
continue start sequence. 4.4 When the emergency bus is again supplied from the main 6.4 Before attempting connection check that the generator is ready 7.4 Adjust voltage control if necessary.
1.6 Shore circuit breaker must be tripped before connecting main bus, connection circuit breaker closed, the emergency to run. (MD75, MD76, MD86). 7.5 Use Semi Auto Synch. to select SG and raise/lower load
generator to bus. generator will automatically stop and open the circuit 6.5 The turbo alternator must be running before connection can be control until ready light is on.
breaker. attempted. 7.6 Press connect and raise load as required.
2. Emergency Generator Starting 6.6 Ensure that voltage control is on. 7.7 Manual synchronising can be carried out from the main
2.1 Ensure battery voltage is correct. MD73 or 78. V72691. 5. Emergency Generator Testing 6.7 Start required generator by pressing start/stop button. switchboard (MD140 MD144)..
2.2 If battery voltage to low, use the EM hydraulic start. 5.1 The generator should be tested regularly to ensure that it will 6.8 When engine is running adjust voltage control if necessary to 7.8 To disconnect, select SG, reduce load to zero and press Disc.
2.3 Generator in manual operation press start. function when required. match main bus voltage.
2.4 Turn on voltage control and adjust to 440v. 5.2 With the generator in AUTO, TEST 1 will simulate low 6.9 The breaker can be made by the semi auto sync select 8 Shaft Generator, Power Take In mode
2.5 Use governor control to give 60Hz output. voltage on the emergency bus causing the generator to start. generator and adjust speed until ready light shows, press conn. 8.1 To enable power take in the reverse power setting of the
2.6 Connect emergency generator breaker. 5.3 The generator will attempt a maximum of three starts. 6.10 Manual synchronising can be carried out from the main breaker is set to 1500kW.
2.7 Trip main bus breaker connection to emergency bus. 5.4 Releasing TEST 1 the generator stops. switchboard (MD140 MD144). 8.2 Breaker must be connected in PTI mode.
5.5 Before using TEST 2 the bridge must be informed and check 6.11 Once connected the generators must be manually balanced by 8.3 Press PTI.
3. Emergency Generator Stopping that the elevator is not in use. TEST 2 will temporarily adjusting the governor controls. 8.4 The shaft generator load is gradually reduced and PTI mode
3.1 Ensure that main bus bar has supply. interrupt the emergency supply. 6.12 To disconnect select generator to be stopped, remove load by initiated.
3.2 Connect main bus bar breaker connection to emergency bus. 5.6 TEST 2 disconnects the emergency bus from the main bus lowering the governor control, press disc. 8.5 PTI may be adjusted using the Lower and Raise load control.
3.3 Open emergency generator breaker. simulating total supply failure, the generator starts and 6.13 After disconnection, the generator can be stopped by pressing 8.6 To change from PTI to PTO press PTO. Power in is reduced to
3.4 Stop generator. supplies the emergency bus. the start/stop button. zero.
5.7 Releasing TEST 2 reconnects the emergency bus to the main 6.14 The turbo generator must be stopped from MD86. 8.7 Disconnect breaker or adjust load to supply power from SG.
bus and the generator stops.

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2.2 Diesel Generators MD75 air cooler. A shft driven HT fresh water circulating pump circulates stop when the diesel starts, if lubrication oil pump control is set to
the scavenge air heater and cylinder jackets. The temperature is AUTO, and start when the diesel engine stops. The Engine Control
controlled by a simple proportional controller, controlling the Panel has the following functions and indications:
General power, but the engine will keep running. A change-over to HFO
temperature at inlet cylinder jackets. The HT can be pre-heated, - Selection of local/remote control of engine
The ship is equipped with two 900kW/850kVA/440V/60Hz/900 while the engine is running on DO will cause missfiring/engine
using an electric heater. - Start/stop of engine
rpm synchronous main generators. Each generator is driven by a stop due to too low temperatures of the metal part in the fuel feeder
- Trip indications
turbocharged, four-stroke, 6-cylinder auxiliary diesel engine (DG1 line and injection pumps. The fuel oil pump discharges to the high-
The governor (rpm controller) settings are available in a pop-up - Reset of trip
and DG2) pressure pump header through a duplex filter. Surplus oil is
window with the following variables:
The auxiliary diesel engines are equipped with separate, integrated returned to the diesel oil service tank or the fuel oil system
Safety System
systems for cooling water and lubrication oil. depending on the position of the double 3-way valve.
- Speed-droop (speed controller droop setting): Default setting The diesel engines are equipped with a separate, independent safety
The diesel engines are designed for both diesel and heavy fuel oil An electrically operated shut-off valve on the suction side of the
= 60%, which represents a speed droop approx. 3%, or system acting as a back-up system to the safety system of the
operation (700 cSt). fuel oil pump shuts off the fuel oil supply in case of an emergency.
1.8Hz. 100 % = approx. 5% speed droop. PowerChief. The system monitors the engine condition by binary
In order to prevent carbonising and heavy smoke emission during The valve is controlled from the Remote Emergency Operating
- Speed set point (basic speed at unloaded engine): Default sensors and includes the following adjustable parameters:
low load, the fresh water cooling system is arranged in such a way Panel.
setting = 909 rpm.
that the scavenge air is heated during low load.
- Load limit (speed controller max. Output limit): Default
The lubrication system is equipped with an electrical oil pump and
Parameter Normal setting
Description a shaft driven main lubrication oil pump. The electrical pump
- Compensation lever (speed controller gain): Default setting Over speed 112%
The engine is equipped with a shaft driven fuel oil pump. The serves as a pre-lubrication oil pump and as a stand by oil pump in
for the proportional gain is set to 65. Low Lub Oil Pressure 1,0 bar
pump takes suction either from the fuel oil supply system or direct case of break down of the shaft driven main pump. The pumps take
- Compensation valve (speed controller integral time): Default High Lub Oil Temp. 90oC
from the diesel oil service tank. Shifting between diesel oil and fuel suction from the diesel engine lubricating oil sump and discharges
setting = 20 seconds. High fresh water Temp. 96oC
oil is carried out by means of the double 3-way valve, shifting both though a freshwater cooled oil cooler and a duplex filter. The oil
- The governor response at different settings can be studied by High Exhaust Temp. 700oC
supply and return direction. sump can be refilled from the lubricating oil storage and the oil can
means of the pop-up TREND window.
The piping from Fuel supply system (MD11) to the diesel be drained to the sludge tank by using the electrical oil pump.
If one of the parameters is exceeded the diesel engine will shut
generators (MD75/76) can be heated by steam tracing and is also The electrical oil pump can be operated in manual or in automatic NOTE! Frequency regulation stops when the Engine is down and a trip alarm is given. A lamp at the local panel indicates
kept hot by fuel recirculation at each generator. To keep the fuel mode. overloaded (when alarm is activated). the trip condition. To restart the engine the cause must be found
injection pumps hot, a non-return fuel circulation valve is mounted
and corrected and the safety system must be reset by pushing the
in parallel with the fuel pump, also a pressure control valve in the Seawater for the LT and HT fresh water coolers is provided by the The FW temperature controller is a proportional gain controller RESET button.
fuel return line is included. The fuel quality at injection pumps is vessel s main sea water system. with BIAS setting. BIAS default setting is 50%, which means that
indicated. For a safe start the viscosity at injection pumps should 50% is added. (Deviation * P-Gain) + BIAS = Output. The trip limits can be inspected and changed from the variable
not be higher than 17-18 cSt. If a change-over is made from HFO A shaft driven LT fresh water circulating pump circulates fresh
page 7515/7615.
to DO while the engine is running, there will be a short loss of cooling water through the lubricating oil cooler and the scavenging The pre-lubrication pump: Interval lubrication with default setting:
8 seconds on and 20 seconds off. The pre-lubrication pump will
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Operation procedure Stopping

In normal operation the generator is in stand by mode with AUTO 1.11 Open fuel oil inlet valve to fuel oil pump. 3.1 The generator can be stopped when in AUTO from the 3.4 If the generator is to be stopped for maintenance, leave
and priority selected on the POWER CHIEF. While in AUTO 1.12 Open fuel oil valve before fuel oil filters. Normally one filter POWER CHIEF panel or the Electric Power Plant panel. control in Local and close starting air valve.
mode the generator must be prepared ready to start. is in operation and one filter is cleaned and on stand-by. 3.2 To stop locally, firstly ensure that generator breaker is open. 3.5 Placing the electric lubricating oil pump in manual prevents
1.13 Check the position of the fuel oil supply 3-way valve. 3.3 With the Engine Control in Local, press STOP. start from remote positions.
1. Preparation 1.14 Open start air valves, MD59. Start air must be at least 15 bar
1.1 Check level in the fresh cooling water expansion tank and (218 psi) on the starting air line.
refill if necessary. 1.15 If any of the alarm lamps (red) at the local panel are lit, press <This page is intentionally left blank>
1.2 Check that the fresh water temperature controller is working the RESET button.
and in AUTO normal set point is 85°C 1.16 Start the engine from the local panel by pressing the START
1.3 Ensure sea water valve to cooler is open pump, MD01, and sea button.
water flow is normal.
1.4 Check level in lubricating oil sump tank, (min 40%) - refill 2. Starting
from storage tank if necessary 2.1 When the Engine Control panel is in Remote the engine can
1.5 Line up lubrication oil system. Normally one filter is in only be started from the POWER CHIEF panel or Electric
operation and one filter is cleaned and on stand-by. Power Plant, MD70.
1.6 Ensure that lubrication oil valve to the sludge tank is closed. 2.2 To start locally select local on the Engine Control Panel.
1.7 Start the electrically driven lubricating oil pump (pre- 2.3 Start the Lubricating oil priming pump manually.
lubrication oil pump), and check that the oil pressure is 2.4 Press Start.
increasing. 2.5 When engine is running, stop Lubricating oil priming pump
1.8 Set the electrical lubricating oil pump in AUTO mode by and set to AUTO.
pressing the AUTO button on the PUMP. CTR. panel. 2.6 The generator can now be connected to the main bus using
1.9 Check water level in the fuel oil service tanks and drain if the Synchrchroscope panel, MD142, or Electric Power Plant
necessary. panel, MD70.
1.10 Ensure that fuel oil supply valves from diesel oil service tank, 2.7 To use the POWER CHIEF the generator must be switched
MD05, and fuel oil system, MD11, to generator engine are to Remote.
open.

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2.3 Synchroscope MD142

1.6 Connect breaker when the top synschroscope indicator is lit.
General The breaker connected light will show that the generator is
The synchroscope panel is used for manual connection of the now connected to the bus.
generators to the bus bar. 1.7 Increase the governor speed to give the incoming generator
some load.
The panel consists of selector switches for each generator and 1.8 To manually share the load equally use the governor controls
indicates the voltage and frequency of the bus and of the selected on MD70 or on each generator page MD140/141/143/144.
generator. A synchroscope indicates the phase relationship between
main bus and selected generator. There is also an indicator to show 2. Disconnection
that the selected generator is connected to the main bus. 2.1 Ensure generator to be disconnected is not in AUTO on
MD101
The shore supply can be accessed from this panel. 2.2 Use governor controls on MD70 or on each generator to
reduce the load on outgoing generator to zero.
The syncroscope can be accessed from the individual generator 2.3 Select outgoing generator.
sections of the main switchboard panels. (MD140 -144) 2.4 Disconnect, breaker connected light goes out.

1. Connection 3. Shore Supply

1.1 The incoming generator must be running and not in AUTO 3.1 To connect the shore supply the main bus must be dead
on MD101. 3.2 Connect the shore supply cable
1.2 Select incoming generator, voltage and frequency can be 3.3 Ensure phase rotation is correct
compared with bus. 3.4 Close circuit breaker
1.3 Adjust excitation if necessary to give equal voltages. 3.5 The shore supply must be disconnected before resupplying
1.4 Adjust governor control so that incoming generator is slightly
faster than bus frequency.
1.5 Synchroscope indicator should be turning slowly in a
clockwise direction.

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2.4 Shaft Generator/Motor MD77 If there is available electrical capacity from the turbine generator 3.4 To change to PTI select Generator Mode.
then the shaft generator may be used in PTI mode to increase
The shaft generator is designed for continuous parallel operation
efficiency. 4. Stopping
General with conventional auxiliary generators and exhaust gas turbo-
4.1 It is normal to leave the clutch engaged when main engine is
The shaft generator/motor system consists of the following main generator sets.
In case of main engine reduced power or if extra shaft power is running otherwise, in order to engage clutch, the engine
components:
required the shaft generator can be used in PTI mode with the would have to be slowed down.
The control panel supplies auxiliary power for the excitation
diesel generators. 4.2 If the generator is not required, disconnect circuit breaker in <This page is intentionally left blank>
- Control system converter and cooling fan. The SG cannot operate if auxiliary
the normal manner.
- Static converter power is lost. The synchronous condenser is started from the
1. Starting shaft generator 4.3 The synchronous generator may now be stopped.
- Shaft generator/motor control cabinet. When starting the SC considerable power is drawn
1.1 Ensure auxiliary power on and cooling fan is running. 4.4 If maintenance is to be carried out it will be necessary to turn
- Synchronous condenser from the main distribution supply.
1.2 Check that enough reserve power is available to start off the auxiliary power, disengage the clutch and close the air
- Smoothing reactor
synchronous condenser, about 150kW. valve to the clutch.
The shaft generator can be used as a motor in Power Take In mode.
1.3 Start synchronous condenser.
The power from the shaft of the main engine drives the shaft This enables excess available electrical power to be used to
1.4 Open air valve to clutch.
generator via a gear and a clutch. The clutch is driven by control air supplement the main engine to give greater shaft output. In PTI
1.5 Ensure input shaft speed below 300 rpm and connect clutch
and will not operate if the control air is missing. The clutch will not mode the motor can either use the available electrical capacity or
in local control. When clutch has engaged change to remote
engage if the inlet shaft speed is above 300rpm. the maximum consumption can be manually selected. The
control.
maximum load on the motor will always leave a reserve of 300kW.
2. Generator Mode
energy when SG is running above 200rpm. Between 200 and Operation Procedure
2.1 Normal mode is generator mode as indicated on the control
400rpm the load is limited to half, above 400rpm maximum power Normal operation involves engaging the clutch at stand-by in order
panel.
is available. that the generator may be used on passage.
2.2 The generator can be connected manually or automatically
from the Power Chief panel in the normal manner.
The synchronous condenser controls voltage and frequency. During manoeuvring electrical power is supplied from the diesel
Frequency is determined by condenser speed, voltage by a standard generators.
3. Power Take In
AVC.
3.1 To use PTI the generator breaker must first be connected in
When the vessel is on passage the turbine generator is used in
the normal manner.
A load controller controls power flow through the static converter parallel with the shaft generator.
3.2 PTI can be selected locally or from the Power Chief panel.
by timing rectifying thyristors, it also controls the excitation of the
3.3 In PTI mode select either Available Mode to use all
shaft generator.
available power (300kW will be in reserve) or select Setting
Mode where the motor power can be set up to a maximum
of 300Kw in reserve.
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2.5 Main Switchboard-Starter section MD71

General
The starter circuit breakers can be individually grouped by setting
The starters are grouped into four main sections. Deck machinery the function variable to one of eight settings.
and bow thruster are supplied via a bus tie. 1 OL trip only
2 OL trip and auto pump restart
Each starter group has indication for current, active power, reactive 3 OL trip and zero volts disconnection
power and power factor. Starters indicated with an asterix are 4 OL trip and zero volts trip
supplied from elsewhere and are not included in the calculations 11 Non Essential + 1
for the starter group. 12 Non Essential + 2
13 Non Essential + 3
The breakers are operated by pressing the IN button. Pressing IN 14 Non Essential + 4
again will open the breaker. The green indicator shows if the The settings can be found on the CBR Doc variables.
machinery is running.
Non Essentials trip as dictated by the settings on the generator
The display value of the breakers may be changed from active breakers on MD70.
power to current.

Total Earth Leakage current is constantly monitored. Earth fault

finding is available by selecting 440v or 220v distribution system
and switching between phases.

In case of overload of available supply the breakers can be grouped

for non essentials to automatically disconnect. Non essentials must
be circuits not required for the safe operation of the vessel.

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2.6 Main Switchboard-Feeder section MD72 2.7 Emergency Switchboard MD73

General 3 OL trip and zero volts disconnection
The feeders are grouped into four main sections. The 220v The feeder circuit breakers can be individually grouped by General 4 OL trip and zero volts trip
sections are fed from the main bus via a circuit breaker and setting the function variable to one of eight settings. The emergency switchboard supplies circuits necessary for the The settings can be found on the CBR Doc variables. The
transformer. 1 OL trip only safety of the vessel. These include communications, navigation emergency switchboard supplies are all essential and should not be
2 OL trip and auto pump restart lights, fire alarm, fire and flood control. connected to non-essential trips.
Each feeder group has indication for current, active power, 3 OL trip and zero volts disconnection
reactive power and power factor. Feeders indicated with an 4 OL trip and zero volts trip The feeders are grouped into four main sections. Two 440v The emergency batteries are supplied by battery chargers via the
asterix supply elsewhere and are not included in the calculations 11 Non Essential + 1 sections and two 220v sections supplied via a circuit breaker and 440v emergency bus. There are two sets of batteries, one for
for the feeder group. 12 Non Essential + 2 transformer. starting the emergency generator and one for the main 24v supply.
13 Non Essential + 3 Terminal voltage of each battery is displayed.
The breakers are operated by pressing the IN button. Pressing IN 14 Non Essential + 4 Each feeder group has indication for current, active power, reactive
again will open the breaker. The settings can be found on the CBR Doc variables. power and power factor. Feeders indicated with an asterix supply
elsewhere and are not included in the calculations of the feeder 2.7.1 Emergency Generator Back Feed Mode
The display value of the breakers may be changed from active Non Essentials trip as dictated by the settings on the generator group. The Emergency Switch Board (ESWB) and the Main Switch Board
power to current. breakers on MD70. (MSWB) can be connected in two different ways.
The breakers are operated by pressing the IN button. Pressing IN
In case of overload of available supply the breakers can be again will open the breaker. Normal Mode
grouped for non essentials to automatically disconnect. Non The Emergency Switch Board is connected to the Main Switch
essentials must be circuits not required for the safe operation of The display value of the breakers may be changed from active Board by a selection switch. If there is voltage on the Main Switch
the vessel. power to current. hen the switch is
deactivated by loss of main voltage or by emergency generator
Earth fault finding is available by selecting 440v, 220v or 24v dc
distribution system and switching the resistance meter between
phases. overloading the Emergency Generator by mechanically isolating it
from the main bus.
The feeder circuit breakers can be individually grouped by setting
the function variable to one of eight settings.
1 OL trip only
2 OL trip and auto pump restart

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Optional Mode the bus-tie control to be -tie control to 3 MAIN ENGINE AND MAIN ENGINE SYSTEMS
If it is required that the Emergency Generator in critical situations manual also disables automatic EG operation. Model particulars
also should be able to feed the main bus system, the selection 3.1 Main Engine The main engine model ("cylinder model") is a comprehensive, If the cooling water flow is reduced or cooling water pumps are
switch must be exchanged with a bus-tie breaker with associated -tie breaker is automatically The propulsion machinery is based on one MAN B&W 5L90MC, semi-empirical software program module where the result of the stopped, the cooling effect of the fresh water is drastically reduced
bus-tie control logics. In addition the Emergency Generator must disconnected if loss of main bus power. low speed, 5 cylinder configuration, 2-stroke, turbocharged, combustion process is calculated. Important variables are: and the liner/exhaust temperatures will be very high. If the engine
be permanently wired for connection to the emergency bus bar. If there is reversible diesel engine. The main engine is coupled to a propeller is operated without lubrication, the mechanical friction increases
command will not function, unless the - is shaft with both fixed pitch propeller and controllable pitch Mean indicated cylinder pressures the piston and bearing temperatures will increase. Eventually
Changing from Normal to Optional Mode is done by setting the . propeller (selectable by the instructor). Also a shaft generator is Mean effective cylinder pressures piston seizure and bearings damage will occur. Long operation at
parameter C06136, on variables page 7005,to 1. The Optional attached to the main engine. Total shaft torque extreme high exhaust temperatures will cause damage to the
Mode is spec Back-Feed Exhaust temperatures exhaust valves.
Selection of bus- - ck Main engine data: Total heat to liners (FW)
Operation procedure etc, indicated by a red light when activated. - Cyl Bore 900 mm Total heat to pistons (FW)
- - Piston Stroke 2916 mm Stop of the main engine caused by physical damage on the engine
and no manual override is accepted. The bus-tie control is then The bus- connect- Total heat to bearings (LO) is indicated by "ME damage", and may result from:
- Number of Cylinders 5
simply representing the automatic positioning of the selector switch - Number of Air Coolers 2 - Exhaust valve breakdown
by main bus voltage leaving the bus-tie to direct operator control. The result is dependent on several variables and the most - Piston breakdown
- Number of Turbo Chargers 2 influential ones are:
- Continuous Service Rating ME 18 MW - Cylinder liner breakdown
-tie control logics function as follows: Connection of the bus-tie should never be attempted when there is - Corresponding Engine Speed 74 rpm - Bearing breakdown
voltage on both the main and the emergency switch board. Engine speed - Fire damage
- Mean Indicated Pressure 16.9 Bar
Auto - Scavenge Air Pressure 2.1 Bar Injected amount of fuel
At loss of main voltage the bus-tie breaker opens. At return of Note: When then the Emergency Generator is connected to the - Turbine Speed 7600 rpm Fuel heat value/viscosity
voltage the emergency bus is de-energized, by disconnection of the Main Switch Board by Back-Feed it is easily overloaded. All - Number of Prop. Blades 5 Scavenging air pressure
EG if connected, before the bus-tie breaker is reconnected to the automatic start-up of equipment must be disabled before supplying - Propeller Pitch 0.9 P/D Lubricating oil inlet flow/temperature
main bus. Activation of EG- voltage to the main bus! - Specific Fuel Oil Consumption 168 g/kwh Jacket water inlet flow/temperature
voltage and make the bus-tie breaker disconnect. Mean liner metal temperature
Manual The overall shaft torque is computed from the mean cylinder
The main bus and the emergency bus can be split manually without pressures. The torque balance differential equation between the
any restrictions by disconnecting the bus- propeller (water) torque and the shaft (engine) torque is then solved
command). Note that the EG stand by control (see MD70) requires by integration to give the engine speed.

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3.2 ME Lubrication Oil System MD12

General

The lubrication oil from the main engine sump is collected in a

continuously discharged to the sludge tank and there is a risk of
sump tank below the engine.
emptying the LO sump tank completely. The oil pressure after the
pumps will be reduced towards zero as the LO sump tank runs dry.
The LO pumps are protected by a pressure relief valve which opens
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when the pressure rises over a preset value. These valves are not
The oil temperature in the sump tank is affected by the return oil
modelled in detail and are not available from the variable list.
flow/temperature from the main engine, the oil flow/temperature
from the purifier and the heat loss to the surroundings. If all inlet
The service tank oil can also be circulated by the LO purifier.
flows stop, the temperature will gradually approach ambient air
temperature. Low oil temperature gives reduced flow at main
New oil is supplied by a make-up pump with flow directly to the
engine.
sump tank.

The lubrication oil is cooled in two LT fresh water cooled LO

Cylinder Lubrication
coolers and is then passed through an automatic backflush filter or
A simple cylinder lubrication model is included. The day tank is
a standby conventional filter before it enters the main engine. The
refilled by pump from the storage tank. There will be a steady
LO temperature is controlled by a PI controller, which regulates a
consumption of cylinder oil, dependent on main engine speed.
by-pass valve for the LO coolers.
The cylinder LO tank must be refilled periodically. At low cylinder
The LO filters must be checked regularly to avoid pressure/flow
LO tank level there will be ME slow down/shut down.
reduction.
Cam Lubrication
The sump tank oil level will gradually decrease due to oil
The lubrication oil from the main engine cam shaft is collected in a
consumption and possible drain/sludge discharge from the purifier.
cam shaft LO tank.
The level is unstable in poor weather and if the level is low, there
The LO pressure is controlled after the two cam LO pumps by a
may be false alarms/shut downs.
pressure control valve with return flow to the cam LO tank.

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Cam LO tank make-up is taken from the LO inlet main engine line. Start up of cam shaft system
Discharge of the tank is directly to the spill oil tank. Set temp. control to 50°C
Ensure Cam lube oil tank level is more than 0.3m
The cam lubrication oil is cooled by a LT fresh water cooled LO Set cam lube oil pressure to 4 bar.
cooler and is then passing a double filter before it enters the main Check one filter in use and suction and delivery valves on both
engine. The LO temperature is controlled by a P controller, which pumps open.
regulates a by-pass valve for the cam LO cooler. One pump started manually then switched to AUTO when pressure <This page is intentionally left blank>
reaches about 3.7 bar.
The LO filters must be cleaned regularly to avoid pressure/flow
reduction. Start up for cylinder LO system
Ensure day tank level is more than 0.3m.
Operation procedures Check all relevant valves are open
The flow will vary with engine speed.
Start up for main engine
Ensure main engine sump has sufficient oil. System shut down
Set temperature controller to AUTO and 45°C When engine has stopped at Finished with Engines wait for approx
Ensure suction and delivery valves on both main lube oil pumps 30 mins to ensure engine has cooled down and stop all lube oil
are open pumps. Sump temperature in port is normally maintained by
Ensure one cooler has inlet and outlet valves open continually running the lube oil purifier.
Ensure inlet and outlet valves to back flush filter are open
Ensure main bearing supply valve is open.
Start one of the main lube oil pumps in manual wait until the lube
oil pressure has risen to about 3 bar then, in pump/compressor
Autochief page, set pump control to auto.
It should only be necessary for one pump to be running with the
other in standby.
Ensure oil is flowing to piston cooling and main bearings at correct
temp.

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3.3 ME Bearings MD29 8. Do not open the crankcase until after at least 20 minutes. - Burnt or carbonised oil deposits
You must allow time for the oil mist to cool and fully condense. - Excessive bearing clearances
It is also recommended that the oil mist detector alarm level - Excessive oil flow from a bearing
General 1. Reduce engine power/pitch down to slow-down level, if this is
should reset, which indicates that the oil mist levels are well
not an automatic function. This will drastically reduce the load
below the Lower Explosive Limit. Obviously no naked flames Note: Command for open/close crank case doors at MD29 "ME
The screen provides the operator with a clear display of all bearing on the engine bearings, and hence the production of oil mist.
should be used on the initial entry. Bearing System".
temperatures within the engine, as well as the main parameters that
Oil Mist Alarm diode will light as long as mist is detected (reset <This page is intentionally left blank>
affect bearing load, such as main engine speed, engine power, and 2. Contact bridge, and ask to STOP engine. If the vessel is in a
9. Stop all lube oil pumps. To allow personnel entry into the after vent).
the lubricating oil supply. confined area, it may not be possible to stop the vessel. Hence
crankcase. When one of the malfunctions (cylinder or crank case mist) is set, it
the engine would continue on minimal power.
will not be possible to get rid of the mist by resetting the
The bearing temperature depends on the cylinder power, the
10.Isolate the starting air, and engage the turning gear. malfunction. The crank case must be ventilated following the
lubricating oil flow and temperature, and ambient temperature. 3. When stop order is received, stop the engine and close the fuel
correct procedure described in the MC90-V user manual. If mist
supply to the engine by stopping the booster pumps. This is will
11.Open the crankcase doors, and inspect the following areas for alarm is ignored (for long time) or doors opened too early a crank
The shaft friction includes static friction as well as speed- reduce the oil mist in the crankcase as the engine cools.
overheating: case explosion will occure!
dependent friction.
- Main and bottom end bearings
4. Switch off the auxiliary blowers.
- Thrust bearing
Comparisons between the various bearings can be easily made, and
- Crosshead bearings
should a bearing temperature increase above 80oC, then the 5. Open engine room casing. This will reduce the pressure rise in
- Piston rods
indicating bar will change to red to aid identification. At the same the engine room, should the crankcase relief devices operate
- Stuffing boxes
time the bearing concerned will also change colour to red.
- Chains
6. Personnel to vacate engine room. This is for the personnel safety
- Vibration dampers
The screen will also display the presence of oil mist within the of the engine room staff should flames issue from the relief
- Moment compensators
crankcase, as well as which units are affected. Should oil mist be valves. It may be prudent to have a minimal staff in the control
- Telescopic pipes
detected, then the engine protection system will activate, and an room to monitor the situation, and to maintain the main services,
- Cracked piston crown, allowing oil mist to enter crankcase
engine slow down will occur. but under no circumstances should personnel operate on the
via cooling oil return
exhaust of the engine.
- Overheated diaphragm, from a scavenge fire
The MAN B&W procedures for reaction to an oil mist alarm, or
other alarms that could lead to the oil mist situation are: 7. Prepare fire fighting equipment. A safety precaution against
12.Overheating can be identified by
outbreaks of fire in the engine room, from any flames issuing
- Melted or squeezed white metal from the bearings
from the crankcase relief doors.
- Discolouration of the crankcase paint in the vicinity

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3.4 ME Cylinders MD21

General

The five screens are indications only of the various parameters

present. The following indications are present:
- Cylinder exhaust temperature and deviation from the
average exhaust temperature.
- Cylinder water temperature and deviation from the average
water temperature.
- Cylinder piston oil temperature and deviation from the
average piston oil temperature.
- Exhaust receiver pressure and temperature gauges.
- Scavenge receiver pressure and temperature gauges.
- Piston oil cooling temperature and flow indications
- Main engine speed and power gauges.
- Cylinder oil flow
- Fuel pump rack and VIT setting.

A blow down valve to drain the contents of the scavenge receiver is

provided on each cylinder screen. This valve should be opened
twice daily.

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3.5 ME Piston Ring Monitor MD27

3.6 Fresh Water Cooling System MD10
General General From the LT/HT junction, some of the LTFW is led directly to the
The fresh water cooling system is separated in two subsystems: FW coolers, while some is led to the HTFW loop.
The screen provides an indication of the piston ring condition Should the cylinder lubrication be reduced, then the ring movement
within each cylinder. Two bar charts are provided for each will reduce. - Low Temperature System The High Temperature fresh water cools the cylinder liners of the
cylinder. The cylinder can be selected, and provides a display for - High Temperature System main engine. Some of the excessive heat is used for heating the
each piston ring for sealing and movement. When the ring sealing and movement reduces below an acceptable fresh water generator. The fresh water through the main engine is
level, then an alarm will be activated. The Low Temperature Fresh Water (LTFW) system cools all driven by two main and one auxiliary HTFW pumps, of which only
Under normal circumstances the ring sealing and movement will be auxiliary equipment, such as: one of the main pumps is normally in operation. The auxiliary
high. Should the ring wear increase then ring sealing will reduce, pump is provided for use in port. If the HTFW pumps stop, a small
- start-air compressors cooling medium flow will still be present as long as one of the
- service air compressor LTFW pumps is running. If the main engine has been stopped for a
- lub.oil system for turbo-generator and cargo pump turbines long period of time, it is required to heat the HTFW with the
- stern tube and propeller servo oil system preheater, which is heated with steam.
- main engine air cooling system
- cooling of the oil in the camshaft and main engine lub.oil The venting valve in HTFW line after cylinders should always be
system. open. Its purpose is to keep a small amount of water flowing from
the cylinders to the expansion tank in order to release entrapped air
The LTFW pumps (normally only one in operation), pump the in HTFW system. The system is indicative only.
fresh water through the above mentioned coolers. The FW system
is cooled by the SW system. The effect of cavitation is modelled The effect of cavitation is modelled for the HTFW pumps. The
for the LTFW pumps. The auxiliary LTFW pump is mainly used auxiliary HTFW pump is mainly used when in harbour or during
when in harbour or during blackout. blackout.

The fresh water temperature in the LTFW system is controlled by a The HTFW system is controlled by a PID controller, which
PID controller, which actuates a three-way mixing valve, placed operates a three way mixing valve, mixing hot water from main
after the two fresh water coolers. This controller can be operated in engine outlet with cold water from the LT/HT junction. The
manual or auto mode. The controller input signal is given by the temperature sensor may be moved from the outlet to the inlet of
temperature before the LTFW pumps. the ME on variable page 1011.

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If the FW of the main engine outlet is at boiling point, fresh water 2.2 Normal temperature controller set point is 80°C
evaporation is simulated. The resulting low water level in the 2.3 At Stand-by the main cooling pump should be started and put
expansion tank leads to low pressure in the fresh water system. The into AUTO from the PowerChief Pump Control panel. The
HTFW pumps are especially liable to cavitate under these low second pump should be in St-By.
pressure conditions, causing a reduction in ME cooling. 2.4 During normal operation with engine running the preheater
would be by-passed and shut off.
The static pressure in the fresh water system is given by the water 2.5 The expansion tank level should be checked periodically. <This page is intentionally left blank>
level in the fresh water expansion tank. There is a small constant
consumption of fresh water due to leakage and evaporation. The 3. Shut down procedure
expansion tank must be filled periodically. In bad weather, 3.1 Prior to stopping the engine the fresh water generator must be
unsteady expansion tank level is simulated, and false alarms may secured and the jacket cooling water bye-pass opened to
arise. prevent under cooling of the jackets during manoeuvring.
3.2 During short stops the main HTFW pump may be left running
Actuator type can be changed from variable page. and the jacket preheater put in use.
3.3 For longer stops use the auxiliary HTFW pump and the jacket
Operation procedure pre-heater.
1. Pre-heating 3.4 If securing the engine for maintenance shut off steam to
1.1 During out of service periods or if stopped for a prolonged preheater until temperature has cooled to about 40C or ambient
period during manoeuvre the main engine must always be pre- engine temperature and stop all pumps.
heated. Insufficient pre-heating of the main engine before
starting may cause misalignment of the main bearings and To secure the LTFW system all plant must be shut down and
fresh water leaking. then all LTFW pumps may be stopped
1.2 Once steam is available, open the HTFW inlet valve and close
the by-pass valve.
1.3 Correct pre-heating temperature is 60 - 65oC.

2. Jacket cooling water

2.1 Check the position of all valves in suction and discharge line
and start the auxiliary jacking cooling water pump locally.

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An adjustable (5-10 barg) back-pressure valve maintains a constant Operation procedure

pressure in the circulation line. 1. Preparation and starting on diesel oil
Supply system
The fuel oil line to the main engines is equipped with a remotely 1.1 Set 3-way valve into diesel oil position (100% for pure diesel
operated emergency shut off valve, operated from the Emergency oil).
Operating Panel (outside engine room). 1.2 Ensure sufficient level in diesel oil service tank and drain the
tank.
Steam for heating of the venting box and all fuel oil lines (steam 1.3 Line up system from diesel oil service tank to venting tank
tracing) is supplied through an adjustable (0-10 barg) steam by pass valve for fuel oil flow meter normally to be closed.
reduction valve. Steam for fuel oil heaters and steam tracing can be 1.4 Close venting box drain valve.
shut off by stop valves 1.5 Start one of the supply pumps manually and check the
discharge pressure and flow.
Fuel oil viscosity control
The viscosity controller positions the steam valve of the fuel oil
heater directly (single PID loop), or indirectly by adjusting the set Circulation system
point of a separate slave controller (cascade control). 2.1 Open valves to one of the fuel oil heaters and the back flush
filter.
The feedback signal to the slave controller is the mean tube metal 2.2 Check that the main engine fuel oil emergency shut off valve
temperature of the fuel oil heaters (High Selected). is open
At low load, it may prove to be necessary to stabilise the controller 2.3 Open fuel oil shut off valves for both main engines and the
by reducing the steam supply to the fuel oil heaters. supply valve for the generator engines.
This controller can be configured in cascade. A controller 2.4 Return line valve pressure controller must be set to 7-8 barg.
connected this way will be more stable and less sensitive to supply 2.5 Check that the 3-way valve in the return line is set to return
steam pressure than with a direct connected PID control. to venting tank.
2.6 Set fuel oil viscosity controller into Manual
2.7 Check that the valves for steam supply to fuel oil heaters and
steam tracing is closed
2.8 Start one fuel oil booster pump manually and check discharge
pressure and flow

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3.8 ME Fuel Oil High Pressure System MD28 3.9 ME Turbocharger System MD13
General a) The individual adjustment at the upper control lever (to General The turbo-charger model is composed of two separate units, a
The screen indicates the Variable Injection Timing (VIT) system compensate for the wear within the fuel pump the timing would The main engine is supercharged by two constant pressure turbo- centrifugal air compressor and a single stage gas turbine.
for the engine. VIT will advance the fuel timing to raise the be advanced. 1mm reduction in the fuel pump setting is chargers. The turbo-charged air is cooled in a fresh water-cooled
combustion pressure at engine loads below 100%, and hence approximately 0.8o advancement.) air cooler before entering the main engine. Major variables influencing the compressor torque:
improve the fuel efficiency. The start and finish of the fuel b) The collective adjustment input (to compensate for the quality - discharge pressure (air receiver)
advancement can be adjusted over the range of the engine, by of the supplied fuel. Reducing the collective setting by 10% The air cooler must be kept clean to enable it to provide a sufficient - suction pressure (air filter differential pressure)
means of the starting and ending point. would advance all fuel pumps by 0.8o) amount of cool air to the engine. Hot air will lead to high exhaust - air inlet temperature (density)
c) The variable adjustment due to fuel rack position (to increase temperatures, greater heat losses and increased specific fuel oil - compressor speed
Air the fuel efficiency of the engine. Dependant upon the start, consumption.
pressure to break and end points, with default settings of 40, 52 and 61% to Major turbine torque variables:
Break point @
advance achieve actual engine characteristics) After the air leaves the air coolers, it enters the demister units that - exhaust receiver pressure
52% fuel rack
fuel timing are fitted to reduce the water content of the air. Water is drained off - exhaust receiver temperature
The actual VIT advancement applied to each fuel pump is the demister units via the water trap, where the level and flow of - back pressure (exhaust boiler differential pressure)
displayed beside the upper fuel pump control lever, and is the the drained water can be noted from the screen display. - turbine speed
summation of the above three options.
Dirty turbo-charger air filters throttle the scavenging airflow and The turbo-charger speed is computed on the basis of the torque
Fuel rack Hence each individual fuel pump can be adjusted to provide the will result in reduced engine performance. balance differential equation shared by the turbine and the
position optimum fuel timing with regard to fuel type and quality, and compressor model units.
engine load. Excess fuel timing advancement should be avoided as The exhaust gas from the main engine cylinders enters the common
this will: exhaust gas receiver. From this receiver the exhaust gas can either In the event of a scavenge fire a CO2 release is provided.
a) Increase the maximum combustion pressure, and hence flow direct into the waste heat exhaust gas boiler or via the
Starting point @ cylinder and bearing loading Selective Catalytic Reduction (SCR) Receiver before entering the
Ending point @ b) Affect the ability of the engine to start effectively Exhaust Gas Boiler.
40% fuel rack 61% fuel rack The exhaust boiler must be kept clean. High back pressure reduces
Following adjustments to the VIT system the operator should scavenging air flow and engine efficiency, especially at high
monitor the combustion pressure over the complete engine load power.
To adjust the timing of the fuel pumps, three options are available range, especially from 50 100% load using the Cylinder
Indication screen MD120.

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1. Operation procedure
1.1. Line up the system by opening the fresh water cooling
throttle valves to air coolers 1 and 2.
1.2. Ensure the scavenge air receiver drain is closed
1.3. Check that the SCR Reactor is isolated at engine start-up
1.4. Check that the Aux. Blowers 1 and 2 are in AUTO and <This page is intentionally left blank>
running. These are operated from MD20 or MD102. Preset
values for start/stop of aux. blower is respectively 0.2 bar
and 0.4 bar.

Note: Differential pressure across cooler and air inlet filter

should be checked regularly.

2. In the event of a scavenge fire

2.1. Indicators of scavenge fire
- High scavenge air temperature
- One or more cylinder exhaust temp high
- Engine running rough
- Turbochargers surging
2.2. Slow down and stop when safe to do so
2.3. While waiting to stop
- Shut off fuel to affected cylinder(s)
- Increase cylinder oil slightly
2.4. Stop aux. blowers
2.5. Release CO2

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Operation procedure gradual heating up of the reactor, and prevent a possible

1. Line up the system by opening the scavenge air valve to the air turbocharger surge by rapid change to the turbocharger turbine
/ ammonia static mixer. speed.
2. Open the outlet valve from the ammonia tank so that the Standby (exh gas temp). When the control system is selected
ammonia vapour pressure rises. ON, the exhaust temperature must be within pre-set
3. Input 5 g/kWh as the set value for the NO controller, and place temperatures to enable the system to start. These temperatures
the controller in AUTO. are adjustable, and the default settings are low limit 250 C or
4. When the SCR control ready light is lit, then the SCR control high limit 490 C.
can be selected
5. This will allow the automatic valves to change the exhaust gas The system will cease to operate if a trip is active. This will occur
flow into the SCR Reactor if any of the following occurs:
Ammonia supply. When the ammonia supply is insufficient due
The SCR control panel indicates the status of the system, with the to a low level in the ammonia tank, then the system will trip.
following indications: Ammonia pressure. When the ammonia pressure is above 2.5
Stopped. When the system is non-operational bar, then the system will trip.
Active. The system is operational, hence the SCR Reactor Mixing air supply. When the scavenge air flow into the static is
bypass exhaust valves are closed and all the exhaust gas flow is low, then the system will trip.
directed through the reactor, and the ammonia inlet to the static Excessive ammonia slip. When the quantity of ammonia input
mixer is open. to the reactor is excessive, then the level of ammonia within the
Shutting Down. The system is changing from active to stopped, exhaust stream rises. This slip of the ammonia is measured, and
by changing the exhaust gas flow path from the exhaust when this reaches 60ppm for over 30 seconds then the system
receiver direct to the turbochargers. Note that during the shut will trip.
down period (15 second default setting) both the bypass and Ammonia leakage. As ammonia can produce a flammable
direct flow paths are open, to prevent a sudden change in the and/or explosive mixture with air, any leakage in the deck
turbocharger operation parameters, and to allow the reactor to housing containing the ammonia system is monitored and will
gradually cool down. cause the system to trip.
Starting. The system is changing from stopped to active, by
directing the exhaust gas flow from the exhaust receiver to the
SCR Reactor. During the starting period (default 30 seconds)
the SCR bypass and inlet /outlet valves are open to allow a

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General indicator cocks should be opened whilst the turning gear is

Local control of the main engine is provided to enable operation operating.
and control of the main engine should a defect or malfunction of
the main control or manoeuvring system occur. There are status indicators for:
In Local control the automatic thermal load programme, main - Fuel Puncture valve. The stop command for the engine will
governor functions, and slow down protection is overridden. open the puncture valves. When the engine is running
normally the puncture valves will be closed.
The local control panel contains the following operating functions: - Camshaft position. This indicates whether the camshaft is
in the ahead or astern position.
- Local fuel control lever. This is directly connected to the - ME Failure status. This indicates locally whether there is a
fuel linkage. The fuel control lever can be moved by either shut down, slow down or failure present. All three main
a direct input, or by selecting a fixed step on the right of the engine protection system can be reset at this local panel.
fuel control lever.
- Emergency telegraph. This is automatically linked with the Starting procedure of the main engine at the Local Panel
Bridge telegraph when the local control is selected by both 1. The Responsibility Transfer is set to Local.
the Bridge and Local Control stations. 2. The Bridge should select ECR Stand By to indicate that engine
- Indicator cocks. These can be opened or closed. The cocks operations are required.
would be opened during engine shut down, and closed 3. The turning gear should be disengaged.
when the engine is started. 4. The Indicators Cocks should be closed.
- Auxiliary Blowers. These can be stopped or started in 5. The manoeuvring system should be prepared with starting air
manual control, as well as being placed in automatic control and control air available.
for blower stop and start via the pressure switch on the 6. The ME Failure status should be checked, and any failure reset.
scavenge air manifold. 7. The auxiliary blowers should be placed on automatic, and the
- Turning gear engage and disengage. Once the turning gear auxiliary blowers should start.
is engaged, it can be started to turn the engine before the 8. The Emergency telegraph should be observed, and any
engine is started. This will ensure that no water has command from the Bridge acknowledged.
collected within the main engine cylinders. NB The 9. Select either Ahead or Astern depending on the telegraph
command.

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3.12 ME Manoeuvring System MD18

General 2. Once in local control, the engine can be started, stopped and
This drawing illustrates the components required to start, stop and reversed at the local control panel.
reverse the main engine. The process diagram shows the main 3. To start the engine the start button is pressed which will
inputs from the local control and engine control room that starts the activate valve 101. This action will activate valves 33, 25 and
engine. 117.
Before the engine can be started in any selected control position the 4. When 33 is activated, both valves 26 and 27 will operate. Valve
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following valve position should be set: 26 will supply the starting air distributor with pilot or starting
1. The safety air block valve 16 should be open. This valve air valve operating air. Valve 27 will cause valve Main starting
supplies the air to the fuel pump puncture valves should an valve to open pressurising the starting air manifold with high
engine safety trip be activated. pressure 30 bar starting air.
2. The starting air distributor block valve 118 should be open. 5. When 25 is activated, the fuel pump puncture valves are
This valve supplies the pilot air to open the individual cylinder pressurised to ensure that fuel is not admitted during the air
starting valves. start admission period.
3. The starting air block valve 1 should be open. This valve 6. When 117 is activated, control air is admitted to valves 14 and
supplies the control air to the manoeuvring system. 15. The selection of valve 14 or 15 is determined by the
4. The turning gear valve 115 should be disengaged. This supplies selection of ahead or astern at the ME Local Control station,
the control air to valve 33 and hence would block the start and activates the starting air distributor to the ahead or astern
sequence if engaged. position Once the starting air distributor is in the end position
5. The pressure of the service air supply should be checked to be for ahead or astern the starting air distributor will allow the
above 6.5 bar control air, admitted via valve 26, to the correct cylinder
6. The pressure of the starting air supply should be checked to be starting valve causing the engine to rotate in the desired
above 25 bar. direction.
7. The engine speed will now increase due to the admission of the
Engine START operation in local control starting air. Once sufficient engine rotational speed has been
1. To control the engine system at the engine side control, the reached (above 18 rpm), then the start button is pressed once
local control is selected at the ME Local Control station. This again to release the start command. Releasing the start
will cause valve 100 to pressurise valves 101 and 102. command will vent the valves 33, 25 and 117.

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8. The speed of the engine would now be regulated by the 5. When 10 is activated, the fuel pump reversing mechanism on will then be determined by the selection of either Bridge or Engine STOP operation in remote control
position of the fuel control lever on MD20. all five fuel pumps will be moved to the ahead position, once Engine Ctr. Room on screens MD104 or MD110.This will 1. To control the engine in remote control, the regulating lever is
the engine starts to move in the ahead position. cause valve 100 to block the air supply to valves 101 and 102. placed at zero. This will cause valve 84 to pressurise valve 38,
Engine STOP operation in local control 6. The selection of the ahead position is maintained whilst the 2. Once in remote control, the engine can be started, stopped and which in turn will activate valve 25.
1. To control the engine system at the engine side control, the engine is running. If the engine is to be operated in the astern reversed by operation of the single control lever. 2. When 25 is activated, the fuel pump puncture valves are
local control is selected at the ME Local Control station. This direction, then the engine should be stopped first. 3. To start the engine, the fuel lever is moved away from the stop pressurised to stop the fuel pump admitting any more fuel and
will cause valve 100 to pressurise valves 101 and 102. position in the ahead direction, which will activate valves 86 hence the engine will stop.
2. Once in local control, the engine can be started, stopped and Engine ASTERN operation in local control and 90. 3. Valve 117 is also pressurised, so that upon starting the starting
reversed at the local control panel. 1. To control the engine system at the engine side control, the 4. When 86 is activated, both valves 14 and 10 will operate. Both air distributor will quickly move to the desired position.
3. To stop the engine the stop button is pressed which will local control is selected at the ME Local Control station. This valves will ensure that the starting air distributor and fuel pump 4. The stop signal on valve 84 is only released when the
activate valve 102. This action will activate valves 25 and 117. will cause valve 100 to pressurise valves 101 and 102. reversing mechanism are in the required ahead direction. regulating lever is moved above the start position and the
4. When 25 is activated, the fuel pump puncture valves are 2. Once in local control, the engine can be started, stopped and 5. When 90 is activated, then valve 33 is activated. This will engine has started.
pressurised to stop the fuel pump admitting any more fuel and reversed at the local control panel. allow valves 26 and 27 to be activated. Valve 26 will supply
hence the engine will stop. 3. To start the engine in the ASTERN direction, then the Astern the starting air distributor with pilot or starting air valve Slow turn operation
5. When 117 is pressurised, the starting air distributor is pushed to button is pressed which will cause valve 105 to pressurise the operating air. Valve 27 will cause valve Main starting valve to This engine is fitted with a slow turn arrangement that will slowly
the ahead or astern position (as dictated by valve 105), but the Astern signal line. This will in turn activate valves 15 and 11. open pressurising the starting air manifold with high pressure turn the engine when started. This arrangement would be manually
engine will not start as valves 26 and 27 are not energised. 4. When 15 is activated, the starting distributor will be moved to 30 bar starting air. selected when the engine has been stopped for over 30 minutes to
the astern position when the start signal is activated. 6. Note the fuel pump puncture valves are still pressurised via prevent any possible cylinder damage from water leaking into the
Engine AHEAD operation in local control 5. When 11 is activated, the fuel pump reversing mechanism on valves 84, 38 and 25. This signal is only reached when the start cylinder liner.
1. To control the engine system at the engine side control, the all five fuel pumps will be moved to the astern position, once level RPM is reached, about 20 rev/min. 1. When the slow turn button is pressed then the valve 28 is
local control is selected at the ME Local Control station. This the engine starts to move in the astern position. 7. The engine speed will now increase due to the admission of the activated. Any subsequent start sequence will only allow the
will cause valve 100 to pressurise valves 101 and 102. 6. The selection of the astern position should be maintained whilst starting air. Once sufficient engine rotational speed has been small slow turning valve to open and block the opening of the
2. Once in local control, the engine can be started, stopped and the engine is running. If the engine is to be operated in the reached (start level RPM), then valves 84 and 90 are released, man starting valve.
reversed at the local control panel. ahead direction, then the engine should be stopped first. and following a small time delay valve 86. This will vent the 2. When the engine has rotated by at least one complete
3. To start the engine in the AHEAD direction, then the Ahead valves 14, 10, 33, 26, 27, 33, 38, 25 and 117. revolution, then the slow turn button is pressed once again to
button is pressed which will cause valve 105 to pressurise the Engine AHEAD START operation in remote control (Bridge 8. The speed of the engine would now be regulated by the release valve 28, and hence allow the main starting air valve to
Ahead signal line. This will in turn activate valves 14 and 10. or Engine control room) position of the fuel control lever on either MD104 or MD110. open, and the engine speed should now increase to reach the
4. When 14 is activated, the starting distributor will be moved to 1. To control the engine system at one of the remote positions i.e start level RPM.
the ahead position when the start signal is activated. Bridge or Engine control room, the remote control is selected at
the ME Local Control station. The new control station position

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MIP - This is the Mean Indicated Pressure (MIP) T - This is the timing of the fuel injection. The fuel
measured in bar. This pressure is the equivalent pressure that pump timing will change when the VIT operation is
acts on the piston throughout its vertical power stroke. selected on MD28, but it should be similar for all fuel
pumps.
L - This is the length of the fuel injection period, and is
IkW - This is the Indicated Power of the cylinder, and is dependant on the setting of the fuel control lever.
calculated from

On the lower part of the diagram, the button Zoom can be used to
T - This is the timing of the ignition. The time between zoom the diagram in horizontal direction to 300%.
the T and T indicates the ignition delay present for The button Spread is used to move overlaying curves apart
that cycle. Increasing ignition delays will cause increased vertically.
P and large delta pressure/angle ( P/ )
P - This is the maximum pressure present during the
working cycle. This will be affected by the quantity and
timing of the fuel admission.
T - This is the position of the maximum temperature
during the working cycle.
P - This is the pressure due to compression alone after
the compression stroke. It provides valuable information to
the efficiency of the compression stroke, and the sealing
efficiency of the piston rings, liner, and cylinder cover
valves.
P - This is the fuel pressure when the fuel injector
opens. It provides useful information that the fuel injector is
correctly adjusted.
P - This is the maximum fuel pressure generated by the
fuel pump. This indicates the internal sealing properties of
the pump, and whether internal wear is present.

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3.13.2 Press/Volume MD121

General
The pressure/volume diagram displays the classical p~V diagram To enable the cylinder indicator to measure the combustion
used in thermodynamic calculations to measure the power pressure, the following actions are required:
produced within a cylinder. 1. Select one of the field button (I1 to I5) in the INDICATE
The x axis displays the swept volume of the piston. column
2. Type in your identifying comments in the INDICATE field to
The pressure/volume diagram would be used for: aid future fault identification.
Display the classical power diagram, where the area within the 3. Select the same field button (I1 to I5) in the SELECT CURVE
diagram equates to the power developed by that power stroke. column. Either the blue, magenta, or brown curve can be
Display the maximum pressure selected.
Display the expansion curve and thus indicating whether there 4. Select the cylinder 1 to 5 that you wish to be measured.
is slow burning fuel or afterburning of the cylinder combustion
products present.

To enable the pressure indicator to measure the same procedure is

required as for any of the cylinder indication screens. Once one
screen has been activated, then ALL screens will indicate the same
numerical information on the left side of the screen display,
although the graphical information will change.

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General Line 3 This represents the maximum acceptable speed under

continuous operation (105% of the given speed for that engine)
The load diagram is used to provide a graphical representation of Line 8. This represents an overload condition of the engine. The
the engine power and speed at any given time of the engine engine is designed to be able to operate for 1 hour in 12 between
operation. the lines 4 and 8, but in moderately heavy weather engine overload
would easily occur when operating close to line 4 due the varying
Logarithmic scales are used for both power and speed, so that the load imposed on the engine.
relationship P N between them for a fixed pitch propeller
installation can be shown as a straight line. The load diagram also Within this normal operating range, the lines of 1, 2 and 6 represent
provides valuable information about the limitations of engine the relationship of P N , thus reflect the expected operation of the
operation. Normally the engine would be expected to operate engine for various conditions.
within the limits of line 1-7 and 100% speed, but during shallow Line 1 represents the expected operation of the engine with the
water operations, heavy weather, and during load-up periods, then shaft alternator operating. This line passes through the optimisation
operation within lines 4-5-7-3 are permissible. point of the propeller / engine st-up, where the maximum fuel
efficiency of the engine will occur.
These specific lines are: Line 2 represents the operation of the engine when the shaft
Line 4 This represents the limit of thermal loading that should be alternator is not operating. This will reduce the power output of the
placed on the engine. Should the engine operate to the left of this engine, whilst it still delivers the expected speed.
line, then there is insufficient air for combustion, and hence this Line 6 represents the light running operations of the engine. It is at
will impose a limitation of the torque the engine can produce at a this condition that the engine / propeller would be expected to
given speed. operate at sea trails. However, once delivered the expected fouling
Line 5 This represents the maximum mean effective pressure the of the hull, propeller and engine, combined with realistic weather
engine can produce under continuous operation. and wind condition will dictate that for a given speed output a
Line 7 This represents the maximum power the engine can produce higher power output is required. By illustrating the original clean
under continuous conditions (100% of Maximum Continuous set-up of the engine, then the engineer can quickly see how much
Rating (MCR)) deterioration has occurred, and hence decide when cleaning of the
hull, propeller and engine is required. Note that operation with

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General Operation procedure

The stern tube bearings are lubricated by two separate gravity LO 1.1 Ensure cooling water to Stern Tube cooler.
tanks, one high and one low. These are selectable and should be 1.2 Refill lubricating oil sump tank if necessary.
chosen according to vessel draft. 1.3 Select required gravity tank using 3-way valve in filling line.
1.4 Select correct gravity feed to stern tube.
Description 1.5 Ensure stern seal isolating valve is open.
The oil is pumped from the stern tube sump tank to the selected 1.6 Start the lubricating oil pump in manual.
gravity tank, from where it flows to the stern tube bearings and also 1.7 When one pump is started, set the other pump in Auto.
to the stern seal. 1.8 If the running pump is unable to maintain the level in the
The gravity tank is automatically filled by one of the lubricating oil gravity tank, the stand-by pump starts automatically.
pumps and surplus oil is continuously drained to the sump tank 1.9 Check level of oil in sealing tank, fill from make-up valve.
through an overflow pipe. Drain water if required.
The oil is cooled as it is pumped to the gravity tank. The heat 1.10 Stop of pumps to be carried out manually
exchanger is LT fresh water cooled.
If the running pump fails to maintain the level in the gravity tank
the stand by pump will start at low level in the gravity tank Model particulars
provided that the pump is in Auto mode. The low-level limit can be No comment.
adjusted from the variable page.
Stopping of pumps has to be carried out manually.
Refilling of the lubricating oil sump tank is carried out by starting
the make-up pump.
The oil can be transferred to the spill oil tank in case of
contamination. Water contamination can be drained through the
sample cock.
The stern tube has a fwd seal oil system that can be topped up from
the gravity feed line.

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Each system is provided with the following alarms and safety At deviations between the actual rudder position and the desired
functions: rudder position, a port or starboard signal is given to the electrical
directional-control valve. The control valve changes its position
and hydraulic oil is lead in an out of the respective chambers at the
steering gear, shifting the rudder angle towards the desired position
as long as the deviation exists.
Steering gear pump no 1 and the belonging controls are supplied Emergency control (Non follow up control)
from bus bar 1. The directional-control valve can be manually controlled by means
Steering gear pump no 2 and the belonging controls are supplied of the emergency control buttons fitted both at the bridge steering
from Emergency bus bar. console and locally at the control valve.
Emergency steering may be carried out, in case of system Automatic separation control system (Safematic system)
communication failure with the bridge. According to international regulations, the steering gear system of
larger ships must be provided with automatic separation of the two
Control system description hydraulic systems, in case of a large oil leakage at one of the
The steering gear control system is of the on-off type (3-point systems.
control). The electrical controlled directional-control valve
integrated in each of the control valve blocks controls the rudder Both steering gear systems are connected to the common expansion
angle. The control valve block also includes over centre and flow tank.
control valves, necessary for mechanical and hydraulic safety and A major oil leak at one of the systems will lead to a decrease of the
control. LOW LEVEL ALARM -
EXPANSION TANK
Normal control (Follow up control)
The directional-control valve receive its control signals from the If the oil level continues to decrease both steering gear pumps
automatic rudder control system, having its set point either from receives a START command resulting in a start of the stand by
the auto pilot or from the manual rudder control located both steering gear pump and shifts the safematic control valve block into
locally and at the bridge steering console a position where the two system are separated from each other

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is limited by the set point of the pressure-relief control valve. When

Model particulars the directional-control valve is not activated, the system pressure-
For studies of mutual influence between the steering gear and relief control valve is relieved and the pump pressure decreases to a
autopilot the autopilot is made available in the mimic diagram 58. very low value (5-10 bar - caused by the very short piping around
the pump unit and the return line filter).

to be manually put back to normal position. If the rudder command causes the rudder angle to shift to one of
the extreme positions, the steering gear vane is limited by the
Rudder command can be set manually on AUTO PILOT to study steering gear body at 35° and the pressure will increase to set point
effects of sudden large variations on rudder. of system pressure-relief control valve (normally 75 bar).
If this condition remains for a prolonged period, the oil temperature
Servo speed is dependent on servo oil pressure. will rise. At temperature level above approx. 65 C decomposing of
the oil and pump wear will increase exponentially and end with a
As long as the directional-control valve is activated the discharge break down of the pump.
pressure is a function of the pressure drop in the control valves and
system piping and at the rudder torque and the maximum pressure

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5 SERVICE SYSTEMS The emergency fire pump has a separate suction from its own sea
chest.
5.1 Main Sea Water System MD01
General the overboard line. The total sea water flow will therefore be
Sea water is pumped by two electrically driven SW pumps from reduced in the recirculation line. 1. Operation Procedure
sea chests through the sea water filter. The flow from the pumps The control valve has a pneumatic actuator. 1.1. Open relevant sea suction valves
goes to seven coolers, which are connected in parallel: The standard valve actuator can be changed with a motor driven 1.2. Open pump outlet and inlet valves <This page is intentionally left blank>
actuator. The motor control interface is modelled as follows: 1.3. Open valves to relevant coolers. Under normal
- Fresh Water Cooler 1 circumstances only one fresh water cooler need be in use
- Fresh Water Cooler 2 - 100 % controller signal gives full opening speed 1.4. Set controller for recirculation valve to auto and 200C
- Steam Condenser - 50 % controller signal gives zero speed 1.5. Start one sea water pump locally
- DG1 Fresh water cooler - 0 % controller signal gives full closing speed 1.6. Put one pump in auto mode from pump/compressor control
- DG2 Fresh water cooler panel (MD102). Normally one pump running one in
- Fresh Water Generator Studies comparing the dynamic behaviour of the standard actuator standby.
- Air Conditioning system with the motor actuator system are recommended.
2. ER Flooding
In port when the cooling requirement is low, an auxiliary pump is A model variable page, MVP7030, is for testing of frequency 2.1. Ensure No2 pump is running
fitted. During cargo operations a main pump may be required. control of pumps. The main SW, HTFW and LTFW pumps are 2.2. Open Emergency suction valve
connected to a frequency converter, if activated. The frequency can 2.3. Close Both sea chests valves
be adjusted from 40 to 60 Hz. The total electric power from 2.4. Ensure that temperature control valve is in full overboard
Description converter to pumps is displayed for convenient economy studies at position
Sea water is taken from either a high suction sea chest via a strainer reduced ME load etc.
when the vessel is loaded or a low suction sea chest when the
vessel is in ballast. Two fire and general service pumps are provided which can service
In order to avoid too low sea water temperatures at the cooler inlets the fire main or the ballast system. They take suction from the main
a controllable recirculation valve is used to circulate water from the sea water service pump suction line
overboard line back to the common sea water suction line.
The recirculation valve is controlled by a standard PID controller. No 2 main SW pump can be used in the event of serious flooding.
The recirculation line is smaller and has higher flow resistance than A separate pipe to the tank top is provided for this operation.
Flooding indication and level are given.

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5.2 Air Ventilation System MD40

General
The ventilation system consists of four supply fans and four Indication is also given of fire detection in the Engine room and
extractor fans for the main engine room. Control room and Cargo Deck areas.
Control room all have supply fans. The Purifier room and Sewage
room have exhaust fans. Accommodation fans are also started from Should the Emergency Shut Off be operated or the CO2 cabinet
this panel. door be opened then the Engine room supply and exhaust fans will
be stopped.
The panel gives indication of Engine Room and ambient
temperature as well as air pressure within the Engine room.

The air pressure in the engine room space will vary depending on
which fans are running and also on whether the main engine and
generators are running.

Insufficient air supply will lead to the engine room temperature

rising.

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2. Summer operating procedure:

2.1 Prepare and start the steam supply for the final heating
section in AUTO mode.
2.2 Prepare and start the water supply for the condenser.
2.3 Set the bypass damper at 10%.
2.4 Start the plant in summer mode with low fan speed.
2.5 Set the master controllers set points at the wanted values.
2.6 Control the plant with appropriate intervals and adjust
the plant if necessary.

Note:
It is possible to adjust the capacity of the plant by opening/closing
the bypass damper and/or low/high speed of the fan.

Note:
Steam valve V15605 and water valve V15606 must be open for
starting the plant.

Note:
Pressing the MAN buttons on the controllers, they will change to
AUTO mode and visa versa.
The compressor starts when pressing the ON button on the control
panel.
).

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General The starting air compressors are normally operated with one
compressor selected as Master. This is achieved at the Power Chief
The purpose of the start air is to provide starting air to the diesel panel. Master cut in and cut out setting can be set on variable page
engines and ensure that first start is available should all power to 7020.
the vessel be lost.
The start air receivers can be operated in parallel, or one of the
The compressed air system consists of two start air compressors, receivers can be pressurised and shut off to be kept as a standby
one emergency air compressor and one hand pump, two start air receiver. The main and the auxiliary diesel engines are supplied by
receivers and one emergency start air receiver. separate air lines and stop valves from one or both of the air
receivers. There is a non return valve in the connection from the
All compressors start and stop automatically according to need by main start air to the auxiliary start air to ensure that the emergency
the compressor control system included in the PowerChief system start air receiver only supplies the auxiliary engines. The main air
if the compressor is in AUTO position. The emergency compressor receivers supply control air for the main engine via a reducing
is supplied from the emergency switchboard valve.

Description The safety valves for the start air receivers open at approximately
Each air compressor is monitored by an independent, local safety 32 bar. The settings of the safety valves can be changed from the
system. variable page.
The air compressors will trip at:
Start air comp. Emergency air The air receivers and the air coolers will gradually fill with water,
comp. depending on compressed air production and air humidity. The
Disch. air temp. > 110°C > 110°C receivers and coolers must be manually drained regularly. Much
Lub oil press. < 0.75 bar < 0.75 bar water in the start air receivers will reduce starting capacity.

The Start air compressors are cooled by LTFW, the Emergency If the service air compressor fails, make-up air can be taken from
compressor is air cooled. Trip condition is indicated by a red alarm the #1 start air receiver.
light on the compressor panel.

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5.5 Service Air Compressors MD60

General The safety valve for the service air receiver opens at approximately
8.5 bar. The settings of the safety valve can be changed from the
The purpose of the service air compressor system is to provide air variable page.
to the control equipment and control valves in the engine room, and
for general consumption purposes in engine room and at deck. The air receivers and the air coolers will gradually fill with water,
depending on compressed air production and air humidity. The
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The compressed air system consists of one service air compressor, receivers and coolers must be manually drained regularly. Much
one service air receiver and a filter drier / reducer assembly for water in the service air receiver will reduce the operating capacity.
control air.
The air to the control equipment is filtered and dried and pressure
The compressor starts and stops automatically according to need by reduced by a pressure reduction valve (part of the filter/drier
the compressor control system included in the PowerChief system assembly).
if the compressor is in AUTO position.
If the service air compressor fails, make-up air can be taken from
Description the #1 start air receiver. An air reduction control valve closes the
The service air compressor is monitored by an independent, local make-up gradually at increasing service air pressure. The valve is
safety system. pressure controlled, with an opening set point set slightly lower
The air compressors will trip at: than the auto start set point of the service air compressor.
Service air comp.
Disch. air temp. > 100°C The air make-up valve is usually left open for safety reasons. If the
Lub oil press. < 0.75 bar service air compressor trips, service, and control air pressure is not
lost, but supplied through the starting air receivers. This may
The compressor is cooled by LT fresh water. High air outlet prevent a serious situation like a shut down of the main engine in
temperature is indicated by a red alarm light on the compressor narrow waters.
panel.
Under certain conditions, starting air compressors "produce" a
considerable amount of water. The starting air may also contain a
small amount of oil. This will gradually reduce the efficiency of the

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air dryer/cooler and is therefore not desirable. By keeping the 2.4 Select AUTO mode on the PowerChief panel. The compressor addition there is often a "working air compressor" supplying
service air compressor in service, carry over of dirty air from the will then start and stop according to the limits given. These consumers not including delicate instrument systems.
starting air compressors to the control air system is prevented. limits are adjustable from the variable page 7020.
Note: When a compressor is started manually, it is not stopped Much water in the service air receiver will lead to problems with
Carefully consider if or when to close the service air make-up automatically by a pressure control. the oil viscosity controller. If the intermediate air cooler is not
valve. drained regularly, it will gradually fill with water and overheat.
3. Normal operation
Operation procedure 3.1 The service air compressor is normally operated in AUTO
1. Preparations before starting start air compressors after a mode
longer period out of operation. 3.2 The stop valve for the make-up line is normally open.
1.1 Check that main sea water and LT fresh water systems are in 3.3 Check that the set point of the make-up valve is slightly
operation and the valve to air compressor coolers is open. below the set point of the service air compressor.
1.2 Open fresh water inlet valve to service air cooler. 3.4 Drain air receiver, air cooler, and filter drier regularly.
1.3 Open drain valve from service air cooler.
1.4 Open air inlet valve to service air receiver.
1.5 Operate drain valve from service air receiver to remove any Model particulars
water present. The air flow delivered from the service air compressor is dependent
1.6 Open air outlet valve from service air receiver. on the discharge (receiver) pressure.
1.7 Open air inlet valve to service air filter and dryer.
1.8 Operate drain valve from service air dryer to remove any All main control valves included in the ship machinery are assumed
water. to be air operated. As the control air pressure is reduced, these
devices will be slower and the effective actuator time constants are
2. Starting procedure increased. Various control loop problems may develop at low
2.1 If the compressor is tripped (TRIPPED lamp lit), press RESET control pressure.
button on the compressor panel. Start the compressor by Some of the loops will be slow and stable, others conditionally
pressing button ON. unstable (unstable in an intermediate range).
2.2 Close service air make-up valve from start air receiver no. 1
(see note). The service air compressor in this system is often called an
2.3 Close drain valves. "instrument air compressor" and is usually of the "oil free" type. In

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5.8 Fuel Oil Settling Tanks MD04 If local engine room panels are used in the simulator
configuration:
General Overflow from the settling tanks is led to the Spill Oil tank.
The drain valves can be opened at the local panel. In order to
Fuel oil settling tanks comprises HFO Settling tank no. 1 and no. 2. Each HFO settling tank has a return line with shut-of valve for
simulate visual inspection of the water/oil mixture, use is made of
excess oil from the HFO separator feed pumps.
the panel light of the valve. A steady light indicates that the valve is
The purpose of the HFO settling tanks is to:
open and water is flowing. A flashing light indicates that the valve
- Settle bulk water and sludges Operation procedure
is open and mostly oil is flowing. Note that the flashing light
- Act as buffer tank for the HFO separator system 1.1 Open the heating supply valve to the heating coils and set the
function is available only when Local Panel is used for operating <This page is intentionally left blank>
- Supply the HFO separators with fuel oil of an almost desired temperature from the controller.
the fuel oil settling tanks, in the engine room.
constant temperature 1.2 Settling tank temperature to be set 5-10oC below flash point.
1.3 HFO requires temperatures above 40oC to be pumped.
Description 1.4 Drain water from tanks periodically.
There are two identical HFO settling tanks. Both tanks are filled 1.5 Water content can be read in %.
from the oil transfer system by the HFO transfer pumps taking
suction from either the bunker tanks or the fuel oil spill tank. The Model particular
filling line at each settling tank is provided with a shut-off valve. If the temperature of the oil in the settling tank cools below a
certain limit (40°C), it will be difficult for the purifier feed
By means of shut-of valves (quick-release, remote controlled shut- pump to transport the oil.
off valves) at the outlet from each HFO Settling tank and The process of water precipitation in the settling tanks is
associated piping system, provision is made to have the HFO properly modelled so that the water in the oil from the bunker
separators to take suction from one or both settling tanks. tank will gradually fall towards the tank bottom by force of
gravity. The water content in the oil from the bunker tank can
Bulk water settled in the settling tanks can be drained from the be adjusted.
bottom of the tank to the sludge tank via a drain valve. If the collected water is not discharged regularly, HFO purifier
problems will finally be experienced (such as excess water to
Steam heating sludge tank).
The temperature is controlled by simple thermostatic P-controllers, In order to simulate visual inspection of the water/oil mixture,
positioning the steam control valves according to tank temperature oil/water interface level is presented on screen at each tank.
and temperature set.

Miscellaneous

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5.9 HFO Separator System MD06 Low oil outlet pressure alarm is indicated when oil pressure out is
on its way down. less than 1.45 bar.
General
The purpose of the HFO separator system is to supply the main The oily water sludge and the drain from the shooting are collected
If the water content in the cleaned oil does not decrease below the High/Low oil temperature alarm is activated if the oil temperature
engine and the diesel generators with fuel oil, free from impurities in the sludge tank.
differs more than 5% from setpoint. This malfunction can be
and water to the highest degree.
discharge through the water drain valve, there will be an alarm and triggered from the malfunction page M0604 (Heater failure) or by
A steam heated pre-heater heats the heavy fuel oil before it is led to
the inlet oil valve will close. changing setpoints directly on the heater controller when the
Description the separator bowl. A PID controller controlling a control valve at
controller is set to manual operation.
There are two HFO separators of the "ALCAP" type. The two HFO the pre-heater steam inlet controls the temperature.
On the ALCAP control panel there are indications of the following
separators take suction from the settling tanks and the service tank
alarms: When the oil temp is within 5% from setpoint reset the ALCAP
and discharge to the HFO service tank.
before start.
ALCAP Operating Principle
-Water Transducer Failure
Operation Mode The oil to be cleaned is continuously fed to the separator. Separated
-Sludge Discharge Failure No displ. water alarm is activated when the ALCAP control system
Pumping up service tank: sludge and water accumulate at the periphery of the bowl.
-High Oil Pressure tries to fill water but there is no water supply caused of a shut water
One separator takes suction from the selected HFO
-Low Oil Pressure supply valve.
settling tank and discharge to the HFO service tank. Normally a sludge discharge takes place at specific time intervals,
-High/Low Oil Temperature When the water supply is reinstated reset the ALCAP before start.
Re-circulating service tank: but if the water contamination is high, an earlier discharge may be
-No Displ. Water
One separator takes suction from the HFO service tank initiated.
-High Vibration High vibration alarm is activated when we have high vibration in
and discharge to the HFO service tank.
the separator bowl. When this alarm is activated, the separator will
When separated water reaches the disk stack, some water escapes
Water transducer failure alarm is activated if the transducer is be emptied, the ALCAP control system will be shut down, the oil
Each separator is provided with a separate electrical driven feed with the cleaned oil. The increase in water content is sensed by a
measuring less than 0.05% water content in the outlet oil. Since it will be recirculated (three way valve will close against separator)
pump with constant displacement. The flow to the separator is water transducer installed in the clean oil outlet.
is not possible to measure a water content below this value in this and the electrical motor will stop. This malfunction is set from the
controlled by means of an adjustable flow control valve. The
separator system, this limit is used to indicate a fault condition of malfunction page M0602.
excess flow from the feed pump is returned to the HFO settling When the water content in the cleaned oil reaches a specific
the transducer. After repair reset the ALCAP before start.
tank or to the HFO service tank.
Each feed pump/separator has a capacity, which is 10% above discharge of the water in the bowl. The water is discharged with Sludge discharge failure alarm is activated if the separator is not
After repair of transducer, the ALCAP must be reset before it is
maximum total HFO consumption the sludge through the sludge ports at the periphery of the bowl. able to empty the separator for water and sludge. The ALCAP
possible to start the separator.
Each separator is provided with an operation water gravity tank. control system will directly try a new sludge/discharge sequence. If
High oil outlet pressure alarm is indicated when oil pressure out is
During operation, there is a constant consumption of operating If the water the water transducer still measures too high water content in the oil,
more than 1.9 bar.
water and the operating water gravity tank must be manually reached within 15 minutes (adjustable) after the last sludge
refilled on low alarm. discharge, the water drain opens. The valves remain open for a

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6.4 When oil is observed the sludge flow, decrease the gravity The efficiency of the purifier is dependent on the gravity ring
diameter a few percent until there is no oil in the sludge flow. setting and the feed flow. Low feed flow and large gravity ring
result in better purification while small gravity ring increases the
Model particulars maximum flow admitted before broken water seal is likely to
The oil discharge pressure will build up to normal value when the occur.
separation process starts functioning properly.
The cleaning procedure described will be done automatically at
The oily water sludge and the drain from the shooting is collected regular intervals by the PowerChief central monitoring system if
in a sludge tank common for all purifiers. At loss of water seal, the the selector switch on the local purifier panel is in AUTO position
oil/water will drain through sludge line to sludge tank. The oil
discharge pressure will be low and the central alarm system will be
activated.

The purifier is modulated with an automatic dirt build up within the

bowl. After each ejection cycle, the bowl is cleaned. If the dirt
accumulated exceeds an upper limit, lost water seal will occur. The
purifier therefore must be cleaned regularly.

If the oil inlet temperature drops under a given limit or increases

above a given limit, the normal separation process is disturbed,
resulting in lost water seal. If the flow resistance of the discharge
line is too high, the water seal will break.

If the oil temperature reaches a critical low limit, the purifier will
stop due to motor overload.

There is a constant consumption of operating water and the

operating water tank must be manually refilled on low alarm or
before.

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5.11 Lubrication Oil Purifier System MD09 3.5 When mimic reads BOWL OPEN & EMPTY, open operating Model particulars maximum flow admitted before broken water seal is likely to
valve, The oil discharge pressure will build up to normal value when the occur.
General 1.5 Start purifier by pushing the ON button.
3.6 When mimic reads BOWL CLOSED & EMPTY open make separation process starts functioning properly.
Description 1.6 Fill operating water tank if necessary.
up valve. The cleaning procedure described will be done automatically at
There is one lubricating oil separator. The lubricating oil separator 1.7 Open make up water valve (Hot water for bowl content
3.7 Open seal/flush valve until mimic reads BOWL CLOSED The oily water sludge and the drain from the shooting is collected regular intervals by the PowerChief central monitoring system if
takes suction from one end of the main engine drain tank and displacement)
AND SEALED in a sludge tank common for all purifiers. At loss of water seal, the the selector switch on the local purifier panel is in AUTO position
discharges back to the other end of the drain tank.
3.8 When BOWL CLOSED AND SEALED appears, open inlet oil/water will drain through sludge line to sludge tank. The oil
Starting procedure
valve towards purifier. discharge pressure will be low and the central alarm system will be
The separator is provided with a separate electrical driven 2. MANUAL mode:
3.9 When operating valves, indicating lamps must be observed to activated.
displacement feed pump with adjustable speed. After purifier has reached full speed, and purifier controller is in
prevent rushing the procedure of starting cycle/ejection cycle.
manual, open make-up valve and wait until mimic reads BOWL
3.10 Adjust back pressure valve to maintain about 3 barg. The purifier is modulated with an automatic dirt build up within the
The separator is provided with an operation water gravity tank. CLOSED AND EMPTY
bowl. After each ejection cycle, the bowl is cleaned. If the dirt
During operation there is a constant consumption of operating 2.1 Open seal/flush valve for 15 seconds to ensure proper water
4. AUTO mode accumulated exceeds an upper limit, lost water seal will occur. The
water and the operating water gravity tank must be manually seal in bowl.
4.1 Press purifier on button wait for purifier to run up to speed. purifier therefore must be cleaned regularly.
refilled on low alarm. 2.2 When mimic reads BOWL CLOSED AND SEALED, open
4.2 Press start and switch to auto.
Sealing water is taken from the hot water system. oil flow to purifier on three way inlet valve. The supplied oil
4.3 Adjust backpressure valve to maintain about 3 barg. If the oil inlet temperature drops under a given limit or increases
must have sufficient temperature.
above a given limit, the normal separation process is disturbed,
The oily water sludge and the drain from the shooting are collected 2.3 Start purifying process with gravity ring less than 50 % of
5. Adjusting gravity ring resulting in lost water seal. If the flow resistance of the discharge
in the sludge tank. full scale.
5.1 The efficiency of the purifier is dependent on the gravity ring line is too high, the water seal will break.
2.4 Maintain the back pressure at 3 barg.
setting and the feed flow. Low feed flow and large gravity ring If the oil temperature reaches a critical low limit, the purifier will
A steam-heated pre-heater may heat the oil before it is led to the 2.5 Adjust gravity ring to maximum value without loosing water
result in better purification while small gravity ring increases stop due to motor overload.
separator bowl. The temperature is controlled by a PID controller seal and adjust oil flow gradually to 100 %.
the maximum flow admitted before broken water seal is likely
controlling a control valve at the pre-heater steam inlet.
to occur. There is a constant consumption of operating water and the
5.2 The cleaning must always be optimised according to the operating water tank must be manually refilled on low alarm or
Operation procedure 3. Ejection cycle:
current flow through purifier. before.
1. Preparation 3.1 By-pass the purifier with the inlet valve
The gravity ring is slowly maximised until oil is observed in the
1.1 Open outlet valve from lubrication oil sump tank. 3.2 Close make-up valve.
sludge flow. The efficiency of the purifier is dependent on the gravity ring
1.2 Open inlet valve to lubrication oil sump tank 3.3 Open Seal/Flush valve for 5 seconds
5.3 When oil is observed the sludge flow, decrease the gravity setting and the feed flow. Low feed flow and large gravity ring
1.3 Start feed pump. Adjust desired flow (when starting less than 3.4 Open operating valve for 5 seconds, mimic reads BOWL
diameter a few percent until there is no oil in the sludge flow. result in better purification while small gravity ring increases the
20%). OPEN DESLUDGING
1.4 Set temperature controller in auto and adjust set point to 88°C.

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5.12 Fresh Water Generator MD61 1.8 Open sea water valve for condenser (V00674, MD01)
1.9 Open sea water overboard valve from ejectors.
The condenser is cooled by sea water so the vapour condenses into
General fresh water. The fresh water falls by gravity to the bottom of the
2. Starting procedure:
Very huge waste heat sources may be utilised when connecting a condenser and is led to the suction of the fresh water pump.
2.1 Start ejector pump and check pressure and flow.
fresh water generator to the main engine jacket cooling water
2.2 Open sea water flow to condenser, adjusting valve, gradually
system. Normally this temperature is 75-80°C. The condition of the fresh water is monitored by a salinometer and
to 100 %.
if the salinity is high the condensate is recirculated to the
2.3 Open sea water feed valve to evaporator.
There are two HTFW bypass valves. The manually operated valve evaporator.
2.4 Wait for the total pressure in the generator to drop to
diverts the HTFW through the evaporator to evaporate the sea
approximately 0.10 bara.
water feed. Description
2.5 Open evaporator heating outlet shut off valve (to HTFW
An automatic bypass valve is also mounted in the HTFW supply The evaporator is made up by heat exchangers of the plate type.
system).
line to the evaporator. It is normally closed, but at engine outlet
2.6 Open evaporator heating inlet shut off valve (from HTFW
temperatures lower than normal, it opens. This function prevents The evaporator heating is supplied from the main engine HTFW
system).
the evaporator from over-cooling the engine at low engine power, circuit by controlling a bypass valve.
2.7 Close evaporator heating by-pass valve gradually while
when the heat generation in the engine is insufficient for full
checking that the generator pressure does not exceed 0.1 bara.
evaporator production. The maximum evaporator capacity is 30 ton/24 hours at sea water
2.8 Activate the automatic vacuum control valve by pressing ON
temperature 32oC.
at Vacuum Ctr. panel.
A controlled amount of sea water is fed into the evaporator where it
2.9 When distilled fresh water is visible in sight glass, open
is heated by the HTFW. The fresh water generator operates under The distillate water is led to the distilled fresh water tank
distillate re-circulation valve and start the distillate pump.
vacuum conditions in order to reduce the evaporation temperature.
2.10 When salinity control is below alarm limit, activate salinity
The vacuum, and thus the evaporation temperature, must be Operation procedure
control by pressing AUTO at Salinity Ctr. panel
controlled to reduce the scale formation in the sea water side of the 1. Preparation
evaporator. 1.1 Set salinity controller to MAN.
1.2 Close evaporator drain valve.
Model particulars
The vacuum allows the utilisation of low temperature heating 1.3 Close vacuum breaker valve.
No comments.
sources. The vapours generated pass through a fine mesh, to 1.4 Check that fresh water by-pass valve is fully open.
prevent salt water carryover, to the condenser. 1.5 Check that fresh water inlet and outlet valves from main
engine system to generator are closed.
1.6 Close sea water feed valve from ejector pump
1.7 Open valve for sea water supply to ejector pump

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FWPCA are generally up to $25,000 per day of violation or $1,000 There must be onboard an emergency means to enable a person in
per barrel discharged. The master of the ship must immediately charge of an oil transfer operation to stop the flow of oil to a
notify the nearest Coast Guard of an unlawful discharge and facility, another vessel or within the vessel. This may be by the
proceed in the clean up. Gross negligence or wilful misconduct means of the pump control, quick acting power actuated valve or
could cause penalty costs to triple. an operating procedure. There must be adequate and protected
MARPOL regulations also require every vessel to maintain an Oil lighting in areas of oil transfer operation.
Record Book, where a permanent record of almost every handling It is your responsibility as a marine engineer to know, understand,
of oil or oil waste is maintained. For non tank vessels, the and obey the law.
following operations must be recorded in the oil record book:
Collection and disposal of oil residues (sludge)
Automatic and Non-automatic discharge overboard or
disposal otherwise of bilge water which has accumulated in
machinery spaces.
Condition of oil discharge monitoring and control system
(failures and repairs)
Accidental or other exceptional discharge of oil
Bunkering of fuel or bulk lubricating oil
Additional operational procedures and general remarks
The FWPCA and OPA 90 established additional regulations
regarding the transfer of oil to or from a vessel. They state that no
person may perform oil transfer operations unless he holds a valid
license authorising service on such vessels as a master, mate, or
engineer, and has full knowledge of current oil transfer procedures
that are maintained aboard that vessel.
During vessel-to-vessel transfers each tank vessel with a capacity
of 250 or more barrels of cargo oil must have a means that enables
continuous two way communication between the person in charge
of the transfer of operations on both vessels.

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5.14.1 Bilge Wells MD62 Operation.

1. Incinerator operation
General Sludge tank 1.1 Note amount of oil in sludge tank
Bilge well description The sludge tank receives drains from the following sources: 1.2 Open valve from sludge tank to burner pump.
The following Engine Room bilge wells are included: - HFO purifier sludge 1.3 Open valve to incinerator.
- ER Aft - DO purifier sludge 1.4 Start incinerator by pushing flame ON.
- ER Port - LO purifier sludge 1.5 Incinerator will automatically stop at low level in sludge
- ER Stbd - HFO settling tanks drains <This page is intentionally left blank>
tank.
- ER Fwd - HFO service tank drain 1.6 Note and record amount of sludge incinerated.
- DO service tank drain
A sludge tank and an incinerator are also part of the bilge system. NOTE. The incinerator should only be used during sea passage.
The total water and oil input flows are summed up and oil / water
The bilge pump can take suction from any of the four bilge wells, interface level is displayed as well as total level. 2. Sludge to shore
or from the sludge tank, and discharge it to the Dirty Bilge tank. 2.1 Check that shore connection has been established.
Oily return flow from the bilge water separator also enters the 2.2 Note amount of sludge in tank.
The ER Port engine room bilge well, in addition, receives possible sludge tank. 2.3 Open valve for discharge sludge ashore.
overflow from the sludge tank and miscellaneous fresh water 2.4 Start shore pump
leakage/overflow from the engine room systems. The Aft bilge Sludge can be discharged from the sludge tank to the incinerator or 2.5 Close discharge valve before removing the shore connection.
well receives overflow from the stern tube LO sump tank. to a shore reception facility. 2.6 Note and record amount of sludge discharged.
The bilge wells cascade into one another as the bilge fills and Incinerator NOTE: Before discharge to shore remote stop of the shore pump
overflows. Should all bilge wells be full the level continues to rise The incinerator takes suction from the oil (top) part of the sludge from deck location must be tested.
on the tank-tops. Visual indication is given as well as the level on tank by means of a float device. To initiate incinerator operation,
the tank-top. start the pump and ignite the burner. If the pump light begins to
flash, this flashing indicates automatic stop of the pump. Auto stop
When the Bilge Water pump is in automatic operation it works on can be caused by:
any of the bilge wells. If the Bilge Water pump is on for an - No oil in the sludge tank
excessive time an alarm will sound to indicate that there is a - Time out for burner ignition
serious leakage.
Flashing burner light indicates that the burner is ready for ignition.

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5.14.2 Bilge Separator MD63 Operation procedure

1. Preparation of bilge separator 4. Automatic bilge from engine room bilge well.
General 1.1 START electric heating of bilge separator and set separator 4.1 If AUTO bilge pump control is active, the bilge suction valve
The separator is provided to eliminate engine room bilge water in Eventually the oil layer at the top of the separator increases operation in MANUAL from the engine bilge and the bilge pump will be activated
accordance with current pollution prevention regulations by sufficiently to trip a sensor which causes the separator drain 1.2 Set the separator into AUTO mode when sufficient according to the level in the bilge.
discharging water containing no more than 15 ppm of oil solenoid to open. The accumulated oil is forced out through the oil temperature (50oC) 4.2 The filling valve for the Dirty Bilge Water tank must be open
overboard. discharge valve to the sludge tank. 1.3 Check the setting of the ppm detector. 4.3 If the bilge pump is ON for more than 20% (adjustable) of the
OFF time an alarm is activated. Immediate action must be
The bilge separator separates oily water taken from the Dirty Bilge 2. Automatic or manual operation of the separator taken.
Water tank. Clean water is pumped overboard or to the clean water functions are automatic: 2.1 Normally the separator is operated in AUTO. In Auto the 4.4 If Bilge Separator pump is in AUTO the two three way valves
bilge tank, while the oil is returned to the sludge tank. - The overboard valve is closed and the re-circulation valve valves for bilge over board, bilge re-circulation to clean bilge on the discharge must be aligned to the separator. The Diry
opened if the ppm limit in the overboard water is above a tank and sludge drain from separator to sludge tank are Bilge Water tank suction valve must be open.
The separator unit consists of a tank divided into several zones by pre-set limit. automatic controlled. 4.5 The Bilge Separator pump will start and stop depending on the
internal baffles. A positive displacement bilge pump supplies - If the oil/water interface sensor detects low level (much oil), level in the Dirty Bilge Water tank.
unprocessed oil/water downstream into the separator and the sludge valve is opened. 3. Daily service bilge from engine rooms.
simultaneously discharge treated water out of the separator. - The bilge separator pump may be started/stopped 3.1 Check oil content in bilge well. 5. Emptying bilge tanks.
automatically according to the Clean Bilge Water tank level.
3.2 Open suction valve from bilge well. 5.1
As the oil/water mixture flows through the separator, oil droplets 3.3 Open valve to Dirty Bilge Water tank. 5.2 Check that bilge separator is ready.
are attracted to the coalescer beads while water is repelled under A flashing AUTO light indicates functional failure. The cause can 3.4 Start bilge pump in manual. 5.3 Open suction valve from dirty / clean bilge tank
the influence of gravity and heat. Water passes around the beads be high oil content (low-low oil/water interface level) or low Monitor Dirty Bilge Water tank to prevent overflow 5.4 Open discharge over board
but oil temporarily attaches to them. Oil droplets accumulate on the separator temperature. The separator pump will then be stopped,
3.5 Record bilge transfer in Oil Record Book. 5.5 Check that bilge separator is in Auto.
beads until they become large enough to break away and float to the sludge valve opened and the overboard and re-circulation 5.6 Start bilge pump
the top of the separator. valves closed. 5.7 Observe PPM-meter to avoid pumping oil overboard
5.8 Check and not down time and ship's position when finished.
Meanwhile, the treated water is discharged from the bottom of the The heating power is turned on/off according to temperature, by a
5.9 Complete Oil Record Book.
separator, through the oil content monitor and then either thermostatic switch as long as the main switch is on. This switch
overboard or to the Clean Bilge Tank, depending on residual oil works independently of the AUTO mode.
content. Effluent will only be discharged overboard when its oil
content is less than 15 ppm.

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CAUTION - Activated sludge shall be added if it has been emptied for

Discharge overboard of untreated sewage should not take place any reason or when commissioning the plant for the first
within 12 nautical miles of the coast and local restriction time. This will not be required when the unit has been
concerning treated sewage discharge must be strictly observed. operating previously but the description is included for
The sewage treatment plant works automatically once it is set but completeness.
periodic attention is required and the unit must be monitored for - Check that effluent pump is selected for operation.
correct operation. - Check that dosing chemical tablets have been added to the
(Note: Rules governing the discharge of raw sewage must be basket in the discharge chamber.
complied with at all times and the discharge of raw sewage -
overboard must only be contemplated should the sewage plant be - Open diffuser and air lift valves
out of service. The bacterial action requires a regular supply of raw - Start the aeration compressor.
sewage and the discharge of raw sewage overboard can impair - Set the UV radiation unit on.
effective bacterial action.) - Start to supply the unit with black/grey water.
- Operate the unit to maintain output levels within Marpol IV
Operating the Sewage Treatment Plant requirements.
There is a black water supply from the vacuum collection system
and a grey waterline supply from the galley and laundry system. At high level in the chlorination tank, the bypass valve will open
In both supply lines there is a control valve. across the UV radiation unit.
The effluent pump has a direct connection to the overboard
discharge line. 1 Operation in local restriction areas
1.1 Open the valve to the sewage sludge tank
Set the system valves as in the following table: 1.2 Close the valve before the UV unit.
- Open overboard valves in the discharge line from the
effluent pump
- Open suction valve from chlorination tank
- Close suction valve from settling tank
- Close suction valve from aeration tank
- The sewage treatment unit should be initially filled with
water

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General The heat transfer in the exhaust boiler is controlled by exhaust

There is an oil fired (OF) water-tube boiler for port and cargo dampers which by-pass some of the exhaust from the main engine.
pumping duties, and an exhaust gas boiler (EGB) for steam supply The exhaust damper position is automatically set by a PID
at sea. Feedwater for the OF boiler is supplied via the economiser controller thus controlling the steam pressure.
section of the EGB at all times.
Water from the OF Boiler water drum is circulated through the The condensate from heating and miscellaneous service application
EGB Evaporator section before being returned to the OF boiler returns to a condensate filter/inspection tank and then flows back to
steam drum. Saturated steam is passed through the superheater the feed water tank. The condensate from the condenser is pumped
section of the EGB to supply the Turbo-alternator at sea. directly to the feed water tank.

There are two feed pumps (Main and Auxiliary) drawing from the The feed water tank and the filter/inspection tank are modelled
feed tank which can be topped up by the Make-up feed pump from with heat loss to the surroundings. They will therefore gradually
the Distilled Water tank. The auxiliary Feedwater pump is used cool down if the inlet flows are stopped.
only for high steam production (cargo pumping), as it has a The temperature of the condensate entering the inspection tank is
capacity of 500% of the main feed water pump. Condensate returns assumed to have a constant value (80 C).
directly to the Feed tank but other returns are via an Observation
tank to prevent oil contamination. The screen will display the oil The system is designed to operate in two distinctive modes:
content within the inspection tank to indicate oil contamination of a) Cargo pumping (in port use)
the condensate returns. The oil fired boiler operates at a steam pressure of 16 or 7
bar (high or low setting). Steam is supplied to the four
The water level in the steam drum is controlled by a PID level cargo pump turbines, and ballast pump turbine, with a total
controller, driving the two feed water control valves in parallel output capacity of 40 tonne/hour.
from a common I/P converter.
Both feed water pumps trip at high-high steam drum water level to b) Turbo generator operation (at sea use)
When the ME is running, the waste heat in the exhaust gas
outlet steam. is used to generate steam, between 7 and 9 bar. The
minimum pressure of 7 bar can be maintained by automatic

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5.18 Exhaust Boiler MD81

General
The Exhaust Gas Boiler consists of two ducts through which the The Evaporator section is started up once the OF Boiler Feed
exhaust gases from the main engine passes. One duct contains four system is in use by:
banks of heat exchanger tubes, the other is plain to bypass the heat 1. Opening Boiler Circ pump outlet valve and Boiler circ pump
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exchangers. Dampers control of the exhaust gas flow path, and the inlet valve on the boiler water and steam drums
damper position is regulating by the PID controller from a steam 2. Starting one of the two circulating pumps
pressure input 3. Place the circulating pumps on auto to provide standby
. operation.
The top bank of tubes is the economiser section where the
feedwater passes through the tubes counter to the gas flow. Sootblowing
The next two banks are the evaporation section and the water from
the oil fired boiler water drum enters the lower header of the lower 1. Observe differential pressure across EGB
bank and passes parallel to the gas flow collecting heat. The 2. Inform bridge of sootblowing operations bridge should ensure
steam/water emulsion leaves via the upper header of the upper that deposits do not land on the vessel
bank and returns to the steam drum of the oil fired boiler. 3. Ensure that service air is supplied from main air receivers
The lower bank of tubes is the superheater section where the 4. Open sootblowing valve.
saturated steam from the oil fired boiler passes in via the upper 5. After sootblowing observe differential pressure to gauge
header of the bank and counter to the gas flow to out of the lower effectiveness.
header to the turbo-alternator, cargo pumps and ballast pump. The
superheater is fitted with a combined vent and drain valve.

There is a Sootblower fitted for cleaning purposes which uses air as

the operating medium from the service air system.

Operation
The Economiser section will be put into operation once the OF
Boiler main feed system is in use.

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NOx represents the sum of nitrogen dioxide (NO2) and nitrogen stage one: a fuel rich zone with lack of air, stage two: a
5.19 Oil Fired Boiler MD82
monoxide (NO). lean burning zone with some extra air added to
SOx represents all sulphur component, mainly sulphur dioxide complete combustion. This staged combustion reduces
General A vent is provided on the steam drum to vent air from the boiler (SO2) and some sulphur trioxide (SO3). average flame temperatures and NOx generation.
This has two oil fired burners fitted in the roof of the boiler. The during start-up, and to ensure that the steam drum does not allow a HC and CO, hydrocarbons and carbon monoxide, represent all
furnace is of membrane wall construction except where the single vacuum to form during shut-down periods. residual unburned fuel components in the flue gas.
bank of inverted U-tubes forming the superheater. The superheater The simulator offers three methods for demonstrating reduced NOx
is protected from the main flames by a screen row of tubes from To provide a lower heat source to the separators and purifiers, a The computation of the flue gas composition is based on empirical emissions:
the water drum to a header leading to the steam drum. After the pressure reducing valve is fitted. This valve should ensure that the constants and functions. The results must be regarded as indicative
superheater is a bank of generating tubes running between the two steam temperature within these supplies is moderate, and below only. Flue gas recirculation FGR
drums. 160oC. In a given marine boiler with limited space available, the easiest
Fuel tanks, ME pre-heating, feed tank and accommodation are also Comments on flue gas emission way of reducing NOx is probably through flue gas recirculation. A
Connecting the steam and water drums are unheated downcomers supplied with reduced steam with temperature below 140oC. NOx generation increases with temperature and excess oxygen in flue gas duct from the stack to the air combustion air fan inlet is
to promote circulation. furnace. Unevenly distributed air/fuel creates high local needed, some times separate flue gas recirculation fans are
A steam dumping facility is provided. When it is activated, the temperatures in the combustion zone and gives higher overall NOx required.
A de-superheater is fitted within the steam drum to provide steam is dumped directly to the condenser, thus avoiding loss of values. In the FGR example recirculation rate of 15 % is assumed, giving a
saturated steam flow for the heating loads shown on this screen. feed water that would occur should the boiler safety valves lift. A In the simulator the NOx can be seen to increase with boiler load NOx reduction of approximately 30 %.
This will ensure that there is a positive flow of steam through the flashing light and alarm indicates that dumping is activated. Steam (furnace temperature) and oxygen surplus in furnace (oxygen
superheater at all times, and should prevent excessive superheater dumping starts at approximately 17 bar. controller setting). Tangentially fired boiler - TFB
metal temperatures that could lead to superheter failure. Atomizing steam to the burner cools the flame and reduces the Such boilers require much space and this pose a challenge to
NOx formation somewhat. marine applications.
A steam driven sootblower unit is fitted within the generating tube 5.19.1 Boiler Emission The boiler design offers good air/fuel mixing by cyclone action. Its
bank to ensure that the heating surfaces are kept clean. A full survey of the simulated flue gas composition is displayed on NOx reduction can generally be accomplished by: well-mixed, homogenous combustion zone enables furnace
model variable page MVP8206. - operating as close to stoichiometric combustion operation at very low excess air values (down to 0.5 %).
Saturated steam from the drum supplies heating services in port condition as possible. The TFB e -
and heating services and EGB superheater at sea. - operating with homogenous, well-mixed fuel/air two-stage combustion with fuel rich burning in stage 1 (in the
Superheated steam supplies the Cargo/Ballast pumps, Turbo relative scale ranging from 0-100 %. mixtures throughout the combustion zone lower boiler part) and air rich afterburning at reduced temperatures
alternator, and Deck machinery. All other components are presented as mass flows, kg/h, or as - operating through a two-stage combustion process to in stage 2 (upper boiler part).
specific mass ratios, g/kg fuel. reduce peak flame temperatures:

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- Boiler trip reset

- HFO selected (valve)
- Master controller auto
- Oil flow controller auto
- Air flow controller auto
- Atomising steam valve open
- HFO temp > 75°C
- Boiler pressure > 4 barg

Note that the boiler fan and HFO pump are automatically started at
reduced ME power i.e. the exhaust boiler is not sufficient to
maintain the steam pressure. When the exhaust boiler is
maintaining the steam pressure at increased ME power (oil fired
boiler is stopped), the fan and HFO pump must be stopped
manually.

The feed forward signal to master controller:

Steam flow out (G05002*C05510) and:

(Steam flow out - feed water flow in) * constant =

(G05002-(G05011+G05012) * C05524

All feed forward signals are individually adjustable. Can be

switched off by setting the C-variable to zero (0).

Error! Objects cannot be created from editing field codes.

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General are provided, to allow one set to be used, and the other set on
A 900kW turbo-generator is fitted for use at sea with steam supply standby.
from the exhaust gas boiler. In port it can also be supplied from the Water ingress into the lubricating oil sump is modelled. Hence the
oil fired boiler on the low setting. There is a change-over valve turbo-generator lube oil tank should be drained off regularly and
fitted in the inlet line. new oil added. Very low/high lube. oil temperature or very high
The turbo-generator is fed with superheated steam from the exhaust water content will reduce the lubrication ability of the oil and cause
boiler. The exhaust fired boiler produces steam of 9 bar and rotor instability and possible turbine trip (high vibration trip).
superheated to approx. 240 C.
Sealing steam for the glands is provided from the main inlet line,
The turbine is modelled realistically with torque dependent on via a pressure reducing valve. The sealing steam drains exhaust to
steam flow, inlet steam pressure/temperature and condenser the main condenser.
vacuum. The throttle valve is controlled by a speed governor. The
speed can be remotely adjusted by lower/raise signals from the The turbo-generator is protected by a separate safety system, and
electric switch board, or the manual set-point adjustment at the trip signal is given on the following conditions:
throttle valve. - high condenser hotwell water level
- high condenser pressure (low vacuum)
When the turbo-generator is shut down, a gradual collection of - high boiler water level
water in the steam line/turbine casing is modelled. Before start of - turbo-generator overspeed
cold turbo-generator the main steam line and turbine casing must - low lub.oil pressure
be drained for water. - rotor water strike
If the turbo-generator is started with much water present in the - high vibration (due to cold start)
- water carry over
turbine rotor, and is indicated by a turbine trip. - high rotor vibration (due to poor lubrication)
- turning gear engaged
The Turbo generator is modelled with engine driven LO pump as
well as an electric pump drawing from a LO tank and discharging All trips must be manually reset before the turbo-alternator can be
to the Turbo alternator via a fresh water cooled cooler. Two filters started.

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5.24 Ballast Water System MD89

Ballast pump operation (STOP)
1. MD89; Gradually close the ballast pump outlet valve.
General Pressing the reset button resets the trip. 2. MD89; Close all the ballast system valves
The vessel can be ballsted fron the general service pumps. 3. MD89; Once ballast pumping has stopped, close the steam stop
For ballast operations during cargo discharge the main ballast Ballast pump operation (START) valve slowly to 0%
pump should be used. 1. MD89; Open the following valves 4. MD89; Start the manual lube oil pump <This page is intentionally left blank>
- Line drain valve 5. MD89; Open the following valves
One turbine driven ballast pump is modelled. The ballast turbine - Casing drain valve - Line drain valve
should be run only when the oil-fired boiler is in operation. The - Gland steam outlet valve - Casing drain valve
turbine exhaust into the main condenser, held at vacuum - Exhaust shut off valve to condenser 6. MD89; Close the following valves after 5 minutes
conditions. - Lube Oil Filter inlet Valve - Line drain valve
- LO Cooler freshwater Valve - Casing drain valve
There is an electric driven LO start pump and engine driven LO 2. MD89; The manual Lube Oil pump is now started. - Gland steam outlet valve
pump fitted, each discharging to the turbine via fresh water cooled 3. MD89; The steam stop valve is now opened from 1 upwards - Exhaust shut off valve to condenser
cooler. Two sets of filters are provided. One set will be operational, slowly as the turbine begins to run up to speed. Increase to a - Lube Oil Filter inlet Valve
whilst the other used as standby. value of 20 over 5 minutes. 7. LO Cooler freshwater Valve
4. MD89; When the rotor speed reaches 3500 rev/min, the steam 8. MD89; Stop manual Lube Oil pump.
The turbine speed is selectable and the pump discharge pressure stop valve can be opened fully and the two drain valves closed.
and the discharge Valve opening can be set according to load/rate 5. MD89; The speed value of the turbine can be increased as
of flow required. required up to 6000 rev/min (NB 6177 rpm equates to about
1500 rpm of pump speed.)
There is modelled a simple safety system for the ballast turbine, 6. MD82; Monitor the boiler level and steam pressure during the
and turbine trip is given on the following conditions: load up of the ballast pump.
- Overspeed 7. MD89; The pump is set to fill or discharge the ballast tanks are
- rotor axial displacement (by water strike) required. Note that the opening on the ballast tanks can be
- LO pressure low selected to ensure that the ballast tank is filled or emptied at the
- LO temperature high required rate. This
- high condenser pressure 8. MD89. The pump discharge valve can be opened to load up the
pump.

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8. MD91; Open selected fan suction from scrubber tower, and Operation (Clean air ventilation of cargo tanks)
5.25 Inert Gas Plant MD91
discharge valve and start fan. 1. MD01; Ensure the sea water inlet valve on either the high or
General 9. MD91; Open the vent on the deck main low suction is open.
The system is modelled with an oil fired boiler where flue gas is Another valve controlling the mainline pressure will also regulate 10. MD91; When the Oxygen reading from the boiler line is below 2. MD91; Close the outlet gas valves from the scrubber tower
taken from the uptake and directed through the scrubber, fans and the main line deck pressure to the tanks by venting to the funnel. 4%, open the deck isolating valve. 3. MD91; Check the level of the deck seal. If low, then open the
deck water seal to the main inert gas deck line. The capacity of the 11. MD91; Switch the Pressure Controller to AUTO, with a setting valves and start the pump to fill the deck seal with seawater.
inert gas plant is approximately 40,000 m 3/hour, provided For cargo tank ventilation with fresh air, the system can be used by of 0.03bar. Stop the pump and shut the valves when the level reaches 0.5m.
sufficient flue gas is available from the boiler. opening inert gas suction from the deck rather than the scrubber 12. MD91; Once the oxygen level has stabilised within the main 4. MD91; Open selected fan suction from the deck, open
supply. line, close the vent on the deck main, and open the supply to discharge valve and start fan.
The scrubber tower has a dedicated seawater supply pump. This the cargo tanks 5. MD91; Open the vent on the deck main
pump would operate at all times when the scrubber unit is used. 13. MD91; Monitor and maintain the deck water seal level as 6. MD91; Switch the Pressure Controller to AUTO, with a setting
The scrubber washes and cools the flue gas in order to reduce soot Operation (Start-up of system) required by starting the deck seal pump. of 0.03bar.
and SO2 content. The outlet of the scrubber feeds the suction of the 1. MD01; Ensure the sea water inlet valve on either the high or 7. MD91; Once the oxygen level has stabilised to over 20%
inert gas fans. Only one fan is required to be operated at any time. low suction is open. Note the flow of inert gas to the cargo tanks is a function of the within the main line, close the vent on the deck main, and open
2. MD91; Open the scrubber tower sea water valves and start the cargo discharge rate (from the cargo oil pumps) and the inert gas the supply to the cargo tanks
The inert gas then passes through an oxygen analyser and pump to establish a seawater flow through the scrubber tower. pressure. 8. MD91; Monitor and maintain the deck water seal level as
associated controls before entering the deck seal. The deck seal Ensure the scrubber tower drain is closed required by starting the deck seal pump.
provides one of the two non return valves that are mandatory in 3. MD91; Ensure the inert gas fans fresh air suction valves from
inert gas systems, to isolate the engine room from the hazardous deck are closed
deck area. The deck seal water level is maintained by a dedicated 4. MD91; Check the level of the deck seal. If low, then open the
sea water pump. The pump is only operated when the deck level valves and start the pump to fill the deck seal with seawater.
falls. A reduction is deck seal level is modelled, and is dictated by Stop the pump and shut the valves when the level reaches 0.5m.
the carry over of the deck seal water during inert gas system 5. MD84; Check that the boiler is firing under stable load, and
operation. Inert gas passes through the non-return deck shut-off with an oxygen controller setting of 3.0%
valve into the deck main. 6. MD91 Open the Shut-off Valve on the flue gas from the boiler
supply line.
The oxygen content will vary with the boiler load, and the setting 7. MD91; Switch on the Oxygen analyser and put the Pressure
of the oxygen controller within the boiler combustion. In order to Controller on Manual. Input a Value of 100 to open the flow
avoid inert gas exceeding 5% O2 entering the cargo tanks, the gas only to the funnel.
supply valve will trip and vent the flue gas to the funnel.

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5.26 Deck Machinery MD97

General
The vessel is equipped with four low pressure hydraulic winches forward and aft. There are two anchor winches and two mooring winches
forward and four mooring winches aft. The power pack is sized to operate two windlasses or four winches at specified capacity
simultaneously.
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The Hydraulic Power Pack unit consisting of four electric motor driven hydraulic pumps, filter, valves, pressure gauges, drain valve, make up
pump, servo unit, and expansion tank with level switches.

Working pressure: 64 bar.

El. power: 4 x 152 kW.
Oil delivery: 4 x 1313 l/min.

Speed and rotation direction can be locally operated.

The pumps are screw type.
Typical return pressure: 3 Bar
Expansion tank volume: 140 l

The package consist of a Group starter with local start / stop buttons, isolating switch, and running light. Low level alarm and low/low level
alarm with automatic stop and extension to AMS.

5.26.1.1 Operation
Preparation
Check content in hydraulic oil tanks, refill if necessary.
Check that change-over valves are in correct position (open for flow).
Check ship status (moored in Port?)

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Start procedure
Connect main power supply.
Set the change over valves to correct postion.
Start hydraulic pump(s) locally from Powerpack starter Panel.
Throttle is moved in order to run the winch in our out.

Normal operation is one pump for each winch. Cahge over valves gives the possibility for selection two pumps for one winch, in order to
increase winch speed. By running one winch with two pumps at full speed and without load will case overspeed damage of the winches after
some time. <This page is intentionally left blank>

It is also possible to interlock in order to select two pumps in parallel with two winches.

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The breaking effect of the waves on the ship speed is simulated by

6 SIMULATOR & SHIP MODEL PARTICULARS increasing the propulsion resistance. The ship speed will drop and
6.2 Ship Load MD57
6.1 Propeller and Ship Model Characteristics the main engines will thus be heavier loaded.
All tanks are assumed prismatic in form (tank masses proportional
The propeller characteristic is realistically modulated. The The ice resistance is composed of one steady and one dynamic to level). The following main tanks are included: Ship Load override
propeller torque and thrust depend on ship speed, propeller component. If the ship gets stuck in the ice, "ice breaking" can be The water depth can be specified and the "shallow water" effect
demonstrated. The effect is noticeable only if the depth is less than The instructor can override the actual calculated load of the ship by
revolution, and propeller pitch and rudder deflection. The hull tried. Reverse the ship some ship lengths and then ram with full - FO settling tanks changing the "SHIP LOAD" parameters from page 9002, "Sim
2-3 times ship draft.
resistance is set for a typical VLCC. It is made dependent on ship power towards the ice edge. - FO service tanks Control; External Conditions:"
speed, ship draft, heel and trim, depth of water, weather condition A Bow Thruster can be operated from the bridge (Instructor's
Station). The thruster pitch is adjustable. Note that the bow thruster - Spill oil tank
The influence of the weather condition, set by the instructor, is - FO bunker tanks X07015 0(M)= load set by hull program
force will decrease at increasing speed ahead and at full speed the
modulated in three ways: - DO storage tank 1(P)= load set by "potentiometer"X06317 at the same
bow thruster will have no influence.
The basic ship speed response-constant is correctly modulated in - Lubrication oil tanks page (pot meter input)
dependence of load condition. By using the "Ship Dynamics" from - The 2(F)= full loaded ship (100% dwt)
the Operating Condition picture, the instructor can change the hydrodynamic propeller torque random disturbances (low- Storage tanks are modelled as masses entered by the instructor, and 3(E)= light ship (20% dwt)
apparent speed response to save time: pass filtered, white noise). The rpm will vary somewhat and set the boundaries for the simulated systems.
the AutoChief system will be disturbed in its speed
- 1 times true response controlling function. Ballast tanks are represented on this ship as followed:
- 2 times true response
- 4 times true response - The pitch and roll movement of the ship is simulated by 2 x 1 Ballast wing tank
adding the liquid level in the following tanks:
1 Fore peak tank
The steady state thrust or the time scale does not influence
propulsion power! - Fresh water expansion tank
The load in cargo tanks can be altered by the operator or the
- ME lubrication oil sump tank
instructor from Variable Page 5702, Ship Load Condition.
The hull model includes dynamic description of the ship's - DG1 & 2 sump lubrication oil tanks
movement ahead, its speed and rate of turn, its yawing, rolling and - HFO service tanks
pitching etc. The hull drag force includes water resistance due to - DO service tank
waves, wind, and ice. The weather condition sets the general level - Engine room bilge well
of wave disturbance. The wind force is specified by mean wind - Stern tube LO tanks
speed and wind direction. - OF boiler steam drum

ERS MAN B&W 5L90MC-L11 Machinery & Operation MC90-V 201 ERS MAN B&W 5L90MC-L11 Machinery & Operation MC90-V 202 ERS MAN B&W 5L90MC-L11 Machinery & Operation MC90-V 203

Kongsberg Maritime Kongsberg Maritime Kongsberg Maritime

Doc.no.: SO-1342-F / 8-Nov-12 Doc.no.: SO-1342-F / 8-Nov-12 Doc.no.: SO-1342-F / 8-Nov-12

6.3 Ambient Temperatures The following settings in seconds are typical for the low speed models:
6.4 Auto Pulsar System
The ambient sea water and air temperature is adjustable through the Description Sea water temp control: Default = 180 seconds ON/180 seconds OFF
variable page 9002 "SIM CONTROL; External Conditions". The To facilitate easy test of controller performance in various systems, the auto pulsar system is included. The auto pulsar enables auto-change of Low temp fresh water temp control: Default = 180 seconds ON/180 seconds OFF
sea water temperature effects the operational condition of all FW, set point in intervals. The engine room systems with auto pulsar functionality vary with the simulator model but are found under the SIM High temp fresh water temp control: Default = 180 seconds ON/180 seconds OFF
lubricating oil and air coolers. Changes in the sea water CONTROL variable pages. Lubrication oil temp control: Default = 120 seconds ON/120 seconds OFF
temperature will over time impact the temperature in various tanks,
Main engine command: Default = 300 seconds ON/300 seconds OFF
on condition they were left without heating.
FO Viscosity control: Default = 120 seconds ON/120 seconds OFF
The following settings are typical for a low speed engine model: Boiler level control: Default = 300 seconds ON/300 seconds OFF
The air temperature in the engine room depends on the total power
Boiler pressure control: Default = 240 seconds ON/240 seconds OFF
from the main auxiliary engines, ambient air temperature and the Sea water temp control: Default = 20 degC Auto pulsar = 16 degC
number of engine room ventilation fans in operation. In case an Low temp fresh water temp control: Default = 34 degC Auto pulsar = 30 degC
engine room fire is simulated, the temperature will increase High temp fresh water temp control: Default = 80 degC Auto pulsar = 75 degC Useful Info
rapidly. The air temperature in the engine room also effects the Lubrication oil temp control: Default = 45 degC Auto pulsar = 41 degC Changing ON and OFF time is done by typing desired time as a negative value.
scavenging air temperature of the diesel engines. Main engine command: Default = 100 % Auto pulsar = 70 % Note that some simulator models may have counter range 0-99, this means that any number is multiplied by 10 to get the time in seconds
A simple model of the engine control room (ECR) air conditioning FO Viscosity control: Default = 15 cSt Auto pulsar = 12 cSt (setting 12 is equal to 120 seconds).
system is included. If the air conditioning system is turned off or Boiler level control: Default = 0 mm Auto pulsar = -50mm
has failed, the engine control room temperature will gradually Boiler pressure control: Default = 16 bar Auto pulsar = 15 bar
approach machinery space temperature. Fire in the engine room
will lead to an overload of the air conditioning system, and will
finally fail. Operation
Select SIM CONTROL variable page.
Set Pulsar system active (1).
Set one or more of available systems to auto pulsar active (1).
Observe that controller instantly changes set-point and the counter starts counting down from default time setting (seconds).
To switch off auto pulsar, type 0.

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