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TechSim/ERS 5000

ANZAC Ship Model
Trainee Manual

Transas Marine Ltd.  July 2, 2010 8:04 PM

Copyright: © Transas Marine Ltd. 1991–2010. All rights reserved.
The information contained herein is proprietary to Transas Marine Ltd. and shall not be duplicated in whole or in part.
The technical details contained in this manual are the best that are available at the date of issue but are subject to
change without notice.
Transas Marine Ltd. pursues the policy of continuous development. This may lead to the product described in this
manual being different from the product delivered after its publication.
The names of actual companies and products mentioned herein may be the trademarks of their respective owners.

ANZAC Ship Model. Trainee Manual
Introduction.  Introduction


ANZAC Ship Model. Trainee Manual
This document contains:
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Chapter 1. Propulsion Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Chapter 2. Systems and Mechanisms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Chapter 3. Control and Monitoring System (C+M) . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Chapter 4. Electrical Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Chapter 5. Instructions for Operating Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Chapter 6. Faults Introduced by the Instructor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341

3

Introduction
Introduction contains information needed to work with the document, prototype ship
general characteristics, and implementation philosophy of ANZAC simulator.

Transas Marine Ltd.  July 2, 2010 8:04 PM

ANZAC Ship Model. Trainee Manual
Introduction. Simulator Architecture
Propulsion Console Button Bar

1. Printing House Conventions

3.1. Propulsion Console Button Bar
The pages (buttons on the button bar) of the Propulsion console are described in brief below:

Sample of
notation

Usage comments

C+M

To highlight menu items

• Displays of the page BCC model the Bridge control panels;

Ksec

To highlight names of windows, pages, buttons, etc.

<F10>

To highlight keyboard key names

• Displays of the page MCR model the MCR remote control
as virtual DHW panels;

Log

To highlight references to a chapter, section, paragraph

Fig. 1 ANZAC Frigate Te-Mana

2. The Ship
The simulator is modeling the Propulsion Plant, Electric Power
Plant, Control and Management System and auxiliary systems,
units and mechanisms of the ANZAC Frigate.

Ship general characteristics:
Standard Displacement
Length Overall
Beam
Range
Speed

• Displays of the page C&M model Control and Management system remote control displays on the MCR desk;

3,600 tonnes
118 meters (390 ft)
14.8 meters (49 ft)
6,000 nautical miles at 18 knots
(11,000 km at 33 km/h)
27 knots

• Displays of the page SYS contain mimics of the ship’s systems. They model manual remote and local control of the
respective units and mechanisms.

3. Simulator Architecture
The simulator of ANZAC frigate ship has one console comprising all displays to control and monitor the ship’s systems, units
and mechanisms.
The bottom button bar of the simulator screen contains buttons of the pages. Pages consist of displays. The list of displays
of a selected page opens in the drop-down (actually, pull-up)
menu (Fig. 2) when the user clicks on the page button. An example of the displays in the BCC page is presented in Fig. 3.

• The following pages model equipment control in the ship
engine rooms of the respective Ship’s sections; when any
of the listed pages (buttons) is clicked, a 3D scene of the
room is displayed (3D visualization option should be enabled in the simulator configuration):
ūū L&M – Steering Gear room page (sections L and M);
ūū Ksec – Aft Pump room page (section K);
ūū Jsec – Aft Generators page (section J);
ūū Hsec – Propulsion Diesel Engine room page (section H);
ūū Gsec – Gas Turbine room page (section G);
ūū Fsec – Fwd Generators room page (section F);
ūū DCS.1 – Damage Control Station 1 (Fwd) page.

Fig. 2 Bottom menu bar

Fig. 3 Drop-down menu items of the page BCC

5

ANZAC Ship Model. Trainee Manual
Introduction. Simulator Architecture
3D Visualization and Animation Options

The displays of a sections’ page menu contain mimics of
the LOPs and LCSs of the units and mechanisms, LCs and
switchboards located in a designated section (room). When a
section page is selected, the menu of this page drops over a
background displaying a 3D scene of the appropriate room.
In case 3D visualization mode in the simulator configuration
is switched on, then this scene can be rotated and zoomed
in/out using the mouse. With the mouse it is also possible to
choose a local panel/station/switchboard in that room.

3.2. 3D Visualization and Animation Options
To take view of a room, one needs to click and hold the right
mouse button while moving it around: the 3D scene will rotate. Zoom in and out the scene using the mouse wheel. Click
and hold the left mouse button to move the scene around the
display.
To open a LOP/LCS display left-click on the mechanism’s picture.
It is equivalent to selection of a menu item in the page menu.
In case 3D animation mode is switched on in the simulator
configuration, then upon selection of a local panel, a 3D
movie starts showing the passage from MCR to the selected
room. Then a 3D scene of the room is displayed. The movie
was taken on the ANZAC ship reflecting the actual time
needed for the passage. In the simulator the movie is played
during this actual time.
The Figure 4 displays an example of the 3D scene: the prototype ship Steering Gear room.

Fig. 4 Steering Gear room scene

6

Chapter 1. Propulsion Plant
This chapter contains the description of the simulator tools for training
the watch personnel of ANZAC Frigate in skills of proper operating
the Ship Propulsion Plant.

Transas Marine Ltd.  July 12, 2010 4:47 PM

. . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . 20 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GT Gear Monitoring and Lub Oil System . . . . . 10 2. . . . . . . .1. . . . . . . . . . . .2. . . . . 11 3.2. . . . . . . . . System Purpose and Arrangement . . . . . Reduction Gearing. . . . . Engineer Officer on the Watch Upper Panel . . . . . . . . . DE LCS Alarms . . .1. . . . 19 5. .2. . . . . . . . . . . . . . . . . .1. . . .ANZAC Ship Model. . 22 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 7. . . . . . 33 8.4. . . . . . . .4. . . . . . System Purpose and Arrangement . . . . . Propulsion Plant  Chapter 1. . . . . . . . .2. . . 10 2. . . 17 4. . . . . . Gas Turbine . 13 4. . . . . . . . . . . . . . . . . . . . . . . System Purpose and Arrangement . . . . . . . . 39 8 . .5. . . . . .2. . . . . . . . . . . . . .2. . . . . . .2. Propulsion Plant Purpose and Arrangement . . . . . . . . . 38 9. . . . . . . .3. . . GT LOP and LCS Alarms . . . Trainee Manual Chapter 1. . . . . . .2. . . . . . . . . . . . . . . . . . . Local Operating Panel of the DE 1 (2) . . . . 9 2. . . . . . . .1. . Controlling the SG from the Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 9. . . . . . . . . 30 7. . 31 7. . . . . . . . . . . . . . . .2. Stabilizer . . . . System Purpose and Arrangement . . . . . .6. System Alarms . . . . 29 7. . . . . . . . . . . . . . . . . . Propulsion Plant Control Principles . . . . . . . . . . . . . . .2. .4. . . . . . . . . . . . . . . . . . . . . . 12 4. . . . . . . . . . . . . . . . . . . . . . . . . . . Damage Control Console Middle Panel . .6. . . . . . . . . . . . .2. 11 2. . . . . . . . . . . . . . 16 4. . . . . CCGB Local Operating Panel . . . . . . . . . . . Virtual DHW panels . . . . . . . . Remote Control from the MCR . . . . . . . . . . Gas Turbine LOP and LCS . . . . . . . . . . . . . . . . . PP Remote Control from the Bridge . . . . Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Local Operating Panel of the SG . . . . . . . . . . . . . . . . . . . . . . .6. . . . . . 9 2. . . . . . . 23 6. . . . . . . . . . 13 4. . . . . . . . . . Propulsion Plant. . .3. . . . .1. . . . . . . .7. . . . . . . . . . . . . . Controlling the Stabilization System from the Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 7. . . . . . .3. . . . . .3. . . . . . . . . . . . . . PP Control from the Local Panels and Stations . . . . . . . . . . . . . . Steering Gear . . . . . . . . . . . . . . . . . . Electric Plant Control Console Middle Panel . . . . . . . . . . . . . . . . . . . Engineer Officer on the Watch Middle Panel . . . . . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . Local Control Stations of the DE 1 (2) . . . . . . . . . . . . . . . . . 31 7. . . Main Gear Indication Panel Port (Stbd) . . . . . . . . . . . . . . . . . . . . .5. . . 35 8. . . Propulsion Plant Control Console Middle Section . . . . . . . . . 25 7. . . . . . . . . . . . . . . . 9 2. . . . . Shaftline and CPP . . . . . . System Alarms . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . System Alarms . . . . . . .8. . . . . . . . . . . . . . . . . . . . . . .1. 20 5. . . . 14 4. . . . . . . . . . . . . . 34 8. . . . . . . . . . 23 6. . . . . . . . . . . . . . . . . . .3. . . . . Introduction . . . . . . . . . . . . . . . . . . 36 9. . CPP Port & Stbd Pumps Starters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 7. .3. . . 11 2. . . . . 9 2. . . . . Stabilizers Local Control and Motor Starters . . . . . . . . . . Electric Plant Control Console Upper Panel . . 18 4. . . . . . . . . . . . . . . . . . .1. .5. . . . . . . . . . . . . . . . . . . . . 27 7. . 24 6. . . . . . . . . . . . . . . . . .3. . . . . .  Chapter 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propulsion Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . Propulsion Plant This chapter contains: 1. . . .1. . . . . Propulsion Plant Control Console Upper Section . . . . . . 38 9.1. . . . 34 8. . . . . . . . . . . . PP Control from the Bridge . . 16 4. . . . . . . . . . Local Operating Panel of the CPP . . . . . 21 5. . . . . . . . . . . . . . . . . .1. . . . . . . . .4.13 4. . . . Major PP Components . . . . . . . . . . . . . . . . . .1. . . . . . . Propulsion Modes . . . . . . . . . . . . . . . . . 22 6. . . . . . . . . . . . . . . 32 7. . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 5. .5. . . . . . . . . . . . . . . . . . 15 4. . . . . . . . . . . . . . PP Control from the MCR . . . . . . . . . . . . . . . . . . . . System Purpose and Arrangement . . . . .1. . . . . . . . . . . . . . . . DE LOP Alarms . . . . . . . .

may be used to power both shafts at the same time.and hydrodynamic. • Reduction Gearing – MAAG Getriebe AG 2MG/TA-340/2H comprising: ūū Cross-connect gearbox with synchronous clutch attached. including: • Preparation of equipment/systems for operation. The Ship Propulsion Plant simulation is designed for training the engine room watch personnel in skills of proper operating the Propulsion Plant. and electrical) in their interconnection. 9 . power (overload) 3365 kW @ 1200 rpm (2 hrs in 12). 2. Trainee Manual Chapter 1. • Two Diesel Engines – MTU (Motoren-und Turbinen-Union) 12 V 1163 TB83. functions and interaction of PP components and systems. The simulator models the Propulsion Plant of the ANZAC Frigate prototype ship. The designed usage of the plant is such that the gas turbine alone. 2. efficient and economical motive power for the Ship in any one of five automatic. ūū Intermediate. mechanical. propulsion modes.1. Introduction Propulsion Plant Purpose and Arrangement 1. startup and shutdown. Abbreviations The following abbreviations are used in this chapter. gas. • Trouble shooting. AFFF C+M CCGB CPP DCC DCO DCS DE DG DHW ECM EOOWC EPP ER ESB FO FPP GG GT HSD LC LCS LO LOP MCR MCU ME MG MSB OD PCS PDE Aqueous Film Forming Foam Control and Monitoring System Cross-Connect Gearbox Controlled Pitch Propeller Damage Control and Auxiliaries Control Console Damage Control Officer Damage Control Station (Base.1.1. • Operating the PP when manouevring the ship. • Monitoring of operation using variable parameters. each with synchronous clutches and fluid coupling attached. Propulsion Plant.ANZAC Ship Model. the simulator allows the user to learn the basic principles of the arrangement. The propulsion plant is a Combined Diesel Or Gas (CODOG) arrangement of two propulsion diesel engines or one gas turbine driving two controllable pitch propellers through a system of reduction gears and individual propeller shafts. Major PP Components The leading particulars for major components of the ANZAC Ship Propulsion System are as follows: • Gas Turbine – General Electric 7LM2500-PF-MLG1O. ūū Two Main gearboxes. or the diesels. Introduction The ship propulsion control system is designed to meet the ship’s demands in motion and manoeuvring under standard and emergency conditions. • Synchronous Clutches – MAAG Getriebe AG comprising Clutch Types ūū GT Input. power pating 22 500 kw. power (continuous) 3040 kW @ 1160 rpm. The PP simulator tools in ANZAC Trainer are integrated into ship’s Control and Monitoring System (C+M) in the same way as in the prototype ship. In addition to training in practical skills. or one manual. The parameters and features of simulated mechanisms and systems correspond to the real ones as the simulator models all main PP processes (heat. ūū DE Inputs. Panel) Diesel Engine Diesel Generator Dedicated Hardware Engine Control Module Engineer Officer on Watch Console Electrical Power Plant Engine Room Emergency Switch Board Fuel Oil Fire Pump Gas Generator Gas Turbine Heat Sensing Device Load Centre Local Control Station Lubricating Oil Local Operating Panel Machinery Control Room Master Control Unit Main Engine Main Gear(box) Main Switch Board Oil Distribution (CPP system) Propulsion Control System Propulsion Diesel Engine PP PT SG SSDE SSDG SST SW VLS Propulsion Plant Power Turbine Steering Gear Ship Service Diesel Engine Ship Service Diesel Generator Substation Sea Water Vertical Launching System 2. Propulsion Plant Purpose and Arrangement The propulsion system is designed to provide reliable.

2. • Local Automatic – relevant LCS. Main Gear Indication Port. comprising: ūū Oil Distribution Box Shaft. • Local Manual – relevant LOP. CPP and Gears control systems. • Auxiliary Remote – MCR desk. • Design astern pitch: -24. • Firefighting systems. Main Gear Indication Stbd. • Remote control is performed via the C+M system. • Compressed air systems for engine starting.2. but which is also linked to the navigation bridge for automatic remote control of propeller pitch and speed. • Compressed air for propeller masking purposes. DE2 LCS. Machinery spaces are designed for unattended operation. • Combustion air and exhaust gas systems. The fins modeled in the simulator have the following characteristics: • Operation fin angles -24/+24 degrees. DE2 LOP. • Design ahead pitch: +33. • Stop angle of fin -35/+35 degrees. Introduction Propulsion Plant Control Principles ūū Intermediate Shaft. • Local control panels and stations have the control priority. • Speed of fin (24–0–24) 2 sec.1. • DE.1.1. 10 . • Facilitating tasks related to the helicopter use. Other services which support the propulsion plant include: • Fuel oil storage and transfer system. of the roll reduction. • Ahead overpitch capability: 2. • Propeller pitch hydraulics. with no assistance from MCR desk. Electrical power for propulsion auxiliaries and systems is supplied by four Ship service diesel driven generating sets.55 degree. DE1 LCS. The port shaft rotation is clockwise and the starboard shaft rotation is counterclockwise. MCR and local panels/stations is performed using the following rules: • Remote control from the MCR or the Bridge is possible for all PP mechanisms and systems. • Improving accommodation conditions of the crew. Trainee Manual Chapter 1. • Fin overtravel limit -30/+30 degrees. 2. emergency. Simultaneous control is possible from one station only. Propulsion Plant Control Principles The CPP system consists of two independently operating propellers (five blade) with associated shafting and hydraulic components. The main function of the propeller system is to propel the ship. CPP System 2. Propulsion plant operation is supervised by a comprehensive C+M system centred on the MCR. • MCR control has priority over Bridge control. The CPP hydraulic system controls the rotation of the blades around their spindle axes (pitching) and maintains position (holds the pitch) after this movement (blade pilch control). Propulsion Plant. maintenance). with assistance from MCR desk.2. Control transfer to the MCR requires no confirmation from the Bridge. Facilities for local control are provided adjacent to each propulsion unit. This is necessary for: • Stabilizing the platforms with specialized equipment.2. • Cooling water system. as a consequence. when necessary (e. The modeled CPP system has the following characteristics: • Two Propeller Shafts each driving a CPP. Stabilizers The system consisting of two stabilizers is designed for the reduction of the overturning moment during the ship’s motion and. • Ventilation air system for machinery spaces. Local control panels/stations in ER allow local control only.73 degrees.34 degrees.g. The other ship systems which interface with the CPP and Control and monitoring of the propulsion system is possible in: • Remote Automatic – MCR desk or from the BCC (Remote Driving control only). and for operating control purposes. ūū Sterntube Shaft. Control transfer from the MCR to the Bridge is performed by a request from the Bridge and request confirmation at the MCR. 2. • Remote control is possible both in automatic and semiautomatic modes.ANZAC Ship Model. The propellers are contrarotating. • Lubricating oil storage and transfer system.1.1. ūū Propeller Shaft. inward turning. two of which are normally on line while cruising.1. The Bridge Control Console (BCC) can be used in Remote Automatic control mode only. PP Control from the Local Panels and Stations The ship compartments and associated LOP and LCS are simulated according to the prototype ship arrangement: • Select the Diesel Propulsion room pressing the Hsec button of the bottom toolbar to open the pop-up menu with items to choose LOPs and LCSs to control main engines and main gears: DE1 LOP. Control transfer to the remote mode is performed at the local control panel/station. Control changeover between the Bridge. propulsion shafting system are the ship’s controls system and the air emission system. ūū Thrust Shaft.

2. but with the DE running at low speed. During joint control of ERS and NTPro simulators the Bridge PP control console is delegated to the NTPro simulator.2. Trailing modes GT and DE are designed to be used only in an emergency and during propulsion mode changeovers. the GT alone. using either. • Sensors and actuators. • Select the Aft Pump room using the Ksec button of the bottom toolbar to open the pop-up menu with item CPP Port & Stbd PP Starters (for No. depending on circumstances. either freely. locally at the LCS. PP Control from the Bridge The simulator display BRIDGE CONTROL CONSOLE (refer to Fig. with the assistance of the Ship microprocessor based. CPP Stbd and CPP Port & Stbd PP Starters (for No. may be allowed to trail. or one. under 'Local Manual' control. The most fuel efficient mode in which one DE drives both shafts with the other DE disengaged.2 pumps). Propulsion Plant. or • manually.3. The MCR control is modeled in the simulator by a set of Virtual Dedicated Hardware (virtual DHW) panels. Trainee Manual Chapter 1. via the dual data bus. • Select the Aft Generator room using the Jsec button of the bottom toolbar to open the pop-up menu with items CPP Port. are: • Gas Turbine (GT) Mode. from the MCR (or Bridge. through the appropriate SST and the Local Control Station (LCS) located adjacent to each propulsion unit. • Economy (ECO) Mode. The mode is not modeled in the simulator. and the fluid couplings operating at a pre-detennined degree of slip. In addition. The normal DE mode in which. • Silent Running (SIL) Mode. • A dual (redundant) data bus. from the MCR. • in 'Local Automatic’ control mode. 2. The propulsion modes available. The display is opened from the menu item Bridge CC of the page BCC . to computers housed in the PCC. • Transmit the data. The SST: • Compare the data against pre-programmed operating parameters. Substation inputs/outputs affecting critical systems for which the substation is allocated. C+M of the propulsion system is provided locally. Note: Instructions on operating the Propulsion Plant mechanisms in the simulator are provided in Chapter 5 of this manual. are grouped so that the system can continue to operate independently. Employed for silent running operations. Control and Monitoring (C+M) system.3. and Roll Stab Motor Starters to control the stabilizing system. PP Control from the MCR Normal supervision of propulsion system operations is achieved remotely and automatically. • A decentralised system of microprocessor Substations (SST). Control from the LCS is achieved by means of push buttons. via control units. The description of the abovementioned LOPs is provided below in the respective paragraphs. Should C+M from the MCR be unavailable. 2. and the Gear/CPP local controls. This procedure is known as Trailing Mode (GT) or Trailing Mode (DE). including loss of the data bus system. • Diesel Engine (DE) Mode. from sensors attached to the propulsion units. and the starboard diesel drives the starboard shaftline and propeller. The description of the Bridge control console display is provided below under the section 3 on page 11. for any reason. 11 . each mode may be controlled: • in 'Auxiliary Remote' control mode. 1) models the prototype ship Bridge console.2. or the other. by observation and analysis of gauge indications on the LCS panel. For C+M purposes a SST is allocated to the GT and to each PDE. or locked. one shaftline. through the MCR). Propulsion Modes Manoeuvring of the Ship is possible in a variety of propulsion modes. • Display the data on the PCC’s Video Display Units (VDU). at the related LOP. The virtual DHW panels are described in the section 4 on page 11.ANZAC Ship Model. one shaftline may be permitted to trail in a SIL mode called 'Trailing SIL'. in which the propulsion plant is configured in DE Mode. depending on which engine is providing the motive power. to facilitate remote automatic supervision of the system.1 pumps) to control the CPP operation. The normal GT mode in which the GT drives both propellers through the CCG and main gearboxes. Further. • Select the Steering Gear room using the L&M button of the bottom toolbar to open the pop-up menu with item SG LOP to control the Steering Gear operation. Whilst the selection of propulsion modes is normally made in 'Remote Automatic' control mode. The option to use these panels is enabled in the simulator Configuration utility and is available in a training class network configuration. regardless of the status of other portions of the C+M system. or two DE. The C+M system is centralised at the MCR desk and includes: • A Propulsion Control Console (PCC). Introduction Propulsion Modes • Select the Gas Turbine room using the Gsec button of the bottom toolbar to open the pop-up menu with items GT LOP & LCS to control the Gas Turbine. • Accept data sent. and monitoring. the port diesel drives the port shaftline and propeller.2.

1 Attention: before transfering the control from the Bridge to the MCR align the Bridge Telegraph left and the right arrows. 1) contain indicators and controls for the remote control of the DE PORT and STBD on the Bridge. • Bridge Telegraph (T) – its handle is active in the AUTO control mode only: Fig. the buttons are active in the MANUAL running mode only: ūū RPM UP and RPM DOWN – buttons are designed for increasing and decreasing the ME speed in the MANUAL non follow up control mode. the indicator is permanently illuminated if the current ME speed and the request coincide. • PORT (STBD) RPM – a group of illuminated buttons to control ME speed. and then press the MCR TAKE CONTROL button. Trainee Manual Chapter 1. 12 . The Telegraph handle is the setting mechanism of the remote control system. 1) opened from the menu item Bridge CC of the page BCC . The left arrow of the bridge telegraph displays commands from the Bridge. Propulsion Plant. ūū LAMP TEST – button is not modeled. the button should be pressed to confirm the transfer of control to the Bridge. ūū SPEED MATCH – indicator flashes when the current ME speed does not match with that requested at the Bridge (during joint operation of ERS and NTPro simulators). or with the Instructor’s input (during independent operation of the ERS simulator). The DE remote control system includes: • Engine RPM – an indicator of ME speed. PP Remote Control from the Bridge Propulsion Modes 3.ANZAC Ship Model. • buttons to transfer control between the Bridge and the MCR and an alarm unit: ūū BRIDGE REQUEST – illuminated button blinks upon receiving a control request from the Bridge. The control panel for the purpose of description can be divided into several zones. ūū ALARM OFF – button is not modeled. ūū MCR TAKE CONTROL – illuminated button should be pressed to acquire control at the MCR. and the right arrow corresponds to the actual position of the telegraph handle. PP Remote Control from the Bridge The central part of the panel contains: Remote control of the Propulsion Plant from the Bridge is modeled on the display BRIDGE CONTROL CONSOLE (Fig. The left and the right parts of the display BRIDGE CONTROL CONSOLE of the page BCC (refer to Fig.

ANZAC Ship Model. In the Full Mission simulator configuration Virtual DHW panels are displayed on touch screens for operation. In the Class simulator configuration Virtual DHW panels duplicating operation o are displayed on the computer monitor and are accessed through the DHW console bottom button bar. The Aux Telegraph can be operated from this panel. operation of the C+M system is not modeled on these panels displayed to the computer screen. Virtual DHW panels Virtual DHW panels are designed in the simulator to model remote control from the MCR. 13 .1. 2 The center of the panel presents the picture of the C+M system display. It is not possible to operate C+M system from this type of virtual panels. Remote Control from the MCR Virtual DHW panels 4.2. 4. The panels with C+M displays in their central part allow operating C+M system from touch screens. 2) is opened by clicking the menu button EPCC top of the page MCR . Fig. The virtual DHW panels modeling remote control from the MCR with C+M displays in the central part are grouped under the menu button MCR . Propulsion Plant. However. Trainee Manual Chapter 1. Electric Plant Control Console Upper Panel The panel (Fig. Operation of the C+M system in the Class configuration is implemented from the Propulsion console page C&M. Remote Control from the MCR 4.

3 14 . Electric Plant Control Console Middle Panel The panel (Fig.ANZAC Ship Model. 3) is opened by clicking the menu button EPCC mid of the page MCR . It is not possible to operate C+M system from this type of virtual panels. The bottom part of the display contains: • EMCY STOP GEN 1 (GEN 2. Trainee Manual Chapter 1.3. Propulsion Plant. Remote Control from the MCR Electric Plant Control Console Middle Panel 4. The center of the panel presents the picture of the C+M system display. GEN 3 AND GEN 4) – buttons with protections covers to stop generators 1–4 in an emergency situation. Fig.

It is not possible to operate C+M system from this type of virtual panels.4.ANZAC Ship Model. Fig. speed. lever position. Propulsion Plant Control Console Upper Section The panel (Fig. Trainee Manual Chapter 1. DE Port. FW temperature. The center of the panel presents the picture of the C+M system display. DE Stbd and GT parameters: lube oil pressure. The right and left parts of the panel contains a set of gauges for monitoring the Gear. Remote Control from the MCR Propulsion Plant Control Console Upper Section 4. pitch. Propulsion Plant. 4 15 . 4) is opened by clicking the menu button PSS top of the page MCR .

5. System Alarms • MCR GT EMCY Stop. Propulsion Control Levers Port and Stbd: buttons to manually operate GT. Trainee Manual Chapter 1.1. The rest of the display contains a set of DE and GT controls and indicators. It is not possible to operate C+M system from this type of virtual panels. monitor the state of propulsion plant and verify setpoints. The center of the panel presents the picture of the C+M system display. • DE2 MCR EMCY Stop. • DE1 MCR EMCY Stop. clutches. set the lever position of the MTU. Fig.5. Propulsion Plant.ANZAC Ship Model. DE. This display is used in propulsion AUX Control mode to operate DEs and GT from the MCR. Propulsion Plant Control Console Middle Section The panel (Fig. Remote Control from the MCR Propulsion Plant Control Console Middle Section 4. select propulsion mode. 5) is opened by clicking the menu button PSS mid of the page MCR . 5 16 . 4.

6) is opened by clicking the menu button EOOWSS top of the page MCR . Fig. 6 The center of the panel presents the picture of the C+M system display. Engineer Officer on the Watch Upper Panel The panel EOOWC upper (Fig. Trainee Manual Chapter 1. Propulsion Plant. Remote Control from the MCR Engineer Officer on the Watch Upper Panel 4. It is not possible to operate C+M system from this type of virtual panels. • EEOT receiver. 17 . The left part of the display contains: • SPEED RECEIVER gauge.ANZAC Ship Model.6.

7 18 . It is not possible to operate C+M system from this type of virtual panels. The center of the panel presents the picture of the C+M system display. Engineer Officer on the Watch Middle Panel The panel EOOWC middle (Fig. Propulsion Plant.ANZAC Ship Model.7. 7) is opened by clicking the menu button EOOWSS mid of the page MCR . Trainee Manual Chapter 1. Remote Control from the MCR Engineer Officer on the Watch Middle Panel 4. Fig.

8. • GT HALON RELEASE INHIBIT – button with protection cover to release halon firefighting system in GT room. It is not possible to operate C+M system from this type of virtual panels. Damage Control Console Middle Panel The panel (Fig. Propulsion Plant. 8 19 . Trainee Manual Chapter 1.ANZAC Ship Model. The bottom part of the panel contains: • PAINT STORE HALON RELEASE – button with protection cover to release halon firefighting system in the paint store . Fig. The left and right parts of the display contain Ventilation Control (Shut Down ) buttons. Remote Control from the MCR Damage Control Console Middle Panel 4. 8) is opened by clicking the menu button DCC mid of the page MCR . The center of the panel presents the picture of the C+M system display.

Propulsion Diesel Engine 5. Each engine inputs through flexible couplings to its fluid coupling. Propulsion Plant. The central panel in the lower part of the display contains the gauges for monitoring the engine speed. clutch engage/disengage. The right panel in the lower part of the display contains: • Coolant pressure and temperature. Local panels are identical for both DE. DE 2 control at the local panel is modeled on the display opened from the menu item DE 2 LOP of the page Hsec. 9 The left panel in the lower part of the display contains mechanical control lever and wheel to transfer gears.1. therefore. single-acting. two-stage sequential exhaust turbocharging V-formation PDE. • Gauges to monitor the engine fuel supply. • Exhaust gas and running hours parameters. Propulsion Diesel Engine System Purpose and Arrangement 5. mounted on the rear face of the adjacent main gear.ANZAC Ship Model. System Purpose and Arrangement The type MTU 12 V 1163 TB83 PDE modeled in the simulator is a four-stroke cycle. Local Operating Panel of the DE 1 (2) DE 1 control at the local panel is modeled on the display (Fig. • Illuminated buttons to control the engine start/stop. • Illuminated emergency control buttons. 9) opened from the menu item DE 1 LOP of the page Hsec.2. the description is provided for the DE 1 only. The upper part of the panel contains a set of gauges for monitoring DE parameters: • Lube oil pressure and temperature. • Illuminated buttons to control the safety system. 20 . non-reversible. The main characteristics of the DE are listed below: Тype Bore Stroke Number of cylinders Service standard power Rated speed MTU 12 V 1163 TB83 PDE 230 mm 280 mm 12 3040 kWt 1160 rpm 5. and buttons to manually set speed parameters. • Charge and control air pressure and temperature. direct injection. Trainee Manual Chapter 1. Fig. engine telegraph simulation. and thence through a synchronous clutch coupling to the main gear driving pinion.

• Buttons to control running modes GT/ECO/SILENT. • Indicators and button for changeover supervision. a set of control buttons for local start/stop of the engine and gear engage/disengage processes.3.ANZAC Ship Model. the description is provided for the DE 1 only. speed and telegraph commands. Trainee Manual Chapter 1. The panel GEAR SUPERVISION DE 1 contains indicators for supervision of the DE gear connection state and error conditions. The panel MODE SELECTION DE 1 contains: • Indicators for supervision of the DE control mode. 10) opened from the menu item DE 1 LCS of the page Hsec. The right panel of the display contains a set of gauges to monitor the pitch angle. Propulsion Plant. DE 2 control at the local panel is modeled on the display opened from the menu item DE 2 LCS of the page Hsec. Local stations are identical for both DE. Local Control Stations of the DE 1 (2) DE 1 control at the local station is modeled on the display (Fig. The panel MODE DE 1 contains: • Indicators for supervision of the DE running mode. therefore. EMERGENCY STOP – button to switch off the DE and support systems. 10 21 . • Two-position mode selector switch to choose propulsion mode between remote and local control (REM/LCS). The panel DIESEL CONTROL & SUPERVISION DE 1 contains indicators for supervision of the DE state. Fig. Propulsion Diesel Engine Local Control Stations of the DE 1 (2) 5. To the right of the panel the following controls are located: • Indicators for supervision of the shaft state.

2 on page 20.3 on page 21. DE LCS Alarms Alarms are related to DE local control stations described in the paragraph 5. DE LOP Alarms • NR0103 DE1 TURBO CHARGER SPEED B1 • OP0201 DE2 LUBE OIL FILTER DIFF PRESS • WT0200 DE2 COOLING FRESHWATER TEMP • DE Port (Stbd) SS EMCY Trip • OP0202 DE2 LUBE OIL PRESSURE • DE1 (DE2) LOP EMCY Stop • OP0204 DE2 PISTON COOLING OIL PRESSURE • DE Port (Stbd) Inlet SW Pressure Low • OP0206 DE2 CHARGER LUBE OIL PRESSURE • DE Port (Stbd) Coolant Expansion Tank Level High • WP0200 DE2 COOLING FRESHWATER PRESS • DE Port (Stbd) Coolant Expansion Tank Level Low • AP0201 DE2 CONTROL AIR PRESS • DE Port (Stbd) LO Sump Tank Level High • AP0202 DE2 START AIR PRESS • DE Port (Stbd) LO Sump Tank Level Low • NR0204 DE2 TURBO CHARGER SPEED B2 • Port (Stbd) DE Charge Air Side A Temp High • NR0202 DE2 TURBO CHARGER SPEED A1 • Port (Stbd) DE Charge Air Side B Temp High • NR0203 DE2 TURBO CHARGER SPEED B1 Alarms are related to DE local operating panels described in the paragraph 5.4. Propulsion Plant. Trainee Manual Chapter 1. • FP0100 DE1 Fuel Oil Press • FP0200 DE2 Fuel Oil Press • OT0100 DE1 LUBE OIL TEMP • OT0200 DE2 LUBE OIL TEMP • FX0100 DE1 Fuel rack limit DBR • NX0102 DE1 Fuel rack limit charge air Max • FX0200 DE2 Fuel rack limit DBR Max • NX0202 DE2 Fuel rack limit charge air Max • OP0101 DE1 LUBE OIL FILTER DIFF PRESS • OP0102 DE1 LUBE OIL PRESS • WT0100 DE1 COOLING FRESHWATER TEMP HIGH 5.5. • DE1 (DE2) LCS EMCY Stop Max • OP0104 DE1 PISTON COOLING OIL PRESSURE • OP0106 DE1 CHARGER LUBE OIL PRESSURE • WP0100 DE1 COOLING FRESHWATER PRESS • AP0101 DE1 CONTROL AIR PRESS • AP0102 DE1 START AIR PRESS • NR0104 DE1 TURBO CHARGER SPEED B2 • NR0102 DE1 TURBO CHARGER SPEED A1 HIGH • IS0167 DE2 START BLOCKED • IS9351 DE1 CONTROL MODE CHANGE REQUIRED • NS0115 DE1 AUTO CONTROL FAILURE • IS0267 DE1 START BLOCKED • IS9350 DE2 CONTROL MODE CHANGE REQUIRED • NS0114 DE2 AUTO CONTROL FAILURE 22 .ANZAC Ship Model. Propulsion Diesel Engine DE LOP Alarms 5.

when viewed from the rear of the engine looking forward. Two fuel oil booster pumps supply fuel to the GT. System Purpose and Arrangement The Gas Turbine is intended for use in speed ranges which exceed the capability of the propulsion diesels. consisting of a gas generator and a power turbine. an engine driven accessory drive gearbox. Trainee Manual Chapter 1. 23 .ANZAC Ship Model. two shaft engine. aerodynamicaily coupled to the gas generator. Its use at lower speeds is not precluded but becomes fuel inefficient in comparison with DE consumptions for the same speeds. In normal service. The output shaft rotates in a clockwise direction. Gas Turbine System Purpose and Arrangement 6. A 400-litre capacity header tank is installed in the aft port side of 3G to provide a small reserve of fuel to supply the gas turbine in the event of failure of the two fuel oil booster pumps. delivery filter and fuel oil water separator. and Ship speed has to be regulated by change in propeller pitch alone. Propulsion Plant. The GT is a simple cycle. and controls and accessories. Gas Turbine 6. an annular combustor. The pumps draw from two fuel day tanks situated in compartment 4F. Shaft power generated is transmitted by a flexible coupling extending through the exhaust duct. low pressure turbine. The power turbine is a six stage. the inefficiency will be compounded once minimum engine speed is reached. with the other on constant standby for automatic cut-in. Further.1. which is sufficient to propel the Ship at design full speed. and deliver It under pressure to the GT fuel system through a suction strainer. and driven by the gas generator exhaust gas. The GT produces 22 500 kW of power at rated maximum speed. a high pressure turbine. The gas generator consists of a variable geometry compressor. one pump is running.

ANZAC Ship Model. Gas Turbine Gas Turbine LOP and LCS 6. Propulsion Plant. • Button to RESET the GT system. • A two-position PT running mode selector switch (SELF/INDUCED). Fig. • A two-position selector GT running mode switch (SELF/INDUCED). • START/STOP SEQUENCER – a set of indicators to monitor the sequencer. 11) opened from the menu item GT LOP & LCS of the page Gsec. Trainee Manual Chapter 1. • LSCA – a set of indicators to monitor lube oil tank state. speed. and lube oil scavenge temperature. • ALARM INDICATION – two sets of alarm indicators. inlet and cooling air temperature. 11 24 . vibration. • TURNING GEAR – a set of indicators to monitor the gear engage state. • A set of gauges to monitor the POWER TURBINE speed. vibration. Gas Turbine LOP and LCS GT control at the local panel and local station is modeled on the display (Fig. The left part of the display presents the LOP GT panel comprising: • A set of gauges to monitor the GAS GENERATOR actuator position.2. • ENCLOSURE/FIRE – a set of alarm indicators to monitor the fire detection in GT enclosure. and lube oil pressure and temperature. fuel manifold pressure. • A five-position PT running mode selector switch (A/B/C/D/G). • SHUTDOWN INDICATION – a set of indicators to monitor the shutwodn process.

Gas Turbine GT LOP and LCS Alarms • A set of digital indicators LOP GT to monitor the compressed air pressure. ship speed. • ECM CONTROL AUTO – a set of buttons for start/stop and torque in ECM (Engine Control Module) automatic mode. BYPASS – buttons to operate GG.ANZAC Ship Model. disengaged.3. • OT0345 GT LUBE OIL COOLER TEMP High • FP5401 GT FO Boost PP Outlet Press 4G 25 . engine power and external temperature. • ECM CONTROL MANUAL – a set of buttons and indicators to manually supervise ECM: • MODE – indicator and a three-position control mode selector switch (REMOTE/LCS/LOP). ūū ECM MODE – a three-position mode selector switch (MANUAL/AUTO/AUX). Propulsion Plant. and indicators of the changeover state. The right part of the display presents the LCS GT panel comprising: • Gauges EMERGENCY TELEGRAPH and MAIN TELEGRAPH RECEIVER and indicators to monitor the CCG state (locked. ūū A three-position valves selector switch (VALVE 1/OFF/ VALVE 2). • GT Inlet Air Icing • OT0371 GT LUBE OIL SCAVENGE TEMP C • GT Lube Oil Tank Level Low • OT0372 GT LUBE OIL SCAVENGE TEMP D ūū GEAR CONTROL – two protected buttons to control turbine break. select and open/close valves. • NT0301 GT LO SCAVENGE TEMP 170 DEG C • NX0319 GT TORQUE • NT0390 GT PT INLET GAS TEMP • NS0346 GT FUEL SHUTOFF VALVES LOSS OFF CURRENT ūū Buttons to start/stop. engaged. Trainee Manual Chapter 1. GT LOP and LCS Alarms • NA0309 GT PT O/S • OP0339 GT LUBE OIL PRESS • NS0358 GT EMERGENCY STOP ACTIVE SHUTDOWN • IS9349 GT CONTROL MODE CHANGE REQUIRED • Potentiometers LOP GT to manually control the power lever. shaft lock). and LCS GT to manually control speed. • CHANGEOVER – buttons to perform the changeover.4) • LOSS OF GT PT O/S CHANNELS • AT6295 TEMP GT ENCLOSURE 4G • GT FUEL Vv LOSS OF CURRENT • OT0373 GT LO SCAVENGE TEMP E GEARBOX • LCS GT EMCY Stop • OT0369 GT LUBE OIL SCAVENGE TEMP A • Loss Of GB LO Pressure in GT Mode • OT0370 GT LUBE OIL SCAVENGE TEMP B ūū ECM MONITORING – a set of indicators to monitor the ECM state. • OP0301 GT FUEL OIL LOSS PRESS • NA0305 GT PT SPEED LIMIT SIGNAL ūū FAN GROUP ENCLOSURE FAN – buttons and indicator to operate the fans. FAILURE • NN0313 GT POWER • NP0386 GT COMPRESSOR DISCHARGE PRESS • FP0318 GT GG FUEL OIL MANIF PR (FMP) • GG Start Blocked • AP0312 GT PT GAS INLET PRESS (PT5. set ignition and fuel supply. • NS0349 GT AUTO CONTROL FAILURE • FP0357 GT Fuel Pump Filter Diff/Press • NAUTICAL EMCY – emergency stop button. 6. ūū AUX/WASH. mode indicator lamps. fuel purge.4) • GT LO SCAVANGE TEMP High • AT0310 GT AIR INLET TEMP (T2) ūū EMCY AIR FLAPS – buttons and indicator to supervise the quick closing flaps in emergency. • OP0315 GT LUBE OIL SUPPLY PRESS • NV0374 GT GG VIB XDUCER TF1 ( GG SELF ) • NA0301 GT PLA ACTUATOR • Two LEVER CONTROL illuminated buttons (ACTIVE/OFF). • NV0375 GT GG VIB XDUCER TF2 (PT IND ) • A set of indicators to monitor the LCS state and LEVER CONTROL. • NV0376 GT PT VIB XDUCER TF1 ( GG IND ) • NV0377 GT PT VIB XDUCER TF2 ( PT SELF ) • EMCY STOP – protected button. PT battle setting. • GT Lube Oil Tank Level High • ET0316 GT PT INLET GAS TEMP (T5. and indicators of the valves state. GT CONTROL .

thus. the intermediate clutches are capable of being locked in the loaded condition to enable transmission of torque in either direction . The CCG and main gearboxes accept full design engine torques at engine rotational speeds and reduce them to desired shaft rotational speeds. to the reduction gearing. An arrangement of gear wheels divides the output and transmits it through two further synchronous clutches. The Cross-connect Gear is rigidly mounted to the Ship structure. and transmit them to the propeller shafts. individual. Shaftline and CPP System Purpose and Arrangement 7. To ensure the divided CCG outputs do not drive in the same rotational direction. The two Main Gears accept either: • The outputs from the CCG. Three clutches are capable of being placed in the “pawl free” condition . the asymmetrical appearance of the GT in relation to the position of the crossconnect gearbox.1. enable any one of a number of propulsion modes to be implemented. fluid couplings and synchronous clutches. and at relatively high rotational speeds. or • The outputs from their. The positioning of the idler gear forces the off-centre installation of the GT and. Additionally. in any selected propulsion mode. The gears are also required to function at all speeds within the prescribed limits of structure and airborne noise emission. is transmitted to the propeller shafts through the reduction gears. Shaftline and CPP 7. engine torque.1. Trainee Manual Chapter 1.a capability which is required in certain propulsion modes. The reduction gearing reduces that power to required propeller shaft rotational speeds with minimal loss of power. Reduction Gearing Installed between the GT and PDE. over their entire power range. System Purpose and Arrangement The reduction gearing.ANZAC Ship Model. including overloads. All synchronous clutches are capable of transmitting maximum engine input torques. connected to each other by toothed couplings and automatic synchronising clutches. GT input is via a single shaft driving through a synchronous clutch. adjacent DE. shaftline and controllable pitch propeller of the prototype ship are modeled respectively in the simulator. The figure below shows the PP assembly diagram. Reduction Gearing. mounted on the forward face of each main gearbox and thence to the main gear driving pinions. the reduction gearing accept inputs from either the GT. Propulsion Plant.1. 7. The system of reduction gears.the GT clutch for test running of the GT. Thus. or the PDE.1. an idler gear is installed immediately to starboard of the GT input pinion. 26 . and the two intermediate clutches for trailing a shaft with the GT driving. Reduction Gearing. They also have the capability of accepting an overload factor of 20% during high speed turns.

The Hydraulic System supplies oil to the OD box and hub assembly and consists of a complex of pumps. within its housing in the thrust block. Each shaftline is equipped with two control oil pumps .1. gauges. one for each shaft. provides the rigid link between the shafting and the ship for the transmission of thrust.2. Low pressure return oil flows from the hub to the sump tank through the propeller shaft.one the duty pump and the other the standby pump. consisting of a hand pump and hoses. valves. provides the means to transfer high pressure oil from the hydraulic system to the hub via the valve rod assembly. The shafting also carries a thrust collar which. therefore. and maintains the position of the blades once the movement is completed. and is directed to each propeller via a copper-nickel tube. Trainee Manual Chapter 1. The emergency pitch positioner assembly is only used to overcome the result of a system casualty. Air is injected at the forward end of each propeller shaft at the bull gear. The standby pump will come on line automatically.1. The tubing runs inside the valve rod and is supported by welded bronze guides. Main Gear Indication Panel Port (Stbd) MG Port indication panel is modeled on the display (Fig. Compressed air for the propeller masking air system is provided by two dedicated compressors. In the event of a major hydraulic system malfunction.1. or when needed for maintenance procedures. outside the valve rod. Propeller Shafting On both Port and Starboard sides. thus ensuring 100% redundancy in the event of failure of one pump. piping and tanks.ANZAC Ship Model. Propeller Masking Air System 7. The Oil Distribution (OD) box.2. the CPP system can be secured in either the emergency ahead position. filters.1. which is the interface between the remote control system and the hydraulic/mechanical system.4.1. Propulsion Plant. 27 . the propeller shafting connects the main gear output (bull gears) to the CPP. switches. 7. Reduction Gearing. Shaftline and CPP Main Gear Indication Panel Port (Stbd) 7. the description is provided for the MG Port only. 12) opened from the menu item Main Gear Indication Port of the page Hsec. The panels are identical for both MG. once system pressure falls below a set minimum. attaches to shutoff valves on the OD box. Reversing the motion of the Ship is achieved by alteration of propeller pitch.1. MG Stbd indication panel is modeled on the display opened from the menu item Main Gear Indication Stbd of the page Hsec.3. or the zero-thrust position. The propeller shafts are contra-rotating (inwards turning) and are non-reversible in propulsion modes. 7. An Emergency Pitch Positioner assembly. Propeller Pitch Hydraulic System The CPP hydraulic system controls the rotation of the propeller blades around their spindle axes when pitching (changing pitch).

• SYSTEM ON – illuminated start button. • Pinion fore and aft end power. • PIN UNLOCK – illuminated button. • Alarm indicators aside each gauge. Fig. Propulsion Plant.ANZAC Ship Model. The right lower panels contain: • ‘C’ CLUTCH – a lever simulation to manually operate the clutch (NOT PAWL FREE/PAWL FREE). ūū PIN UNLOCK – illuminated button. • Shaft FC and DE connection. Reduction Gearing. • Seawater temperature. • TURNING GEAR – a set of controls comprising: ūū A lever simulation to manually operate the gear (ENGAGED/DISENGAGED). ūū SHAFT LOCK – illuminated button. ūū PIN LOCKED indicators. • Gear fore and aft end power. The right upper panel contains: • STARTER BOX MG TURNING GEAR – illuminated buttons to start/stop the gear motor. • PIN LOCKED indicator. • Speed. 12 28 . Shaftline and CPP Main Gear Indication Panel Port (Stbd) The left panel contains a set of gauges and indicators for monitoring of main gear parameters: • Oil temperature and pressure. ūū MODE SELECTOR SWITCH – (OFF/ON). Trainee Manual Chapter 1.

Propulsion Plant. System Alarms • NT1410 SH PORT LINESHAFT BEAR TEMP The alarms are output to C&M displays and cause respective alarm indicators light up on the panel.ANZAC Ship Model. Shaftline and CPP Main Gear Indication Panel Port (Stbd) 7. Reduction Gearing. Trainee Manual Chapter 1. • NT1412 SH PORT STERNTUBE BEAR TEMP • NT1106 MG STBD BEARING TEMP 18 • NT1105 MG STBD BEARING TEMP 17 • NT1104 MG STBD BEARING TEMP 16 • NT1103 MG STBD BEARING TEMP 13 • NT1101 MG STBD BEARING TEMP 11 • NT1102 MG STBD BEARING TEMP 12 • AP1100 MG STBD FC CONTR AIR PRESSURE • NT1308 SH STBD THR BEAR TEMP JOURNAL • NT1300 SH STBD THR BEAR TEMP AHD PAD1 • NT1302 SH STBD THR BEAR TEMP AHD PAD2 • NT1304 SH STBD THR BEAR TEMP AST PAD1 • NT1306 SH STBD THR BEAR TEMP AST PAD2 • NT1310 SH STBD LINESHAFT BEAR TEMP • NT1312 SH STBD STERNTUBE BEAR TEMP • ThrustLineShaftSterntubeBear • NT1201 MG PORT BEARING TEMP 21 • NT1202 MG PORT BEARING TEMP 22 • NT1203 MG PORT BEARING TEMP 23 • NT1204 MG PORT BEARING TEMP 26 • NT1205 MG PORT BEARING TEMP 27 • NT1206 MG PORT BEARING TEMP 28 • AP1200 MG PORT FC CONTR AIR PRESSURE • NT1408 SH PORT THR BEAR TEMP JOURNAL • NT1400 SH PORT THR BEAR TEMP AHD PAD1 • NT1402 SH PORT THR BEAR TEMP AHD PAD2 • NT1404 SH PORT THR BEAR TEMP AST PAD1 • NT1406 SH PORT THR BEAR TEMP AST PAD2 29 .1.2.

• PIN LOCKED indicator. 13) opened from the menu item CCGB LO PP Starters of the page Gsec. panel 4. ūū MODE SELECTOR SWITCH – (OFF/ ON). ūū PIN LOCKED indicators. Trainee Manual Chapter 1. The panel ’A’ CLUTCH contains: • A lever simulation to manually operate the clutch (NOT PAWL FREE/ PAWL FREE). • Illuminated buttons to start/stop the pump motor. The description of the LCs is given in Chapter 4. 13 30 . • MODE SELECTOR SWITCH – control mode selector (AUT/LOCAL). Propulsion Plant. Shaftline and CPP CCGB Local Operating Panel 7. CCGB Local Operating Panel The panel STARTER BOX CCGB TURNING GEAR contains: The local panel to control the Cross-Connect Gear Box (CCGB) is implemented in the simulator on the display (Fig.3. ūū PIN UNLOCK – illuminated button. The panel STARTER BOX LUBE OIL PUMP CCGB contains: ūū central – CB is tripped.ANZAC Ship Model. ūū A lever simulation to manually operate the gear (ENGAGED/ DISENGAGED). • PIN UNLOCK – illuminated button. and only after that CB can be closed manually. (refer to the display opened from the menu item LC 4G1 of the page Gsec). ūū 1 – power is supplied from the EPP bus. • TURNING GEAR – a set of controls comprising: Power 440 V is supplied: • to the Turning Motor Cross GB from the LC 4G2. Fig. to reset the CB the operator needs to manually switch the CB into 0 position. Reduction Gearing. panel 2. Each CB has three positions: ūū 0 – power is switched off. • Illuminated buttons to start/stop the gear motor. (refer to the display opened from the menu item LC 4G2 of the page Gsec). • to the Lube Oil Pump CCGB from the LC 4G1.

GT Gear Monitoring and Lub Oil System Monitoring of the GT gear and lube oil system is implemented in the simulator on the display (Fig. Fig.4. • 1 – power is supplied from the EPP bus. 14 7. Propulsion Plant. to reset the CB the operator needs to manually switch the CB into 0 position. (refer to the display opened from the menu item LC 4G1 of the page Gsec). The CB has three positions: • 0 – power is switched off. The panel contains a set of gauges and indicators for monitoring of GT gear and lube oil system parameters: • SYSTEM ON – illuminated start button. • Gear fore and aft end power. System Alarms • NT1501 CCG BEARING TEMP 1 • NT1506 CCG BEARING TEMP 6 • NT1502 CCG BEARING TEMP 2 • NT1507 CCG BEARING TEMP 7 • NT1503 CCG BEARING TEMP 3 • NT1508 CCG BEARING TEMP 8 • NT1504 CCG BEARING TEMP 4 • NT1509 CCG BEARING TEMP 9 • NT1505 CCG BEARING TEMP 5 • NT1510 CCG BEARING TEMP 10 31 . 14) opened from the menu item CCGB LO Panel of the page Gsec.1.4. and only after that CB can be closed manually. Shaftline and CPP GT Gear Monitoring and Lub Oil System 7.ANZAC Ship Model. • Pinion fore and aft end power. Reduction Gearing. • Oil temperature and pressure. Trainee Manual Chapter 1. panel 6. Control power 24 V DC is supplied to the CCGB monitor panel from the LC 4G1. • Seawater temperature. • Shaft FC and DE connection. The description of the LCs is given in Chapter 4. • central – CB is tripped.

Propulsion Plant. • LOCK – UNLOCK PIN POS – illuminated button. masking air temperature. The LOCAL ALARM PANEL CPP PORT contains: • EEOT RECEIVER – telegraph receiver simulation gauge. • Slider gauge to monitor the pitch position and LOCK PIN POS indicator. • MANUAL PUMP – lever simulation (OFF/PUMPING). The MANUAL PITCH CONTROL panel contains: • Lever simulation AHEAD/O/ASTERN to manually control pitch angle. • Alarm buzzer and acknowledge button. The EMPTY PITCH CONTROL panel contains: • CONNECT – DISCONNECT – illuminated button. 15 32 . • CROSS-CONNECT. V. • PROPELLER PITCH INDICATOR gauge.ANZAC Ship Model. pump pressure. • Indicators to monitor the lever direction. oil temperature. Shaftline and CPP Local Operating Panel of the CPP 7. • MANUAL BY-PASS VALVE – lever simulation to manually operate the valve. The PORT and STBD panels are identical.5. port) MANUAL/OFF/AUTO. Reduction Gearing. – lever simulation to manually operate the valve. Local Operating Panel of the CPP The CPP local control and alarm system is modeled on the display (Fig. • Lever simulation (stbd. Fig. 15) opened from the menu items CPP PORT and CPP STBD of the page Jsec. sump tank state. Trainee Manual Chapter 1.

(refer to the display opened from the menu item LC 3J of the page Jsec) by CONTROL OIL PUMP CPP 2 CB. • OFF/MOTOR TEMP FAILURE – illuminated button.2 Port and Stbd starter boxes is opened from the menu item CPP Port & Stbd PP Starters of the page Ksec. ūū 1 – power is supplied from the EPP bus. • to the Leak pump 1 Stbd from the LC 3J.1 Port and Stbd starter boxes (Fig.6. panel 5.6.1. • to the Leak pump 2 Port from the LC 3K. • to the Control Oil pump 2 Stbd from the LC 3K. • Port Leak Pump 1 (2) Temp High. (refer to the display opened from the menu item LC 3K of the page Ksec) by CONTROL OIL PP CPP 2 PORT CB. • RUNNING HOURS digital indicator • MODE SELECTOR SWITCH – a three-position switch to choose between ST-BY/LOC/AUTO. 7. • MODE SELECTOR SWITCH – a two-position switch to choose between ST-BY/LOCAL. panel 3. (refer to the display opened from the menu item LC 3K of the page Ksec) by CONTROL OIL PP CPP 2 STBD CB. to reset the CB the operator needs to manually switch the CB into 0 position. panel 6.1 pumps group. ūū central – CB is tripped. (refer to the display opened from the menu item LC 3J of the page Jsec) by CONTROL OIL PUMP CPP 1 CB. • to the Leak pump 2 Stbd from the LC 3K. The display comprising CPP pumps No. (refer to the display opened from the menu item LC 3K of the page Ksec) by LEAK OIL PUMP CPP 2 STBD CB. Fig. • INSULATION FAULT indicator. 16) is opened from the menu item CPP Port & Stbd PP Starters of the page Jsec. Trainee Manual Chapter 1. and only after that CB can be closed manually.ANZAC Ship Model. • Port Control Oil Pump 1 (2) Temp High. Power 440 V is supplied: Each pump CB has three positions: The starters contain the following controls: ūū 0 – power is switched off. Shaftline and CPP CPP Port & Stbd Pumps Starters 7. (refer to the display opened from the menu item LC 3J of the page Jsec) by LEAK OIL PUMP CPP 1 STBD CB. • to the Control Oil pump 1 Port from the LC 3J. System Alarms • to the Control Oil pump 1 Stbd from the LC 3J. Reduction Gearing. • ON MOTOR RUNNING – illuminated button. • Stbd Control Oil Pump 1 (2) Temp High. The displays are identical. • Stbd Leak Pump 1 (2) Temp High. panel 5. description is provided for the No. 16 33 . panel 6. (refer to the display opened from the menu item LC 3K of the page Ksec) by LEAK OIL PUMP CPP 2 PORT CB. • to the Leak pump 1 Port from the LC 3J. panel 4. panel 4. CPP Port & Stbd Pumps Starters The display comprising CPP pumps No. • to the Control Oil pump 2 Port from the LC 3K. panel 3. Propulsion Plant. (refer to the display opened from the menu item LC 3J of the page Jsec) by LEAK OIL PUMP CPP 1 PORT CB. The description of the LCs is given in Chapter 4.

Trainee Manual Chapter 1. System Purpose and Arrangement Two steering gears.ANZAC Ship Model. The SG allows rudder displacement in the range of 35–0–35 degrees for 26/13 seconds (one or two pumps running). Propulsion Plant. Steering Gear 8. are installed on the prototype ship and modeled in the simulator. The diagram of the SG system is presented below (Fig.1. 17 34 . SR 642 rotor-type Rolls-Royce. Steering Gear System Purpose and Arrangement 8. 17): Fig.

Controlling the SG from the Bridge The SG remote control at the Bridge is modeled on the display (Fig. 18 35 . Trainee Manual Chapter 1. Fig. Propulsion Plant. which is opened from the menu item SG/Fin Stab Bridge of the page BCC . The rudder angle is set by the Instructor during the standalone operation of the ERS simulator.ANZAC Ship Model.2. 18). Steering Gear Controlling the SG from the Bridge 8. or received from the NTPro navigation simulator during joint operation.

F. which is opened from the menu item SG LOP of the page L&M. 19). Trainee Manual Chapter 1.Bridge. • Steering Gear Loss of 440 V Stbd HPU Power Supply. • STEER TO PORT and STEER TO STBD illuminated clutched buttons for NFU control.U. • Course indicator. CHANNEL FAILURE. • to the SG Port from the LC 3L. Faults Introduced by the Instructor • PORT F. 8.1.2.1. • Steering Gear Loss of Stbd HPU Hydraulic Pressure.Bridge.3. The lower part of the display contains three steering panels: • Steering Gear Loss of Stbd Hand NFU Control .ANZAC Ship Model. ūū 1 – power is supplied from the EPP bus. Alarm Signals • Steering Gear Loss of Auto Pilot – Bridge • Steering Gear Off Course • Steering Gear Port HPU Failure • Steering Gear Port FU Channel Failure • Steering Gear Port NFU Channel Failure 36 .U. • OFF COURSE ALARM • Steering Gear Stbd Hydraulic Oil Header Tank Level Power 440 V is supplied: • STBD HYD UNIT POWER FAILURE. • Steering Gear Loss of Stbd Hand FU Control . The MOTOR START / STOP UNIT in the left part of the display contains the SG motor indicators and illuminated buttons: The central part of the display contains: • Steering Gear Loss of Port HPU Hydraulic Pressure. • Steering Gear Loss of all Modes of Port Bridge Control. 8. • Steering Gear Port HPU Pump Starter Fault. panel 3. The description of the LCs is given in Chapter 4. • to the SG Stbd from the LC 3K. • Steering Gear Stbd NFU Channel Failure • AUTO STEERING UNIT FAILURE. CHANNEL FAILURE .2. • Steering Gear Loss of 440 V Port HPU Power Supply. • A set of buttons combined with indicator panels to supervise the FU control. • Steering Gear Loss of Port Hand FU Control . (refer to the display opened from the menu item LC 3K of the page Ksec) by STEERING GEAR STBD CB. CHANNEL FAILURE. Local Operating Panel of the SG • PORT HYD UNIT POWER FAILURE.2. • RUDDER ANGLE INDICATION – an instrument measuring the rudder angle. • A set of buttons combined with indicator panels to supervise the NFU control. • Steering Gear Loss of all Modes of Stbd Bridge Control. • Steering Gear Loss of Port Hand NFU Control . ūū central – CB is tripped. CHANNEL FAILURE. • Steering Gear Loss of Port 115 V Control Power Supply with Pump Running. Each CB has three positions: ūū 0 – power is switched off. Steering Gear Local Operating Panel of the SG The MONITOR UNIT in the left upper part of the display contains the SG alarm indicators: • Steering Gear Stbd HPU Failure • Steering Gear Stbd FU Channel Failure 8.U.Bridge. • PORT N. • STBD F.1.U. • Steering Gear Port Hydraulic Oil Header Tank Level The SG local operating panel in the simulator is modeled on the display (Fig. Propulsion Plant.F. • Rudder angle setting potentiometer for hand steering: • Steering Gear Loss of Stbd 115 V Control Power Supply with Pump Running. • STBD N. • Steering Gear Loss of Auto Pilot – Bridge. • Steering Gear Stbd HPU Pump Starter Fault.Bridge. (refer to the display opened from the menu item LC 3L of the page L&M) by STEERING GEAR PORT CB. to reset the CB the operator needs to manually switch the CB into 0 position. and only after that CB can be closed manually. panel 6.

• Two identical panels HYD PUMP EMERGENCY for pumps 1 and 2 comprising: Fig. ūū MANUAL NFU LEVER – a three-position lever simulation (PORT/0/STBD). • STEER TO PORT and STEER TO STBD illuminated clutched buttons. 19 ūū SOLENOID VALVE PORT – an illuminated clutched button to operate the valve. • MODE SELECTOR SWITCH – a two-position switch to choose control mode between REMOTE/OFF. ūū SOLENOID VALVE STBD – an illuminated clutched button to operate the valve. Propulsion Plant. The starter box of the pump 1 contains: • A set of indicators to monitor the pump motor state and electrical fault conditions. Steering Gear Local Operating Panel of the SG The panels STARTER BOX HYD PUMP 1 STEERING GEAR and STARTER BOX HYD PUMP 2 STEERING GEAR are identical. Trainee Manual Chapter 1. • STANDSTILL HEATER – a switch (OFF/ON). • FAULT RESET illuminated putton. • Three buttons combined with indicator panels to supervise the NFU control. 37 . The AFT CONTROL PANEL contains: • POSITION SELECTION – a three-position switch to choose control mode between OFF/LOCAL/BRIDGE.ANZAC Ship Model. • RUNNING HOURS digital indicator. • OPERATING SWITCH – a two-position switch to choose operating mode between STOP/RUN. The right part of the display contains: • RUDDER ANGLE ACTUATOR – a measuring instrument showing the rudder angle.

• Fin Stabilizer Stbd Fin Locked. and a downward thrust on the ascending side. Fig. • Fin Stabilizer Port Hydraulic Pump High Oil Temperature. are produced by the hydrodynamic forces generated by the flow of water over the surface of the fins. Alarm Signals • RollStab Port Fault. • Fin Stabilizer Port Fin Locked.ANZAC Ship Model. Stabilizers – hydraulic drive controllable fins are installed on the prototype ship and are modeled in the simulator. Stabilizer System Purpose and Arrangement 9. • Fin Stabilizer Port Lubrication Motor Power Supply break.1. Faults Introduced by the Instructor • Fin Stabilizer CCU FAULT. Propulsion Plant. • Improving accommodation conditions for the crew. • Fin Stabilizer Port Motor temperature high. • Fin Stabilizer Stbd Hydraulic Pump High Oil Temperature.2. • Facilitating tasks related to the helicopter use. 9. 20 The stabilizing principle is to counteract the natural rolling motion of the ship by applying an equal and opposite righting moment. • A set of illuminated buttons and indicators to control the fins. This righting moment is produced by two nonretractable aerofoil fins protruding from PORT and STBD sides of the ship’s hull below the waterline. • Fin Stabilizer Port Hydraulic Pump Low Boost Pressure. • Fin Stabilizer Port Overtravel. • Fin Stabilizer Stbd Fluid Leakage. 38 .2. Controlling the Stabilization System from the Bridge This is necessary for: • Stabilizing the platforms with specialized equipment. which are a function of the fin angle and • Fin Stabilizer Stbd Hydraulic Pump Low Boost Pressure. These thrusts. • Fin Stabilizer Port Fluid Leakage.2. Trainee Manual Chapter 1. System Purpose and Arrangement the forward speed of the ship. which is opened from the menu item SG/Fin Stab Bridge of the page BCC .1. Stabilizer 9. Stabilization is achieved by tilting the fins to produce an upward thrust on the descending side of the ship. • Fin Stabilizer Stbd Motor temperature high. Main principles of system control are shown on the figure (Fig.1. The system can be manually controlled at the LOP in the GT room and remotely controlled at the Bridge panel. 20) below: The Stabilization System remote control at the Bridge is modeled on the display (Fig. • Fin Stabilizer Stbd Lubrication Motor Power Supply break. The panel FIN STABILISER in the right upper part of the display is presented below: The panel contains: • Two gauges to monitor the fin angles. 9. The devices are designed to reduce the ship’s natural rolling motion when the ship is under way.1. 18).2. 9. • RollStab Stbd Fault. • Fin Stabilizer Stbd Overtravel.

Each pump CB has three positions: ūū 0 – power is switched off. panel 5. (refer to the display opened from the menu item LC 4G2 of the page Gsec) by FIN STAB HYDR PUMP PORT CB. The description of the LCs is given in Chapter 4.3. 21) opened from the menu item Roll Stab Motor Starters of the page Gsec .ANZAC Ship Model. Trainee Manual Chapter 1. (refer to the display opened from the menu item LC 4G1 of the page Gsec) by FIN STAB HYDR PUMP STBD CB. Stabilizer Stabilizers Local Control and Motor Starters 9. ūū 1 – power is supplied from the EPP bus. 21 39 . ūū central – CB is tripped. and only after that CB can be closed manually. Stabilizers Local Control and Motor Starters Control of the stabilizers at the local panel is presented on the display (Fig. • to the Stabilizer pump Port from the LC 4G2. to reset the CB the operator needs to manually switch the CB into 0 position. Power 440 V is supplied: • to the Stabilizer pump Stbd from the LC 4G1. panel 4. Fig. Propulsion Plant.

40 .1. Stabilizer Stabilizers Local Control and Motor Starters The display left and right parts are identical presenting the local control facilities for PORT (left) and STBD (right) fins. Trainee Manual Chapter 1. • MOTOR START and MOTOR STOP clutched illuminated buttons. • RollStab Stbd HPU Low Oil Level.1. For the purpose of description the PORT side control is given below. • RollStab Stbd HPU Motor Tripped. • FAULT RESET button. • RollStab Stbd Fin Overtravel. unit control mode. • RollStab Port HPU High Oil Temperature.3. Alarm Signals • RollStab Port HPU Motor Tripped. • RUNNING HOURS digital indicator. • HEATER – a two-position switch of the heater OFF/ON. • POWER AVAILABLE indicator and POWER electrical switch. • MONITOR SELECT switch (positions listed on the panel). The STARTER BOX FIN STABILISER MOTOR panel contains: • A set of indicators to monitor the unit motor state. • RollStab Stbd HPU High Oil Temperature. • RollStab Port HPU Low Oil Level. lube motor state.ANZAC Ship Model. • A set of indicators to monitor the unit motor state. • A gauge to monitor the fin angle. • RollStab Stbd HPU Very Low Oil Level. Propulsion Plant. • STABILISER MOTOR – a two-position switch to choose operating mode between STOP/RUN. • RollStab Port HPU Very Low Oil Level. • RollStab Port HPU Low Booster Pressure. The SERVO AMPLIFIER UNIT panel contains: • TEST POTENTIOMETER. • RollStab Stbd HPU Low Booster Pressure. The LOCAL CONTROL UNIT panels contain: 9. • MODE SELECTOR SWITCH – a two-position switch to choose control mode between REM/OFF. • LUBRICATION MOTOR – a three-position switch to choose operating mode between STOP/RUN/START. • A three-position selector switch (INVERT/ZERO/NORMAL). • A four-position selector switch (NORMAL/INTERNAL/ PLUG/PUMP TEST). • A set of indicators to monitor the motor lubrication state. • A three-position selector switch (CENTRAL/LOCAL UNLOCK/LOCAL LOCK). • RollStab Port Fin Overtravel. fin overtravel condition.

Chapter 2. 2010 5:21 PM . Transas Marine Ltd. Systems and Mechanisms This chapter contains the description of the simulator tools for training the watch personnel of ANZAC ship in skills of proper operating the Ship Systems and Mechanisms.  July 12.

. . . . . . . . . . . . . .1. . . . . . . . . . . . . 49 3. . . . . . . .3. . . . . . . . . . . . . . . . . . .4. . . . . . Controlling the Fwd SW Firemain and Sprinkler System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Oil Service System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Systems . . . . . . . 81 8. . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . .1.1. . . . . . . . . . .1. . . . . . . . . .4. . . . . . . . . . 49 3. . . . . .1. . Lube Oil Purifier Local Operating Panel . . .3. . . 70 6. . 58 4. . 55 4. . . . . . . . . . . .2. . . . . Seawater Firemain and Sprinkler System . .6. . . . . . . . . . . . . . . . . . . . . . . . Abbreviations . . . . . . . . . . . . . . Bilge System . . . . . . . . . . . . . .4. . . . . . . . . . . 44 2. . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . 44 2.1. . . . . . . . . . . . . 53 3.7. . . . . . . . .3. . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bilge Systems . . . . . . . . . . . . . . System Purpose and Arrangement . . GT Lube Oil . . . . . . . . . . . . . Controlling the Aft SW Firemain and Sprinkler System . . . .1. . . . . . . . . . . . . . . . . . . 55 4. . . . .1. . . 63 5. . . GT Fuel Booster Pump 1 & 2 Starter Boxes . . .1. . . . . . . . . .3. . . . . . 48 3. . . . . . . . . Alarms . . . Panel Alarms .1. . . . . . . . . . . . . . . . . . . . . Fire Pump 1–9 Starter Boxes . . .1. . . . . . . . . . Purpose and Arrangement of the Seawater Firemain and Sprinkler System . . . . . . . Controlling Gas Turbine Lub Oil Conditioning System . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . .1. . Systems and Mechanisms. . . . 46 3. . . . . . . . FW Distribution . . . Fuel Transfer Pump 1 & 2 Starter Boxes . . . . . . System Alarms . . . . . . . . . . 83 8. . . . . . . . . . . . . . . . 69 6.5. .5. . . . . . . . .2. . . . . .2. . . System Alarms . 81 8. . . . .7. . . . .2. FW Filling and Transfer System . . . . . . . . . AFT Ballast Panel . . . . . . . .3. . . . . . . . . . . .5. . . . . .2. . . . . . . . . . . Purpose and Arrangement of the AFFF System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 5. . . .8. . . . . Alarms . . . . . . . . . . . . How to Select a Mimic or a Local Operating Panel . . System Alarms . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . .8. . . . . . . . . . . 69 6.1. . 46 3. . . . .1. . . . . . . Stern Tube Lube Oil . . . . . . . . . . . .6. . . . . 77 7. . . . . . 46 3. . . . . . . . . . . . . . . . . . . . FWD Ballast Panel . Fire-Fighting Systems . . . . . . Controlling the Fuel Oil Service System . . . . .1. . 79 7. . . . . . . 86 42 . . . . . . . . . . . . . . . . . . .1. . . System Alarms . . . . . . . . . . . . . 66 6. . . . . . . . . . . . . . . . . Controlling the Gear Box Oil Transfer and Purifier System . . . Controlling the Ballast System . . . . . . . . . . . . . . Controlling the Dirty Oil System . . 55 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Purpose and Arrangement .3. . . .3. . . . . . . . . . . . . . . . Firemain System Alarms . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . Alarms . . . . . . . . . . . . . . 57 4. . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Faults Introduced by the Instructor . . . . . 52 3. .1. . . . . . . . . . . . System Alarms . . . . . . . . . . Controlling the Diesel Generators Cooling System . . . . . . . . . . . Fuel Oil Stripping System . . Fire Detection System . . . . . . . . . . . . . . . . . . 53 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Purpose and Arrangement . . 65 5. . . . . . . . . . . . 82 8.2. . 78 7. . . . . . . . . . . . . . . . . . . . 51 3. . . . . . . . . . . . . . . . . 62 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lube Oil PDE & MG Pumps Starter Boxes . . . . . . . . . . . . . . 82 8. . . . . . . . . . . 55 4. . . . . . . 81 8. . . 67 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 3. . . . . . . . . . . Controlling the Fuel Oil Stripping System . .2. . . . . . . . . . . . . . 85 9. . . . . . . . . . System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controlling the AFFF Fixed Firefighting System . . . . 85 9. . . 68 6. . . . . . . . . . . . . . . . . 49 3. . . . . . . . . . . . .1. . 44 2. . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 3. . . . . . . . . . . . . . . . . . . . 54 4. . . . . . . . . . . .80 8. . . . . . . . 53 3. 50 3. . . . . . . Purpose and Arrangement of the Systems . Trainee Manual Chapter 2. . . 79 7. . . . . . . . . . . . . . . . . . . . . . . . . . .6. . . . . . . . . . . . . . . Systems and Mechanisms This chapter contains: 1. . . . . . . . . . . . . . . . . . 63 5. . . . . .3. . . . . . . . . . Pressurizing . . . . . . . .2. . . . . .3. . Panel Alarms . . . . . . . . . . . . . . . . . . . . . . . . Fixed Halon 1301 Subsystems . . . . . . . . . . . . . 67 6. . . . . . . . . . . . . . . . . . .1. . 55 4. . . . Fire Alarm Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . 73 6. . . .1. . . . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . 68 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3. . .2. .1. . . . . .4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Purpose and Arrangement . . . . . . . . . .4. . . Fresh Water System . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . Diesel Engines Lube Oil . . . . . . . . . Controlling the Machinery Seawater Cooling System .1. CPP Hydraulic Oil . . .3. . . . . . . . .1. . . . . . . . . . 54 3.6. .5. . . . LO Transfer . System Purpose and Arrangement . . . .4. . . . . . . . . . . . Ballast System . . . . . . . . . . . . Systems and Mechanisms  Chapter 2. . . . . . . . . . .2. . . . .1. 60 4. . . . . . .7. . . . . . . . . . 75 6. . . .2. . . . . . . . . . . 55 4. . . . . . . . . . . . . .ANZAC Ship Model. . . . . 76 7. . . . . . . . . .3. . . . . . . . . . . . . Controlling the Bilge System . . . Machinery Seawater Cooling System . . . . . . . . . . . . . Controlling the CPP System . . . . . Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 6. . .3. . . . . .3. 85 9. . . . .4. . . . . . . . . . . 63 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 4. .3. . . 85 9. .2. . . . . 80 7. Alarms . . . . . . . System Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 6. . .8. . . . . . . . . . . Lube Oil Storage and Transfer Systems . . . .  Chapter 2. . . . . . . De-Oiling Local Operating Panel . 61 4. . . . . . Controlling the Diesel Engines LO Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . 71 6. . . . . . . .6. 82 8. . . . . .2. . . . . . . . . . . . . . 55 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controlling Systems from Displays . . . . . . . . . . . . . .1. . . . Alarms . . .3. .4. . . . . . . . . . . . . . . . . . . . . . . ER SW Cooling Pumps Starter Boxes . . . .3.1. . . . . . . . Gearbox Lube Oil . .3. . 56 4. . . . . . . . . . . .1. .1. . . . . System Purpose and Arrangement . .1.5. . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . FW Production . . . . . . . . . 56 4. . . . . .3. . . . . . . . . . . . . . . . . . . 81 8. . . . . . . . . . . . . . . . . . Controlling the Fuel Oil Transfer System . . . . . . . . . .7. Faults Introduced by the Instructor . . . . . . . . . . . 84 9. . . . . . . .3. . . . . . . . . . . .3. . . 77 7. . . . . . . . . . . . . . . . . . . . . . . . . 73 6. . . . . . . . . . . . . . . . . . 83 8. . . . . . . . . . . . . .2. .4. . . . . . . . . Faults Introduced by the Instructor . . . . . .3. 85 9. . . . . . . . .8. . . . . . . . Fuel Oil Transfer System . . . .1. . . . . . . . . . 53 3. . . . . .1. . . . . .1. . . . . . . . . 59 4. . . . . . . . . . 49 3. . . . System Purpose and Arrangement . . . . . . . . . . . .4. .1. . . . . . . . . . . Fuel Oil Purifier 1 & 2 . .4. . .2. .1. . .5. . . . . . . .7. . . . . . . . . . . . . . . . . . . . . . Cooling Systems . . . . . . . . . . . . . 44 3. . . . . . . . . . . 50 3. . . . . . . . . . . . . . 74 6. . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

. .2. System Purpose and Arrangement . . . Diving Air Compressor 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 11.2. . . . . . 104 14. . . . . . . . . 87 9. . 2. . . . . . . . . . . . . . . . . . . . . . . . . 95 11. . . . . . . . . . . . . . . . . . Cold Room Circuit .1. . . . . . . . . Trainee Manual Chapter 2. . . . . . . .1. . . . . .  Chapter 2. . . . . . . . . . . . . . . . . . . . . . . . . Salvage Pump 1. . . . . . . . . . . . . 102 14. . . . 98 13. . . . . . . 90 10. . . . . . . . . . . . . . . . . . . . . . . System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . Faults Introduced by the Instructor . System Alarms . 102 14. . . . Controlling the Working and Control Air System . . . . . . . . . . . . . Leak Water System . . . . . . .3. . . . . . . .1. 94 10. . . . . . . . . . . . . . . . . . . . . .1. . . . . . System Alarms . . . . . . 99 13. . . . . . . . . . . .3. . . .2. . . . . . .1. . . . . . . . . .1. . 95 11. . 97 12. . . . . . . . . . . . . . . . . . 3 Starter Boxes . . .4. . . . . . . . . . . . . . . . System Alarms . .1. .ANZAC Ship Model. . . . . . . . . Chilled Plant Control Panel . . . . 100 13. . . System Purpose and Arrangement . . . . . . System Purpose and Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refrigeration Plant . . . . . . . .1. . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . Systems and Mechanisms. . . . . . . . . . . . . . . . . Controlling the Sewage Treatment System . . . . .1. . . . . . Reverse Osmosis Plant . . . .3. . . . . . . . . . . . Faults Introduced by the Instructor . . . . . . . . . . . . . . .1. Breathing/Diving Air and Starting Air System 103 14. . . . . . . . . . . . . . . . . . . .1. 107 43 . . . . 91 10. . . . . . . Air Compressor HP & LP Starter Boxes . . . .2. . . . . . . . . . . . . . . 104 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. . . .2. . . . . . . 99 13. . . . . . . . . . . . .4. . . 91 10. . .1. . . . . System Alarms . . .2. . . . . . . . . . 105 14. . . . . . . . . . . . . . Faults Introduced by the Instructor . . . . . . System Purpose and Arrangement . . . . . . . . . .2.2. . . . . . . . . . . . . . . . . 88 9. . . . . . . System Alarms . . . . . . . . . 97 12. . . . . . . . . . . . . . . . . . . . . System Purpose and Arrangement . . . . . . . . .2. . . . . . . . . . . . 96 12. . . . . . . Controlling the Leak Water System . . .1. . . . . . Sewage Treatment Plant . . . . . . . . . . . . . . .4. . . . . . .1. . . . .2. . . . . 88 9. . . . . Sewage Treatment System . . . . . 103 14. . . . . . . . . . .99 13. . . . . . . . . . Controlling the Potable Fresh Water System .1. . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . .2. Hot Water Heating And Distribution . . . . . . . . .3.5. .1. . . . . . . . . . . Chilled Plant (as HVAC System) . . System Alarms .1. . . . . . 105 14. . . Alarms . 106 14. . .2. . 89 9. . . .5. . . . . . . . . . . . . . .1. System Alarms . . . . 101 13. . . . . . . . . . . . . . . . . 94 11. . . Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controlling the Plant. . . . . . . . . . . . . . . . . 98 12. . . . . . . . . 93 10. 103 14. . . . 101 14. . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . .3. . . .1. . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressed Air System . . . . . .2. . . . . . . . . . . 87 9. . . . . . . . . . . . . . . . . . . . . 95 11. . . . . . . . . . . . . . . 86 9. . . . Systems and Mechanisms  9. . . . . Faults Introduced by the Instructor . . . . . . . . . . . . . . Refrigeration Plant SWBD and Control Panel . . . . . . . . 97 12.2. . . . . . . 91 10. . . .1. . . Fwd and Aft RO Plant Local Panels . . .2. . . . . . . . . . .5. . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . 2 Starter Boxes . . . . . . Fwd and Aft Sewage Treatment Plant Control Panels . . . . . . .

Systems and Mechanisms. Zoom in and out the scene using the mouse wheel. a unit or a distribution board is located.ANZAC Ship Model. • Ksec – Aft Pump room page (section K). such as valves. In case the 3D visualization and/or animation options are disabled in the simulator configuration the displays are opened from the menu items of the respective pages. • Jsec – Aft Generators page (section J). These pages are accessed by pressing the bottom bar buttons: • L&M – Steering Gear room page (sections L and M). the pages are implemented in the simulator. either from the mimic on a SYS display or from the appropriate local panel. Controlling Systems from Displays The change of state of units and mechanisms is displayed simultaneously on the SYS and C+M displays. The set of SYS displays is designed to provide general information about the systems on the mimics and to simulate local manual control of the systems’ elements. AFFF AHU C+M CCGB CPP DCC DCO DCS DE DG EF EOOWC EPP ER ESB FAS FO FPP HSD HVAC LC LCS LO LOP MCR MCU ME MG MSB PCS Aqueous Film Forming Foam Air Handling Unit Control and Monitoring System Cross-Connect Gearbox Controlled Pitch Propeller Damage Control and Auxiliaries Control Console Damage Control Officer Damage Control Station (Base. Trainee Manual Chapter 2. Move the scene around the display with the left mouse button (click and hold while moving the scene around). Abbreviations The following abbreviations are used in this chapter. The film is played during the actual time needed to move from MCR to the room. • Hsec – Propulsion Diesel Engine room page (section H). click and hold the right mouse button while moving it around: the 3D scene will rotate. To open a LOP display leftclick on the mechanism’s picture. To take view of the room. Introduction 2. 44 . other elements can be controlled only locally. • DCS. which contain displays modeling local operating (control) panels located in appropriate ship section rooms. 2. • Gsec – Gas Turbine room page (section G). Introduction How to Select a Mimic or a Local Operating Panel 1. When the film is over. pumps etc.2. Along with page SYS.1 – Damage Control Station 1 (Fwd) page.1. A local operating panel can be selected from a page dropdown menu or from a 3D scene of the compartment (3D visualization option should be enabled in the simulator configuration). Panel) Diesel Engine Diesel Generator Exhaust Fan Engineer Officer on Watch Console Electrical Power Plant Engine Room Emergency Switch Board Fuel at Sea Fuel Oil Fire Pump Heat Sensing Device Heating Ventilation & Air Conditioning Load Centre Local Control Station Lubricating Oil Local Operating Panel Machinery Control Room Master Control Unit Main Engine Main Gearbox Main Switch Board Propulsion Control System PDE PP QCV RAS RO SG SP SSDE SSDG SST STP STU SVCU SW VLS Propulsion Diesel Engine Propulsion Plant Quick-Closing Valve Replenishment at Sea Reverse Osmosis Steering Gear Supply Fan Ship Service Diesel Engine Ship Service Diesel Generator Substation Sewage Treatment Plant Sewage treatment Unit Sewage Vacuum Collection Unit Sea Water Vertical Launching System 2. How to Select a Mimic or a Local Operating Panel The page SYS corresponding to the button SYS in the bottom bar of the simulator Propulsion console contains a set of displays listed in its drop-down menu. Some elements of the systems can be remotely controlled from C+M displays. the room is displayed as a 3D scene. Click the mouse on a selected room (page) to start a film showing how an engineer officer of the watch (EOOW) passes from MCR to the indicated room (the 3D animation option should be enabled in the simulator configuration). • Fsec – Fwd Generators room page (section F). where a mechanism.

QCV should be opened manually after having been closed (in the simulator QCV are closed from the mimics of the appropriate SYS display). Fuel and oil tanks are fitted with quick-closing valves (QCV) on supply pipelines. • Stopped unit. QCV can also be closed manually from the mimics of a SYS display. the mouse cursor changes its shape from arrow to hand: • Controlled pump.ANZAC Ship Model. When the units and mechanisms run. or automatically by the system model. • Running unit. otherwise. • Valve closed. which are depicted either filled or empty: • Filled arrows (incoming/outgoing flow). • Border arrows (no incoming/outgoing flow). A flow in the pipelines is indicated by arrows and flow indicators of appropriate substance color. The mimics of SYS displays in the simulator are zoomed in/out by using the mouse wheel. while the mouse cursor points to the centre of a zoomed area. • Controlled valve. • Stopped pump. the indicator body is illuminated by substance color. Digital and color indication is used to display the following parameters on the pipelines of SYS displays: flows. temperature and pressure. 45 . Trainee Manual Chapter 2. Introduction Controlling Systems from Displays When referring to the C+M displays in Chapter 2. QCV closes automatically. Modulating control valves 0–100 are controlled either from the local panel. The valve opening degree is displayed in the form of the indicator colored sector. When pointing to controlled elements of the mimics. refer to the detailed description of the respective display in Chapter 3. Systems and Mechanisms. Double-left-clicking the mouse simulates local control of system elements. by an automated signal (fire) or manually remotely from the QUICK CLOSING VALVE CONTROL panel. Examples are given in the list below: • Running pump. • Valve opened. Round green indicator located near an element indicates that this element is controlled from the SYS display. only the indicator border is highlighted.

transfer pumps. for trim adjustments. Only diesel fuel is used on the ANZAC ship. The FO transfer diagram is presented on the figure 1. Using the filling and transfer system. Fuel Systems The FO systems are designed to handle and store the supplies of fuel required to meet the operational needs of the ship. The system provides the means to embark. ūū Upper Deck Boat refueling posts. The delivery of fuel to the GT is provided by two fuel oil booster pumps. ūū Running machinery. and each descending overflow mains with a sight glass. The FO storage and service tanks are interconnected to the overflow tanks by valves and pipework. Attention! The EMCY cross-connection cannot be used to transfer fuel back to helicopter fuel storage tanks.1. • Fuel service – capable of providing clean fuel to: ūū Fwd service tanks. transfer and discharge fuels between ship FO storage tanks. Fig. storage and transfer of fuel oil. Fuel Oil Transfer System 3. port and stbd. When required fuel is drawn from the fuel storage tanks through a second protection filter. The fuel oil transfer pumps are also used to transfer fuel to a ship/shore facility. • Fuel Oil Transfer System for reception. using either of the two fuel Transferring fuel between fuel storage tanks and ship to ship.1. from fuel storage tanks. for underway replenishment (RAS) through and one of the five FAS connections. The ship has a maximum fuel storage capacity of 620100 litres. through motorized stop valves. fitted external to the GT. ūū Shore bunkerage or tender. is achieved using two FO Transfer pumps. System Purpose and Arrangement The system is designed for fuel oil filling and transfer. fuel is directed downward to one or more of the fuel storage tanks. Trainee Manual Chapter 2. The fuel overflow system contains three fuel overflow tanks and helo overflow/drain tank. it is possible to: • Embark fuel through fuelling at sea FAS/RAS connections. • the SSDGs. and vice versa. fitted in the Transfer pump discharge line. Fuel Systems Fuel Oil Transfer System 3. for trim adjustments. 3. 46 . The FO systems include: • Filling and transfer – capable of filling the ship fuel storage tanks from either: ūū Fuel tanker underway replenishment at sea (RAS). 1 FO transfer diagram An emergency cross-connection valve. and vice versa. Fuel is embarked through any of five FAS (fuel at sea) connections and discharged to the filling and transfer main through a protection filter. • the PDE. and combined suction and discharge sockets. The pumps can be operated either locally at their starter boxes or remotely from the MCR C+M control console. port and stbd. ūū Aft service tanks.ANZAC Ship Model. ūū Transfer to and from ship fuel storage tanks (to other ship). Each ascending fuel overflow pipe if equipped with a flow alarm switch. and discharged to nominated fuel storage tanks. • Fuel Oil Stripping System for stripping of fuel with fuel oil separators. The PDE and SSDG sets are gravity-fed. • Transfer fuel from port to stbd. port and stbd. • Receive fuel (in emergency) from the helicopter fuel storage tanks. • Overflow – capable to receiving overflow fuel from either: • Fuel Oil Service System. The overflow tanks are each equipped with internally fitted level transmitters and alarms. allows aviation fuel to be transferred from helicopter fuel storage tanks to ship service tanks for use in: • the GT. Systems and Mechanisms. ūū Fuel tanks (service or storage). Primary control and monitoring of FO systems operations is carried out from C+M system control console in the MCR or from Damage Control Stations – DCS1 and DCS2. From this point. The following fuel systems are modeled in the simulator: • Fuel stripping – capable of stripping the ship fuel storage and service tanks by FO purifiers. which allows to monitor overflow locally. • Transfer fuel from fwd to aft. • Discharge fuel by FAS/RAS connections. and DCS. The location of pumps – one fwd port side of compartment 4G (GT Room) and one aft stbd side of compartment 4H (PDE Room).1.

8 95% (litres) 29 548 59 184 59 184 36 829 36 829 24 975 24 975 26 615 26 615 17 222 18 130 7 540 7 540 11 275 39 566 45 171 19 236 27 528 1 068 8 397 12 961 12 961 8 541 25 398 25 979 25 979 3 141 2 250 2 250 The FO storage tanks are equipped with: • motorized stop valves in the suction and discharge lines that can be operated locally at the valve or remotely from MCR.5 33.0 21. Function / Location Fuel Tank / 4D2 Fuel Tank / 4Ez1 Fuel Tank / 4Ez2 Fuel Tank / 5Ez1 Fuel Tank / 5Ez2 Fuel Tank / 4Fb1 Fuel Tank / 4Fb2 Fuel Service (Day) Tank / 4Fz1 Fuel Service (Day) Tank / 4Fz2 Fuel Tank / 5Fb1 Fuel Tank / 5Fb2 Fuel Tank / 5Fz2 Fuel Overflow Tank / 5Fz1 Fuel Overflow Tank / 5Ga2 Fuel Tank / 5Gb2 Fuel Tank / 5Gz1 Fuel Tank / 5Hb1 Fuel Tank / 5Hb2 Fuel Purifier Tank / 5Hy1 Fuel Overflow Tank / 5Hz2 Fuel Service (Day) Tank / 4Ja2 Fuel Service (Day) Tank / 4Ja3 Fuel Tank / 5Jz0 Fuel Tank / 5Kb1 Helo Fuel Tank / 4Lz1 Helo Fuel Tank / 4Lz2 Helo Fuel Drain Tank / 4La Helo RU Fuel Tank / 4L1 Helo RU Fuel Tank / 4L2 95% (tonnes) 24.2 23.8 49. • High Level alarms (95% capacity). that can be operated locally at the valve or remotely from MCR. 47 . • Observation sight glasses.4 6. Damage control cross connection capability is fitted to: a) Fuel Tanks 4EZ1 and 4EZ2 (remotely controlled valve FT 198) b) Fuel Tanks 4FB1 and 4FB2 (manually operated valve FT 278 from rod gearing in 2F2 passageway) c) Helo Fuel Tanks 4LZ1 and 4LZ2 (manually operated valve FT 280 from rod gearing in 2LZ2 passageway) The FO Service (Day) tanks are equipped with: • QCVs in the suction lines.2 0.0 21. Systems and Mechanisms. DCS1. DCS2.4 20.0 16.9 10. Trainee Manual Chapter 2.3 9.9 7. • High Level alarms (95% capacity). • High Level alarms (95% capacity).3 6.1 10. DCS2 and in an emergency from the remote release stations positioned in 2 Deck Port and Stbd. DCS1. Fuel Systems Fuel Oil Transfer System Diesel Fuel tanks capacity is listed in the table below.3 38.0 22.8 2.0 31.5 1. • Low level alarm (20% capacity).4 22.ANZAC Ship Model.8 1.9 31.4 14.5 15.8 20. The FO Overflow tanks are equipped with: • Manually operated non-return suction valves.9 7.9 49.2 21.

• Connections to ship systems. capacity and fuel level bar graphs (%). Controlling the Fuel Oil Transfer System Control of the Fuel Transfer System is implemented in the simulator from the mimic on the display Fuel Oil Transfer System (Fig. Fuel Systems Fuel Oil Transfer System 3. Trainee Manual Chapter 2. The mimic contains: • Fuel tanks location. • Required designations and comments. Systems and Mechanisms. • Fuelling connections modules. • Controlled Fuel transfer pumps.ANZAC Ship Model.2. 2 48 .1. manometers. • Pipelines with controlled and uncontrolled valves. Fig. 2) opened from the menu item Fuel Oil Transfer System of the page SYS.

• to the FO Transfer pump 2 from the LC 4H2. • FOT Tank 5EZ1 High Level ūū central – CB is tripped.3. The description of the LCs is given in Chapter 4. Alarms • Fuel Oil Transfer Pump 1 Temp High • Fuel Oil Transfer Pump 2 Temp High 49 . ūū 1 – power is supplied from the EPP bus. Fuel Systems Fuel Oil Transfer System 3. (refer to the display opened from the menu item LC 4G2 of the page Gsec).1. (refer to the display opened from the menu item LC 4H2 of the page Hsec). 3) is implemented in the simulator on the display opened from the menu item Fuel Transfer Pump 1 of the page Gsec. • FOT Tank 4D2 High Level 3. • Fuel Oil Transfer Pump 1 Motor Temperature Failure.5. • MODE SELECTOR SWITCH – a three-position switch to choose between OFF/LOC/REMOTE. Fig. • INSULATION FAULT indicator. Trainee Manual Chapter 2.1. and only after that CB can be closed manually. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. • RUNNING HOURS digital indicator. 3.ANZAC Ship Model. • Fuel Oil Transfer Pump 2 Motor Temperature Failure. to reset the CB the operator needs to manually switch the CB into 0 position. Fuel Transfer Pump 1 & 2 Starter Boxes • FOT Tank 5GB2 High Level Starter box of the FO Transfer pump 1 (Fig. System Alarms • FOT Tank 4KB1 High Level 3. • ON MOTOR RUNNING– illuminated button. panel 4. Systems and Mechanisms. Starter box of the FO Transfer pump 2 is implemented in the simulator on the display opened from the menu item Fuel Transfer Pump 2 of the page Hsec. 3 The panel contains: • Fuel Oil Transfer Pump 2 Breakdown. Faults Introduced by the Instructor • Fuel Oil Transfer Pump 1 Breakdown.1. panel 4.6. • FOT Tank 5GZ1 High Level Power 440 V is supplied: • FOT Tank 5JZ0 High Level • FOT Tank 5HB2 High Level • FOT Tank 5HB1 High Level • FOT Tank 4FB1 High Level • FOT Tank 5FB1 High Level • FOT Tank 5FZ2 High Level • FOT Tank 4FB2 High Level • FOT Tank 5FB2 High Level • FOT Tank 4EZ2 High Level • FOT Tank 5EZ2 High Level • to the FO Transfer pump 1 from the LC 4G2. The starters are identical. Each pump CB has three positions: • FOT Tank 4EZ1 High Level ūū 0 – power is switched off.1.4.

System Purpose and Arrangement Control of the fuel stripping system is implemented in the simulator on the display Fuel Oil Stripping System (Fig. The fuel valves and pumps. capacity and fuel level bar graphs (%). Separate suction lines are provided for each tank. • Detail A and Detail B – fuel purifier modules. • Connections to ship systems. capacity and fuel level bar graphs (%). discharges it to either the FO Service tanks. The FO Stripping system utilizes much of the pipelines from filling.3 6. transfer and service systems. 4 The mimic contains: • Fuel tanks location.ANZAC Ship Model. associated with the system are controlled and monitored by C+M system (MCR desk. as required. or the Sludge tanks. 50 . Trainee Manual Chapter 2. Fuel Oil Stripping System 3. • Pipelines with controlled and uncontrolled valves. • Sludge tanks location. and each suction line is equipped with either: • remote/local operated QCVs and locally operated stop valves. Controlling the Fuel Oil Stripping System 3. manometers.2. • Required designations and comments. Fuel Systems Fuel Oil Stripping System 3.2.2. The ship has two Sludge tanks receiving the residue from FO purifiers. utilizing separate suction lines. 4) opened from the menu item Fuel Oil Stripping System of the page SYS. • locally operated non-return stop valves and individual suction sockets.2.0 95% (litres) 9 355 6 213 Using either FO Purifier the FO Stripping system draws fuel from the storage tanks and. DCS1 and DCS2 in an emergency). The system is provided to recirculate unused fuel and to remove fuel from storage and service tanks when maintenance and repair tasks are to be carried out. Tank location 5Ga3 5Hz3 95% (tonnes) 9. Fig. Systems and Mechanisms.1. as well as the two purifiers.

51 . The residue from the cleaning process is directed to the ship sludge tanks. QCVs fitted in the suction lines of the service tanks provide rapid isolation at the valve or remotely from the MCR. System Purpose and Arrangement The FO Service system provides clean fuel to the service (day) tanks for the GT. and two aft in compartments 4Ja2 and 4Ja3. • Helo Fuel Tanks 4Lz1 and 4Lz2 (manually operated valve). one aft in compartment 4H (PDE Room).ANZAC Ship Model. Fuel Oil Service System 3. Trainee Manual Chapter 2. The functional block diagram of the system is presented on the figure below. • transferring clean fuel between FO Service tanks. the QCVs are closed pneumatically from remote release stations.3. PDE and SSDGs. 5 FO Service functional diagram The fuel service tanks. Fuel Systems Fuel Oil Service System 3. clean the fuel of unwanted liquids and solids and discharge the fuel to the service tanks. The system contains two FO Purifiers. Systems and Mechanisms. • supplying clean fuel at pressure to the GT through the fuel booster pumps. • recirculating FO Service tanks. The GT is provided with a pressurized fuel supply by one of the two boost pumps taking suction from either of the fwd storage tanks. A FO Service tank cross-connecting line is fitted between the fwd and aft FO Service tanks and is equipped with two threeway valves – one fwd in compartment 4G (GT Room). • stripping fuel from selected tanks. • delivering clean fuel to the ship sea boats (Fwd Purifier only!). Two Service tanks are fwd in compartment 4Fz1 and 4Fz2.1. The FO service system is capable of: • removing impurities (solid and liquid) from ship main stored fuel supplies.3. located with their starter boxes: – one stbd in compartment 4G (GT Room) and one port in compartment 4H (PDE Room). In an emergency. Damage control cross-connection capability is fitted to: • Fuel Tanks 4Ez1 and 4Ez2 (remotely controlled valve). • supplying clean fuel to all FO Service tanks. DCS1 and/or DCS2 C+M consoles. The purifiers take suction from the main fuel storage tanks. valves and pumps are controlled and monitored by the ship C+M system with normal control exercised from the MCR consoles and in emergency from DCS1 or DCS2 consoles. Fig. • Fuel Tanks 4Fb1 and 4Fb2 (manually operated valve).

ANZAC Ship Model. • Pipelines with controlled and uncontrolled valves. Fuel Systems Fuel Oil Service System 3.2.3. DGs and GT units relative location with fuel pumps. • Connections to ship systems. • Required designations and comments. Controlling the Fuel Oil Service System Control of the fuel service system is implemented in the simulator on the display Fuel Oil Service System (Fig. Systems and Mechanisms. • Fuel Service (Day) Tanks location. Detail B and Detail C – fuel supply modules with strainers and manometers for PDE and GT. pumps. manometers. capacity and bar graphs level (%). Trainee Manual Chapter 2. • Fuel Overflow and Sludge tanks location. The mimic of the system contains: • PDEs. • Detail A. 6 52 . Fig. 6) opened from the menu item Fuel Oil Service System of the page SYS. • Fuel purifier module.

Each pump CB has three positions: • High Water Level In Tank 4FZ2. • GT Booster Pump 1 Breakdown. • RUNNING HOURS digital indicator. (refer to the display opened from the menu item LC 4G2 of the page Gsec). • Stbd PDE Fuel Oil Leakage.4.3. Fuel Systems Fuel Oil Service System 3. 3.3. • GT Fuel Oil Pump Breakdown. panel 2. ūū 1 – power is supplied from the EPP bus. The description of the LCs is given in Chapter 4. 7) are implemented in the simulator on the display opened from the menu item GT Booster FO PP Starters of the page Gsec. to reset the CB the operator needs to manually switch the CB into 0 position. GT Fuel Booster Pump 1 & 2 Starter Boxes The starter boxes of the FO booster pumps 1 & 2 (Fig. Faults Introduced by the Instructor • High Water Level In Tank 4FZ1.3.3. • INSULATION FAULT indicator. and only after that CB can be closed manually. Power 440 V is supplied: • to the FO booster pump 1 from the LC 4G1. • GT Booster Pump 1 Motor Temperature Failure.ANZAC Ship Model. • MODE SELECTOR SWITCH – a three-position switch to choose between ST-BY/LOC/REM. • to the FO booster pump 2 from the LC 4G2. 3. panel 4. Trainee Manual Chapter 2. • Port PDE Fuel Oil Leakage. 7 53 .6. • High Water Level In Tank 4JA3. Alarms • GT Fuel Booster Pump 1 Temp High • GT Fuel Booster Pump 2 Temp High Fig.5. ūū central – CB is tripped. • ON MOTOR RUNNING– illuminated button. System Alarms • FOS Tank 4FZ1 Level Abnormal • FOS Tank 4FZ2 Level Abnormal • FOS Tank 4JA2 Level Abnormal • FOS Tank 4JA3 Level Abnormal • FOS Tank Overflow 5HZ2 High Level • FOS Tank Overflow 5GA2 High Level • FOS Tank Overflow 5FZ1 High Level • FOS Tank GT Header High Level 3.3. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. • High Water Level In Tank 4JA2. • GT Booster Pump 2 Breakdown. Systems and Mechanisms. (refer to the display opened from the menu item LC 4G1 of the page Gsec). Each starter panel contains: • GT Booster Pump 2 Motor Temperature Failure. ūū 0 – power is switched off.

3. • ON MOTOR RUNNING– illuminated button. The panel STARTER BOX FUEL OIL PURIFIER contains: Power 440 V is supplied: • INSULATION FAULT indicator. The description of the LCs is given in Chapter 4.8. Alarms • Fuel Oil Purifier 1 Temp High • Fuel Oil Purifier 1 Failure • Fuel Oil Purifier 2 Temp High • Fuel Oil Purifier 2 Failure Fig. • A set of indicators to monitor the MACE.3. • DISCHARGE and ALARM buttons.7. 8 54 .ANZAC Ship Model. Trainee Manual Chapter 2. • PROGRAM RUNS switch 0/1. • MACE ON switch 0/1. panel 2. PROGRAM.3. • to the FO Purifier 2 from the LC 4H2. DISCHARGE and ALARM state of the purifier unit. (refer to the display opened from the menu item LC 4H2 of the page Hsec). Fuel Systems Fuel Oil Service System 3. 8) is implemented in the simulator on the display opened from the menu item Fuel Oil Purifier 1 of the page Gsec. • to the FO Purifier 1 from the LC 4G1. The panels are identical. Fuel Oil Purifier 1 & 2 The panel FUEL OIL PURIFIER contains: Local control of the FO Purifier 1 (refer to Fig. Local control of the FO Purifier 2 is implemented in the simulator on the display opened from the menu item Fuel Oil Purifier 2 of the page Hsec. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. • RUNNING HOURS digital indicator. (refer to the display opened from the menu item LC 4G1 of the page Gsec). panel 4. Systems and Mechanisms.

The LO Service tanks are fitted with High and Low Level alarms. The Aft SSDG engines are filled automatically from the 100 litres LO Circulation tanks 4J100 and 4J300. GT Lube Oil The system provides clean synthetic oil for use in GT. The Service tanks are topped up from LO Storage tanks 4Jc1 and 4Jc2 by LO Transfer pump. Stern Tube Lube Oil The system is a passive system in which the stern tubes are flooded with oil. The LO Day tank is filled by LO Transfer pump. ūū Line shaft bearings. The Thrust block and in-line shaft bearing LO system are self-contained in that they require no external oil supply for operation. Purpose and Arrangement of the Systems 4. Once stored. • Gear oil RLO circulating oil tanks. • Thrust block and shaft bearings. the LO system is drawn from Circulation tanks and delivered to the various components of the gearboxes. The system provides the means to fill LO storage. Hand pumps fitted to the PDE are used to pump out the engine sumps and discharge the LO to Dirty Oil tank 5Ja0. Expansion tanks. This is achieved by recirculating the LO through a LO storage and condition Assembly (LOSCA). • GT.1. • Gear oil RLO storage. both of which are topped up by means of a hand pump from Port Aft LO Storage 4.5. in the same manner as the Aft SSDG engines. replenished by means of a hand pump. The LO system comprises systems for: • LO transfer. The Fwd Stern tube shaft seal has a top and bottom drain cover plate that directs any seal leakage through piping to the Stern tube LO Drain tank 5Ka0. ūū CPP.1. • Gearbox. 4.3. The LO transfer system is also used to transfer LO between tanks.2. Excess oil from the Expansion tanks is drained to the stern tube LO drain tank 5Ka0 and is then pumped to Dirty Oil tank 5Ja0 using Dirty Oil Transfer pump. Emptying – by gravity draining to the Fwd Sludge tank (4Ga3).1. In operation.1. oil is transferred between tanks using two LO Transfer pumps. Dirty oil is discharged from dirty oil tank by Dirty Oil Transfer pump. 4. 55 . However the service tanks are gravity fed from the 300 litres LO Day tank 4F600. Hand pumps discharging to Dirty Oil tank 5Ja0 are also fitted to the SSDG engines. The dirty oil sub-system is responsible for the retrieval and storage of dirty oils from: • Stern tube lubricating system. Storage tank filling is carried out using drums (barrels). LO Coolers fitted to the systems ensure the oil is cooled prior to delivery while a LO Purifier recirculates the oil from the Circulation tanks. Lube Oil Storage and Transfer Systems Purpose and Arrangement of the Systems 4. 4. replace small quantities of oil by gravity feed to the stern tubes. Diesel Engines Lube Oil • Stern tube. circulation and day tanks with either lube oil or hydraulic oil. Gearbox Lube Oil The system supplies both main and cross-connect gearboxes. at all times. Systems and Mechanisms. The GT LO system is isolated from other LO systems. • Oil extreme pressure (OEP) for: ūū Gearboxes. to meet the ship’s requirements. LO Transfer The Fwd SSDG engines are also filled automatically from the 100 litres LO Circulation tanks 4J400 and 4J200. Stern tube LO tank 5Ka0 is of sufficient size to store the entire contents of the stern tube LO system when access to the stern tube is required.1.1. The LO Transfer pump is used to both fill. 4. ūū Thrust blocks. and empty. • CPP. Lube Oil Storage and Transfer Systems The sub-system provides discharge of dirty oils from the storage tank through the weather deck connection. Hand pumps discharging to Sludge tank 4Ga3 are also fitted to the Fwd SSDG engines.4. The Expansion tanks also incorporate return lines from the LO system.ANZAC Ship Model. Trainee Manual Chapter 2. • Synthetic oil for GT.1. • PDE. tank 4Jc2. The types of LO carried on the ship and their purposes are: • Oil for all diesel engines. • CPP oil storage. Storage and Circulation tanks. The LO tanks are filled by gravity feed through nominated 1 deck port and stbd connections. The system supplies both PDE and SSDGs and discharges dirty oil from the various engine sumps to Dirty Oil tank 5Ja0. Provision is also made to discharge dirty oil from Dirty Oil tank 5Ja0 and the stern tube LO drain tank 5Ka0 through 1 deck port connection. ūū Stern tubes. Dirty oil from the LO purifiers is discharged to Sludge tank 4Ga3. The PDE automatically draw their LO supply from PDE Service tanks. The LO systems are designed to ensure sufficient supplies of clean oil are available.

from where it is pumped to the Expansion tanks. manometers. Leak oil from the Oil Distribution boxes drains to Leak Oil tanks 4J500 and 4J200. Oil from the Hydraulic Valve assemblies is returned to the Circulation tanks 4Ka1 and 4Ka2. Controlling the Diesel Engines LO Transfer System Control of the system for oil storage. • Required designations and comments. • Pipelines with controlled and uncontrolled valves. DGs and GT units relative location with LO pumps. When required. Hydraulic valve manifold assemblies. strainers. include Control Oil pumps 1 and 2. CPP Hydraulic Oil Major components of the CPP hydraulic system. The Circulation Oil tanks are gravity filled from Hydraulic Oil Storage tanks 4Jy1 and 4Jy2. Lube Oil Storage and Transfer Systems Controlling the Diesel Engines LO Transfer System 4. the Circulation Oil tanks are drained to Dirty Oil tank 5Ja0. LO pumps. capacity and bar graphs level (%). Fig. • LO circulation.1. 4.2.6. Oil distribution boxes and Leak Oil pumps 1 and 2. 9) opened from the menu item Diesel Engines LO Transfer System of the page SYS. The mimic of the system contains: • PDEs. • Stern Tube LO Drain Tank and Sludge tank locations. Trainee Manual Chapter 2.ANZAC Ship Model. • Connections to ship systems. transfer and supply is implemented in the simulator on the display Diesel Engines LO Transfer System (Fig. • PORT and STBD Waist modules. LO Day and Storage tanks location. Systems and Mechanisms. 9 56 .

• OEP storage tanks location. • LO purifier module. • OEP and Main gear LO storage tanks location. • Pipelines with controlled and uncontrolled valves. The mimic of the system contains: • PDEs units relative location with LO pumps and strainers.3.ANZAC Ship Model. manometers. Fig. • Required designations and comments. transfer and supply is implemented in the simulator on the display Gear Box Oil Transfer and Purifier System (Fig. Controlling the Gear Box Oil Transfer and Purifier System Local control of the system for oil storage. • Connections to ship systems. 10 57 . • Diesel LO storage tanks location. strainers. Trainee Manual Chapter 2. Systems and Mechanisms. capacity and bar graphs level (%). • PORT and STBD Waist modules. • Stern Tube LO Drain Tank and Purifier drain tank locations. Lube Oil Storage and Transfer Systems Controlling the Gear Box Oil Transfer and Purifier System 4. LO pumps. 10) opened from the menu item Gear Box Oil Transfer and Purifier System of the page SYS. bar graphs level (%).

The mimic contains: • Holding Tank of the closed GT lube oil system.4. • Pipelines with controlled valves. • Two LO coolers. 11 58 . Systems and Mechanisms. C-Sump. Lube Oil Storage and Transfer Systems Controlling Gas Turbine Lub Oil Conditioning System 4.ANZAC Ship Model. where cooling is provided by the CCGB lube oil supplied from CCGB Sump Tank 5Gz2. 11) opened from the menu item Gas Turbine LO Conditioning System of the page SYS. Trainee Manual Chapter 2. Fig. • Lube Supply & Scavenge Pump fed from the Holding tank and discharging LO to A-Sump. Controlling Gas Turbine Lub Oil Conditioning System Local control of the GT lube oil system is implemented in the simulator on the display Gas Turbine LO Conditioning System (Fig. B-Sump. D-Sump turbine bearings and Oil Jets turbine gearbox bearing.

Lube Oil Storage and Transfer Systems System Alarms 4. System Alarms • Tank 4F200 Volume Percent Low • Tank 5KA0 Volume Percent High • Cross Connection Gear Lube Oil Temp Inlet High • Tank 5KA0 Volume Percent Low • Main Gear PORT Inlet Lube Oil Temp at Fluid Coupling High • Tank 5HA3 Volume Percent High • Tank 5HA3 Volume Percent Low • Tank 5GZ2 Volume Percent High • Tank 5GZ2 Volume Percent Low • Tank 5HA2 Volume Percent Low • Tank 5HA1 Volume Percent High • Tank 5HA1 Volume Percent Low • Tank 5JA0 Volume Percent High • Tank 5HA2 Volume Percent High • Tank 5JA0 Volume Percent Low • Tank 4JY2 Volume Percent High • Tank 4JY2 Volume Percent Low • Tank 4JC2 Volume Percent High • Tank 4JC2 Volume Percent Low • Main Gear PORT Lube Oil Inlet Temp High • Main Gear PORT Fluid Coupling Oil Pressure Low • Main Gear STBD Inlet Lube Oil Temp at Fluid Coupling High • Main Gear STBD Lube Oil Inlet Temp High • Main Gear STBD Fluid Coupling Oil Pressure Low • OP1500 CCG STBD LUBE OIL PRESS LOW • OP1200 MG PORT LUBE OIL PRESS LOW • OP1100 MG STBD LUBE OIL PRESS LOW • Low Gas Turbine Gearbox Pressure • Main Gear STBD Alarm • Main Gear PORT Alarm • Cross Connection Gear Alarm • Tank 4JY1 Volume Percent High • Tank 4JY1 Volume Percent Low • Tank 4JC1 Volume Percent High • Tank 4JC1 Volume Percent Low • Tank 4J100 Volume Percent High • Tank 4J100 Volume Percent Low • Tank 4J300 Volume Percent High • Tank 4J300 Volume Percent Low • Tank 4F600 Volume Percent High • Tank 4F600 Volume Percent Low • Tank 4F400 Volume Percent High • Tank 4F400 Volume Percent Low • Tank 4F200 Volume Percent High 59 . Trainee Manual Chapter 2.5.ANZAC Ship Model. Systems and Mechanisms.

The panels STARTER BOX LUBE OIL PUMP MG PORT and STARTER BOX LUBE OIL PUMP MG STBD contain a threeposition MODE SELECTOR SWITCH to choose control between OFF/LOC/REM. The panels STARTER BOX PRE-OILING PUMP PORT and STARTER BOX PRE-OILING PUMP STBD contain a twoposition MODE SELECTOR SWITCH to choose control mode between LOCAL/REMOTE.6. Each pump CB has three positions: ūū 0 – power is switched off. Lube Oil Storage and Transfer Systems Lube Oil PDE & MG Pumps Starter Boxes 4. • to the Pre-Oiling Pump Stbd from the LC 4H1(I). Systems and Mechanisms. Trainee Manual Chapter 2. 12 ūū 1 – power is supplied from the EPP bus. (refer to the display opened from the menu item LC 4H1 of the page Hsec). The Lube oil pumps starter boxes are implemented in the simulator on the display (Fig. 60 . • to the Pre-Oiling Pump Port from the LC 4H2(I). panel 4. and only after that CB can be closed manually. to reset the CB the operator needs to manually switch the CB into 0 position. panel 2. Power 440 V is supplied: • to the Lube Oil Pump Stbd from the LC 4H1(I). panel 4. ūū central – CB is tripped. panel 2. The description of the LCs is given in Chapter 4. 12) opened from the menu item PDE & MG PP Starters of the page Hsec. (refer to the display opened from the menu item LC 4H2 of the page Hsec). Lube Oil PDE & MG Pumps Starter Boxes Each starter box panel contains: • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. (refer to the display opened from the menu item LC 4H2 of the page Hsec). • to the Lube Oil Pump Port from the LC 4H2(I). Fig. (refer to the display opened from the menu item LC 4H1 of the page Hsec). • ON MOTOR RUNNING– illuminated button.ANZAC Ship Model.

PROGRAM ON – two-position 0/1 switches. MACE ON. ūū 1 – power is supplied from the EPP bus. Power 440 V is supplied to the Lube oil purifier unit from the LC 4G2. Alarms • Lube Oil Purifier Temp High Fig. (refer to the display opened from the menu item LC 4G2 of the page Gsec). discharge and alarm state of the purifier unit.7. pressure. and only after that CB can be closed manually. Lube Oil Storage and Transfer Systems Lube Oil Purifier Local Operating Panel 4. • ALARM RESET button. panel 2. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. • RUNNING HOURS digital indicator. • ON MOTOR RUNNING– illuminated button. heating. 13) opened from the menu item Lube Oil Purifier of the page Gsec.1. • HEATER ON. Lube Oil Purifier Local Operating Panel The panel LUBE OIL PURIFIER contains: The local panel to control the Lube oil purifier is implemented in the simulator on the display (Fig. The panel STARTER BOX LUBE OIL PURIFIER contains: ūū central – CB is tripped. Trainee Manual Chapter 2. The CB has three positions: • TEMP CONTROL digital setpoint control. 13 61 . 4. Systems and Mechanisms. temperature. • ISOLATING SWITCH – a two-position power switch 0/1. to reset the CB the operator needs to manually switch the CB into 0 position. ūū 0 – power is switched off. • A set of indicators to monitor the power.7.ANZAC Ship Model. The description of the LCs is given in Chapter 4.

Systems and Mechanisms. 14 62 . ūū CPP Leak (blue color). ūū CPP High Pressure (brown color). Controlling the CPP System Local control of the Port and Stbd CPP system is implemented in the simulator on the display CPP Port & Stbd System (Fig. • Pipelines with assembly of: ūū CPP Servo Oil (red color). • CPP Leak Oil Tank 4 J-200 and CPP Leak Oil Tank 4 J-200 with level bar graphs and digital indicators. Lube Oil Storage and Transfer Systems Controlling the CPP System 4. Fig. 14) opened from the menu item CPP Port & Stbd System of the page SYS. • CPP Sump Tank 4K a1 and CPP Sump Tank 4K a2 with level bar graphs and digital indicators. ūū CPP Drain To (magenta color). • Controlled valves.8. The mimic contains: • Header Tank Port and Header Tank STBD with level bar graphs and digital indicators. Trainee Manual Chapter 2.ANZAC Ship Model. • Controlled pumps – double click to start/stop a pump.

In the manual operating mode the pump starts by pushbutton demand from the starter box. ūū CCG. System Purpose and Arrangement Machinery plant seawater cooling system is designed to ensure sufficient supplies of seawater are available. The pump mode can be selected from the starter box. A secondary (emergency) ‘hard-piped’ cooling seawater supply is provided for PDEs from the seawater pumps attached to the MG when underway. Systems and Mechanisms. 63 . In normal operation cooling seawater supply is provided by the pumps attached to cross-connect gearbox or main gearbox. After circulating through LO Coolers. Cooling. The PDEs can be run together at full power on this emergency supply. • HP and LP Air Compressors. • Cross-connect and Main Gearbox lube oil coolers. Machinery plant cooling seawater is supplied to heat exchanger cooling system of: • PDE. This pump is started/stopped on the starter box and has no provision for remote control. the seawater is discharged overboard. to meet the requirements of the following systems: • Diesel propulsion and Generator sets. • SSDGs. • Engine Rom Air Cooling. gearbox attached (CCG and MG) and electrical pumps (auxiliary and ‘slow-speed’). Trainee Manual Chapter 2. • Masking Air Compressors. The seawater system is equipped with seawater pumps. • Plummer blocks. either attached or remotely mounted. • Main Shafting Thrust Bearings. including: The seawater is drawn from the individual sea chests. • Cross-connection to propulsion diesel cooling water system. • Fin Stabilizers. If a gearbox lube oil temperature exceeds 45 C (the ship is being operated oat slow shaft speeds). In automatic mode the pump is controlled remotely. then the ‘slow-speed’ electrical pump is started to supplement the cooling seawater supply. The auxiliary electrical pump is used for cooling seawater supply when the propulsion machinery is not running or during start-up of the machinery. Cooling Systems 5. • Machinery plant. • HP Air Compressor. Cooling Systems Machinery Seawater Cooling System 5.1. ūū Thrust and shaft bearing LO coolers. by the engine-mounted (PDEs and SSDGs). at all times. ūū Fin Stabilizers. Machinery Seawater Cooling System 5. • Aux. The seawater is discharged to the heat exchangers (LO Coolers) of the plant components.ANZAC Ship Model.1. Emergency cooling seawater supply is provided for SSDGs from the electronics container seawater pumps through portable hoses and associated couplings. ūū MG.1.

The mimic of the system contains: • Diesel generator room and Machinery room spaces. Cooling Systems Controlling the Machinery Seawater Cooling System 5.2. 15) opened from the menu item Machinery Seawater Cooling System of the page SYS. • Connections to ship systems. • PDEs units relative location with water pumps and heat exchangers. 15 64 . Controlling the Machinery Seawater Cooling System The system control is implemented in the simulator on the display Machinery Seawater Cooling System (Fig. manometers. strainers. Fig. • Required designations and comments. • CCGB unit relative location with heat exchanger. • Coolant tanks location.ANZAC Ship Model. • Sea chest locations. • MG PORT and STBD units relative location with heat exchangers. Trainee Manual Chapter 2. thermometers. • Mashing Air Compressor modules. bar graphs level (%). • Pipelines with controlled and uncontrolled valves. Systems and Mechanisms. pumps.

ANZAC Ship Model. panel 2. (refer to the display opened from the menu item LC 4H1 of the page Hsec). 16) opened from the menu item ER SW Cooling PP Starters of the paPower 440 V is supplied: • to the Slow-speed pump by the SW COOLING PUMP FU CB from the LC 4H1(I). Systems and Mechanisms. panel 4. Fig. • to the Aux pump by the AUX SW COOLING PUMP CB from the LC 4H2(I). Each CB has three positions: ūū 0 – power is switched off. The description of the LCs is given in Chapter 4. Cooling Systems ER SW Cooling Pumps Starter Boxes 5. Trainee Manual Chapter 2. to reset the CB the operator needs to manually switch the CB into 0 position. ER SW Cooling Pumps Starter Boxes The starter boxes of the Slow speed SW cooling pump and Auxiliary SW cooling pump are implemented in the simulator on the display (Fig. 16 Each panel contains: • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. (refer to the display opened from the menu item LC 4H2 of the page Hsec). ūū central – CB is tripped. • RUNNING HOURS digital indicator. 65 . and only after that CB can be closed manually. The panel STARTER BOX “SLOW SPEED” SW COOLING PUMP contains: • MODE SELECTOR SWITCH – a three-position switch to choose control mode between OFF/LOCAL/AUT. ūū 1 – power is supplied from the EPP bus.3. • ON MOTOR RUNNING– illuminated button.

ANZAC Ship Model. Trainee Manual Chapter 2. 17) opened from the menu item Diesel Generators Cooling System of the page SYS. Controlling the Diesel Generators Cooling System Control of the system is implemented in the simulator on the display DIESEL GENERATORS COOLING SYSTEM (Fig. • Required designations and comments. Fig. 17 66 .4. • Sea chest locations. The mimic contains: • AGEs units relative location with water pumps and heat exchangers. • Pipelines with controlled and uncontrolled valves. strainers. Systems and Mechanisms. Cooling Systems Controlling the Diesel Generators Cooling System 5. pumps.

18) shows the basic organization of the fire detection system: The Fire Detection system consists of the following components: Sensors in the system operate to detect both smoke and flame produced in the early stages of fire. • Fire Alarm Control Panel (FACP). either selectively or as a group.1. It does not monitor GT. These modules have independent sensors and integral alarm systems. in emergency DCHQ/HQ1 functions can be controlled from the FWD and/or AFT damage control bases (not modeled in Simulator). Trainee Manual Chapter 2. The following drawing (Fig. a signal generated by the nearest fire detector is passed through a fire alarm relay box (FARB) to a FACP in the MCR for evaluation. The MCR serves as the damage control headquarters (DCHQ/HQ1) and allows the damage control officer (DCO) to effectively: • obtain information regarding the status of other plants in the ship. fire alarm data acquisition system (FADAS) is used when the DCHQ/HQ1 is unmanned whilst the ship is alongside or docked. EOOWC console. FADAS is not modeled in the simulator. • Provides a group alarm to a ship service panel at the Bridge. PCC console and EPCC console in the MCR (compartment 3J1). 18 67 . 6. The C+M monitors of the MCR consoles display the alarms on the mimic display A402 Fire/Temp/Flood/Bilge alarm (refer to description in Chapter 3). Simultaneously. Systems and Mechanisms. to prevent fresh air reaching a fire from unaffected areas. • Independent fixed Halon 1301 systems. • Aqueous Film Forming Foam (AFFF) firefighting system. • stop ventilation fans and close flaps. Fire Detection System A self-supporting Fire Detecting system (FDS) independent of the C+M system is used to monitor unmanned. • minimize fire propagation risk by shutting down or remotely controlling fuel pumps and shutting down quickclosing valves in fuel and lubricating oil lines. Fire-Fighting Systems Fire Detection System 6.ANZAC Ship Model. Fire-Fighting Systems Firefighting can be supervised from any consoles – Damage Control console (DCC). In reality. • A Firemain. • take firefighting measures and sequentially and selectively remotely control extinguishing systems through the control C+M system. Fig. The firefighting arrangements and systems comprise: • Fire Detection System. An aux. The signal at the same time passed to the C+M system (refer to description in Chapter 3) through substations 3 and 4. • Fire Alarm Relay Boxes and Coupling units (not modeled in the simulator). the FACP activates an audible alarm while the C+M system: • Displays a corresponding alarm on the monitors in the MCR. hazardous and high risk spaces in the ship. When a fire is detected. PDE and SSDG modules. • Smoke and Fire Detectors (sensors).

19) opened from the menu item Fire Alarm Panel of the page Jsec. • RESET SYSTEM – to reset the system after the fire has been extinguished. no sensors were actuated. ūū 1 – power is supplied from the EPP bus.1. 19 • MUTE INT. and running of fans. time Smoke 2. Function Delayed. where information about the fire is listed.ANZAC Ship Model. The following information is displayed on the LC screen: • Total: – number of fires (in the upper right corner) • The format of the fire information line: Room indication. Fire Alarm Control Panel The panel is implemented in the simulator on the display (Fig. The CB has three positions: ūū 0 – power is switched off. ūū central – CB is tripped. Ray 2 Room name Steering gear compartment Type of detectors (number) Smoke (3) Detector. actuation time Smoke 1. 68 . Alarms • AI6332 ION SENSOR STEERGEAR RM 3MY0 FIRE • HP6409 HALON GEN 1 ENCLOSURE 4F RELEASED • HS6442 HALON SYSTEM GEN 1 ENCLOSURE 4F • HP6411 HALON GEN 2 ENCLOSURE 4F RELEASED • HS6443 HALON SYSTEM GEN 2 ENCLOSURE 4F • HP6413 HALON GEN 3 ENCLOSURE 4J RELEASED • HS6444 HALON SYSTEM GEN 3 ENCLOSURE 4J • HP6415 HALON GEN 4 ENCLOSURE 4J RELEASED • HS6445 HALON SYSTEM GEN 4 ENCLOSURE 4J The actuation time and sequence of the detectors is modeled in the simulator according to the dynamics of the fire spread.BUZZER – to switch off the station buzzer. Systems and Mechanisms. • FIRE ALARMS – text LC display.2. Power 24 V DC is supplied to the Fire Alarm Panel from the LC 3J. • HP6419 HALON MAIN DE ENCL 4H RELEASED • HS6450 HALON SYSTEM MAIN DE ENCL 4H • HP6425 HALON GT ENCLOSURE 4G RELEASED The lower left part of the display shows the indicators: • HS6449 HALON SYSTEM GT ENCLOSURE • AI6391 HEAT SENSOR GEN 1 ENCL • AI6392 HEAT SENSOR GEN 2 ENCL • AI6393 HEAT SENSOR GEN 3 ENCL • AI6394 HEAT SENSOR GEN 4 ENCL • Power – is illuminated when the fire detection system is powered. Ext. time Smoke 3. Fig. ray 3K. the audio alarm switches off. actuation of fire dampers. The description of the LCs is given in Chapter 4. to reset the CB the operator needs to manually switch the CB into 0 position. The bottom part of the panel is designed for re-programming and setting up the system (not modeled in the simulator). and only after that CB can be closed manually.2. Trainee Manual Chapter 2. ūū Continuous red – all alarms of all sensors were acknowledged by SILENCE ALARM button. • Function Disabled. time • SILENCE ALARM – to acknowledge a fire alarm: the FIRE indicator stops flashing and continuously lights up. Fire-Fighting Systems Fire Alarm Control Panel 6. panel 6 (refer to the display opened from the menu item LC 3J of the page Jsec). ūū Flashing red – there is an unacknowledged fire alarm at least of one sensor. 6. • AI6389 HEAT SENSOR GT ENCL • AI6390 HEAT SENSOR DE 1/2 ENCL • More Events – not modeled: • AI6347 ION SENSOR 1 DE RM FIRE • AI6348 ION SENSOR 2 DE RM FIRE • Fault – is illuminated when one or more detectors break down. The upper part of the display contains: The buttons to the right of the LCD are: • FIRE – indicator of the fire having the following states: ūū Not active – no fire is detected.Alarm Output – not modeled.

DCP1 and DCP2 and locally on mechanical pressure gauges. Sprinkler systems are provided for: • 5 inch gun magazines 3C and 4C. is equipped with an independent fire pump that takes its suction from within the section it primarily serves. a decrease in the Firemains pressure to 6 bar will initiate a ‘low pressure’ alarm on the consoles in the MCR and require pump(s) to be restarted to restore the pressure. 19. In the case of pump failure or damage in a section.1. Each watertight section. • HP6407 HALON AFT GENERATOR ROOM 3J RELEASED • Magazine and explosives stores sprinkler systems. In harbour. the fire pumps may be stopped or left running. the Firemain can be opened to cross-connect with serviceable fire pump outlets. the Firemain can be supplied through 1 deck shore connection valves located Port and Stbd. Remote operation only is modeled in the simulator by using the display A422 of the C+M system (refer to the display description in Chapter 3). • HP6405 HALON FWD GENERATOR ROOM 3F RELEASED • VLS deluge and sprinkler systems.3. between B and K. • Demolition explosives store 3Dz1. • Ballast and trim filling and eduction.3. each section of the Firemain can be operated separately. Seawater Firemain and Sprinkler System 6. With the Firemain sections charged. DCP1 and DCP2 where. by closing an isolating valve at the Fwd and/or Aft bulkhead of the section. Each vertical ship section contains an electrically-driven fire pump on 4 deck. the 4 deck Firemain allows pumps to be cross-connected to meet high demand in one or more sections. • Small arms magazine 3Da1. Under normal operating conditions. Trainee Manual Chapter 2. • AI6346 ION SENSOR AFT GENERATOR RM • AI6344 ION SENSOR HELO PUMP RM • AI6343 ION SENSOR PAINT STORE FIRE FIRE FIRE FIRE 6. Purpose and Arrangement of the Seawater Firemain and Sprinkler System The design of Firemain is based on the philosophy that each major vertical section is provided with stand-alone seawater services for fire protection purposes within that section. The pump delivers the seawater reduced to a working pressure of 9 bar. Each subsystem is fed from a rising main that provides a seawater supply to fire extinguishing hydrants. or in selected groups of adjacent Firemains by opening the appropriate isolating valves. a recirculation arrangement prevents the pumps overheating when running with no system flow. If the pumps are left running. Cross-connecting pumps allows seawater at a flow rate of more than 350 m3/h to be transferred from one section to another. the corresponding symbol for the valve flashes. the Firemain is remotely controlled to supply seawater to: • HP6403 HALON HELO PUMP ROOM 3L RELEASED • Firefighting hydrants/hose reels. No local/remote mode selector is provided for these valves. 18 and Fig. • Chaff magazine 1Dz. The 9 independent seawater firefighting subsystems allow ship sections to be isolated for damage control purposes. Should the need arise. or cross-connected. All valves can also be operated manually and their positions indicated on the MCR consoles.ANZAC Ship Model. during manual operation. When required. Whether operating in isolation. sprinklers and eductors. The schematic diagrams of the Firemain are presented further on the Fig. Opening and closing all other Firemain valves is controlled by the C+M system The C+M system includes a control logic backup and plausibility check for remote-controlled valves. The sprinkler systems are capable of being controlled both locally and remotely. • HP6401 HALON PAINT STORE RELEASED • AI6351 ION SENSOR FWD GEN ROOM • AFFF equipment. The pressure is indicated on the monitors of the MCR consoles. Fire-Fighting Systems Seawater Firemain and Sprinkler System • AI6349 ION SENSOR 1 GT RM FIRE • AI6350 ION SENSOR 2 GT RM FIRE • AI6375 ION SENSOR DEMO MAGAZINE 3DZ1 • HP6417 HALON AFT MACH ROOM RELEASED • HP6423 HALON FWD MACH ROOM RELEASED FIRE Where possible. • CIWS magazine. Systems and Mechanisms. • Emergency supply for refrigeration machinery cooling. • Bilge and secondary drain eductors. If the pumps are stopped. the rising main is attached to a transverse watertight bulkhead to minimize the likelihood of damage and extends vertically from the fire pump into the superstructure. 69 . each section of Firemain is charged by the fire pump connected to • ASM and Torpedo magazine 1Jy2. that section of Firemain. The fire pumps take suction from a sea-chest or sea-tube within their individual ship section and discharge the seawater through their vertical Firemain as far as the fire hydrants and user system control valves. The cross-connecting line is fitted with an isolating valve at each bulkhead. • Gas bottle room 1Gb1.

The tank has a capacity of 260 l and is pressurized to 15. The system requires Firemain pressure for operation and comprise of two independent foam generating stations interconnected at tank top level by a main running from the Fwd power generator room.2. Initially. 4La0. The AFFF can be applied: • By distribution through foam sprinklers in the area of the fire. Two water supplies are used by the deluge system. fresh water is supplied from a 260 l capacity deluge tank pressurized to 7. oil and ventilation systems for the area. If an over temperature condition is detected. The AFFF main also supplies the sprinklers in the main machinery compartments and the helo pump room. • Manually through hydrants equipped with collapsible hoses The local manual control mode is not modeled in the simulator. Starts the appropriate AFFF station. This allows the damage control officer (DCO) to take control of the situation from the MCR consoles. • Remote control valves. Initiates an alarm in the MCR to inform DCHQ/HQ1 of the emergency situation. The proportioners are set to operate with a 6% solution. e. DCP1 or DCP2 to shut down fuel. where necessary.ANZAC Ship Model. When activated. In compartment 4K. The seawater from FPP6 and FPP8 is discharged through special pipe lines to the Firemain riser in section H and then to the VLS system. Purpose and Arrangement of the AFFF System The schematic diagram of the AFFF fixed firefighting system is presented further on the display (Fig. the LSEQ will cause the canister to be deluged a second time. Starts an associated fire pump. Trainee Manual Chapter 2. the tank must be refilled and re-pressurized manually. After use. • Concentrate pump. If the over temperature condition still exists 100 seconds after deluge. Remote automatic control of the AFFF system is initiated by pushbuttons.g. 1Jz2. Initially. the LSEQ will take the affected cell off line and cause the canister to be deluged. Pressing a pushbutton initiates an automatic C+M system routine that: 1. The HSDs activate the system when a temperature of 71 °C is sensed or a rapid rise in temperature of 4 °C/second occurs. FPP7 and FPP8 have a special VLS safety control function in that. A VLS start of FPP6 and FPP8 will automatically open the quick-opening valves and close them when the VLS demand is cancelled. The operator (in remote mode) can start or stop one or more fire pumps and open and close corresponding valves as required. Pushbuttons are located adjacent to each AFFF hydrant and rack and are protected in an enclosure to prevent inadvertent operation. Systems and Mechanisms. 3. the HSDs produce a pneumatic pulse that operates a pneumatically released pilot valve (PRPV). 70 . respectively. The sprinkler system is a dry thermo-pneumatic system automatically activated by a signal from any of the six fitted pneumatic heat sensing devices (HSDs). Configures the valves in the piping system to provide foam up to the hydrant. Before activation. the water is supplied from the VLS sprinkler pressurized tank in compartment 2Gz0 and then by the FPP7 . if the VLS requires water to extinguish a fire. the flight deck AFFF oscillating monitors and seven AFFF hydrants. The deluge system is part of the overall VLS firefighting system that floods the inside of a missile canister in the event of an over temperature (82 °C) or restrained firing condition. 2. The valve opens the main sprinkler control valve to apply water at pressure to the sprinkler heads. FPP6 and FPP8.3. no water is available at the sprinkler heads. 6. both with discharge rates of 70 m3/h. the rocket motor fires but the missile does not leave the canister. Motor-driven isolating valves allow the AFFF main and its branches to be isolated or supplied separately. The pressurized fresh water supply is expended rapidly and replaced automatically by seawater from the Firemain system. Deluge system activation is monitored and indicated by flow switch FS#2 located in the deluge pipework. Fire pumps FPP6. Fire-Fighting Systems Seawater Firemain and Sprinkler System The sprinkler systems are supplied with seawater from the Firemain and. The sprinklers spray water to extinguish fires in the launcher area. Each deluge period has a duration of approximately 90–110 seconds and is terminated automatically by signals from the launch sequencer (LSEQ). pump FPP7 starts automatically to discharge seawater at a rate of 150 m3/h. If FPP7 fails to achieve a pressure of 2. Water from the sprinkler system is gravity-drained directly overboard. The internal temperature of a canister is monitored by a thermostat within the canister. 23) opened from the menu item AFFF Fixed Firefighting System of the page SYS. Each AFFF station comprises: • A 1300 l foam concentrate tank. Flow switch FS#1 detects the flow of water in the sprinkler system and issues a signal to start FPP7.6 bar. for safety and testing reasons are supplied through two valves in tandem arrangement. Both stations feed a foam mixture of AFFF concentrate and seawater into the AFFF main piping. Pump FPP7 starts when a signal is received from flow switches FS#1 and FS#2 positioned in the control pipework of the sprinkler and deluge systems. 4. • Proportioner. 4F to the helo pump room. AFFF station No 1 is located in the GT exhaust casing.5 bar within 2 seconds of starting. compartment 2Gz0 and No 2 station in the helo refuelling and firefighting room.5 bar. are automatically started to take over the FPP7 function. the AFFF main divides to supply the helo hangar 1Jz0. The pipe lines are fitted with quick-opening valves that are normally closed.

The emergency panels and MCUs are located adjacent to the protected compartments. Each subsystem is arranged with automatic fire detectors and is designed for automatic operation. Trainee Manual Chapter 2. • Cylinder contents monitoring equipment. • Visual and/or audible warning devices. The pressure is monitored by a pressure gauge and switch fitted to the cylinder valves.3. The designed quantity of Halon 1301 is discharged within a period of 10 seconds after Halon discharge commences at the most distant nozzle in the compartment. it acts primarily as a negative catalyst interrupting the chemical chain reaction that takes place between the fuel and the oxygen. 71 . • Two or more means of activation. The subsystems are designed to provide a concentration of 4.3. and the switch is connected to the C+M system. non-flammable inert gas.25% volume in air at 20 °C to any part of a compartment based on the gross volume of the compartment. allows quick response and allows AFFF foam pickup and portable canisters to be connected for use on the fire. Each subsystem has technical differences and its own means of activation. Separate fixed Halon subsystems are fitted in the GT. Fire-Fighting Systems Seawater Firemain and Sprinkler System If a second AFFF pushbutton is pressed when the system is operating. it will initiate another alarm in the MCR through the C+M system. Starting a fire pump provides Firemain to the hydrant. The gauge provides local indication of the cylinder state. Each Halon subsystem incorporates the interfacing arrangements necessary to stop the appropriate compartment ventilation fan(s) and shut the associated exhaust flap(s) before the Halon is released. • A ‘second shot’ release should the first automatic release be insufficient to prevent re-ignition. The Halon 1301 fixed firefighting systems are monitored at the MCR consoles. DCP1 and DCP2 by displaying on the mimic display A401 – Halon/Potassium Carbonate (refer to description in Chapter 3). colorless. Fixed Halon 1301 Subsystems Halon 1301 is a clear. remote or manual ventilation shut down features. is completely independent of the others and comprises: • Halon cylinder stowage. Systems and Mechanisms. The normal release for the paint store Halon subsystem is by pushbutton located at the DCC in the MCR. • A gas distribution system. All Halon cylinders are to be maintained at a minimum pressure of 30 bar. DE and SSDG enclosures.ANZAC Ship Model. The GT enclosure has an additional Halon cylinder which serves as: • A manually activated backup for the automatic system. 6. • Automatic. While Halon 1301 has some smothering effect on a fire. the subsystems are activated either electrically by manual pushbuttons in emergency panels or pneumatically from master control units (MCU). With the exception of the paint store. and attempt to automatically start the AFFF system of the section in which the pushbutton is located.

4. • Controlled fire pumps 1–6. • Controlled valves. The mimic of the system contains: • Ship sections from B to G showing the ship decks with the Firemain pipelines. • Sprinklers’ locations. Trainee Manual Chapter 2. • Pipelines with controlled and uncontrolled valves. 20 72 . manometers.ANZAC Ship Model. Controlling the Fwd SW Firemain and Sprinkler System Control of the system is implemented in the simulator on the display Fwd SW Firemain and Sprinkler System (Fig. Fire-Fighting Systems Controlling the Fwd SW Firemain and Sprinkler System 6. • Connections to ship systems. • Required designations and comments. Systems and Mechanisms. 20) opened from the menu item Fwd SW Firemain and Sprinkler System of the page SYS. Fig.

Firemain System Alarms • SPRINKLING PRESS SENSOR • FIRE MAIN PRESS SECT B LOW • FIRE MAIN PRESS SECT C LOW • FIRE MAIN PRESS SECT D LOW • FIRE MAIN PRESS SECT E LOW • FIRE MAIN PRESS SECT F LOW • FIRE MAIN PRESS SECT G LOW • FIRE MAIN PRESS SECT H LOW • FIRE MAIN PRESS SECT J LOW • FIRE MAIN PRESS SECT K LOW • FIRE PUMP 9 MOT TEMP • FIRE PUMP 8 MOT TEMP • FIRE PUMP 6 MOT TEMP • FIRE PUMP 5 MOT TEMP • FIRE PUMP 4 MOT TEMP • FIRE PUMP 3 MOT TEMP Fig. Systems and Mechanisms.ANZAC Ship Model. Fire-Fighting Systems Controlling the Aft SW Firemain and Sprinkler System 6. Controlling the Aft SW Firemain and Sprinkler System Control of the system is implemented in the simulator on the display Aft SW Firemain and Sprinkler System (Fig.6. 6. manometers. • Sprinklers’ locations. 21) opened from the menu item Aft SW Firemain and Sprinkler System of the page SYS. • Pipelines with controlled and uncontrolled valves. Trainee Manual Chapter 2. • Required designations and comments. • Controlled fire pumps 7–9. • Connections to ship systems.5. • Controlled valves. 21 • FIRE PUMP 2 MOT TEMP • FIRE PUMP 1 MOT TEMP 73 . The mimic of the system contains: • Ship sections from H to M showing the ship decks with the Firemain pipelines.

The pushbutton illuminates when the pump is running. • MODE SELECTOR SWITCH – a two-position switch to choose control mode between LOCAL/REM.1. If a VLS demand for extinguishing water occurs. 2. Power 440 V is supplied to the Fire pump 5 from the LC 3F(I). 18). 22) is opened from the menu item Fire PP 1. 2. The pump symbol on the MCR consoles. panel 1. DCP1 and DCP2 monitors changes to indicate the pump is running and also changes when the pump is started locally or automatically. • ON MOTOR RUNNING– illuminated button. Each pump CB has three positions: ūū 0 – power is switched off.ANZAC Ship Model.1). • INSULATION FAULT indicator. The Fire pump 4 starter box (Fig. FPP7 automatically starts and a pressure switch monitors when the pump is providing water to the VLS system. an off command must be issued through the C+M system. When the VLS demand is cancelled the ‘VLS on’ indicator extinguishes. The pumps 1. or in full text on the MCR consoles. To shut down the pump press the OFF pushbutton. and 3 from the LC 3D.1). Power 440 V is supplied to the Fire pumps 1. panel 6. The starter boxes for pumps FPP6. ūū central – CB is tripped. Fire-Fighting Systems Fire Pump 1–9 Starter Boxes 6. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. To stop the pump.7. Systems and Mechanisms. An automatic start of either of these pumps is indicated as ‘VLS on’ by an additional indicator lamp at their motor starter box. The description of the LCs is given in Chapter 4. 22) is opened from the menu item Fire Pump 9 Starter of the page Ksec. 3. (refer to the display opened from the menu item LC 3E of the page DCS. and 9 are identical. Power 440 V is supplied to the Fire pump 9 from the LC 3K. Power 440 V is supplied to the Fire pump 4 from the LC 3E(I). REMOTE – the pump is controlled from the MCR consoles. (refer to the display opened from the menu item LC 3D of the page DCS. ūū 1 – power is supplied from the EPP bus. panel 4. but the pump continues running until it is either manually stopped. or remotely stopped through the C+M system. Fire Pump 1–9 Starter Boxes Three types of the fire pumps’ starter boxes are implemented in the simulator. 4 Starters of the page DCS. The pumps can be started from their respective starter boxes in manual mode or controlled remotely from the Firemain displays of the SYS page and from the C+M displays. neither pump can be stopped unless the mode selector is set to OFF. When the selector is set to: 74 . OFF – the pump is switched off and no automatic start will take place when demanded by the VLS. When a VLS demand exists. The Fire pump 9 starter box (Fig. Automatic starting of the three pumps is independent of the local or remote modes. Starter boxes of the pumps 4. and only after that CB can be closed manually.II) of the page Fsec). No starter boxes are modeled in the simulator for these three pumps. to reset the CB the operator needs to manually switch the CB into 0 position. Starter boxes of the pumps 7 and 8 are identical. Fire pumps are located in each ship section. (refer to the display opened from the menu item LC 3F(I. Note! The automatic mode cannot be selected and is in service when either local or remote is selected. The Fire pump 5 starter box (Fig. Trainee Manual Chapter 2. 22) is opened from the menu item Fire Pump 5 Starter of the page Fsec. 22 The panel contains: • ANTI CONDENSATION HEATER ON indicator. (refer to the display opened from the menu item LC 3K of the page Ksec). and 3 are started/stopped remotely from the display Fwd SW Firemain and Sprinkler System (refer to Fig. 5. FPP7 and FPP8 (see below) are fitted with an OFF–LOCAL–REMOTE mode selector switch. panel 3. and also when the pump is started by remote control. LOCAL – the pump is started from the starter box by pressing the ON pushbutton. Fig. DCP1 and DCP2 when the on command is issued. DCP1 and DCP2. 2.

panel 2. • MODE SELECTOR SWITCH – a three-position switch to choose control mode between OFF/LOCAL/REM. 6. The Fire pump 7 starter box (Fig. • Fire Pump 2 Low Pressure. Alarms • Fire Pump 1 Low Pressure. 24 The panel contains: • INSULATION FAULT indicator. • Fire Pump 6 Low Pressure. The description of the LCs is given in Chapter 4.7. • Fire Pump 4 Low Pressure. Fig. Power 440 V is supplied to the Fire pump 8 from the LC 3J. 23) is opened from the menu item Fire Pump 6 Starter of the page Gsec. (refer to the display opened from the menu item LC 4H2 of the page HsThe Fire pump 8 starter box (Fig. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. Trainee Manual Chapter 2. 24) is opened from the menu item Fire Pump 8 Starter of the page Jsec. 23 The panel contains: • ANTI CONDENSATION HEATER ON indicator. • ANTI CONDENSATION HEATER ON indicator. • Fire Pump 9 Low Pressure. • VLS ON indicator. • Fire Pump 7 Low Pressure. • Fire Pump 3 Low Pressure.1. panel 4. • MODE SELECTOR SWITCH – a three-position switch to choose control mode between OFF/LOC/REM. • INSULATION FAULT indicator. panel 5. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. • ON MOTOR RUNNING– illuminated button. • Fire Pump 5 Low Pressure. Power 440 V is supplied to the Fire pump 6 from the LC 4G2. 75 . • ON MOTOR RUNNING– illuminated button. Systems and Mechanisms. Power 440 V is supplied to the Fire pump 7 from the LC 4H2(I). • Fire Pump 8 Low Pressure. • VLS ON indicator.ANZAC Ship Model. Fire-Fighting Systems Fire Pump 1–9 Starter Boxes The Fire pump 6 starter box (Fig. 24) is opened from the menu item Fire Pump 7 Starter of the page Hsec. (refer to the display opened from the menu item LC 4G2 of the page Gsec). (refer to the display opened from the menu item LC 3J of the page Jsec). Fig.

Power 440 V is supplied to the AFFF concentrator pump 1 from the LC 4G1. The description of the LCs is given in Chapter 4. 25 6. controlled AFFF pumps and valves.Fwd Power Gen Rm • AFFF Station 1 Failure 76 .Helo Pump Rm • AFFF Pushbutton Active . Systems and Mechanisms. The mimic contains: • Ship sections from E to L showing the ship decks and Passaways with the pipelines. Trainee Manual Chapter 2. Power 440 V is supplied to the AFFF pump 2 from the LC 3K. • Controlled fire pumps 4–9. • Required designations and comments.1. Lobby and Helo Pump Room location. • Fight Decks.1 and No.2 location with the foam tanks. Fire-Fighting Systems Controlling the AFFF Fixed Firefighting System 6.Flight Deck • AFFF Pushbutton Active .Gas Turbine Rm • AFFF Pushbutton Active .8.Helo Hangar • AFFF Pushbutton Active .ANZAC Ship Model. Fig. panel 4. (refer to the display opened from the menu item LC 3K of the page Ksec) by the AFFF PUMP 2 0–1 switch. Controlling the AFFF Fixed Firefighting System Control of the foam firefighting system is implemented in the simulator on the display AFFF Fixed Firefighting System (Fig.Prop Diesel Rm • SL6601 AFFF Foam Tank 2 Level Low • AFFF Pushbutton Active . • AFFF Stations No. • Connections to ship systems. 25) opened from the menu item AFFF Fixed Firefighting System of the page SYS.Aft Power Gen Rm • SL6600 AFFF Foam Tank 1 Level Low • AFFF Pushbutton Active . panel 4.8. (refer to the display opened from the menu item LC 4G1 of the page Gsec) by the AFFF CONCENTR PUMP 1 0–1 switch. System Alarms • AFFF Station 2 Failure • AFFF Pushbutton Active . controlled and uncontrolled valves.

The AFT ballast system consists of: Ballast tank levels are monitored at the MCR consoles. one Fwd (in 2D1). With the exception of tank 5Az. Four eductors. • Firemain-operated ballast eductors. The Fwd Ballast System consists of: • Five ballast tanks 5Az. • Associated piping. comprising three of 50 m3/h capacity and one of 100 m3/h capacity. The open and close commands are interlocked. The Fwd ballast system can also be used to pump out the combined technical office (4Ez0) and spare parts store (4Bz) and chain lockers 4Ba1 and 4Ba2. in damage control headquarters (DCHQ/HQ1) 3J1. • Motorized remote/manual operated valves. the Fwd tanks are flooded directly from a sea chest through motor-operated three-position valves. auxiliaries and other) are designed to operate within the parameters of up to 15º list and a trim of 5º down by the bow or stern. the AFT ballast panel controls and operates five motorized valves in the open and closed positions only. The AFT ballast tanks are filled using a hose located in close proximity to the ballast tank filling line in 3My0. The real ballast system can be operated from the consoles. Ship systems (main propulsion. Ballast System System Purpose and Arrangement 7.ANZAC Ship Model. No running indication is provided. The ballast seawater system interfaces with: • Leak Water System. Trainee Manual Chapter 2. The Fwd tanks are pumped out using firemain-operated ballast eductors. Firemain-operated simple in design and without moving parts ballast eductors are used to empty ship ballast tanks. Bilge Systems. The eductors can be cross-connected through a motorized valve. Systems and Mechanisms. System Purpose and Arrangement The ballast system is fitted to compensate for fuel consumption and maintain correct list and trim. Ballast System 7.1. DCP1 or DCP2 using signals received from level transmitters fitted in each tank. 5B. discharge (emptying) and shut (closed) positions. The hose is connected to the firemain. and one Aft (in 2Ma2). • Associated piping. damage control panel 1 (DCP1) or DCP2 (through the C+M system) in conjunction with one of two ballast control panels. The valves are operated by pressing pushbuttons that are illuminated when their particular valve has reached its pre-selected position. • Two ballast tanks 4La1 and 4La2. • Drainage. 5D and 5Ea0. The tanks are pumped out by two firemain-driven eductors. • Two chain lockers 4Ba1 and 4Ba2. 5Ca. • Motorized remote/manual-operated valves. are fitted in the ballast seawater system. six in the open and shut (closed) positions and four in the filling (open). 77 . The principal diagram of the system is presented on the display Ballast System (Fig. Motorized valves of the AFT ballast system are controlled from AFT ballast panel 2Ma2 and firemain motorized supply valves are controlled through the C+M system. The ballast control panels of the ballast system are equipped to control and monitor motorized valves. • Firemain-operated ballast eductors. • Sewage System. 24) opened from the menu item Ballast System of the page SYS. The Fwd ballast panel controls and operates 10 motorized valves. The ballast systems are not interconnected.

• Required designations and comments. 26 78 . Systems and Mechanisms. eductors. 26) opened from the menu item Ballast System of the page SYS. The mimic includes: • Water Ballast Tanks location. Trainee Manual Chapter 2.2. • Garbage Store and Deck Store location. • Pipelines with controlled valves.ANZAC Ship Model. capacity and level bar graphs (%). Ballast System Controlling the Ballast System 7. • Connections to ship systems. Controlling the Ballast System Control of the system is implemented in the simulator on the display Ballast System (Fig. • Ballast Panel 2D1 and 2Ma2 location. manometers. Fig.

To avoid structural distortion. Attention! Open the seawater pump suction valves before starting the pumps! The diagram in the lower part of the display presents the system picture for reference. The mimic contains a set of illuminated buttons in the FITTING FOR BALLAST AND DISCHARGE box to locally control the state of the FWD ballast system. The buttons are used to control the valves (designated above the button rows) for filling. Systems and Mechanisms.3. Ballast Panel Indication Filling Discharge Shut Valve Position Open Non-return Close Purpose Flooding ballast tank from sea chest Pumping out ballast tank Isolating tank Attention! Ballast tanks do not have an overflow capability. 27) opened from the menu item Fwd Ballast Panel of the page DCS.3. isolating and discharge of ballast water. FWD Ballast Panel Control of the Fwd ballasting is implemented in the simulator on the display (Fig.ANZAC Ship Model.1. Panel Alarms • WL5105 Ballast Tank 5AZ Level High • WL5106 Ballast Tank 5B Level High • WL5107 Ballast Tank 5CA Level High • WL5108 Ballast Tank 5D Level High • WL5109 Ballast Tank 5EA0 Level High Fig. 7.1. Trainee Manual Chapter 2. 27 79 . Ballast System FWD Ballast Panel 7. take considerable care to ensure filling does not exceed 100%.

28 80 . Ballast System AFT Ballast Panel 7. AFT Ballast Panel Control of the Aft ballasting is implemented in the simulator on the display (Fig. take considerable care to ensure filling does not exceed 100%. Ballast Panel Indication Filling Shut Valve Position Open Close Purpose Flooding ballast tank from sea chest Isolating tank Attention! Ballast tanks do not have an overflow capability. The mimic contains: The mimic contains a set of illuminated buttons in the FITTING FOR BALLAST AND DISCHARGE box to locally control the state of the AFT ballast system. Attention! Open the seawater pump suction valves before starting the pumps! The diagram in the lower part of the display present the system picture for reference.4. 28) opened from the menu item Aft Ballast Panel of the page L&M.4. Systems and Mechanisms. 7.ANZAC Ship Model. To avoid structural distortion. The buttons are used to control the valves (designated above the button rows) for filling and isolating ballast water tanks.1. Panel Alarms • WL5110 Ballast Tank 4LA1 Level High • WL5111 Ballast Tank 4LA2 Level High Fig. Trainee Manual Chapter 2.

An oil alarm unit controls the maximum permissible oil content of the de-oiling process. Bilge Systems System Purpose and Arrangement 8. The electric heating unit is located in the top of the separator dome. The system complies with MARPOL requirements. as well as ballast water stripping. Designed to collect all water that may be contaminated with oil. The bilge water de-oiler separates oil from oily waste such as bilge water and automatically drains the separated oil into a sludge tank. The control panel integral with the de-oiler is designed to provide fully automatic operation of the de-oiler. so that only separated water with a residual oil content well below 15 ppm will be discharged overboard. Trainee Manual Chapter 2. • Bilge water De-oil unit. The drain tanks evacuated by the bilge system: • Cofferdams 5Fa0 and 5Cz. • Compressed air storage cylinder drains. • Fuel purifier drain tank 5Hy2. 81 . • 300 litre grease trap drain. Bilge System 8. 29) opened from the menu item Bilge System of the page SYS. The Bilge System is designed to collect all water that may be contaminated with chemicals from machinery. as well as ballast water stripping. • Leak water pumps. • PDE cooling water drain tank 5Hz1. treatment and removal of bilge waters is mounted on the prototype ship and. • LO purifier drain tank 4G 200.1. Systems and Mechanisms. The schematic diagram of the system is presented on the display Bilge System (Fig. • Helicopter fuel drain and overflow tank 5L. • GT. • Fuel Oil Purifier and Lub Oil Purifier Units. A centralized drain system collects fluid from: • LP and HP compressor drains. PDE and SSDG enclosure foundation drains. fuel. Environmental Pollution Control (EPC) The oily water bilge system comprises: • Two bilge pumps. • Drain Tanks. whilst the remaining oil and sludge is stored in tanks. System Purpose and Arrangement The system designed for centralized collection. An eccentric helical rotor pump delivers the oil/ water mixture into the de-oiler where de-oiling takes place. respectively. • Aft pump room drain tank 4K 00. the oily water bilge system passes the water through the oily water separator. The oily water bilge system passes the water through the oily water separator. The system includes: • Shore connection modules. The system allows the separated water to be discharged overboard. • 220 kW heater drain (ventilation heating system). where contaminants are removed and then the separated water is discharged overboard. 8. sludge and other chemicals from machinery.2. • Bilge De-oiler. modeled in the simulator.2. System Purpose and Arrangement The bilge system of the prototype ship is modeled in the simulator. Bilge Systems 8. whilst the remaining oil and sludge is stored in tanks and then drained to shore.ANZAC Ship Model. where contaminants are removed. • GT wash drain tank 5Ga1.1. The heating unit warms up the cold oil for more effective separation and discharge.

Bilge Tank 5HZ3 High Level Bilge Tank 5GA3 High Level BILGE LEVEL FWD GEN ROOM PORT (STBD) HIGH BILGE LEVEL L SEC (K SEC) HIGH BILGE LEVEL AFT GEN ROOM HIGH BILGE LEVEL PD ROOM PORT (STBD) HIGH BILGE LEVEL GT ROOM PORT (STBD) HIGH FLOOD STEER GEAR HIGH FLOOD B SEC HIGH FLOOD DEM MAG.3.1.ANZAC Ship Model. • Required designations and comments. STBD HIGH FLOOD C SEC PORT (STBD) HIGH FLOOD D SEC PORT (STBD) HIGH FLOOD E SEC PORT (STBD) HIGH FLOOD HANGAR HIGH FLOOD DEM MAG. • Pipelines with controlled valves.3. • Leak Water Pump rooms location.2. Systems and Mechanisms. • Controlled Bilge Water pumps. Faults Introduced by the Instructor Fig. 8. • Bilge water De-oil unit with gauges and controlled valves. 29 BWS OIL CONTENT HIGH. PORT HIGH FLOOD E SEC (C SEC) HIGH HIGH 8. Controlling the Bilge System The mimic contains: Control of the bilge system is implemented in the simulator on the display Bilge System (Fig. Bilge Systems Controlling the Bilge System 8. • Deck Shore Connection module. Trainee Manual Chapter 2. 29) opened from the menu item Bilge System of the page SYS. System Alarms • • • • • • • • • • • • • • • • • Bilge Separator High Level PPM. • Connections to ship systems. • Fuel Oil Purifier Drain Tanks. Lube Oil Purifier Drain Tanks location. manometers.3. eductors. 82 .

transfer and supply is implemented in the simulator on the display Dirty Oil System (Fig. capacity and bar graphs level (%). 30) opened from the menu item Dirty Oil System of the page SYS. • Required designations and comments.1. • Connections to ship systems.ANZAC Ship Model.4. Controlling the Dirty Oil System Control of the system for oil storage. Bilge Systems Controlling the Dirty Oil System 8. • Main Gear and CCG LO Circulation tanks location.4. • Pipelines with controlled and uncontrolled valves. strainers. manometers. • Stern Tube LO Drain Tank and Dirty oil tank locations. 8. • PORT Waist module. Systems and Mechanisms. • Controlled LO Transfer Pump. Trainee Manual Chapter 2. System Alarms • Tank 5JA0 Volume Percent High • Tank 5JA0 Volume Percent Low Fig. The mimic of the system contains: • PDEs units relative location. LO pumps. • OEP and Diesel LO storage tanks location. 30 83 .

The panel STARTER BOX BILGE DE-OILING PUMPS contains: • to the Bilge De-Oiling Pump 1&2 from the LC 4H1(I). • RUNNING HOURS digital indicator. • BILGE PUMPS – a two-position switch to choose between P–P1/P–P2.ANZAC Ship Model. • PUMP 1 (2) TEMPERATURE FAULT indicators. (refer to the display opened from the menu item LC 4H1 of the page Hsec). 31 84 . De-Oiling Local Operating Panel The DE-OILING CONTROL PANEL contains: The local panel to control the De-Oiling pumps is implemented in the simulator on the display (Fig. Power 440 V is supplied: • PUMPS SELECTOR – to choose between P–P1/P–P2. • MANUAL OIL OUTLET OPEN button. • RUN PUMP 1 (2) indicators. The description of the LCs is given in Chapter 4. Trainee Manual Chapter 2. • POWER ON indicator. Fig. panel 2. ūū 1 – power is supplied from the EPP bus. (refer to the display opened from the menu item LC 4H1 of the page Hsec). 31) opened from the menu item Oil Water System of the page Hsec. ūū central – CB is tripped. • PUMPS OFF/ON switch. Bilge Systems De-Oiling Local Operating Panel 8. • BILGE PUMPS – a two-position switch to choose between BILGE/OFF/DE-OILER. to reset the CB the operator needs to manually switch the CB into 0 position. and only after that CB can be closed manually. panel 2. • to the Bilge De-Oiling Unit from the LC 4H1(I). • OIL OUTLET OPEN (CLOSED) indicators. Systems and Mechanisms.5. ūū 0 – power is switched off. Each CB has three positions: • SUPPLY AVAILABLE indicator. • ELECTRIC HEATING switch OFF/ON.

• WC flushing. FW is transferred from one storage tank to another. The functional block diagram of FW system is presented below: • Distribution – supplying cold FW to sanitary equipment. • Drinking water and domestic services. Under normal operating conditions.7 bar. as required for use in support of the ship daily requirements for: • A conditioning facility water strainer and chlorinating unit (not modeled). ūū replenishment at sea (RAS). and supplying hot water to showers. i. that has a 4. FW Filling and Transfer System The system comprises: • Three shore connections on 1 deck (fwd. the plants are operated on a duty/stand-by basis to provide 100% redundancy. including FO Purifiers. The strainer and chlorination units are only used when embarking FW. towed array washdown. etc. The ship is equipped with two independent RO plants. by either of two FW Pumps in compartment 4G. • Either or two Reverse Osmosis FW plants (compartment 3G stbd and 4H port).ANZAC Ship Model. spraying equipment. Pressurizing Pressurizing of the ship fresh water distribution systems is effected by a 1000 litre. Fresh Water System • Production – where FW is produced from sea water by two Fresh Water Generators (RO pants). and aft tank 4Kb2 has capacity of 26 700 liters. ventilation modules. The FW system comprises the sub-systems: Note! When carrying out transfer operations. including Chilled Water system and compartment heating. At sea FW requirements are provided by: ūū a shore supply. • Aux. Vertical Launch Deluge system. the pumps are run as duty/ standby configuration. galley. 9. 9. hot water heaters. Bilge De-Oiler filling. provide and maintain a constant pressurized FW supply at 4. • Aux. The Fresh Water (FW) system is designed to ensure supplies of fresh water are available. The FW produced is supplied directly to fwd and/or aft FW Tanks. remote controlled isolating valves in compartment 4G.: 85 . 9. at all times. • RAS from other ships through the shore connection. sinks. outlets for deck washing. to meet the operational and sanitary requirements of the ship and its personnel. ūū a tender alongside. LO Purifiers. Pressurizing is achieved as a result of two separate occurrences. requirements for production of FW: • 135 litres per man per day (163 crew-man). • Shore supply pressure-reducing station (compartment 4G). • Filling and transfer – where the FW tanks to be filled from: 9. • Conditioning (not modeled) – to control the bacterial level in FW embarked from shore or produced by ship Reverse Osmosis (RO) plant. • Helicopter washdown. During transfer or discharge of FW these components are bypassed.1. The system is capable of generating 50 000 litres of fresh water per day. the FW pumps can only be controlled locally from the starter boxes. or overboard. water-make-up. Each RO pant meets the following min.1. No starter boxes implemented?? FW Tank 4D1 has capacity 31 100 liters. • 180 litres per Gas Turbine per day for washing. Trainee Manual Chapter 2. Fresh Water System System Purpose and Arrangement 9.7 bar working pressure.1. Systems and Mechanisms. Normally. System Purpose and Arrangement • Pressurizing – where the FW pumps is conjunction with a hydrophor pressure tank.1. For damage control purposes the main FW filling and transfer lines are fitted with motorized.e. storing 57 800 litres and circulating fresh water to all outlets. • High quality water (only from the second stage filtration unit of the RO Plant No. etc. port and stbd). hydrophor pressure tank. • 450 litres per helicopter per day for washdown.1.1). machinery operation.3. FW Production • Two FW Storage tanks (4D fwd and 4Kb2 aft) • Two FW Pumps (compartment 4G stbd).2.

3 bar to 0.7 bar to all shower heads. fitted in the supply and return lines. Once the system pressure falls to approximately 3. at maximum pressures of 0. located in the main hot water supply line form junctions with the cold fresh water delivery and the hot water return line provide balanced flow of both fwd and aft hot water supplies. for re-heating. Fresh water at 4. at a pressure of at least 0. HFW364 and HFW390.35 bar to all other outlets. either through transfer line Fwd or through transfer line Aft.1. The first thermostatic mixer controls the hot water at approximately 57°C. located on the Fwd. • Two thermostatic mixing valves (not shown). The FW pumping plant comprises: • Two fresh water pumps. one port side of lobby 3Fb2 for the hospital reserve tank and one stbd side of galley compartment 2Ka1. The mixing valves. G. located Stbd. • Two nickel chromium strainers. HFW442. 9. Systems and Mechanisms. and to the hot water system and its outlets. A safety. and Aft. comp. capable of heating the water to 90°C.ANZAC Ship Model. This valve is mounted at the same level as the lower liquid-level gauge connection on the container. Operation of the valve will release water from the system. • A motorized. Note: Under normal operational conditions only one water heater need be operated. or • Raised. by the pumping plant duty pump and delivered. located adjacent to the GT water wash pressure tank. 86 . and 0. 9. comprising: • A number of hand-operated isolating valves. Fresh Water System System Purpose and Arrangement 1. pipework and fittings.1. and • A number of hand-operated isolating valves. When water under pressure from the pumping system is introduced through an inlet valve near the bottom of the tank. mounted on the fwd stbd side of compartment 4G. to maintain system temperature at 55°C. • One 1000 litre. and more accurately control the hot water temperature. The 55°C hot water is then distributed. 2. until a balance is reached at 4. G. through a charging port at the top of the vessel. Both the Fwd and Aft hot water supply and return systems can be isolated by means of stop valves HFW392. port side of compartment 4G.7 bar pressure is delivered to the duty heater. Stbd side. additional fresh water will be pumped into the tank. fitted upstream from their respective fresh water pump. • All fresh water and hot water consumers. of compartment 4G. or pressure relief valve set at 6 bar is fitted to protect the system against excess pressure conditions.7 bar)working pressure. Each heater is fitted with a 48 kW electric element. Hot Water Heating And Distribution The hot water system is designed to provide a continuous supply of hot fresh water to outlets throughout the ship. the water level in the tank will fall and the pressure of the air above it will drop.7 bar. using compressed air from the ship 6 bar control air system. The Fwd and Aft sections of the fresh water system can be isolated from each other by valves located on the port side of compartment 3G. whilst operating at a designed system pressure of 4. in the Aft supply line. • Reducers. the hot water distribution system is capable of maintaining the water temperature at a nominal 55°C. • Two size 3 MINIMAC 2 m3/h circulation pumps.7 bar. Fwd and Aft. comp. The hot water then flows to the second thermostatic mixer (where the water temperature is more accurately maintained at 55°C) and mixed with warm water from the hot water circulating system return. using both cold and heated water. to the ship hot water consumer systems Fwd. Hot water is distributed to ship outlets by a supply and return circulation system. Fresh water supply to the engine room system is isolated by means of a screw-down non-return valve.7 bar (which corresponds to a fresh water level of 475 litres). by bleeding air through one of the connection points provided. After heating. to the hydrophor pressure tank and line. Under normal working conditions.4. • A cross-connect gate valve (064).5. and • A motorized ball cock (HFW234) in Aft return line. Fresh water is drawn from the ship fresh water storage tanks. while operating at a design pressure of 4. to supply: • Two 600 litre hot water heaters.7 bar. • Fresh water to the hospital reserve tank under normal conditions. As the water level rises to 850 litres. in compartment 4G.35 bar. The transfer line used depends on the status of cross-connect gate valve SFW064. providing automatic sensing and temperature adjustment. hydrophor pressure tank located in compartment 4G. 4. • Two hand pumps (044 and 494). When water is drawn from a consumer outlet. Trainee Manual Chapter 2. the pressure level of the water within the ship may be: • Lowered. FW Distribution The fresh water distribution system is designed to provide a continuous supply of FW from storage tanks to FW outlets throughout the ship. by mixing it with cold fresh water. the water passes through two thermostatic mixers. Hot water circulation is achieved by the duty circulating pump drawing the hot water through the systems and returning it to the heaters. by admitting 6 bar compressed air. butterfly valve. the air above it is compressed.

gauges and controlled valves.1. level bar graphs (%). • Controlled Cold FW pumps. panel 5 (0–1 switch)) The mimic of the system contains: • FWD and AFT FW Tanks location. 2 from 4G1. • Connections to ship systems. Trainee Manual Chapter 2. • FWD and AFT RO Plant units with controlled FW pumps. panel 4. Controlling the Potable Fresh Water System Control of the system is implemented in the simulator on the display Potable Fresh Water System (Fig. FRESH WATER PUMP 1. Fresh Water System Controlling the Potable Fresh Water System 9. Feed water pumps. 9. • Required designations and comments. Power 440 V is supplied to HOT WATER PUMP 1. strainers. • Chlorine Injection Unit.ANZAC Ship Model.2. manometers. Systems and Mechanisms. • Electric Heater units with controlled hot water pumps. 32) opened from the menu item Potable Fresh Water System of the page SYS. • Pipelines with controlled valves. System Alarms • WL5104 Freshwater Tank 4KB2 Level High • FW System Pressure Low • WL5102 Freshwater Tank 4D1 Level High Fig. 2 from 4G1.2. thermometers and manometers. 32 87 .

25 °C is the optimum feed temperature. in case of sea water desalination they are returned to the sea as brine (concentrate). The modules are installed and operated in vertical position The fibres are sealed at the feed water inlet. The system is subjected to a pressure above the Osmotic Pressure. About 30% of the water in the feed water passes through the membrane. If two saline liquids are separated from each other by a semipermeable membrane. This pressure is called the Osmotic Pressure. Within the PALL Disc Tube (DT-module) modules the RO process takes place whilst the feed water is in motion. The pure water ‘permeate’ produced flows to a fresh water storage facility. • Operating pressure. Should one of these liquids be salt water and the other pure water. A certain pressure would occur in the system when this happens. This process is called Osmosis. The modules operate in an outside-in flow mode.3. the higher the concentration of salts into the concentrate. Reverse Osmosis Plant 9.3. Due to their filtration properties theses modules successfully remove: • Particles. A rise in temperature above 25 °C increases the pure water production only slightly. System Purpose and Arrangement Two desalination units are mounted on the prototype ship and are respectively modeled in the simulator. Each standard system has been designed for a certain production rate of pure water.ANZAC Ship Model. Systems can be supplied to produce the required quantity of permeate with a low feed water temperature. • Undissolved hydrocarbons. Systems and Mechanisms. flowing over the membrane surfaces. the remaining 70% retaining the rejected salts. water molecules would diffuse through the membrane towards the salt water and dilute this. • Salt content of the feed water. this is the concentrate which is returned to the sea. Reverse Osmosis (RO) – Description of PrThis fresh water generator uses the principle of Reverse Osmosis. For each 1 °C drop in feed water temperature the permeate production drops by 3%. The higher the conversion factor. assuming the feed water temperature is 25 °C. these liquids will tend to equalize their concentrations. causing a molecule movement into the reverse direction: Only the water molecules diffuse from the salt water through the membrane to the pure water side. The system is designed for the generation of fresh water from sea water and is partially automated. Due to the special structure the hollow fibres show equal separation efficiency on both inside and outside the fibre. It is filtered through the membrane in outside-in direction and passes to the core of the hollow fibre. Feed water enters at the module bottom via big holes. • Viruses. The ions of the salt water cannot pass through and remain on the salt water side. By outside-in flow direction they are characterized by minimized cleaning cycles and at the same time long service life. • Macro molecules. The modules are especially designed for water processing applications. • Feed water temperature. The ratio of permeate flow/total incoming flow is called the conversion factor. The salts filtered out and left behind by the membrane are carried away and discharged. 88 . It separates the product into a particle-free permeate with a MF stage and desalinates water with the RO stage. Reverse Osmosis. MF stage – Description of Process The core of Pall membrane filtration systems are Microza hollow fibre modules. • Colloids. which does only allow molecules under a certain size to pass through. DT modules of this plant containing the membranes are fed by a high pressure pump. The amount of pure water that can be produced depends on the following factors: For water desalination this process is artificially reversed. Part of the flow is circulated on the upstream side of the membrane. Trainee Manual Chapter 2. The fibres are open at the top where the filtrate (pure water) leaves the module. To overcome the increase in salinity the operating pressure is increased. this is the permeate. The other part of the incoming flow is crossing the membrane. • Micro-organisms. Fresh Water System Reverse Osmosis Plant 9.1. The modules use PVDF hollow fibre membranes inserted in a plastic housing. The feed water is gradually increasing in salt concentration as it flows through the module. then.

33) opened from the menu item Fwd RO Plant of the page Gsec.4.ANZAC Ship Model. (refer to the display opened from the menu item LC 4G1 of the page Gsec) by the FWG PLANT 0–1 switch. panel 5. Fig. Fresh Water System Fwd and Aft RO Plant Local Panels 9. Systems and Mechanisms. Power 440 V is supplied to the Fwd RO Plant from the LC 4G1. Trainee Manual Chapter 2. 33 89 . Fwd and Aft RO Plant Local Panels Control of the RO Plant 1 (Fwd) from the local panel is implemented in the simulator on the display (Fig.

1. • Digital display to set the parameters value. • Microza AIRSCRUB selector switch to choose between 2xh/4xh filters. 33) also contains the two identical STARTER BOX SANITARY FW PUMP panels comprising: • OFF/MOTOR TEMPERATURE FAILURE – illuminated button.ANZAC Ship Model. • RUNNING HOURS digital indicator. FAULT RESET. • Power CB of the Plant. • MODE SELECTOR SWITCH – a two-position switch to choose control mode between MAN/AUTO. valves and pumps in the plant and monitor their state. CIP MF. panel 4. Power 440 V is supplied to the Aft RO Plant from the LC 4H2 (I). 34 • RO Plant AFT High Conductivity. HP pump and permeate pressure. STOP. BUNKER WATER. 34) opened from the menu item Aft RO Plant of the page Hsec. The display of the Fwd RO Plant (Fig. Fig. Faults Introduced by the Instructor • RO Plant FWD High Conductivity. • A set of control illuminated buttons to START. • Manometers showing the RO inlet and after filters pressure. Fresh Water System Fwd and Aft RO Plant Local Panels Control of the RO Plant 2 (Aft) from the local panel is implemented in the simulator on the display (Fig.4. Systems and Mechanisms. • ON MOTOR RUNNING– illuminated button. 90 . (refer to the display opened from the menu item LC 4H1 of the page Hsec) by the RO FRESH WATER PLANT 0–1 switch. 9. Trainee Manual Chapter 2. The LCD screen can be switched by three menu buttons at the bottom to display various internal connections. The displays of the Fwd and Aft RO Plants contain: • Simulation of the local automated control system display with indication of the RO Plant operation conditions and parameters. switch CIP RO.

• OB discharge pump with motor. etc. • Tanks V-1. Sewage Treatment System System Purpose and Arrangement 10. • Ventilation assembly. the grey water can be diverted automatically to seawater ballast tank 5Ea0 when the STU tank level is high and returned to the STU tank from the ballast tank when STU tank level is lowered. with a variable supply pressure between 15 to 125 psig (1 to 8. and if black water is available in the vacuum collection tank. one Fwd and one Aft. The purpose of the plant is to reduce the concentration of organic compounds and harmful bacteria in the waste water. etc. Grey water (drains from bathroom and laundry. The chloride salts of the seawater are decomposed by electrolysis to form hypochlorite.1. Sewage Treatment Plant The Sewage Treatment Plant is designed to satisfy requirements of the internationally regulatory bodies to limit toxic sewage discharges into the sea.) are drained by gravity to interface valves. the Omnipure control system supplies as a timed function approximately forty (40) US gallons (150 litres) of seawater into the V-1 surge tank. bypassing the treatment process. etc. Sewage from galley and shower drains (grey water) is collected by gravity from various locations in the vessel and drained into the V-1 surge tank. the discharge valve opens briefly to empty the bowl. When flushing. When operating alone. the unit can be bypassed and grey water diverted to a ballast tank for emergency overboard discharge to prevent unit overload from occurring. sewage can be discharged directly overboard.ANZAC Ship Model. an electronic control is needed to compensate for variations in the salt content (salinity) of the sewage stream.. or for return to the unit for later treatment (forward unit only) to avoid overloading the unit. and black water is available in the vacuum collection tank. At intervals governed by the SVCU vacuum collection tank level and STU tank level. The units comprise Sewage Vacuum Collection Units (SVCU) and Sewage Treatment Units (STU) and are automatic in operation. Another synchronized valve lets in enough water to clean the bowl. (254 mm) level (LSL-1) the unit is stopped. The PC board monitors salinity as a function of cell current. The Omnipure™ Sewage Treatment Unit oxidizes and disinfects the sewage stream by means of electro-chemical reaction. The EVAC Sewage Vacuum Collection system uses vacuum to transport sewage from toilets bowls and other sanitary fittings to a central collecting point.1. If the level in the V-1 surge tank reaches the 10 in. • Cell.6 bar). When operating in the total black water mode. In operation.) is also drained to the STU for processing. (559 mm) level (LSH-1) the unit is started and processing of the sewage commences. Black water transfer is controlled by pneumatic level switches and the logic system within the Omnipure control panel. In the case of the Fwd STU. V-2 and skid base. excess grey water is manually diverted to a water ballast tank for overboard discharge. which kills harmful coli form bacteria and oxidizes the organic compounds in the sewage stream. Black water is vacuum-collected and is transferred to V-1 surge tank. The sewage system comprises two units. If the unit cannot process the amount of grey water passing through the system. The cross-connection pipework allows one STU to process the entire ship sewage load. In extreme circumstances. When the depth of sewage in the V-1 surge tank is sensed to be at or below the 13 in. When low salinity reduces the conductivity of the sewage.1. sewage is pumped from the vacuum tank to a STU for processing before being discharged overboard as a harmless effluent. (330 mm) level (LSL-2). A single pass through the cell kills nearly all of the resident bacteria and oxidizes 90-95% of the organic compounds. Systems and Mechanisms. the voltage controller compensates by increasing cell voltage. A mixture of finely ground or macerated sewage and seawater passes between the electrically charged cell plates. While the Dole flow valve regulates the volume of seawater entering the system. Trainee Manual Chapter 2. Untreated sewage is normally discharged through an upper deck connection to a shore sewage main or special collection vehicle. Other sanitary fittings (showers. (330 mm) level (LSL-2). • Piping system. Sewage Treatment System 10. The sewage in the V-1 surge tank will then have a concentration that is ‘normal’ for marine sewage in terms of biological oxygen demand (BOD) and total suspended solids (TSS). coastal waters. The increased voltage maintains the normal cell current of 50 amps 91 . sewage (black water) is collected into a SVCU vacuum collection tank equipped with level monitoring devices. if required. fitted to the collecting tank. • Control panel. 10. Seawater enters the system through the strainer and the Dole flow control valve at the rate of 5 gal (19 litre)/min. STP assemblies comprise: • Macerator pump with motor. each Sewage Treatment Unit is capable of treating the total flow of black water only for the entire ship. Toilet bowls are connected directly to the vacuum pipe via a discharge valve. Further transfer of black water will only be permitted when the level in the V-1 surge tank reaches the 13 in. Vacuum is created by recalculating the contents of the collecting tank through an ejector. When level in the V-1 surge tank reaches the 22 in. After completion of the seawater addition. System Purpose and Arrangement The environmental pollution control (EPC) systems are designed to meet the requirements of the IMO regulations limiting the pollution of oceans. a timed transfer of ten (10) US gallons (38 litres) of black water is permitted from the vacuum collection tank into the V-1 surge tank.

• Path 3 represents the V-2 effluent tank blowdown procedure. where the macerator pumps it through the cell and into effluent tank V-2. The effluent is held in V-2 for 30 minutes and then is pumped overboard. Four possible sewage flow paths through and around the unit can be selected by the operator by setting valves and motor controls: • Path 1 represents normal operation. These particles (consisting for the most part of cellulose) are periodically recirculated to V-1 surge tank through the blowdown line. • Path 4 represents the emergency pump down procedure bypassing the cell. if salinity falls below minimum requirements. As the sewage treatment unit is located below the waterline. The macerator pump discharges the mixture of seawater and sewage from V-1 surge tank to the cell. 92 . Sewage Treatment System System Purpose and Arrangement DC. Trainee Manual Chapter 2. • Path 2 represents the cell backflush procedure. Sludge accumulations are pumped out of V-2 (through a connection on the suction side of the macerator pump) and into V-1 surge tank. However. treated sewage has to be pumped overboard by the overboard discharge centrifugal pump.ANZAC Ship Model. Treated sewage leaves the cell and enters tank V-2 in the quiet zone through the stand pipe. The size of the orifice is calibrated to regulate the rate of flow to the cell. when seawater is used to flush sludge and chemical scale deposits from the cell plates. The effluent remains in the V-2 tank for 30 minutes to allow bacteria to be killed and to settle partially oxidized sewage particles. an over-voltage circuit activates at 95 volts DC to shut down the cell and pumps. Sewage flows by gravity or is pumped to V-1 surge tank. Approximately 60% to 70% of the discharge returns to V-1 surge tank through an orifice plate. The over-voltage circuit also trips an alarm to notify the operator that the system has shut down. Systems and Mechanisms.

2. level bar graphs (%). manometers. 35) opened from the menu item Sewage Treatment System of the page SYS. • Vacuum collecting units with controlled Vacuum collection. level bar graphs (%). • Connections to ship systems. pumps. Trainee Manual Chapter 2. The mimic contains: • Sewage water tanks location. • Required designations and comments. eductors and controlled valves. Controlling the Sewage Treatment System Control of the system is implemented in the simulator on the display Sewage Treatment System (Fig. Sewage Treatment System Controlling the Sewage Treatment System 10. 35 93 . • Macerator units with controlled Discharge pumps. Systems and Mechanisms. Fig. manometers and controlled valves.ANZAC Ship Model.

• A set of PUMP MOTOR RUNNING and DISCHARGE indicators. panel 4. Sewage Treatment System Fwd and Aft Sewage Treatment Plant Control Panels 10. PLANT 0–1 switches. • PUMP MPTOR ELAPSED TIME digital indicator.3. 10.1. PLANT 0–1 switches. Trainee Manual Chapter 2. • VACUUM MODE – a three-position mode selector switch to choose between MAN/O/ AUTO. panel 3. • Sewage Collecting Plant Pump Motor M1 (M2) Failure • CELL ALARM RESET button. Local control panels of Fwd STP and Aft STP are identical. • LOW LEVEL BYPASS button. • Sewage Collecting Plant High Level Failure • AMMETER and VOLTMETER. PLANT and SEWAGE COLLECT. The Aft STP control from the local panel is implemented in the simulator on the display (Fig. • CONNECTION 3pH 440V 60Hz power CB to switch the Plant on/off. 36 • Sewage Collecting Low Level Reached • Sewage Collecting High Pressure 94 . • DISCHARGE MODE – a three-position mode selector switch to choose between MAN/O/ AUTO. (refer to the display opened from the menu item LC 3K of the page Ksec) by the SEWAGE TREAT. PLANT and SEWAGE COLLECT. The description of the LCs is given in Chapter 4. The Fwd STP control from the local panel is implemented in the simulator on the display (Fig. • Sewage Treatment Plant High Temp Alarm • Sewage Treatment Plant High Level Alarm • CELL SWITCH – a two-position mode selector switch to choose control mode between AUTO/OVERRIDE. Power 440 V is supplied to the Aft STP from the LC 3K. (refer to the display opened from the menu item LC 3F(I.3. Systems and Mechanisms. • Sewage Collecting Plant Vacuum Failure • Sewage Collecting High Level Reached Fig. • Sewage Treatment Plant System Alarm • SYSTEM SWITCH – a three-position mode selector switch to choose control mode between AUTO/OFF/HAND.II) of the page Fsec) by the SEWAGE TREAT. • ALARM RESET button. 36) opened from the menu item Aft Sewage Treatment of the page Ksec. Power 440 V is supplied to the Fwd STP from the LC 3F(I).ANZAC Ship Model. Fwd and Aft Sewage Treatment Plant Control Panels The lower panel consists of: • A set of PUMP MOTOR and HIGH LEVEL ALARM indicators. System Alarms The upper panel consists of: For FWD and AFT plants the following alarms are generated: • A set of POWER and ALARM indicators. 36) opened from the menu item Fwd Sewage Treatment of the page Fsec.

• Connections to ship systems. C+M system displays. The leak water system comprises: • Three electrical salvage pumps of 300 m3 capacity each. manometers. • Leak Water Pump rooms location. The mimic contains: • PDE. and manually from their starter boxes. Systems and Mechanisms. • Firemain (colored in red). The valves are controlled from MCR.1. • Required designations and comments. 37 11. C+M system displays. DCS. • Pipelines with controlled valves. • Seven eductors of 100 m3 capacity each. Controlling the Leak Water System Control of the system is implemented in the simulator on the display Leak Water System (Fig.ANZAC Ship Model. 11. System Purpose and Arrangement The Leak water system is designed to drain the ship in emergency. The pumps are controlled remotely from MCR. • Controlled Salvage pumps.2. Leak Water System 11. GT machinery spaces location. The system is fed by the seawater supplied by the fire pumps. eductors. DCS. Water from the system is discharged overboard. Leak Water System System Purpose and Arrangement 11. The salvage pumps are fitted with remotely controlled valves to discharge the content of the bilge wells. • Power Generators rooms location.2. Trainee Manual Chapter 2. System Alarms • SALV PUMP 1 MOT TEMP • SALV PUMP 2 MOT TEMP • SALV PUMP 3 MOT TEMP 95 . Fig.1. 37) opened from the menu item Leak Water System of the page SYS.

38) is opened from the menu item Salvage Pump 3 Starter of the page Jsec. 2.3. (refer to the display opened from the menu item LC 3D of the page DCS. (refer to the display opened from the menu item LC 3F(I. • MODE SELECTOR SWITCH – a two-position switch to choose between LOCAL/REM. panel 4. Systems and Mechanisms. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. Salvage Pump 1. The Salvage pump 1 starter box (Fig. 38) is opened from the menu item Salvage Pump 1 Starter of the page DCS. 2. Power 440 V is supplied to the Salvage pump 1 from the LC 3D(I). Leak Water System Salvage Pump 1. The Salvage pump 2 starter box (Fig. The description of the LCs is given in Chapter 4. Trainee Manual Chapter 2. 3 Starter Boxes Manual control of the three salvage pumps is provided by their identical starter boxes. • ON MOTOR RUNNING– illuminated button.1.1) by the SALVAGE PUMP 1 MOTOR 0–1 switch.II) of the page Fsec) by the SALVAGE PUMP 2 MOTOR 0–1 switch. panel 4. The Salvage pump 3 starter box (Fig. 96 . Power 440 V is supplied to the Salvage pump 2 from the LC 3F(I). 38 The panels contain: • INSULATION FAULT indicator. Power 440 V is supplied to the Salvage pump 3 from the LC 4H1. Fig. 3 Starter Boxes 11. (refer to the display opened from the menu item LC 4H1 of the page Hsec) by the SALVAGE PUMP 3 MOTOR 0–1 switch.ANZAC Ship Model. 38) is opened from the menu item Salvage Pump 2 Starter of the page Gsec. panel 4.

Systems and Mechanisms. Chilled Plant (as HVAC System) 12. The description of the MSBs and ACB operation is given in Chapter 4. respectively. The Fwd Chilled Plant control from the local panel is implemented in the simulator on the display (Fig. Chilled Plant Control Panel Local control panels of Fwd Chilled Plant and Aft Chilled Plant are identical. 39) opened from the menu item Fwd Sewage Treatment of the page Fsec. • COMPRESSOR 1 (2) OPERATING HOURS digital indicators. Trainee Manual Chapter 2. Power 440 V is supplied to the Fwd Chilled Plant from MSB FWD. The plant consists of: 12. (refer to the display opened from the menu item FMSB of the page Fsec) by the CHILLER 1 ACB. • SEAWATER COOLING PUMP and COMPRESSOR 1 (2) three-position switches to choose the control mode between MAN/OFF/AUTO. • Compressors’ manometers. Fig.ANZAC Ship Model. 39 The left panel contains: • CHILLER WATER PUMP ON/OFF switch.1. • RESET/LAMP TEST button. • CHILLED WATER FLOW (RETURN) TEMPERATURE digital indicators. 97 . System Purpose and Arrangement Chilled Water Plant designed for conditioning and chilling water is mounted on the prototype ship and.2. 39) opened from the menu item Aft Sewage Treatment of the page Ksec. Power 440 V is supplied to the Aft Chilled Plant from the MSB AFT (refer to the display opened from the menu item AMSB of the page Jsec) by the CHILLER 2 ACB. is modeled in the simulator. The Aft Chilled Plant control from the local panel is implemented in the simulator on the display (Fig. Chilled Plant (as HVAC System) System Purpose and Arrangement 12.

12. • ACCWP FWD (AFT) Chilled Water Pump Motor Overheat. • ACCWP FWD (AFT) Sea Water Pump Breakdown.2. • ACCWP FWD (AFT) Chilled Water Pump Motor Overheat. • ACCWP FWD (AFT) Chilled Water Pump Failure. • ACCWP FWD (AFT) Anti Freeze Protection. • ACCWP FWD (AFT) Compressor 1 Oil Pressure Low.ANZAC Ship Model. Chilled Plant (as HVAC System) Chilled Plant Control Panel • COMPRESSOR POWER MAN + (-) buttons. • ACCWP FWD (AFT) Sea Water Pump Breakdown. • A set of indicators to monitor the ACCW unit state and alarms: compressors – operation. • ACCWP FWD (AFT) Compressor 1 Motor Overheat. • ACCWP FWD (AFT) Compressor 2 Oil Pressure Low. • SPC COMMS FAULT indicator. chilled water flow. • ACCWP FWD (AFT) Compressor 1 Refrigerant Pressure High. • ACCWP FWD (AFT) Compressor 2 Refrigerant Pressure Low. • ACCWP FWD (AFT) Compressor 2 Refrigerant Pressure High. • ACCWP FWD (AFT) Compressor 1 Refrigerant Pressure High. 98 . • ANTI FREEZE PROTECTION indicator. pressure failures. crankcase heaters. • ACCWP FWD (AFT) Compressor 2 Oil Pressure Low.1. Trainee Manual Chapter 2. Systems and Mechanisms. • ACCWP FWD (AFT) Compressor 2 Motor Overheat.2. • ACCWP FWD (AFT) Compressor 1 Refrigerant Pressure Low. System Alarms • ACCWP FWD (AFT) Sea Water Pump Motor Overheat. • COMS switch to choose between LINK NORMAL. The right panel contains: 12. • ACCWP FWD (AFT) Compressor 2 Refrigerant Pressure High. • ACCWP FWD (AFT) Compressor 2 Motor Overheat. Faults Introduced by the Instructor • ACCWP FWD (AFT) Chilled Water Pump Failure. • ACCWP FWD (AFT) Ground Fault. • ACCWP FWD (AFT) Compressor 1 Refrigerant Pressure Low. • ACCWP FWD (AFT) Compressor 1 Oil Pressure Low.2. • ACCWP FWD (AFT) Spc Comms. • GROUND FAULT indicator. • ACCWP FWD (AFT) Sea Water Pump Motor Overheat. • ACCWP FWD (AFT) Compressor 2 Refrigerant Pressure Low. seawater flow. LINK ALARM BY PASS and OVERRIDE modes. • ACCWP FWD (AFT) Compressor 1 Motor Overheat.

including ancillaries. Cold Room Circuit Refrigerant vapor is compressed in compressor No. The second evaporator in the Cool Room is only put into operation when the Cool Room is used as a Cold Room. are served by machinery installed in 4K section. Each condensing system consists of a compressor. it is allowed to expand to a vapor. but must be switched manually at control SWBD. Control of the plant is exercised from a switchboard (SWBD). 1 and delivered through an oil separator to the condenser where it is cooled to a liquid. each served by a condensing system. the plant is switched to automatic control. 3. System Purpose and Arrangement The purpose of the Provisions Refrigeration installation is to store and preserve. The refrigerant follows a similar process to that for the cold room but is expanded in three separate evaporators. Each system comprises: • One Minus Room (Cold room -10°C to-18°C). the perishable inventory of victualling stores. which occupy the starboard side of 3L section. There is no provision for remote control of the plant from MCR. if necessary.2 is also controlled by the same pressure switch when running on the plus room. Fig. An evaporator pressure regulating valve is fitted in the suction line of each evaporator dedicated to Plus Room duty. The control pressure switch operates according to the suction pressure demands.1. Refrigeration Plant System Purpose and Arrangement 13. The liquid refrigerant passes to a liquid receiver which is fitted with an observation window to confirm that a level of liquid. Remote monitoring functions are limited to indications on the MCR desk and C+M display A451 (refer to Chapter 3). The condenser is cooled by seawater supplied by pumps. at a controlled rate. For normal running. Trainee Manual Chapter 2. Compressor No. This is accomplished by providing machinery to cool the provisions rooms and to maintain their temperatures within required limits. Systems and Mechanisms. the purpose of the regulator is to maintain a predetermined pressure in the evaporator therefore maintaining a constant coil temperature. thereby extracting heat from the room and creating the desired cooling effect. 40). Refrigeration Plant 13. Once selected the pump starts and stops in conjunction with compressor starts and stops. Refrigerated perishable products are stored in the four insulated compartments (refer to Fig. and • Three Plus Rooms (Diary room -1°C to +1°C. Expanded vapor returns to the compressor through a filter-drier and commences the cycle once again. condenser and evaporators. The SWBD provides all switching for the plant and is designed for fully automatic operation with the exception of the seawater cooling pump No. The rooms.2. 13. one in the cool room and one each in the potato room and dairy room.1. From the receiver the liquid flows through a filterdrier to the evaporator in the Cold Room where. 40 The provisions refrigeration plant is divided into two separate systems.1.2 is fitted as a standby unit which can be connected to either circuit. Seawater cooling is provided by two pumps drawing from a sea chest and delivering to the condensers and subsequently discharging overboard. The rooms and machinery are shown in relation to each other in the diagram (Fig. under controlled conditions. Plus Rooms CiRefrigerant gas for distribution to the plus rooms evaporators is compressed in compressor No. 99 . Located on the appropriate evaporator valve panel. A third compressor is fitted which can be used. controlled by an expansion valve fitted to the inlet of the evaporator fan coil unit.3) is regulated automatically by a control pressure switch. is present in the receiver. for either the minus room or the plus rooms. The second pump does not take over automatically on failure of the lead pump. The capacity of the plus room compressor (No. Potato room +5°C to +7°C). 40). which must be switched manually. Cool room +2°C to +5°C. Compressor No.ANZAC Ship Model. Either pump may be selected for operation by the selection switch on the control SWBD. Rooms are cooled when liquid refrigerant expands to a gas in the individual room-fitted evaporators. as part of the operational process.

to reset the CB the operator needs to manually switch the CB into 0 position. Trainee Manual Chapter 2. • MAIN SWITCH power of the Plant ON/OFF. 100 . and only after that CB can be closed manually. • central – CB is tripped. III) three-position switches to choose the control mode between MAN/ OFF/AUTO.ANZAC Ship Model. Fig. Refrigeration Plant Refrigeration Plant SWBD and Control Panel 13. The Refrigeration Plant control from the local panel is implemented in the simulator on the display (Fig. • RESET/LAMP TEST button. compressors operation and speed conditions.2. • A set of indicators to monitor ground electrical problems. and deposit. The right panel contains: • A set of indicators to monitor the Refrigeration Plant rooms operation and failure conditions. • COMPRESSOR II (I – II) two-position switch to choose between I/III. 41 • DIARY (POTATO. The description of the LCs is given in Chapter 4. COLD) ROOM a set of three-position switches to choose the control mode between MAN/OFF/AUTO. panel 6 (refer to the display opened from the menu item LC 3K of the page Ksec) by the COOLING PLANT SWBD CB. • CAPACITY COMPRESSOR (II/III) threeposition switch to choose between 50%/ AUT/100%. Systems and Mechanisms. The CB has three positions: • 0 – power is switched off. Power 440 V is supplied to the Refrigeration Plant from the LC 3K. Refrigeration Plant SWBD and Control Panel The left panel contains: • A set of indicators to monitor the Refrigeration Plant state and alarms: seawater cooling pump operation and failures. 41) opened from the menu item Refric Plant of the page Ksec. • SEAWATER COOLING PUMP and COMPRESSOR I (II. • 1 – power is supplied from the EPP bus. COOL. • COOL ROOM COLD selector switch. • SEAWATER COOLING PUMP (I – II) twoposition switch to choose between compressors I/II.

101 . • PRP Compressor 2 Oil Pressure Low. • PRP Compressor 1 Oil Pressure Low. Trainee Manual Chapter 2.2. • PRP Fan in Potato Store BREAKDOWN. Refrigeration Plant Refrigeration Plant SWBD and Control Panel 13. Systems and Mechanisms. System Alarms • PRP Temperature in cold room High • PRP Temperature in cool room High • PRP Temperature in dairy room High • PRP Temperature in potato store High • PRP Seapump Failure • PRP Cold Room Fan Failure • PRP Cool Room Fan Failure • PRP Dairy Room Fan Failure • PRP Potato Store Fan Failure • PRP Compressor 1 Failure • PRP Compressor 2 Failure • PRP Compressor 3 Failure 13. • PRP Sea Water Pump 2 Motor Overheat. • PRP Fan in Dairy Room BREAKDOWN. • PRP Fan in Cool Room BREAKDOWN. Faults Introduced by the Instructor • PRP Sea Water Pump 1 Motor Overheat.1. • PRP Fan in Cold Room BREAKDOWN.ANZAC Ship Model. • PRP Compressor 3 Oil Pressure Low.2.2.

Control and Breathing/Diving compressed air. 102 . (in the simulator only the Breathing Compressed Air production (output) is modeled). ūū Three air charging connection panels. respectively. ūū Two 33>25 MPa reduction stations. • 25 MPa HP Starting Air system. provided for: • 4 MPa LP Starting Air system. provided as: ūū LP air for PDE starting. suitable for charging SCUBA. ūū Vertical Launching system (VLS) deluge accumulator charging. ūū GT starting. Compressed Air System 14. Compressed Air System System Purpose and Arrangement 14.ANZAC Ship Model. ūū Ship-launched Torpedo charging (not modeled). Systems and Mechanisms. OCCABA. ūū Ship working and control air services (when reduced to 850 kPa). and ELSRD equipment. ūū Two air reservoirs. ūū 850 kPa LP Working and Control Air system (for pneumatic equipment and through reducing stations as 600. 350 and 200 kPa Control Air). storage and supply of compressed air is installed on the prototype ship and. is modeled in the simulator. each comprises 4 cylinders.1. Trainee Manual Chapter 2. ūū 460 kPa (LP) Propeller Masking Air System – as two independent air systems supplying masking air to the port and stbd shaft lines/propellers (this system is modeled in part). • 3 MPa LP SSDG Emergency Starting system (as manual backup to the normal SSDG starting system and as backup in case of total failure or damage to the installed 4 MPA starting air system. The system produces Starting. ūū SSDG engine starting. the system contains: ūū Two air coolers. System Purpose and Arrangement Compressed Air system for processing. The Compressed Air systems comprise: • 33/20 MPa High Pressure Breathing Air system (also functions as a back-up supply to the 25 MPa starting air system through 33>25 MPa reduction station).

The mimic contains: • SSDG rooms. 42) opened from the menu item Plant. • HP Air Compressor Lube Oil Failure.ANZAC Ship Model. Trainee Manual Chapter 2. • Diving Air Compressor 1 Motor Temperature Failure. • Connections to ship systems. Breathing/Diving Air and Starting Air System (Fig. Fig. 42 103 . • Manifold modules with Breathing Air cylinders.2.1. • LP Air Compressor 2 Motor Temperature Failure.2. • LP Air Compressor 2 Lube Oil Failure. Compressed Air System Controlling the Plant. manometers. Systems and Mechanisms. Faults Introduced by the Instructor • LP Air Compressor 1 Lube Oil Failure. Propulsion Diesel and gas Turbine units with Start Air cylinders and gauges. • LP Air Compressor 1 Motor Temperature Failure. • Required designations and comments.2. compressors. • Pipelines with controlled and uncontrolled valves. Controlling the Plant. System Alarms • GT Start Air Pressure 14. Breathing/Diving Air and Starting Air System of the page SYS. • Diving Air Compressor 2 Motor Temperature Failure. 14.2. Breathing/Diving Air and Starting Air System Control of the system is implemented in the simulator on the display Plant. Breathing/Diving Air and Starting Air System 14.

• Required designations and comments. 43 104 . 43) opened from the menu item Working and Control Air System of the page SYS.3. • Pipelines with controlled and uncontrolled valves. System Alarms • Air to Pneumatic Ventilation Damper Actuator Pressure Low • AP4006 CTRL Air Press AFT • AP4006 CTRL Air Press FWD Fig.3. 14. • Connections to ship systems. Compressed Air System Controlling the Working and Control Air System 14. • Sea Chests location with controlled valves. • Pneumatic Ventilation Damper Actuator module.ANZAC Ship Model. The mimic contains: • Main Diesel units and Fuel Oil purifers with control air supply and gauges. Systems and Mechanisms. manometers. Controlling the Working and Control Air System Control of the system is implemented in the simulator on the display Working and Control Air System (Fig. Trainee Manual Chapter 2. • Breathing Air reservoirs with air dryers. filters.1.

2 Starter Boxes 14. 105 . 44) is opened from the menu item Aft Diving Air Comp of the page L&M.II) of the page Fsec) by the DIVING AIR COMPRES. 2 Starter Boxes 14. Alarms • Diving Air Compressor 1 Temp High Local manual control of the Diving Air Compressors 1 and 2 is provided by their identical starter boxes. Systems and Mechanisms.1. panel 6 (refer to the display opened from the menu item LC 3F(I. Fig. Diving Air Compressor 1. The Diving Air Compressor 2 (Fwd) starter box (Fig. 0–1 switch.4. panel 3. • Diving Air Compressor 2 Temp High The Diving Air Compressor 1 (Aft) starter box (Fig. • OFF – illuminated button. Compressed Air System Diving Air Compressor 1. • MOTOR TEMPERATURE FAILURE indicator. • RUNNING HOURS digital indicator. 0–1 switch. Power 440 V is supplied to the Diving Air Compressor 2 (Fwd) from the LC 3F(I). 44) is opened from the menu item Fwd Diving Air Comp of the page Fsec.ANZAC Ship Model. (refer to the display opened from the menu item LC 3L of the page L&M) by the DIVING AIR COMPRES.4. • ON – illuminated button. The description of the LCs is given in Chapter 4. Trainee Manual Chapter 2. 44 The panel contains: • RESET illuminated button. Power 440 V is supplied to the Diving Air Compressor 1 (Aft) from the LC 3L.

The description of the LCs is given in Chapter 4. (refer to the display opened from the menu item LC 4G2 of the page Gsec) by the LP AIR COMPRES. Power 440 V is supplied to the HP Air Compressor from the LC 4G2. • ON MOTOR RUNNING – illuminated button. The panel STARTER BOX LP AIR COMPRESSOR 1 contains.ANZAC Ship Model. • READY indicator. • OFF/MOTOR TEMPERATURE FAILURE – illuminated button. • START– illuminated button. • EMCY STOP button. panel 2. The HP Air Compressor starter box (Fig. (refer to the display opened from the menu item LC 4H1 of the page Hsec) by the LP AIR COMPRES. • OIL PRESSURE FAILURE RESET – illuminated button. • OIL PRESSURFE FAULT indicator. 45) is opened from the menu item HP and Fwd LP Comp of the page Gsec. 45) is opened from the menu item HP and Fwd LP Comp of the page Gsec. • POWER ON indicator. • HOURS RUN digital indicator. 45 The panel STARTER BOX HP AIR COMPRESSOR contains. • MODE SELECTOR SWITCH – a two-position switch to choose control mode between OFF/MAN/AUTO. Fig. 46) is opened from the menu item Aft LP Comp of the page Hsec. The LP Air Compressor 1 (Fwd) starter box (Fig. Trainee Manual Chapter 2. 0–1 switch. • A set of indicators to monitor the HP Compressor state. • RUNNING HOURS digital indicator. • STOP – illuminated button. Power 440 V is supplied to the LP Air Compressor 2 (Aft) from the LC 4H1(I). Air Compressor HP & LP Starter Boxes Local manual control of the High Pressure Air Compressor and two Low Pressure Air Compressors is provided by their starter boxes. • MODE SELECTOR HP AIR COMPRESSOR – a two-position switch to choose running mode between ST-BY/AUTO. 0–1 switch. Systems and Mechanisms. • RESET – illuminated button. 106 . • LAMP TEST – illuminated button. panel 2. The LP Air Compressor 2 (Aft) starter box (Fig. 0–1 switch. Compressed Air System Air Compressor HP & LP Starter Boxes 14. panel 4. Power 440 V is supplied to the LP Air Compressor 1 (Fwd) from the LC 4G2.5. (refer to the display opened from the menu item LC 4G2 of the page Gsec) by the HP AIR COMPRES.

1. Systems and Mechanisms. Alarms • LP Air Compressor 1 Temp High • LP Air Compressor 2 Temp High 107 .5. 46 The panel is identical to the STARTER BOX LP AIR COMPRESSOR 1 (see the description of the controls above). Compressed Air System Air Compressor HP & LP Starter Boxes The STARTER BOX LP AIR COMPRESSOR 2 Aft panel is presented below: Fig.ANZAC Ship Model. 14. Trainee Manual Chapter 2.

  July 12. 2010 4:42 PM .Chapter 3. Control and Monitoring System (C+M) TThe chapter contains the description of the simulator page copying the displays of the ANZAC Frigate C+M system. Transas Marine Ltd.

.1. . . . . . . . . . . Alarms . . . .13. . . . . 116 3. . . . . . . . . . . . 126 3. E312 AGE 1 Stbd FWD . . . . . . . . . . . . . . . . . . . 124 3. . . . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . . . . . . . .5. . .2. . . . . . . . . . . . . . . . . . . 131 4. . 133 4. . . . . . . . . . . . . . . . . . . .13. . . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A401 Halon/Potassium Carbonate . . .115 3. . . . . . . . . . . . . . 145 5. . . . . . . . . . . . . . . . . . . . . . . System Alarms . . . . . . . . . 132 4. . E000 Overview E-Plant . . . . .3. . 117 3. . . . . . . . . . . . . . .6. . . . . . . . . . P000 Overview Propulsion . . . .6. . . . . . . 144 5. . . . . . . . . . . . . . Operator Functions . . . . . . . . . . . . . . . . . . . . . . . .1. . . . Abbreviations . . E300 Electrical Main Control . 147 5. . . . . . . . . . . . . .2. . . . System Alarms . . . . 136 4. P202 Shafting Overview . . . . . . . . . . 127 3. . . . . . 122 3. . . A000 Overview Damage Control Plant . Alarms . 121 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . A451 Ships Service and Auxiliary Plant . . . . . . . . . . . . . . . . 156 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . .14. . . . . . . . . . . . . . . . . . . . .7. . . . .119 3. . . . Control and Monitoring System (C+M)  Chapter 3. . . P200 Propulsion Control . . . . . . . 139 4.11. .2. A422 Fire Main and Sprinkling . . . P213 DE Exhaust Gas Temperature . . . . . . . P231 Main Gear Stbd Status . .9. . . . . . . . . . . . . . . P233 Cross Connection Gear Status . . .12. . . . . . . . . . . . . . . . . . . . . . P220 GT Pre-Control and Test . . Control and Monitoring System (C+M) This chapter contains: 1. . . . . A442 Damage Control Valves Aft . . . . . . . . . . . . .3. . . . . .11. . . . . . 115 3. . . . . . . 117 3. . . . . . . . . . . . . . . . . . . . . .1. . .1. . P212 DE Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C+M Desk Arrangement . . . . . . . . . . . . . . . . . . . . . . 158 6. . . . . . . . . . . . . . . . . . . . . . .16. . . . . . . . . . . . . . . . . . 154 5. . . . 110 2. . . . . . . Operating the C+M System Displays . . . . . . .2. . . . . . . . . . . . . . 135 4. . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . A412 Fuel Transfer Control . . . . . . N000 System Overview and Reports . . . 110 2.6. . . . . . . . . . C+M System and Reports Console . . . . . . . . . . . . . . .2. . . . . . .12. . . . . 146 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A403 AFFF . . . . Trainee Manual Chapter 3. . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . . . . . . . . . . . . . P222 GT Status . . . . . . . . . . . . . . . 150 5. . . . . . . . . . . . . . . . . . . . . . INIT Overview Display . . . . . . . . A424 VLS / Deluge . . . . . . . . . . . . . . . 128 3.1.8. . . . . . . . . . 151 5. . . . . . . . . . . . . . . . . . . . . . .1. . . . . . 111 2. 152 5. . . . . . . . . . . . . . . 130 3. . . . . . . . . . . . . . .10. . . . . . . . 113 2. . . . .15. .14. . . . . . . . . . 114 3. . . . . . . . . . . . . . . . . . . . . 140 4. . . . . . . . . .1. . . . . . . . . .4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 5. . . . . . . . . 118 3. . . . . . . . .1. . . . . . . . . . . . R541 Analogue Point Trend . . P232 Main Gear Port Status . . . . . . . 119 3.1. . . . . . . . . Propulsion Plant Console . . . . . . . . . . . . . . .6. . . . . . . . . . . . . 156 6. . . . . . . . . . . . . . . . . . . . . A441 Damage Control Valves Forward . . .15. . . . . . . . . System Alarms . . . . . . . . . . . . . . . . . . 157 6. . . . . . . . . . . . . . . . System Alarms . . . . . .1. . . . . . . . . . . . . . . . A431 Ventilation Control . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . 138 4. . . . . . . . . . . . . . .2. . . . 141 5. . . . . . . . . . . . . . . . . . 148 5. . 116 3.4. . . . . . . . 159 109 . . . . . . . . . . . . . . . . . . . . . . . . 113 2. . . . . 132 4. . . . .6. Е322 DG2 Port FWD. . . . . . . . . . . . . . . . . . . . . . .2. . 123 3. . . Load Shedding . . . . .5. . . . . . . . . . .1. . . . . . . . . . . . . . . . .  Chapter 3. P241 Current C/O Overview . . . . . . . . . . . . . . . .8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E302 Main Distribution 440V 60 Hz . . . . . . . . .1. . . . . . . . . 111 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P211 DE Sequences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 2. . . P240 Prop Mode Failure Overview . . . . . . . . . . 120 3.5. .2. . . . . . . . . .2. . . 129 3. . . . . . . . . . . . . . . . . . . . . R 500 Event Log . . . . . . . . . . . . . Damage Control and Auxiliaries Console . . . . . . . . . . . . . . . . . P221 GT Sequences . . .9. Electrical Power Plant Console . . A402 Fire/Temp/Flood/Bilge Alarm . . . . . Е332 DG3 Stbd AFT and Е342 DG4 Port AFT . . . . . . . A411 Fuel Consumption System . . . . . . . . .3. . . 153 5. . . . . . . . . . . . . . . . . . .ANZAC Ship Model. . . . . . . . . . . . . . . . . . . . Visualization and Color Conventions . . . . . . . . . . . . .5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 3. . . . . . . . . . . . . . . . Layout . . System Equipment . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . . A432 Damage Control Ventilation Flaps . . . . 135 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . 142 5. .7. . 139 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . 140 5. . . . . . . . . . . . . . . . . . A423 DC Leak and Bilge Control . . . . System Alarms . .10. . . . . . . . . .2. . . . . . . . . . . . . . . 149 5. . . . . . . . . .3. . . P216 DE 2 Exhaust Gas Trend .5. . . . R510 Alarm Summary . . . . . . Control and Monitoring System (C+M). . . . . . . . . . . . E303 Sub distribution 440Hz . .2. . . . . . 111 2. P215 DE 1 Exhaust Gas Trend . . . . . . . . . 141 5. . A421 Ballast and Freshwater Tanks .

ANZAC Ship Model. Trainee Manual
Chapter 3. Control and Monitoring System (C+M). Introduction
C+M Desk Arrangement

1. Abbreviations

2.1. C+M Desk Arrangement

The following abbreviations are used in this chapter.

The MCR Desk contains four control consoles (implemented in
the simulator as displays of the C&M page) from which Electrical Plant, Propulsion, and Damage Control and Auxiliaries can
be supervised, as well as a console for the Engineering Officer
of the Watch. Each console is derived from a common design
and each is provided with common desk controls. The appearance of each console varies depending on the auxiliary
controls fitted and the primary function of the console. Even
though the primary functions of each console varies, the software operating system used allows operators to access any
control or monitoring data, for any connected system, from
any console on the MCR Desk. The MCR Desk remains operational all the time 24 V DC battery power is available.

Air Condition Control Unit

MSB

Main Switch Board

Aqueous Film Forming Foam

PCC

Propulsion Control Console

Air Handling Unit

PDE

Propulsion Diesel Engine

BT

Bow Thruster

PP

Propulsion Plant

C+M

Control and Monitoring System

QCV

Quick-Closing Valve

CCGB

Cross-Connect Gearbox

RAS

Replenishment at Sea

CPP

Controlled Pitch Propeller

RO

Reverse Osmosis

DCC

Steering Gear

SP

Supply Fan

DCO

Damage Control and Auxiliaries Control
Console
Damage Control Officer

SG
SSDE

Ship Service Diesel Engine

DCS

Damage Control Station (Base, Panel)

SSDG

Ship Service Diesel Generator

DE

Diesel Engine

SST

Substation

DG

Diesel Generator

STP

Sewage Treatment Plant

EF
EPCC

Exhaust Fan
Electrical Plant Control Console

STU

Sewage Treatment Unit

SVCU

Sewage Vacuum Collection Unit

EPP

Electrical Power Plant

SW

Sea Water

ER

Engine Room

VLS

Vertical Launching System

ESB

Emergency Switch Board

FAS

Fuel at Sea

FO

Fuel Oil

FPP

Fire Pump

HSD

Heat Sensing Device

HVAC

Heating Ventilation & Air Conditioning

LC

Load Centre

LCS

Local Control Station

LO

Lubricating Oil

LOP

Local Operating Panel

MCR

Machinery Control Room

MCU

Master Control Unit

ME

Main Engine

MG

Main Gearbox

ACCU
AFFF
AHU

2. Introduction
The C&M page of the simulator Propulsion console bottom bar
contains copies of the prototype ship Control and Monitoring
System displays located at the MCR for remote control of Ship’s
systems.
In the simulator the change of state of units and mechanisms
in various ship systems is displayed simultaneously on the C&M
page and SYS page displays, and on the displays of appropriate
LOPs. When referring to the SYS displays in Chapter 3, refer to
the detailed description of the respective displays in Chapter 2.

Electrical Plant Control Console (EPCC) has the primary function of supervising Electrical plant operation. Auxiliary controls
fitted to this console include emergency stop push-buttons
for MCR operators to stop the Ship generators in the event of
failure in the normal C+M function.
Propulsion Control Console (PCC) has the primary function of
supervising Propulsion plant operation. The remote controls include an emergency stop that overrides normal system controls.
Damage Control and Auxiliaries Control Console (DCC) has the
primary function of supervising the operation of other Ship
services Auxiliary controls on this console provide:
• Emergency shutdown of ventilation modules; associated
fans and flaps are also shutdown;
• Halon release for the Paint Store; and
• GT module Halon release inhibit.
Ship systems primarily supervised on DCC by the C+M system
are listed below:
• Fuel state and transfer;
• Bilges and flooding;

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Operating the C+M System Displays

• Firemain;
• Fire alarms;
• Ventilation and vent flaps;
• Through bulkhead valves;
• Halon and potassium carbonate fire drench systems;
• Temperatures in selected compartments;
• Aqueous film forming foam (AFFF);
• Ballast;
• Freshwater;
• Auxiliary plant.
Engineering Officer of the Watch Control Console (EOOWC) has
the primary function of supervising C+M system operation.
An alarm is generated when a failure occurs in equipment
monitored by the C+M system. The alarms, which have to be
acknowledged by MCR Desk operators to inhibit audible (tone)
and visual (flashing) indicators, are automatically added to a
computer list of alarms and to an Event Log. When a failure is
rectified the alarm is removed from the list of alarms but not
from the Event Log. Operators can view the list at any time.
The alarms can be displayed as either a total list, or as an alarm
summary for each of the groups monitored.

2.1.1. System Equipment
Local Operating Panels (LOP) are normally provided by the
supplier of controlled equipment. In addition, LOP house interface functions for remote control and monitoring. LOP for propulsion plant and electrical plant are programmed to operate
the equipment to the maximum designed parameters allowed
by the manufacturer. External C+M commands cannot exceed
the manufacturer’s operating profile unless the programmed
controls allow that profile to be overridden, such as, GT Battle
Override. LOP Local/Remote select switches must be set to
Remote to allow C+M supervision and control.

LOPs of their respective units and mechanisms are modeled in
the simulator on the displays described in Chapters 1, 2, and 4.

2.2. Operating the C+M System Displays

Local Control Stations (LCS) are the local C+M system man machine interface for local control functions associated with propulsion and electrical plant equipment. These panels control
associated equipment using C+M supervision and control. LCS
controls are active when Remote operation mode is selected
on the LOP. The LCS is provided with such controls as ‘Ready
to Start’, that must be activated using the LCS Local/Remote
switch. Full remote operation is enabled when either AUTO, or
LOCAL REMOTE, is selected.

2.2.1. Layout

LCSs of their respective units and mechanisms are modeled in
the simulator on the displays described in Chapters 1, 2, and 4.
Substations (SST) are sited close to major C+M functions. In
association with connection boxes all sensors, switches and
indicators of the LCS panels, are connected to SST, as well as,
auxiliary and LCS controls.
The SSTs are modeled in the simulator on the displays described further in this chapter.

Operating the C+M system displays requires the general
knowledge of the layout and graphical representation of the
information on screen including the objects’ construction and
color. The guidelines are described in the sections below.

The layout of the display areas is applicable for all C+M system
displays. Five independent areas, described below are available.
The elements that have a red dotted line border are inactive in
the simulator. Some elements are inactive on certain displays
and active on others.

Header Area A
In the header area global information is displayed.
Alarm counters are displayed as an indication of the total number of current alarms per technological area. If there are no
alarms present, the counter is 0. Header information includes:
keyboard active indication; alarm counters for each technological area; RGB indication field for the color channels; Time;
Date. Pushbuttons for each alarm counter allow direct selection of the appropriate technological Alarm Summary displays.

Alarm area В
The alarm area contains the most recent unacknowledged
alarm. Incoming alarms are indicated by the alarm message
(status text and count of unacknowledged alarms).
The button ACCEPT or <F9> keyboard key is used for the direct
acknowledgement of the displayed alarm.

Header Area A

Alarm Area B

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Operating the C+M System Displays

Application Area С
The application area is located below the Alarm area and contains the selected process display or list. The process displays
have been constructed using:
• static background picture;
• static and dynamic primitives and figures;
• alpha-numeric fields;
• numeric fields;

Table: Analog Dynamic Attributes
Type
Digital
display
Measured
value bars

Source
format
All

Floating
point

Output format
Field length in characters, characters
behind the point
Scale start, scale end,
start of bar

Table: Status Dependent Dynamic Attributes
Dynamic
attributes
Character color, background
color, flashing
bar color, background color

• curves;

Status dependent dynamic attributes change the attributes of
the figure as a result of a measuring point status change.

• entry fields for numeric entries;

Types of status:

• bar graphs;

• switch fields (check box) for Mouse (Track Ball) entry.
Figures, composed of primitives, are surrounded by a reference box. Each primitive or figure has attributes allocated for
the presentation of process.
A figure is defined as a collection of primitives. Figures can use
dynamic attributes such as figure name, color, and flashing.
A special case for figures is the bit map which is a figure constructed from graphic points. Bit maps are stored as fixed point
and color information and therefore use no dynamic attributes
(including flashing). Bit maps may appear to be dynamic in that
they may be exchanged.
Dynamic attributes are subdivided between analog and status
dependent and may be mixed and applied to primitives and
figures.
Analog dynamic attributes change the figure depending on
the value of the measuring point parameter however the appearance of the figures does not change. As an example a bar
from a bar graph will change its height but not its color in response to measured value changes, if a change in status is not
involved.

• Measuring point status is used to define the status of an
analog or binary measuring point. The collection and preprocessing of a measuring point status change is carried
out by its associated substation;
• Process status is used to refer to all signals defined within
the process to which no measuring point can be directly
allocated. Each process status to be displayed is allocated
a unique object number.
All status dependent dynamic attributes are listed in the following table. If a status of a dynamic figure is not allocated a
dynamic attribute, the figure will be displayed in its basic form.

Primitive
Rectangle
Bars
Circle/ellipse
Circle
segment
Text
Figure
Bit map
Digital display
Bar graph
Text

Dynamic attributes
Color combinations of border and internal, flashing
Bar color
Color combinations of border and internal, flashing
Color combinations of border and internal
Exchange of text (to be defined as a figure)
Exchange of figures, flashing
Exchange of bit map (to be defined as a figure)
Color combinations of the figures
Combinations of the bar and background colors
Combinations of the text and background colors
(not for process status)

System Area D
The system area is subdivided into:
• Entry field Input for entering the display number of the
display to be shown next; in the simulator entering the
number is possible after pressing the <F12> key on the
keyboard;
• Display number and title field for the selected application area;
• Information field for system and operator messages (not
modeled).

System Area D

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Chapter 3. Control and Monitoring System (C+M). Introduction
Operating the C+M System Displays

Operator Area E
In the operator area, the operator is provided with a menu of
the available soft keys.

The soft keys implemented in the simulator have the same
function and are independent of the selected display:
• F7 LIST – button or <F7> keyboard key to bring up the
INIT Overview display (refer to INIT Overview Display);
• F8 DISPLAYS – button or <F8> keyboard key to bring up:

controlled. Only a single selection is possible with pushbuttons.
Immediate action is taken upon pressing a pushbutton.

* In the changeover status no additional alarm status can be
presented.

Check boxes are used in process displays to control devices (Switch
on/Switch off) independently from the soft key menus. Check boxes are located adjacent to the symbol to be controlled. Multiple
selections are possible with check boxes. Pressing the check box
(multiple boxes) requires verification to take effect.

Table: Measured Value Status Presentation

Status representations of symbols and measured values are
displayed with different attributes (color, shape), depending
on the system condition.

ūū the E000 display (refer to E000 Overview E-Plant) for the
screens of Electrical Plant Control Console;

During a status change, the associated figure flashes and has
the appearance of the selected states. If a fault occurs during
the command implementation period, the attribute change
appears only after the implementation period has expired. The
figure then appears in its actual states.

ūū the A000 display (refer to A000 Overview Damage Control Plant) for the screens of Damage Control and Auxiliaries Control Console;

The presentation of device states is shown in Table: Device
Status Presentation, the presentation of measured value states
is shown in Table: Measured Value Status Presentation.

ūū the N000 display (refer to N000 System Overview) for the
screens of C+M System and Report Console.

Table: Device Status Presentation

ūū the P000 display (refer to P000 Overview Propulsion) for
the screens of Propulsion Control Console;

2.2.2. Visualization and Color Conventions
The structure of systems/components is represented by means of
a static background which includes system configuration data.
For the system visualization, dynamic information is included
in the static display:
• Symbols: circuit breakers, pumps, valves, etc.;
• Measured values: digital displays, bar graphs, curves, etc.
For the system operation pushbuttons and check boxes are used.
Pushbuttons are used in process displays for display selection and command execution independent from the soft key
menus. Pushbuttons are located adjacent to the symbol to be

Measured
value
Measured
value

Color
Foreground
Black

Background

Grey

Light grey

Light grey

2.2.3. Operator Functions
Operator functions relate in general to the selection of displays
and process control. Process control is carried out by means of
soft keys, pushbuttons and check boxes including:
• switching operations;
• changing limit values (not implemented);
• setting setpoint values (not implemented);

Figure
Contour

Device is turning/open/on

Internal
(filling)

Device is turning/open/on with fault
Changeover status *

Device is ready for operation

Display

• changing delay times (not implemented);

Device status
Device is stationary/closed/off
Device is stationary/closed/off with
fault
Changeover status*

No status information available

Measured value
status
Normal range, no
limit value reached
Function of the
measuring value is
blocked

Graphic
field
Border

Color
Light green
Red
Flashing light
green
Light green
Red
Flashing light
green
White

• selecting control modes.
A change of display is made only through operator action:
• function key <F12> followed by entering a display number
in the Input field of the System area;
• function key <F7> to bring up the INIT Overview display;
• function key <F11> to bring up the previously accessed
C+M display;
• function key <F8> to bring up the P000, E000, A000, or
N000 display depending on the current C+M section;
• function key <F9> to acknowledge a displayed alarm;
• pushbuttons in the displays.

Green

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Chapter 3. Control and Monitoring System (C+M). Introduction
INIT Overview Display

Control functions are supported through the use of switch
fields in the displays, which are represented either as pushbuttons or as check boxes.

2.3. INIT Overview Display
INIT Overview display is opened from menu item CandM of the page С&М.

Pushbuttons or check boxes are located adjacent to the figure
to be controlled. The location is independent of the control
function e.g. entry of a numeric value, display changes or the
switching operation of a device. A check box informs the operator that control is possible.
The switching function is initiated with the selection and entry
of the check box using the Mouse (Track Ball). For simultaneous switching of multiple devices the selection can be repeated (e.g. for the switching of CBs).
Depressed check box
Pressed check box
The transfer of the command to the associated substation is
carried out by operating the Verify pushbutton. The associated figure commences to flash in the new status. After receipt
of a status change from the process, the figure takes on the
new status.
Command execution can be inhibited by selecting and confirming the Reset pushbutton.

Fig. 1
Four sections of the C+M system are displayed according to the ship configuration:
• Electrical Plant E 000;
• Propulsion P 000;
• Damage Control and Auxiliaries A 000;
• C+M System and Reports N 000.
Pressing a pushbutton in the middle of each section opens a display with the menu list of
all displays of the selected system section.
INIT Overview display can be opened from any C&M page display by pressing the pushbutton F7 LIST in the lower right corner of the bottom line.

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Chapter 3. Control and Monitoring System (C+M). Propulsion Plant Console
P000 Overview Propulsion

3. Propulsion Plant Console
The ship and the simulator C+M system PP process displays comprise 15 control and monitoring displays
described in this section below. Operation instructions can be found in a separate chapter of this manual.

3.1. P000 Overview Propulsion
Е000 Overview Propulsion display is opened from INIT Overview display by the Propulsion P000 button.

It contains the menu of PPCC displays.
Pressing an appropriate button opens a selected display of
C+M system EPCC simulation:
• P000 and P202 Overview Propulsion displays;
• P211 – P216 DE Sequence, Status and parameters displays;
• P220 – P222 GT control and parameters displays;
• P231 – P233 MG and CCG control and parameters displays;
• P240 Propulsion Mode Failure Overview display;
• P241 Current C/O Overview display is not modeled.
The displays are described below in this section.
Propulsion operating instructions are described in the Chapter 5 of this manual.

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Chapter 3. Control and Monitoring System (C+M). Propulsion Plant Console
P200 Propulsion Control

3.2. P200 Propulsion Control
P200 Propulsion Control display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion).

The mimic presents:
• Propulsion mode status, selection and Change
over (C/O)buttons;
• C/O Display button to jump to P241 screen where
C/O sequence is displayed;
• Not Possible button to jump to P240 screen where
error conditions are explained for C/O and propulsion mode selection operations;
• The state of units and mechanisms;
• Logical diagram of the units interaction;
• Parameters of the GT, DE, Fuel rack, shaft line;
• Checkboxes and buttons to remotely control designated systems;
• Prop(ulsion) Control change over buttons between the Bridge and MCR;
• Re-Enable button to acknowledge an alarm state;
• GT Sequence button to jump to P221 screen;
• DE Sequence button to jump to P211 screen;
• Verify and Reset buttons.
Red highlight of an indicator signals about an alarm
condition. To examine an alarm use the appropriate
button to jump to the respective display.

3.2.1. System Alarms
• NR0200

DE2 ENGINE SPEED

• NR0100

DE1 ENGINE SPEED

116

Trainee Manual Chapter 3. 3. The mimic presents: • The state and parameters of PORT and STBD shafting mechanisms. P202 Shafting Overview P202 Shafting Overview display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). Control and Monitoring System (C+M). • Logical diagram of the units interaction.1. Propulsion Plant Console P202 Shafting Overview 3.ANZAC Ship Model. System Alarms • CPP Port Hub Servo Oil Pressure LowHigh • CPP Port Manifold Oil Pressure LowHigh • CPP Port Aux Servo Oil Pressure LowHigh • CPP Stbd Manifold Oil Pressure LowHigh • CPP Stbd Hub Servo Oil Pressure LowHigh • CPP Stbd Aux Servo Oil Pressure LowHigh • CPP Port Manifold Oil Temperature Low • CPP Stbd Manifold Oil Temperature Low • CPP Port Manifold Oil Temperature High • CPP Stbd Manifold Oil Temperature High • CPP Port Circulation Tank Level LowHigh • CPP Port Leak Oil Tank Level High • CPP Port Head Tank Level LowHigh • CPP Stbd Circulation Tank Level LowHigh • CPP Stbd Leak Oil Tank Level High • CPP Stbd Head Tank Level LowHigh • CPP Port System Failure • CPP Stbd System Failure • Port Inboard Stern Head Tank Level Low • Stbd Inboard Stern Head Tank Level Low 117 . • Remotely controlled Circulation pumps and Leak Oil pumps.3.3.

• Start Blocked • Precontrol. The display allows checking for operations sequence and occuring problems. Trainee Manual Chapter 3. P211 DE Sequences P211 DE Sequences display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). • Engage Interrupt. • Ready for Engage.ANZAC Ship Model. Indicating boxes have white color if an operation has not been performed yet. • Stop not Possible. • Start Sequence. Propulsion Plant Console P211 DE Sequences 3.4. • Start Interrupt. • Disengage not Possible. The mimic presents the state and alarm indicators of the DE operations: • Ready for Start. green color if an operation was successful. red color if there is an alarm during operation performance. 118 . Control and Monitoring System (C+M).

5. 3. fuel leakage. System Alarms • AP4005 Starting Air Press Age Fwd • AP4005 Starting Air Press Age Aft • FL0200 DE2 FUEL LEAK TANK • FL0100 DE1 FUEL LEAK TANK 119 . • Cooling sea water pressure and temperature.ANZAC Ship Model. oil pressure faults.1. Trainee Manual Chapter 3.5. P212 DE Status P212 DE Status display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). and over speed. Propulsion Plant Console P212 DE Status 3. The mimic presents the state and running parameters of the propulsion DEs: • Lube oil pressure and temperature. • Fuel rack position. • Exhaust gas button allows to jump to the Exhaust Gas display. • Cooling fresh water pressure and temperature. • Charge air pressure. Control and Monitoring System (C+M). • Warning and alarm indication of overload.

The pushbuttons: • DE 2 Exhaust Gas Trend allows to jump to the display P216 (refer P216 DE 2 Exhaust Gas Trend ). • Fuel rack position in each DE.ANZAC Ship Model. 120 .6. Trainee Manual Chapter 3. P213 DE Exhaust Gas Temperature P213 DE Exhaust Gas Temperature display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). Propulsion Plant Console P213 DE Exhaust Gas Temperature 3. Control and Monitoring System (C+M). • DE 1 Exhaust Gas Trend allows to jump to the display P215 (refer P215 DE 1 Exhaust Gas Trend ). The mimic presents the bar graphs and digital indicators of: • The exhaust gas temperature in the banks A and B cylinders of each DE. • The exhaust gas average temperature in the banks A and B of each DE.

1. Propulsion Plant Console P213 DE Exhaust Gas Temperature 3.ANZAC Ship Model. Control and Monitoring System (C+M). Trainee Manual Chapter 3. System Alarms • ET0100 DE1 EXHAUST GAS TEMP CYL A1 • DE2 Exhaust Gas Temp Average B High • DE1 Exhaust Gas Temp Average A High • DE2 Exhaust Gas Temp Average A High • DE1 Exhaust Gas Temp Average B High • ET0201 DE2 EXHAUST GAS TEMP CYL A2 • ET0101 DE1 EXHAUST GAS TEMP CYL A2 • ET0202 DE2 EXHAUST GAS TEMP CYL A3 • ET0102 DE1 EXHAUST GAS TEMP CYL A3 • ET0203 DE2 EXHAUST GAS TEMP CYL A4 • ET0103 DE1 EXHAUST GAS TEMP CYL A4 • ET0204 DE2 EXHAUST GAS TEMP CYL A5 • ET0104 DE1 EXHAUST GAS TEMP CYL A5 • ET0205 DE2 EXHAUST GAS TEMP CYL A6 • ET0105 DE1 EXHAUST GAS TEMP CYL A6 • ET0206 DE2 EXHAUST GAS TEMP CYL B1 • ET0106 DE1 EXHAUST GAS TEMP CYL B1 • ET0207 DE2 EXHAUST GAS TEMP CYL B2 • ET0107 DE1 EXHAUST GAS TEMP CYL B2 • ET0208 DE2 EXHAUST GAS TEMP CYL B3 • ET0108 DE1 EXHAUST GAS TEMP CYL B3 • ET0209 DE2 EXHAUST GAS TEMP CYL B4 • ET0109 DE1 EXHAUST GAS TEMP CYL B4 • ET0210 DE2 EXHAUST GAS TEMP CYL B5 • ET0110 DE1 EXHAUST GAS TEMP CYL B5 • ET0211 DE2 EXHAUST GAS TEMP CYL B6 • ET0111 DE1 EXHAUST GAS TEMP CYL B6 • ET0212 DE2 EXH GAS TEMP MANIFOLD 1 • ET0113 DE1 EXH GAS TEMP MANIFOLD 2 • ET0213 DE2 EXH GAS TEMP MANIFOLD 2 • ET0112 DE1 EXH GAS TEMP MANIFOLD 1 • ET0200 DE2 EXHAUST GAS TEMP CYL A1 121 .6.

The pushbuttons: • DE Exhaust Gas Temp allows to jump to the display P213 (refer P213 DE Exhaust Gas Temperature). Control and Monitoring System (C+M). Trainee Manual Chapter 3.7. The mimic presents the exhaust gas temperature trends of the engine 1 (Stbd) in the cylinders ‘A’ and ‘B’ rows. P215 DE 1 Exhaust Gas Trend P215 DE 1 Exhaust Gas Trend display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). The functionality is not modeled in the simulator. Propulsion Plant Console P215 DE 1 Exhaust Gas Trend 3. however diagrams can be drawn in the simulator using the special Trend tool. • DE 2 Exhaust Gas Trend allows to jump to the display P216 (refer P216 DE 2 Exhaust Gas Trend ).ANZAC Ship Model. 122 .

Trainee Manual Chapter 3. Presentation is identical to the mimic of P215 display. The functionality is not modeled in the simulator. P216 DE 2 Exhaust Gas Trend P215 DE 2 Exhaust Gas Trend display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). The mimic presents the exhaust gas temperature trends of the engine 2 (Port) in the cylinders ‘A’ and ‘B’ rows. however diagrams can be drawn in the simulator using the special Trend tool. 123 . Propulsion Plant Console P216 DE 2 Exhaust Gas Trend 3.8. Control and Monitoring System (C+M). • DE 1 Exhaust Gas Trend allows to jump to the display P215 (refer P215 DE 1 Exhaust Gas Trend ). The pushbuttons: • DE Exhaust Gas Temp allows to jump to the display P213 (refer P213 DE Exhaust Gas Temperature).ANZAC Ship Model.

The mimic presents a set of operation and alarm indicators of the precontrol. Propulsion Plant Console P220 GT Pre-Control and Test 3.ANZAC Ship Model. The state indicators: • EM Air Flaps Open. 124 . • Enclosure Ventilation Damper. • Manual. Control buttons in the right part of the display are grouped into the following sections: • ECM Mode. • Torque Limit Low Value. • Reset. P220 GT Pre-Control and Test P220 GT Pre-Control and Test display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). red color if there is an alarm during operation performance. • Bleed Air Valve (and indicator box). Control buttons at the bottom are: • GT Fan. Control and Monitoring System (C+M). • Test including: ūū Fuel Value 1. Trainee Manual Chapter 3. green color if an operation was successful. • Override. • Auto.9. • EM Air Flaps Heater. ūū Fuel Value 2. Indicating boxes have white color if an operation has not been performed yet. starting and running operations in the left part of the display.

GT lube oil supply pressure. • Ready for start control. • Stop control. The mimic presents a set of running and alarm indicators for GT operations: • Start sequences. • Running parameters of the GT: speed. • Control by lever still active. • Start interrupt. Trainee Manual Chapter 3. peak PT gas pressure. P221 GT Sequences P221 GT Sequences display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). red color if there is an alarm during operation performance. peak fuel manifold pressure. • Control by lever interrupt.ANZAC Ship Model. Propulsion Plant Console P221 GT Sequences 3.10. • Stop not possible. 125 . green color if an operation was successful. PT actual pressure. Indicating boxes have white color if an operation has not been performed yet. Control and Monitoring System (C+M).

ANZAC Ship Model. • Displays the warnings and alarm messages at appropriate conditions. • GT air temperature. • Compressor discharge pressure. • Power and torque digital indicators. • Fuel pump filter pressure. The mimic presents the state of the GT and support systems: • GG and PT speed digital indicators. • PLA position bar graph. Control and Monitoring System (C+M). 126 . • Lube oil pressure and temperature. P222 GT Status P222 GT Status display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). Propulsion Plant Console P222 GT Status 3. • Enclosure temperature.11. Trainee Manual Chapter 3.

12.ANZAC Ship Model. coupling oil pressure. • Cross Connection Gear Status allows to jump to the display P233 (refer P233 Cross Connection Gear Status). Propulsion Plant Console P231 Main Gear Stbd Status 3. P231 Main Gear Stbd Status P231 Main Gear Stbd Status display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). The pushbuttons allow switching control of: • Electric Lube Oil Pump start/stop. Control and Monitoring System (C+M). Trainee Manual Chapter 3. The pushbuttons: • Main Gear Port Status allows to jump to the display P232 (refer P232 Main Gear Port Status). 127 . • Auto/Manual control mode. control air pressure. • Auto/Manual control mode. • SW Cooling Pump start/stop. The mimic presents the Stbd Main Gear and shaft line status and running parameters: lube oil pressure and temperature.

P232 Main Gear Port Status P232 Main Gear Port Status display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). • Cross Connection Gear Status allows to jump to the display P233 (refer P233 Cross Connection Gear Status). 128 . Control and Monitoring System (C+M). coupling oil pressure. The pushbuttons: • Main Gear Stbd Status allows to jump to the display P231 (refer P231 Main Gear Stbd Status). • Auto/Manual indication of the pump control mode and selection. The mimic presents the Port Main Gear and shaft line status and running parameters: lube oil pressure and temperature. Propulsion Plant Console P232 Main Gear Port Status 3. Trainee Manual Chapter 3.ANZAC Ship Model.13. control air pressure. • SW Cooling Pump state. The pushbuttons allow switching control of: • Electric Lube Oil Pump start/stop.

The mimic presents the CCG status and parameters: lube oil temperature and pressure. • Main Gear Port Status allows to jump to the display P232 (refer P232 Main Gear Port Status). Control and Monitoring System (C+M). 129 .14. P233 Cross Connection Gear Status P233 Cross Connection Gear Status display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). Propulsion Plant Console P233 Cross Connection Gear Status 3. lube oil filter pressure difference. • Auto/Manual control mode.ANZAC Ship Model. The pushbuttons: • Main Gear Stbd Status allows to jump to the display P231 (refer P231 Main Gear Stbd Status). Control pushbuttons: • Electric Lube Oil Pump start/stop. Trainee Manual Chapter 3.

P240 Prop Mode Failure Overview P240 Prop Mode Failure Overview display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion). which highlights in red. Trainee Manual Chapter 3. therefore to view a message the Trainee needs either to perform an action on display P200 (refer to P200) and using the Not Possible button. Control and Monitoring System (C+M).ANZAC Ship Model. A Re-Enable pushbutton in the display bottom part allows to acknowledge an alarm case and refresh the information on screen. 130 .15. Propulsion Plant Console P240 Prop Mode Failure Overview 3. • Changeover not Possible. Each indicator explains the fault condition. The indication is displayed for 15 sec and then goes away. quickly jump to screen P240. or review these faults in the Alarm log. The mimic presents a set of state and alarm indicators in groups: • Mode selection not Possible.

P241 Current C/O Overview P241 Current C/O Overview display is opened from the P000 display (refer to the paragraph P000 Overview Propulsion).16.. The Continue to. The example screenshot demonstrates the DE to GT mode C/O. green color if an operation was successful. See more detailed description of the C/O and P241 screen in the Chapter 5 of this manual. C/O is interrupted if the limit has been exceeded. The left part of the display shows the operations on the PP mechanisms of the source mode. If the C/O Display button on P200 highlights in red. The bottom part of the display presents information about the C/O interrupt conditions. During C/O from display P200 (refer to P200) use the C/O Display button to quickly jump to screen P241 to supervise the process.. Each step has a time limit. Trainee Manual Chapter 3. A Re-Enable pushbutton in the display right bottom part allows to acknowledge an alarm case and refresh the information on screen. Propulsion Plant Console P241 Current C/O Overview 3. Control and Monitoring System (C+M). red color if there is an alarm during operation performance. then P241 screen allows to detect an alarm case. 131 . Indicating boxes have white color if an operation has not been performed yet. the right part of the display shows the operations on the PP mechanisms of the destination mode. area allow to either continue or abort the process depending on an actual case. The mimic presents the sequences of steps taken during a Propulsion Mode Change Over.ANZAC Ship Model.

main control. main distribution 440V 60 Hz. Electrical Power Plant Console The ship and the simulator C+M system EPP process displays comprise EPP overview.1. 4. including: • power generation. It contains the menu of EPCC displays. E000 Overview E-Plant Е000 Overview E-Plant display is opened from INIT Overview display by the Electrical Plant E000 button. • Е 302 Main Distribution 440V 60 Hz. The EPCC provides remote automatic and semi-automatic control and monitoring. • Е 312 AGE 2 STBD FWD. Electrical Power Plant Console E000 Overview E-Plant 4. AGEs substations. • Е 342 AGE 3 PORT AFT. Control and Monitoring System (C+M). Trainee Manual Chapter 3. 132 . • Е 303 Sub Distribution 400 Hz. Pressing an appropriate button opens a selected display of C+M system EPCC simulation: • Е 300 Electrical Main Control. • Е 332 AGE 4 STBD AFT. • power distribution. The displays are described below in this section. • Е 322 AGE 1 PORT FWD. sub distribution 400 Hz.ANZAC Ship Model.

ANZAC Ship Model. circuit breakers and main parameters of the EPP work. The display presents the diesel-generators. current. Electrical Power Plant Console E300 Electrical Main Control 4. E300 Electrical Main Control E300 Electrical Main Control display is opened from the E000 display (refer to the paragraph E000 Overview E-Plant). • MSB AFT and MSB FWD are fed. Control and Monitoring System (C+M). FWD MSB. SSDG3 and SSDG4 are in ready stand-by state.2. • SSDG1CB is closed. • SSDG2. • SSDG2CB. For display notations refer to Operating the C+M System Displays. Examples of possible states are presented below. • BCCB and BTCB are closed. frequency and power on the buses and aggregates. such as: voltage. The figure demonstrates the following normal operating states: • SSDE1 and SSG1 are running. SSDG3CB and SSDG4CB are open. 133 . Trainee Manual Chapter 3. AFT MSB. shore connection sets.

134 . • Stop Cascade On/Stop Cascade Off – to switch on/off Stop Cascade mode. These buttons are illuminated when pressed: • Semi Auto – to select Semi-Auto control mode for С&М system operation. at that the acknowledge button to the right is also illuminated. upon sensing the load has been above a preset value of 80% for a 5 min period. • Pushbutton (to the right of Non Vital Cons Off at MSB pushbutton) – pressing this button acknowledges the non-vital consumers off alarm. cascade starting of SSDG is automatic routine carried out when. A bar graph Active Load representing active load on generators 1–4 is located in the upper right corner of the display. In Automatic control mode SSDGCB buttons are not active.ANZAC Ship Model. Trainee Manual Chapter 3. In Semi-Auto control mode all pushbuttons are active. change modes. In Auto and Semi-Auto control modes it is possible to control EPP main parameters from the display. or to start all 4 generators and wait for additional commands to close their respective GCBs in Semi-automatic mode. The SSDGCB needs to be reset at the corresponding LCS on MSB panel before closing: • Start Cascade On/Start Cascade Off – to switch on/off Start Cascade mode. while these CBs are closed automatically after appropriate DG start and synchronization with the bus. Illuminated pushbuttons are displayed in the right lower part of the diagram. illumination of the pushbutton Non Vital Cons Off at MSB goes off. Electrical Power Plant Console E300 Electrical Main Control Bad insulation sign is showing on the AFT PORT bus: Pushbuttons nearby DGs and CBs are used for control. It is possible to press/depress multiple buttons and then verify all actions simultaneously by the Verify pushbutton. • Non Vital Cons Off at MSB – to switch off non-vital consumers. Pushbuttons below the bar graph are designed for: • Verify – verification of selected action or multiple actions. • Automatic – to select Auto control mode. • Emergency Start – to start all 4 generators and bring them online in Automatic mode. the C+M system will start. The diesel engine was stopped by EMERGENCY STOP command and its CB was tripped. Stop Cascade On – when selected. non-vital consumers can be powered back. the cascade stopping of SSDG is the automatic shutdown equivalent of the Start Cascade facility. If the load is below a 30% for a 5 min period the SSDG set will be disconnected and then run for a cooling down time before being shut down. Start Cascade On – when selected. These actions are based purely on load demand and require no operator input. once the routine has been initiated. • Reset – cancellation of selected action or multiple actions. start/ stop DGs. Control and Monitoring System (C+M). and open/close CBs of the buses and gen-sets. synchronize and connect the next SSDG to the bus.

3.2. • E300 Electrical Main Control display by pressing the button Non Vital Cons Off at MSB. • At all MSB LCS load shed yellow indicators illuminate. At fan group switchboards reset load shed pushbuttons (refer to the paragraph Fan Group Switchboards in the section Power Distribution Control in the Simulator. At group switchboards reset load shed pushbuttons (not modeled). Chapter 4). • At fan group switchboards yellow load shed indicators illuminate. 4. Chapter 4). all non-vital CB trip. Control and Monitoring System (C+M). Trainee Manual Chapter 3. Load Shedding Load shedding can be initiated from either: • a GENOP located in each LCS. System Alarms • NX3305 INSUL MSB FWD STBD • NX3306 INSUL MSB FWD PORT • NX3307 INSUL MSB AFT STBD • NX3308 INSUL MSB AFT PORT • IX2122 DE GEN 1 STOP NOT POSSIBLE • IX2222 DE GEN 2 STOP NOT POSSIBLE • IX2322 DE GEN 3 STOP NOT POSSIBLE • IX2422 DE GEN 4 STOP NOT POSSIBLE Once initiated the following happens: • At E300 Electrical Main Control display load shed indication turns yellow (refer to E300 Electrical Main Control ). Load shedding reset is done in stages: 1.ANZAC Ship Model. • At any MSB SSDG LCS by pressing the protected pushbutton LOAD SHEDDING on the diesel control panel (refer to the paragraph Diesel Local Control Station (LSC Panel) in the section Power Generation Control in the Simulator. Chapter 4. all non-vital CB trip (not implemented in MPS). Electrical Power Plant Console E300 Electrical Main Control 4. At each individual LC reset load shed pushbuttons as described under Load Shedding Reset at LC in the section Load Centres Operation Instructions. • At all LC panels load shed yellow indicators illuminate. 135 .2. • At group switchboards yellow load shed indicators illuminate. all fans stop (not implemented in MPS). At any MSB LCS panel press the LOAD SHEDDING RESET pushbutton causing the following: ūū indicator light NON-VITAL CONSUMERS OFF illumination on LCS panels goes off. 2.1. 4. • At E302 Main Distribution 440 V 60 HZ display load shed indication turns yellow (refer to E302 Main Distribution 440V 60 Hz).2. ūū load shed indicator light on E300 Electrical Main Control display changes from yellow to purple.

Electrical Power Plant Console E302 Main Distribution 440V 60 Hz 4. Е302 Main Distribution 440V 60 Hz display provides no control options. Trainee Manual Chapter 3. AFT MSB. LC 3F). LC border color is purple when LC is fed from the MSB and its CB is closed (e. Presentation of LC and CB states is illustrated in examples a) – e).g. Internal CBs in LCs are controlled inside LCs. Control and Monitoring System (C+M).3. LC border color is light green when LC is either not fed from the MSB (e. 136 . The load shed indicators (refer to figures below) turn yellow inside LC box red border. LC 3J) or/and its CB is open (e. The CB inside the LC were tripped.g.ANZAC Ship Model. LC 3E on the figure above). LC border color is red when load shedding was activated.g. and LCs with their internal CBs. The display presents FWD MSB. To bring the consumers back online load shedding should be reset. bus tie and bus coupler CBs. E302 Main Distribution 440V 60 Hz Е302 Main Distribution 440V 60 Hz display is opened from the E000 display (refer to the paragraph E000 Overview E-Plant).

ANZAC Ship Model. Trainee Manual
Chapter 3. Control and Monitoring System (C+M). Electrical Power Plant Console
E302 Main Distribution 440V 60 Hz

a) The figure presents the normal feeding condition of a LC:
border and load shed indicator are painted in purple.

c) The figure presents the bad insulation condition generated
by the Instructor command.

b) The figure presents the CB trip condition generated by the
Instructor command.

d) The figure presents the load shedding condition with LC red
border and yellow load shed indicator.

e) The figure presents the load shedding condition reset from
any LCS or C+M E300 display but not reset properly from the
LC with LC red border and purple load shed indicator: the Rectifier Charger Unit CB was not reset to supply 24 V DC. Note,
that load shedding needs to be reset on each individual LC
and its panels to bring the consumers back online.

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Chapter 3. Control and Monitoring System (C+M). Electrical Power Plant Console
E303 Sub distribution 440Hz

4.4. E303 Sub distribution 440Hz
E303 Sub distribution 440Hz display is opened from the E000 display (refer to the paragraph E000 Overview E-Plant).

The display presents Static Frequency Converters, Converter SWBDs, CBs, and consumers of 400 Hz voltage.
Output power of SFCs and their control mode are
displayed aside of Converter notation. A banner in
the upper part of the display appears to show paralleling of the Converter SWBDs when parallel mode is
selected.
In Automatic control mode it is possible to start/stop
the SFCs and to control the bus CBs for feeding Converter SWBDs with 400 Hz voltage.
The alarm states of the converter bus CBs are output
to the display in the following circumstances:
• Overcurrent – >>I;
• Overvoltage – >U;
• Undervoltage – <U.

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Chapter 3. Control and Monitoring System (C+M). Electrical Power Plant Console
E312 AGE 1 Stbd FWD

4.5. E312 AGE 1 Stbd FWD
E312 AGE 1 Stbd FWD display is opened from the E000 display (refer to the paragraph E000 Overview E-Plant).

The display presents notations of the diesel engine
(D), generator (G) with its CB. Parameters and state
of DG and CB are displayed on screen for monitoring
purposes.
If the CB or DG is tripped the cause of the alarm state is
displayed in the appropriate location nearby the notation. Cooling water leakage and fuel oil leakage alarms
are displayed to this screen as well.
E312 AGE 1 Stbd FWD display provides no control

options.
Four pushbuttons are located in the centre of the display bottom part:
• Re-Enable – to refresh the information on screen;
• AGE 2 Port FWD, AGE 3 Stbd AFT, AGE 4 Port AFT
– to jump to displays of other AGEs in the С&М
system.

4.5.1. Alarms
• AT2500

GEN 1 COOLING AIR TEMP

• NT2506

GEN 1 BEARING TEMP FWD

• NT2508

GEN 1 BEARING TEMP AFT

• NT2500

GEN 1 WINDING TEMP 1

• NT2502

GEN 1 WINDING TEMP 2

• NT2504

GEN 1 WINDING TEMP 3

• AP2100

DE GEN 1 START AIR PRESS

• IX2506

GEN 1 POWER

• IX2508

GEN 1 VOLTAGE

• IX2507

GEN 1 CURRENT

• IX2512

BUSBAR VOLT MSB FWD STBD

• NX3461

DE GEN 1 SIMALTAN BLOCKED

• NX2106

DE GEN 1 START FAILURE

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Chapter 3. Control and Monitoring System (C+M). Electrical Power Plant Console
Е322 DG2 Port FWD, Е332 DG3 Stbd AFT and Е342 DG4 Port AFT

4.6. Е322 DG2 Port FWD, Е332 DG3
Stbd AFT and Е342 DG4 Port AFT
Е322 DG2 Port FWD, Е332 DG3 Stbd AFT, and Е342 DG4 Port
AFT displays are opened from the E000 display (refer to the
paragraph E000 Overview E-Plant).

• NT2700

GEN 3 WINDING TEMP 1

• NT2702

GEN 3 WINDING TEMP 2

• NT2704

GEN 3 WINDING TEMP 3

• AP2300

DE GEN 3 START AIR PRESS

• IX2707

GEN 3 CURRENT

These displays are identical to E312 AGE 1 Stbd FWD display
(refer to E312 AGE 1 Stbd FWD).

• IX2706

GEN 3 POWER

• IX2708

GEN 3 VOLTAGE

The Trainee can open any of these displays from any other
AGE’s display, from Input box in the bottom line, and from
E000 display of the С&М system.

• IX2712

BUSBAR VOLT MSB AFT STBD

• NX3463

DE GEN 3 SIMALTAN BLOCKED

• NX2306

DE GEN 3 START FAILURE

E342 AGE 4 Port Aft

4.6.1. Alarms
E322 AGE 2 Port Fwd
• AT2600

GEN 2 COOLING AIR TEMP

• NT2606

GEN 2 BEARING TEMP FWD

• NT2608

GEN 2 BEARING TEMP AFT

• NT2200

GEN 2 WINDING TEMP 1

• NT2602

GEN 2 WINDING TEMP 2

• NT2604

GEN 2 WINDING TEMP 3

• AP2200

DE GEN 2 START AIR PRESS

• IX2607

GEN 2 CURRENT

• IX2606

GEN 2 POWER

• IX2608

GEN 2 VOLTAGE

• IX2612

BUSBAR VOLT MSB FWD PORT

• NX3462

DE GEN 2 SIMALTAN BLOCKED

• NX2206

DE GEN 2 START FAILURE

• AT2800

GEN 4 COOLING AIR TEMP

• NT2806

GEN 4 BEARING TEMP FWD

• NT2808

GEN 4 BEARING TEMP AFT

• NT2800

GEN 4 WINDING TEMP 1

• NT2802

GEN 4 WINDING TEMP 2

• NT2804

GEN 4 WINDING TEMP 3

• AP2400

DE GEN 4 START AIR PRESS

• IX2807

GEN 4 CURRENT

• IX2806

GEN 4 POWER

• IX2808

GEN 4 VOLTAGE

• IX2812

BUSBAR VOLT MSB AFT PORT

• NX3464

DE GEN 4 SIMALTAN BLOCKED

• NX2406

DE GEN 4 START FAILURE

E332 AGE 3 Stbd Aft
• AT2700

GEN 3 COOLING AIR TEMP

• NT2706

GEN 3 BEARING TEMP FWD

• NT2708

GEN 3 BEARING TEMP AFT

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ANZAC Ship Model. Trainee Manual
Chapter 3. Control and Monitoring System (C+M). Damage Control and Auxiliaries Console
A000 Overview Damage Control Plant

5. Damage Control and Auxiliaries Console
The ship and the simulator C+M system DCC process displays comprise damage and auxiliaries; firefighting; fuel; fresh water supply;
ventilation; bilge, ballast and deluge systems supervision.

5.1. A000 Overview Damage Control Plant
A000 Overview Damage Control Plant display is opened from INIT Overview display by the Damage Control and Auxiliaries A000

pushbutton.
The display contains the menu of displays:
• A000 Damage Control and Auxiliaries displays;
• A401 – A403 Firefighting control displays;
• A411 – A412 Fuel consumption and transfer systems
displays;
• A421 – A424 Ballast, FW, Fire main, Leak and Bilge, Deluge
systems displays;
• A431 – A432 Ventilation and damage ventilation flaps control displays;
• A441 – A442 Damage control valves displays;
• A451 Ships service and aux plane display.
The displays are described below in this section.

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Chapter 3. Control and Monitoring System (C+M). Damage Control and Auxiliaries Console
A401 Halon/Potassium Carbonate

5.2. A401 Halon/Potassium Carbonate
A401 Halon/Potassium Carbonate display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant).

The mimic presents the ship cross section showing the
rooms with the halon/potassium carbonate firefighting
system installed. Rooms are provided with:
• Temperature indicators;
• The state of the halon/potassium carbonate firefighting system (active/st-by).

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Chapter 3. Control and Monitoring System (C+M). Damage Control and Auxiliaries Console
A402 Fire/Temp/Flood/Bilge Alarm

5.3. A402 Fire/Temp/Flood/Bilge Alarm
A402 Fire/Temp/Flood/Bilge Alarm display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant).

The mimic presents the ship cross section showing the
rooms (designated by room ID) with the alarm indication of the systems:
• Fire alarm (showing the temperature in the room
or enclosure);
• Flood alarm;
• Bilge alarm.
The legend in the upper right part of the display helps
to sort through the indicators.

143

Trainee Manual Chapter 3. Damage Control and Auxiliaries Console A403 AFFF 5.4. AFFF 1 and AFFF 2 SYSTEM modules provide supervision of: • Foam tanks (level bar graph and controlled valve). • Verify. Control and Monitoring System (C+M). The control buttons: • C/O AFFF 2 to AFFF 1 and C/O AFFF 1 to AFFF 2 to transfer operation between stations. A403 AFFF A403 AFFF display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). • Controlled AFFF pump and sea water suction controlled valve. 144 .ANZAC Ship Model. Reset. The mimic presents the ship cross section showing the designated rooms with the AFFF system installed. • To open the valves in rooms.

145 . The mimic presents the fuel consumption system schematic diagram showing fuel supply to PDE.ANZAC Ship Model. Damage Control and Auxiliaries Console A411 Fuel Consumption System 5. Control and Monitoring System (C+M). Trainee Manual Chapter 3. • Connection to fuel storage system. • Drain and Sludge tanks (level bar graph %). The respective compartments are designated by their IDs displaying: • Fuel day service tanks (level bar graph %). • Fuel flow pipelines with: ūū Controlled valves. A411 Fuel Consumption System A411 Fuel Consumption System display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). AGEs. GT. • Refueling connection.5. and other systems. ūū Controlled pumps.

• Connection to fuel consumption system. The mimic presents fuel transfer system schematic diagram showing fuel transfer within the fuel storage system. Damage Control and Auxiliaries Console A412 Fuel Transfer Control 5. A412 Fuel Transfer Control A412 Fuel Transfer Control display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). • Shore connection. • Fuel flow pipelines with: ūū Controlled valves. ūū Controlled pumps supplied with manometers. 146 . The mimic contains: • Fuel storage tanks with level bar graphs %.ANZAC Ship Model.6. Control and Monitoring System (C+M). Trainee Manual Chapter 3.

A421 Ballast and Freshwater Tanks A421 Ballast and Freshwater Tanks display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). ūū Controlled fresh water pumps. • Overboard discharge location.7. 147 . • Water flow pipelines with: ūū Controlled valves. Damage Control and Auxiliaries Console A421 Ballast and Freshwater Tanks 5. Trainee Manual Chapter 3. ūū Eductors with controlled valves. Control and Monitoring System (C+M).ANZAC Ship Model. • RO Plants and their controlled sea water pumps. The mimic presents: • Ballast tanks and fresh water tanks with level bar graphs %.

Trainee Manual Chapter 3. • AFFF 1 and AFFF 2 stations’ connection to fire main. • Sprinklers’ location. • Connection to Ballast. Damage Control and Auxiliaries Console A422 Fire Main and Sprinkling 5.8.ANZAC Ship Model. A422 Fire Main and Sprinkling A422 Fire Main and Sprinkling display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). 148 . Leak and Bilge systems. The mimic presents the ship cross section showing the designated rooms where the Fire main and Sprinkler system is installed: • Fire main manifold with controlled valves and manometers. • Controlled Fire pumps and respective suction and discharge controlled valves. Control and Monitoring System (C+M).

9. • Connection to Ballast. Fire and Bilge systems. 149 . Trainee Manual Chapter 3.ANZAC Ship Model. Control and Monitoring System (C+M). Damage Control and Auxiliaries Console A423 DC Leak and Bilge Control 5. A423 DC Leak and Bilge Control A423 DC Leak and Bilge Control display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). • Controlled Salvage pumps. • Bilge alarm indicators in rooms. • Controlled Fire pumps and respective controlled valves. The mimic presents the ship horizontal cross section showing: • Manifold with controlled valves and branches to ship rooms. • Eductors’ location for drainage.

• VLS Status Panel Power indicator.ANZAC Ship Model. • Fresh water ACCU unit with air low pressure and water low level alarm indicators. H and J.10. AFFF system nozzles. • Sea water ACCU unit with air low pressure and water low level alarm indicators. 150 . Trainee Manual Chapter 3. • Anti Icing Disabled indicator. • Launch Sequencer Power indicator. A424 VLS / Deluge A424 VLS / Deluge display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). Damage Control and Auxiliaries Console A424 VLS / Deluge 5. Control and Monitoring System (C+M). • Three controlled pumps in sections G. The mimic presents: • The missile unit with respective controlled in/out valves.

A431 Ventilation Control A431 Ventilation Control display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). ūū S – supply fan. 151 . The mimic presents the ship cross section showing the rooms where the ventilation is installed. Trainee Manual Chapter 3. Check boxes next to the fan ID allow: • To remotely switch the fan’s motor on/off: ūū E – extraction fan.ANZAC Ship Model. Control and Monitoring System (C+M). Check boxes Mod next to the room ID allow to remotely select the fans control mode in the room. Color indication shows the state of the devices. Damage Control and Auxiliaries Console A431 Ventilation Control 5.11.

• DC Valve AFT (FWD) – buttons to jump to the respective C+M Damage Control display A441 or A442 (refer to A442 Damage Control Valves Aft and A441 Damage Control Valves Forward ). A432 Damage Control Ventilation Flaps A432 Damage Control Ventilation Flaps display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). 152 . • Vent Mode indicators.12. The mimic presents the ship cross section showing the rooms where the ventilation flaps are installed: • VLS Flaps check boxes Open/Close – to remotely operate all VLS flaps in emergency. • Section Flaps check boxes Close/Reset – to remotely operate the flaps in sections. Control and Monitoring System (C+M). Trainee Manual Chapter 3. Damage Control and Auxiliaries Console A432 Damage Control Ventilation Flaps 5. • Controlled compressed air valves.ANZAC Ship Model.

Hot Water. Starting Air. Fresh Water. Bilge Water. Masking Air. • Reset – to reset the state after tripping. The checkboxes next to the indicators allow operating the control valves of the systems (according to the legend in the right part of the mimic): AFFF. Fuel Consumption. LO Transfer. Drainage. The mimic presents the ship cross section FWD showing the rooms where the control valves of the systems are located. Engine Room Cooling Water. Control and Monitoring System (C+M). Fire Main. • DC Vent Flaps – to jump to display A432 (refer to A432 Damage Control Ventilation Flaps). Trainee Manual Chapter 3.ANZAC Ship Model. 153 . • DC Valves AFT – to jump to display A442 (refer to A442 Damage Control Valves Aft). Working Air.13. Damage Control and Auxiliaries Console A441 Damage Control Valves Forward 5. Cold Water. Waste Water. Machine Cooling. Leak Water. The buttons: • Shut – Off – to close the valves. Fuel Transfer. A441 Damage Control Valves Forward A441 Damage Control Valves Forward display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant).

Fuel Transfer. 154 . Fuel Consumption.14. Drainage. Working Air. Trainee Manual Chapter 3. Starting Air. Hot Water. A442 Damage Control Valves Aft A442 Damage Control Valves Aft display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant). Machine Cooling. Waste Water. Fresh Water. • DC Vent Flaps button to jump to display A432 (refer to A432 Damage Control Ventilation Flaps). Leak Water. The buttons: • Shut – Off – to close the valves.ANZAC Ship Model. Damage Control and Auxiliaries Console A442 Damage Control Valves Aft 5. Cold Water. Fire Main. AFFF. The mimic presents the ship cross section AFT showing the rooms where the control valves of the systems are located. LO Transfer. • Reset – to reset the state after tripping. The checkboxes next to the indicators allow operating the control valves of the systems (according to the legend in the left part of the mimic): Aux Cooling. Control and Monitoring System (C+M). • DC Valves FWD button to jump to display A441 (refer to A441 Damage Control Valves Forward ). Bilge Water. Engine Room Cooling Water. Masking Air.

gun units. The mimic presents parameters and state indicators of the auxiliary systems: • Air Compression: ūū High Pressure unit. DEs. • Fresh Water Generator Plants with Seawater and Sanitary pumps. • Chilled Water Plants. torpedo. ūū Diving Air compressors. 155 . • Hot Water Plant generator with pumps. Trainee Manual Chapter 3. • Sewage Collection units. • Sewage Treatment Plants. • Cooling Systems with controlled Seawater AUX and ER pumps. • Cold Store temperature alarms. • Refrigeration Plant. • Stabilization system. • Control Air pressure digital indicators for working air. ūū Masking Air compressors. Damage Control and Auxiliaries Console A451 Ships Service and Auxiliary Plant 5.ANZAC Ship Model. ūū Low Pressure units 1–3. • Degaussing system. AGEs. Control and Monitoring System (C+M). A451 Ships Service and Auxiliary Plant A451 Ships Service and Auxiliary Plant display is opened from the A000 display (refer to the paragraph A000 Overview Damage Control Plant).15. • Seawater temperature monitoring. • Starting Air pressure digital indicators for GT.

The displays present the system status . 6. C+M System and Reports Console N000 System Overview and Reports 6. Trainee Manual Chapter 3. Other options on the overview display are not modeled in the simulator. • R 510 Alarm Summary. 156 . settings and test conditions. They allow to monitor the event log. C+M System and Reports Console The ship and the simulator C+M system process displays comprise 16 displays in 2 groups. It contains the menu of the displays Pressing an appropriate button opens a selected display of C+M system simulation: • R 500 Event Log.ANZAC Ship Model. N000 System Overview and Reports N000 System Overview and Reports display is opened from INIT Overview display by the C+M System and Reports N000 but- ton. • R 541 Analogue Point Trend. mechanisms and systems. faults log and a set of summaries (not modeled in the simulator). These displays are described below.1. Control and Monitoring System (C+M). as well as to output custom trends of the ship units.

A list of all events in the ship’s systems is displayed with their corresponding attributes: • Description – the ID and brief description of event. R 500 Event Log R500 Event Log display is opened from are opened from the N000 display (refer to the paragraph N000 System Overview and Reports).ANZAC Ship Model. 157 . Trainee Manual Chapter 3.2. Control and Monitoring System (C+M). • Value – the state of appropriate parameter. • Source – the source of event (Model is the source in the simulator). C+M System and Reports Console R 500 Event Log 6. • Time – the time of event (starting from the exercise start). • Date – the date of event.

ūū ALARM – any failure of normal operation of a parameter that is not measured. R510 Alarm Summary R510 Alarm Summary display is opened from the N000 display (refer to the paragraph N000 System Overview and Reports). ūū HIGH – parameter fell out of the range by Limit 2. status of an acknowledged alarm is on.ANZAC Ship Model. Trainee Manual Chapter 3. • Value – parameter value that caused alarm state. When the alarm cause has been removed the alarm line is deleted from the list. • Status – alarm state of types: ūū LOW – parameter fell out of the range by Limit 1. 158 . • Unit – parameter units. A list of current alarms in the ship’s systems is displayed with their corresponding attributes: • Point ID Description – the ID and brief description of alarm. Status of an unacknowledged alarm flashes. • Limit 1 and Limit 2 – parameter range.3. C+M System and Reports Console R510 Alarm Summary 6. Control and Monitoring System (C+M).

The arrow sign on the button changes. showing the right arrow. The horizontal axis at the bottom of the display is related to time range starting from the exercise start.4.ANZAC Ship Model. allowing the curve continuation. Exercise current time is displayed in the common upper toolbar of the simulator screen. adjust required setting to display the curves on screen. A button with the left arrow sign is used to maximize the current Trend window. R541 Analogue Point Trend R541 Analogue Point Trend display is opened from the N000 display (refer to the paragraph N000 System Overview and Reports). Second click on this button restores the right-hand panel on screen. review the current state of certain aggregates and mechanisms. the field will shift automatically. when the curve reaches the curve field right-hand border. 159 . Trend Manager dialog window opens automatically on opening the display or it can also be called by pressing the red + sign in the right panel on the R541 display. and forecast changes in order to take appropriate actions. In order to follow presentation of the curve during operation the Trainee needs to move the slider on this axis to match the current exercise time or use scroller arrowed buttons for this purpose. Trainee Manual Chapter 3. With this application Trainee is able to select parameters for monitoring. C+M System and Reports Console R541 Analogue Point Trend 6. During operation. The Trend application allows outputting time curves of working parameter changes for devices and mechanisms of the ship systems. Control and Monitoring System (C+M).

Pushbuttons at the bottom of the dialog window are: ūū More settings – to call additional parameters dialog window (see description below). • Middle part of the panel presents the list of output curves. the button swaps according to the state of operation. The right-hand panel of R541 display contains: • Pushbuttons (left to right): ūū Run/Pause – to pause/resume drawing the curve. note that the moment of pressing the pause will be marked on the curve construction field with a vertical bar. Parameter for drawing the curve is selected by left click of the mouse. 160 . having opened a folder of the selected system. • Pushbuttons + and – are designed to add a new curve (pressing + calls the Trend Manager window) and to remove selected parameter from the list and curve window (pressing –). a slider dragged by the mouse is used to point to a selected mark on this scale. A list of systems available in the module can be opened by left clicking on the + sign at the module folder. ūū Print plot – to print out the parameter curves in the time interval shown on the screen. • Start – to add a curve for selected parameter to the curve list in the middle right-hand panel of the display. current curve is selected with the mouse left click and highlighted bold in the list. Trainee Manual Chapter 3. • Show Settings/Hide Settings – to open/close additional panel underneath the tree panel displaying parameters of the designed curve (description is provided further in this paragraph).ANZAC Ship Model. a list of all parameters available in the system is displayed in the tree. • Time Range – a time scale specified in the range 10 seconds to 4 hours. Control and Monitoring System (C+M). C+M System and Reports Console R541 Analogue Point Trend The upper part of Trend Manager dialog window contains the parameter tree for all available simulator modules (refer to ). In the same manner. this function is handy when several curves are output to one window simultaneously. ūū Show/hide plot – to hide/restore parameter curve selected in the parameter list in the curve window.

ANZAC Ship Model. With one SSDG 2 running the operator tried to turn those consumers on. C+M System and Reports Console R541 Analogue Point Trend Additional parameters dialog window contains the following fields: • Label – an edit box for a name that will be assigned to the selected parameter curve. • Rough freq – a box to enter the count of division marks between larger ones (is selected using arrowed sliders up/ down to the right of the box). load shedding occurred again. • Text start – a box to enter the starting value for Text frequency marks. At first step SSDGCB 1 was open and load shedding mechanism switched non-vital consumers off. Control and Monitoring System (C+M). if checked the name from the Label box will be added to the name of the curve vertical axis. Trainee Manual Chapter 3. Show or hide points pushbutton to select the way of displaying the curve: with text markers (the button is pressed). • Min and Max – edit boxes to enter the range of parameter change. • Precision – a box to enter the number of fractional digits when displaying the parameter (is selected using arrowed sliders up/down to the right of the box). • Use name in label – a check box. • Fine step – an edit box to enter the minimum scale spacing for the vertical axis. This resulted in a second attempt to switch non-vital consumers on. but as the power was not sufficient. A visual depiction of the intended diagram vertical axis is shown to the left of the aforementioned boxes. chosen color fills the field and is applied to the curve. or without grid (the button is depressed). • Width – a box to enter the width in pixels of the curve (is selected using arrowed sliders up/down to the right of the box). or without text markers (the button is depressed). clicking on the filed calls standard Windows color selection dialog. An example diagram is presented below: The example shows diagrams of active power of SSDG 1 (black line) and active power of SSDG 2 (red line). It shows measurement units for the selected parameter. • Text freq – a box to enter spacing for parameter axis text (or digital) marks (is selected using arrowed sliders up/ down to the right of the box). 161 . Show or hide grid pushbutton to select the way of displaying the curve: with the grid (the button is pressed). • Color – a color picker field. Then SSDG 1 was switched onto the bus and took the load.

Electrical Power Plant The chapter contains the description of the simulator module for training the watch personnel of ANZAC Frigate in skills of proper operating the Ship Electrical Power Plant. 2010 4:42 PM .Chapter 4.  July 12. Transas Marine Ltd.

. . . . . . . . . . . . Controlling SSDG 1. . 197 6. . . .17. 168 3. . . . . Load Centres . . . LC 2E (I) . . . . . . . . . . . . . . . . . . 197 6. . . . . . . . . System Alarms . . . . . . . . Purpose . . . . . .6. . . . . . . . . .4. . . . . . . . .1. . . . . . . .5. . . . . . . . . . . . . . LC 3D (I. . . . Test Panels (not modeled) . . . Main Circuit Diagram . . . . .2. . . . . 186 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 3. . . . . . . Static Frequency Converters & Converter SWBD . . . . . . . . . . . . . . . . . . . . . . . . 185 4. .2. . . . . . . . . . . . . . . . . 173 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . . Controlling SSDG 1. . . . . . . . . . . . . . . . . . .ANZAC Ship Model. . . . . . . . . . . . . . . . . . 211 6. .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 3. . . . . . . . . . . . . . . .5. Instruments. . . . . . . . . . . . .5.4. . . . . . . .1. . . . . . . . . . . . . . . . LC 3K . . . . . . . . . . . . . . . . . . . . . . . Electrical Power Plant. . .4. . . . . . . 201 6.3. . . . . . .1. 3 and 4 from the Local Panel . . . . . . . . . 165 2.4. . . . . . . . . . . .9. . . . . . . . . . . . .1. . . 206 6. . . . . . . .7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 6. . . . . Electrical Power Plant  Chapter 4. . . . . . . . . . . Functional Arrangement . . . . . . . . . . . . Two Stage Power Distribution . . . . . . . . . . . .12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. . .4. . . . . . . . . . . . . . . . Introduced by the Instructor . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . .2. . Generator Control Panel . . . . . Power Distribution Control in the Simulator . . . . . . . . . . 183 4. . . . Load Centre Arrangement . . . . . . . . . . . FWD MSB 440 V . . AFT MSB Panel 6: Bus Tie & Bus Coupler . . . . . . . . . . 3. . . . . . . . . . . . . . . . . .2.2. . . . . . . . . . . . . . . . . . . . . . .3. . Fan Group Switchboards . . . . . . . . . . . . . . . . . . . . . . . . . . LC 4G1 . . . . . . . . . . 182 4. . . . . . Instruments and Indicators of LC Panels: 24 V DC . . . . . . . . . . . . . . . II.4. .3. . . . . . . . . II. . . . . . . . . . . 186 5. . 167 3. 189 5. . . III) . . . . 189 5. . . . . 9 and 10 . . . . . . . . . . . 202 6. . . . . . . . Instruments and Indicators of LC Panels: 115 V 60 Hz . . . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . 169 3. . . . . . . . . . . .2. . . . . . . 178 4. . . . . . . . . .6. . . . . . AFT MSB 440 V . . 196 6. . . .4. . . . . . . . . . . . . . . Static Frequency Converter . . Introduced by the Instructor . 168 3. . . . . . . . .2. . . . .4. . . . . Faults. .1. . . . . . . . Shore Connection Boxes . . . .2. . . . . . . . . . . . . . . . 2. . . . . . . . . . . . . . . . . . . . . . . .1. Transformers . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . 4. . . . . . . . . . . . . . . . . . .6. . . . . . . .4. . . II) . . . . . . . . . Instruments and Indicators of LC Panels: 440 V 400 Hz . . . . . . . . . . . . . . . . . . . . . . . . 24 V DC Battery Banks . 204 6. . 192 6. . . . . . . .2. . . . FWD MSB Panel 6: Bus Tie & Bus Coupler . . . . . .3.14.1. 186 5. . . . . . . . . . . . . . . . . . . . . .4. . . . . . . . .2. . . Controls and Indicators on LC Panels . . . . . . . . . . . . . Components Description . . . . . . . . . . . . . . . . . . . . . . . . . . .4. 194 6. . . . . . . . . . . . . . . . . . . . . . . . . LC 4H1 (I.5. . . . . . . . . . . . 3. . . . . FWD MSB Panels 1. . . . . . . . . . . . . . . . . . . . . .18. . AFT MSB Panels 5 and 8 . . . . . . . . . . . .185 5. . .15. . . . . . Faults. . . .2. . . . . . . . . . . . . . . . . . . . . Main Switchboards . . . . . 197 6. . . . . .3. . . . . LC 4H2 (I. . System Alarms . . . . . . . . .3. . . . . . . . . . . . . .4. . . . . . .4. . . . . . . 173 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 6. . . .2. . . . . . . . . . . . . 166 2. . . 180 4. . . . . . . . 201 6. .4. . 210 6. . . . . . . . Power Generation . . .3. . . . . . . .2. . . . . . . . . . . . . . . Trainee Manual Chapter 4. . . . . . . . AFT MSB Panels 1 and 11: 24 V DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 5.4. . . . . . . . . . . . . . . . .2. . .1. . LC 01H . .5.  Chapter 4. . . . . . . . .4. . .8. . . . . . . . Introduced by the Instructor . Introduced by the Instructor . . . . . . . . . . . . . . . . 190 5. . . . . . . . .16. . . . . . . . . . .2. . . . . . . . . . . . . . .13. .2. . . . . . . . . .3. . .4. . . . . . . . . . . . . .3. . . . . Electrical Power Plant This chapter contains: 1. . . . . . . . . . . . . . . 167 3. .2. . . . . .3. . . . . . .3. . . . . . . . 165 2. .3. . . . 165 2. . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . Ship Service Diesel Engine . . .4. . .1. . . . . . . . . . . . Plant Specification . . .2. . . . . . . . .2. 169 3. . . 9 and 10 . 24 V DC Uninterruptible Power Supply (UPS) . . .5. .3. . . . . . . . . . . . Shore Connection Panels PORT and STBD . . . . . 190 6. .4. . . . . 172 4. . . . . . . .6. . . . . . 170 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . 181 4. . .4. . . . Synchroscope . . 203 6. . . . . . . . . . . . . . . . . . . . . . 3. . . . . . .4. . . . . . . . . . . . . . . Circuit Breakers . . . . . . . General Description . . . Instruments and Indicators of LC Panels: 240 V 60 Hz . . . . . . . . . . . . . . . . . .4. . 2.2. . . . . . . . . .7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 4. . 201 6. . . . . . . . . . Major Components . . . . . 203 6. . 207 6. . 170 3. .3. . . . . 189 5. . . . . 209 6. . . . . . . . . . . . . . . . . . .3. . 174 4. . . . . Group Switchboards (not modeled) . . . . . . . . . . . . . . . . 191 6. . . . . . . . . Generator . . . . . . .3. . . .6. . . . . . . . . . . . . . . . . . . . . . . . . Power Generation Control in the Simulator . . Shore Connection . . . 175 4. .4. . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . Load Centres . . Modes of Operation . Components Description . . . . . .2. . .11. . . . . . . . . . . . . . . . . . . . Levels of Control . . . . . . . . . . . . . . . . . 186 5.2. 165 2. Bus Coupler Circuit Breaker . . . . . LC: Main Panel Structure . . 177 4. .1. . . Faults. .2. . . . . . . . . . . . . . . . . . . . . .4. . . . . . . . . . . . . 178 4.8. . . . . . . . . LC 4G2 . . . . . . . . . . . . . . . . . . . . . . . . . Bus Tie Circuit Breaker . . . . . 200 6. . .2. . . . . .10. III) . . . .3. . .3. . . . 192 6. . . . . . . . . . . . . . 213 163 . . . . . . . . . . . . . . . . . . . and 4 from the MSB Sections . . . . . . . . . . . . 175 4. . . Major Functions . . . . . . . . . . . . . . . . Vital and Non-vital Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9. . . . . . . . . 192 6. . . . . . . . . . . . . .4. . FWD MSB Panels 4 and 8 . . . . LC 3L (I II) .1. . . . . Abbreviations . . . . .3. . . . . . . . . . . 186 5. . . . . . . . . . . 187 5. . . . . . . . . . . . . . . . LC 3J . . . . 199 6. . . . . . . . . . Introduced by the Instructor . . . . . .3. . . . . . . . . . . . . .4.6. . . . . . . . . . 190 5. . . . . . . . . . . . . . . . . . . Diesel Local Control Station (LCS Panel) . . . 183 4. . . . . . . . . . . . . . . . . . .4. . . 203 6. Faults. . . . Operation Instructions for Testing Cables . . . . .3. 180 4. . .1. . . . . . . . . . . . . . . . .3. . . . . . Power Distribution . . . . . . . 202 6. . . . Instruments and Indicators of LC Panels: 115 V 400 Hz . 208 6. . . . . .4. . . . . . . AFT MSB Panels 2. . Functional Arrangement . . .4. . . . . . .4. 166 2. . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . . .1.4. . . . . . . . . . . . . . . . . . . Converter Switchboards . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 5. 175 4. . . . . . . . . . . . 191 6. . . . 202 6. . . . 166 3. . . . . . . . . . . . . General Description .1. 205 6.1. 189 5. . Shore Cable Testing . . .1. . . .3. 2. . . . . .1. . . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . Faults. . . . . . . . . . . . . . . . . System Alarms . . . .4. . . . . . . . . .1. . . . . . . . . .

General Operation . . . . . . Trainee Manual Chapter 4. . . . . . . . .7. Fan Group Switchboards . . . . .T. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start Up in NORMAL or ALTERNATE FEEDING Mode . Basic Operation from Cold Start . 400 Hz Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231 8. 234 8. . .1. . . . . . . . . . . . . . . . . . . . 240 V. 237 9. . . . . . . . . . .2. . . Monitoring of Operation . . . . . . . . . . . . . . . . II) . . . . . . . . . . . 237 9. . . .2. . . . . . . . . . . . . . . . . . 238 9. . . 233 8. . . . . . .4. . . . . . . . . . . . . . 237 9. Manual Switching Between Supply Modes . . . . . . . . . . . . . . Starting of the First SSDE . . . . . 223 6. . . . . 237 9. . .1. . . . . . .2.1. . . . . . Load Sharing Between SSDGs in Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . . .8. . . . . . . . . . . . . 115 V. . . . . . . . Switch Positions Prior to Start-Up . . . . 234 8. . . . . Switching Between Supply Modes . . . . . . . . . . . . . . . . SSDG Shutdown . . . . . . . . . . .4. . . .1. . . . . . . . . . . . Operation Monitoring . . . . . . . . Change-Over from Switchboard Supply or Shore Supply to SSDG Supply . . . . . . . . .6. . .21. . . . 60 Hz Supply . . . . . Connecting the Consumers in Single SSDG Operation . . . . . . . . . . . . . . . . . FG Switchboard 3J . . . . . . . . . . Fan Group SWBD Arrangement . .4. . . . . . . . . . . . . . . . 60 Hz C.3. . . .3. . . .  Chapter 4. . . . . . . . 237 9. . . . . . . . . . . . . . . . . . .19. . . . . . .2. . . .4. . . . . . . . 229 8. .5. . .2. . . . . . . . . . . . . . . . . . Load Centres Operation Instructions . . . . . . . . . . . . . . . . . Starting of the Second SSDE . .4. . . . . . . . . . . . LC 01F (II) & 2E (II) . . . . . . . . . . FG Switchboard 3G . . 234 8. . . . . . . . .2. . . . . . . . Monitoring and Shutdown . . . .4. . . . 237 9. . . . . . . . . . . . . .ANZAC Ship Model. . . . . . . . . Electrical Power Plant. . . . . . . . . . . . . . . . . . . .22. .3. . . . . . . . . . . . . . . . . . . 218 6. .9. . Fan Group SWBD: Common Controls . . with Power Supplied to MSB AFT Only . . . . . .2. . . . . . . . .3. . . . . . . . . .1. . . . . . . . . . . . 234 8. . . . . . . . . . 60 Hz Supply . . . . . . . . . . . . . . . .7. . . . . . . . . . . . . . .3. . . . 232 8. . . . . . . . . . . .3. . . Start Up. . . . . . . . . . . . . . 233 8. . . . . . . .6. 227 7. . . . . . . Recommendation for Power Supply Change-Over . . . . . . . . . . . . . Monitoring and Shutdown 440 V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8. . . . . . . . . . Monitoring of Operation . 238 9. . . . . . . Recommendation for Emergency Operation . . . . . . . .3. . . .5. . . . . . . . . . . 227 7. . . . . . . . . 233 8. . . . . . . . . . . . . . .5. Pre-operating Procedures SSDE/LOP . . . . . .5. . . .5. . . 233 8. . . . . . . . . . . . .5. . . . . Supply of MSB FWD from MSB AFT via BUS TIE . . 235 8.2. . . . . . . . . . . . . . . . . . . . . . . Parallel Connection of MSB FWD and MSB AFT . .7.2. . . . . . . . . . . .3. . . . . .6. . . . . . . . . . . . Paralleling from MSB AFT . . . . . . . .9.3. . . . .5. . . . . . . . . . . . . . . . . .7. .6. . . . .5. . . . . . . . . . . . . . . . . . . . . . . . FG Switchboard 2D . .2.2. . . 234 8. . . . . . . . . . . . . . . .2. . . Shutdown from AUTOMATIC Mode . . . . . .7. . . . . . . . FG Switchboard 3K . 238 9. . . 227 7. . . . . . . . . . . . . . . .1. . . Return to Basic Operation from Parallel Connection of MSBs . . .2. . . . . . . . . . . . . . . . . . 221 6. . . . . . . . . . . . . . . . . .2. . .5. . . . . . . . Electrical Power Plant  6. . . . . . . . . . .6. .1. . . . . . 215 6. . . . . . . . . . . . . . . . . . . .4.6. . . . . Supply of MSB AFT from MSB FWD via BUS TIE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3. . . . . .8. . . . .7. Start Up. . . . .2. . . . . . . . . . . . Supply to Shore Connection or Ship Alongside . . . . . . Start Up in Automatic Mode . . . . . . . . . . . . . 226 7. . . . . Start-Up . . . . . . .2. . . . . . . . 235 8. . . 233 8.5. . 216 6. . . . . . 229 8.2. . . . . . . . . 231 8. .4. . . . . . . . . Power Generation Operation Instructions . . . . . .2. . . . . . . .1. . . . . . . . . . . . Supply from Shore Connection . . . . . . Load Shedding Reset at LC .3. . . . . .6. . II) . . . . . . . . . . . . .3. . . LC 3E (I. . . . . . . . . . . . . . . . . . . . . . . . . 115 V. . . . . . . . . . . . . .3. . . . . .1. . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation of SSDG from the LCS in ‘Manual’ Mode . FG Switchboard 2F1 & 2F2 . . . . . . 235 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. . . Start-Up with Power Supplied to MSB FWD and MSB AFT . . . 237 9. . . . . . . . . . . . . . . . . . . . . . . .5. . . . . . . . 231 8. . . .2. . . . . 228 8. Operation Modes . . . 229 8. . . . . . . . . 230 8. . .8. . . .E. . . Start-Up. . . . . . . . . . . . . . . . . 229 8. . . . . . . . 218 6. 60 Hz Supply . . . . . . Change-Over from SSDG Supply to Supply from Other Switchboard or from Shore . 115 V. . . . . . . . . . . . . . MSB Operation Instructions . . .2.5. . . . . . LC 3F (I. . . . . . . . 222 6. . . . Shutdown in NORMAL or ALTERNATE FEEDING Mode . . . . 400 Hz Supply . . . . . . . . . . . . . . . . . LC 01F (I) . . . . SSDG Shutdown . . . . . . . . . . 239 9. . . . . . . . . . Pre-operating Procedures LCS . . . . . . . . General Operation . . . . . .5. . . . . .3. . . . . . . Power Supply Shutdown . Connecting the Consumers in Dual SSDG Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 6. . . . Paralleling from MSB FWD . . . . 440 V. . . . . . 235 8. 238 9. .5. . . . . . . . . . . 224 6. 232 8. . . . 218 6. . . . . . . . . . . .2. .3.1. . . . . . . . . . . . . 24 V DC Supply . . . . . 227 7. . .3. . . . . . . . 229 8. . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . .2. . . . . . .2. . . . . . . . . .8. . . . . . . . . . . . 238 9. . .4. . . . . . . .1. . . . . . . 231 8. . . . . . . . . 239 9. . . 214 6.6. . . . . . . . 217 6.3. . . .20. . . . . FG Switchboard 3H . . . . . . . . . 238 9. . . . . . . . . . . . . .2. . . . . . 232 8. . 235 8. . Supply .5. . . . . . . . . FG Switchboard 3M . . . . . . 230 8. . . . 236 9. . . . . . . . . . . . . .3. . . . . .2. . . .4. . . . . 239 164 . . .7. . 238 9. . . . . 225 6. . . . . . . . . .

Purpose The ship electrical power system is designed to meet the ship’s electrical power demands in standard and emergency conditions. In addition to training in practical skills. 3phase 60 Hz. • Main Switchboard FWD (SSDG1 and SSDG2. 440V.M.. Trainee Manual Chapter 4. Introduction 2. and interaction of EPP components and systems. and shutdown. Abbreviations 2. rated 1200А. • Two Static Frequency Converters convert 440 V 60 Hz to provide 440 V 400 Hz. • Monitoring of operation using variable parameters. functions. Electrical Power Plant. 60 Hz. The pages described in this chapter are opened from the bottom menu bar of the simulator Propulsion Console. and a set of displays. Bus Coupler AFT. 1 165 . The voltage. 440V. the simulator allows the user to learn the basic principles of the structure. Bus Tie FWD). The Ship Electrical Power System simulator module is designed for training the Engine Room watch personnel of ANZAC Frigate in skills of proper operating the ship’s Electrical Power Plant. which simulate controlling/monitoring options of the Local Control Stations on Main Switchboards and at Local Operating Panels. Parameters and performance of the simulated mechanisms and systems correspond to the real ones. The general layout of Electrical System is presented on the block diagram (Fig. 812 kVA). 1040 A. 650 kW/1800 R. start-up.P. including: The EPP simulator module is based on the Electrical Power System of ANZAC frigate that contains: BCCB BTCB C+M CB EPCC EPP FG GCB GT LC LCS LOP MCR MSB PDE SFC SG SSCB SSDE SSDG SSDGCB Bus Coupler Circuit Breaker Bus Tie Circuit Breaker Control & Monitoring System Circuit Breaker Electrical Plant Control Console Electrical Power Plant Fan Group Generator Circuit Breaker Gas Turbine Load Centre Local Control Station Local Operating Post Machinery Control Room Main Switchboard Propulsion Diesel Engine Static Frequency Converter Steering Gear Shore Supply Circuit Breaker Ship Service Diesel Engine Ship Service Diesel Generator Generator Circuit Breaker • Preparation of equipment/systems for their operation. 3 Phase. • Troubleshooting.2. Shore Connection FWD PORT and Shore Connection FWD STBD.ANZAC Ship Model. • Four Diesel Generators (Diesel Engine MTU 8V 396 TE 54. Bus Coupler FWD. 3phase 60 Hz. 1): 2. Introduction Purpose 1. Plant Specification The following abbreviations will be used in this chapter. Fig. Shore Connection AFT Port. This is a EPP simulation of the ANZAC frigate powered by two fourstroke medium speed non-reversible Propulsion Diesel Engines with turbo-supercharging and Controllable Pitch Propeller. • Main Switchboard AFT (SSDG3 and SSDG4. rated 1200А. The simulator module architecture comprises a set a displays for monitoring and control of the EPP using the Electrical Plant Control Console of the Control and Monitoring system from the MCR. Bus Tie AFT). load and distribution of the consumers by Main Switchboards and Load Centres are modeled according to the specification of the ANZAC frigate Electrical Power System. The simulator composition corresponds to EPP standard setup.1. Generator Siemens Type 1FR6 454-4SK85-Z brushless synchronous generator 440 V.

2 Control Modes General Diagram • 400 Hz Converter. • Remote operation by MSB Sections. when the need arises the control of the Ship Service Diesel Generators can also be carried out at the Local Control Stations of the MSB. • The selection of control level (see above).2. Under these conditions Control and Monitoring of the electrical system is supervised from the Electrical Plant Control Console.2. 166 . • MANUAL – SSDGCB can be closed using Electrical ON” and “CB OFF buttons.2. • Load sharing. • Shore Connection Circuit Breaker ON/OFF. SSDE is not running and cannot be started manually or remotely from the C+M system.2. Under normal operating conditions both Main Switch Boards are unmanned. Introduction Plant Specification 2. AFT. • Load Shedding.1. • AUTO (REMOTE) – the aggregate is automatically started at the C+M system monitor. Local Manual Operation for Diesel Engine of DG1–DG4 (to prevent any operation from either the LCS or EPCC. FWD STBD. However. • Diesel Generator START/STOP (normal or emergency). The run up is automatically initiated. except for Emergency Stop of the Ship Service Diesel Engine). • SEMI AUTO – the aggregate is manually started at the C+M system monitor. The run up is then automatically initiated. • Shore Connection Boxes FWD PORT.3. • SSDG Circuit Breaker ON/OFF. Modes of Operation • Bus Coupler Circuit Breaker ON/OFF. where Mode Selector Switch allows the operator to select: • OFF/RELEASE – SSDGCB cannot be closed electrically. • The selection of operation mode (see above). • Shore Connection – Reception/Delivery. • Generator parallel operation.ANZAC Ship Model. Both the BCCB and the BTCB are normally closed for all operating modes. The aggregate and Circuit Breaker (CB) are started/connected via controls in the MSB. 2. Then SSDE can only be stopped using EMCY STOP button. • Remote operation by Monitors of С+M System. and interconnect both MSB (FWD & AFT) by Bus Tie Circuit Breakers (BTCB). • Earth monitoring. The two sections of each MSB are connected with the Bus Coupler Circuit Breaker (BCCB). The CB is automatically connected. Manual stopping and starting via LOP and MSB. Major Functions • Local Operation Panels of SSDE1–SSDE4. Electrical Power Plant. • Bus Tie Circuit Breaker ON/OFF. Levels of Control 2. • Synchronizing (including synchronizing with shore source). • Power distribution (customers). Trainee Manual Chapter 4. The CB is connected by the automation via monitor after a request. Fig.

ūū Local Operating Panel. Operation and control of the SSDG. control and monitor generator outputs. Selection of operating and control modes is done by means of mode selector switches at Local Operating Panels and the MSB. with corresponding auxiliary equipment. 2. For the purpose of power generation. for power distribution. one STBD and the third AFT. Two shore connection boxes are fitted midships. Electrical Power Plant. The base skid supports the SSDG. and interconnecting the FWD and AFT MSB (bus tie BTCB). panels 5 and 7. ūū Two shore connection panels. Each SSDG is capable of providing a primary power of 440V 3 phase 60 Hz 1040 A (650 kW). panels 4 and 8. and ūū Five distribution (consumer) panels. with each group assigned to a MSB installed in the same ship section. • deliver power direct to the ship water chiller units. 9 and 10. and • export power to other ship(s) alongside (over the side supply). Two SFC’s convert the 440 V 60 Hz to supply two Converter SWBDs with 440 V 400 Hz power. • import power from a shore supply or from other ship(s) alongside. via the shore connections. The three shore connection boxes are each capable of providing 440 V 3 phase 60 Hz 1200 A. four SSDG sets have been arranged in two groups of two sets. and ūū Shipboard connection of cables to provide power to ship(s) alongside (Power Export). pipework and the acoustic enclosure. Trainee Manual Chapter 4. and ūū Base skid. respectively. General Description A block diagram (Fig. or manually. for connecting the two sections of the FWD MSB (bus coupler BCCB). ūū One bus coupler/bus tie panel. Power Generation 3. Automatic C+M is effected from the EPCC of the Machinery Control Room (MCR) desk. Power Generation General Description 3. The AFT shore connection box feeds to the AFT MSB and the PORT and STBD boxes to the FWD MSB.ANZAC Ship Model. 3. • switch power to the other switchboard. 167 . ūū MTU 8V 396 TE 54 diesel engine as prime mover. • receive. via the shore connections. Fig. one PORT. and load management. 3 Power Generation Diagram 3. respectively. panels 1. The ship electrical power generation system consists of the following major components: • distribute power direct to load centres throughout the ship. as well as. 3) of the ship power generation subsystem shows that the ship primary power requirements of 440 V 3 phase 60 Hz are obtained from either: • two power plants (forward (fwd) and aft). for SSDG 2 and SSDG 1. or • through three shore connection boxes (PORT. STBD. Major Components ūū Siemens generator 1FR6 454-4SK85-Z. and AFT). (refer Sect 2). MSB and Converter SWBD can be carried out either automatically. via a bus tie. • One Forward Main Switchboard – comprising: ūū Two Local Control Stations (LCS).1. for shore supply connections forward (FWD) PORT and STBD. utilizing the ship C+M system. its accessories. panel 6. Two MSBs contain facilities to: • start and stop the ship service diesel generators. • Four Ship Service Diesel Generator Sets – comprising: ūū Acoustic Enclosure.2. • Three Shore Supply Connection Boxes – for: ūū Shipboard connection of shore power cables (Power Import). Hollow chambers between the SSDE and the base skid mounts are cast in high damping special polymer concrete for the suppression of structure-borne noise.

The LOP is fitted with instruments for monitoring its SSDG only. Semi-automatic or Remote. Both MSB include a Bus Coupler/Bus Tie Panel. and ūū Converter SWBD 1. or to connect a SSDG feeding each MSB in parallel. containing a Ship Service Diesel Engine driving a brushless generator.3. The safety system remains effective in all operating modes. The SSDGs provide the ship primary power of 440 V 3 phase 60 Hz. panels 1 and 11. allows the operator to select one of the three operating modes: Manual. which drives the generator. using the controls in the bus coupler side of the panel. via the SST. for power distribution. The PORT and STBD shore connection boxes feed shore supply through a Shore Connection Supply Circuit Breaker (SSCB) in two shore connection panels fitted in the FWD MSB. via the C+M system. To enable changeover to shore power without blacking out. In Semi-automatic mode. • Control and Monitoring System – comprising: ūū Four Substations (SST). Both MSB have two LCS panels fitted. or to parallel with another SSDG. via a generator circuit breaker.1. the SSDG are capable of running in parallel with shore power for short periods. • A Bus Tie Circuit Breaker permits the interconnection of both MSB. Semi-automatic or Remote. Each LCS has a mode control switch fitted which allows the operator to select one of three operating modes: Manual. is used. diesel engine. Diesel Engine Protection The SSDE safety system does not depend on other monitoring systems. Manual control from each MSB is available in the case of the failure of the C+M system. It monitors the essential operating criteria. Each panel has the necessary controls to either directly feed one MSB from the other. mounted on a common base skid. ūū Seawater temperature – 32 ºC. or continuously in parallel. • Two Power Conversion Units – comprising: ūū Static frequency converters. one for each SSDG. ūū Five distribution (consumer) panels. 3. ūū One bus coupler/bus tie panel.2. connect the SSDG output to the bus bars. In the Remote mode. whereas the AFT shore connection box feeds the shore supply through a SSCB in the shore connection panel in the AFT MSB. for connecting the two sections of the AFT MSB (bus coupler BCCB). ūū Barometric pressure – 100 kPa. Ship Service Diesel Engine The MTU model 8V 396 TE 54. controls in the LCS allow starting and stopping of the SSDG. and also operation of the GCB to either. Functional Arrangement The ship electrical power generation system has been designed for complete automatic operation from the EPCC. and ūū Two 24V DC conversion and supply panels. The BCCB can be either operated in the Manual mode. Electrical Power Plant. all operations of the SSDG and GCB are controlled from the C+M system. and interconnecting the FWD and AFT MSB (bus tie BTCB). but do provide command input signals to the C+M system. stopping and speed control.4. 168 .ANZAC Ship Model. 3. panel 6. panels 5 and 8 for SSDG 3 and 4 respectively. The panel has two circuit breakers fitted and two sets of controls: • The two sections of each MSB are connected by a Bus Coupler Circuit Breaker. one for each SSDG. The switches on the LCS do not provide direct control. as no paralleling devices are fitted. and are capable of being run individually. The control of the shore supply from the shore connection panels in both MSB is in the Manual mode only. Paralleling of the two MSB sections cannot be carried out by closing the BCCB. 4. An LOP fitted to the acoustic enclosure.4. • Reference conditions: ūū Air intake conditions – 45 ºC. Switches allow for the operation of the BTCB from either MSB. or Remote mode for operation from the C+M system. ūū One shore connection panel. ūū Overload capability for transient load response – 10%. The SSDE are provided with the facilities for either manual or remote starting. is capable of the following: • Engine power: ūū Continuous power – 690 kW @ 1800 rpm. Facilities for overspeed testing are fitted in the LOP. 3. A typical Ship Service Diesel Generator Module is an acoustic enclosure. Components Description 3. 9 and 10. Power Generation Functional Arrangement • One AFT Main Switchboard – comprising: ūū Two local control stations. and ūū One Electrical Plant Control Console. In Manual mode. panel 7 for shore supply connection aft. A mode selector switch fitted. Trainee Manual Chapter 4. all functions of the SSDG are carried out by the C+M system. Each MSB has two sections with an SSDG feeding into a LCS. to start and stop the SSDE. and initiates an emergency engine stop in the event of dangerous operating conditions arising. Insulation monitors fitted in the bus coupler section continuously monitor the insulation in both PORT and STBD bus bars of the MSB. panels 2. in the ‘Manual’ mode.

drive and non-drive end in Generator bearing housing over 105 degrees. etc. The exciter rotor winding feeds the direct current to the main machine field rotor winding. • indicators. incorporated to prevent overheating. and capable of producing a primary power output of 440 V 3 ph 60 Hz 1040 A. ūū the MSB.3. as well as ūū on the monitors of the C+M system. In case of critical operating conditions. • the engine stops. self-regulating type. which includes: ūū generator rotor. Mechanical sensors monitor the following: • Leak detector right (left) side in cooling heat exchanger. • open the combustion air flap manually and lock in position. • to reset the safety system manually by pressing the Reset Safety System switch on the LOP.4. Note: resetting is only possible when no Emergency-Stop criterion is present. Note: no automatic stop or disconnection is carried out. and closes. Generator Protection Generator has monitoring equipment – the mechanical monitoring sensors fitted to the generator. • Winding temperature increase (and reserve) in Generator stator windings over 170 degrees. one in each acoustic enclosure. Shore Connection Shore connection panels are fitted in the MSB-s. • the engine is again Ready for Start. as well as. An excitation control circuit (designed for load dependant excitation). and ūū Shutdown Air Flaps Closed (controlled by a limit switch at the flap) illuminates. or to control the delivered power.2. fitted on the timing end of the engine. The generator comprises: • main machine.). voltmeters. A Safety System ON light illuminates when the system is operating. the safety system causes the engine governor to be set to Stop position. ūū generator stator. • fuel and combustion-air supply are cut off. The generators have a closed-circuit seawater cooling system. MCR If an emergency-stop criterion is met. The rotor winding and excitation current develop the generator’s required magnetomotive force (MMF). • Bearing temperature. constant voltage. a thyristor voltage regulator and a three-phase active-value detection module are combined in a ‘Thyripart excitation system’. The safety system need not be ‘ON’ in order for the engine to be operated.4. they are constructed from steel sheets on an aluminum frame with shock absorbers. which issues a warning signal. The shutting-down criteria is also passed to the C+M system via separate transducers. Each shore connection panel contains the necessary switchgear and instruments to control and operate the power received from ashore. • switches for mode selectors. ūū the MCR. Generator Four Siemens type 1FR6 454-4SK85-Z brushless. Power Generation Components Description Operating criteria monitored by the SSDE safety system: Operation Engine Speed Lube Oil Fresh Cooling Water Push-button Input Monitored parameter (emergency-stop criteria) High Speed Low Pressure High Temperature Manual Emergency Stop from LOP. • exciter. Each shore connection panel contains: • indicating and measuring instruments (ammeters. synchronous generators are fitted. 169 . All electrical equipment is mounted within the box. The air to be cooled flows over a finned tube heat exchanger and transfers the heat to the cooling water flowing through the tubes. the transducers trigger a warning signal. Electrical Power Plant. and • LOP indicator lights: ūū Safety System Emergency Stop (controlled by the Safety System) illuminates. • Cooling air circuit temperature in Generator cooler housing over 95 degrees. in the door. The sea water is provided by the SSDE seawater pump. At the same time: • the combustion air flap is unlocked. • a shore connection circuit breaker. Each generator is a self-exciting. • the message Emergency Stop is displayed by indicator lights fitted in the Emergency Stop switches on: ūū the LCS. Trainee Manual Chapter 4. The shore connection boxes are mounted on the deck. 3. Necessary actions have to be taken manually by the operator. MSB.ANZAC Ship Model. 3. allowing the operator to take the necessary actions before an ‘Emergency Stop’ is triggered by the safety system. All mechanical monitoring criteria for the generator are indicated by the C+M system. via a rotating three phase bridge connected rectifier set.

The three phases of the 440 V 400 Hz supply from the converter are monitored by an over-voltage relay. 60 kVA secondary power. or together. overcurrent trip with locking device to prevent reconnection. SFC Protection The internal protection devices fitted to the SFCs are: • Short Circuit Protective Relay. under-voltage trip active.3 phase connectors. containing: ūū a magnetic. 170 . if the interlock has not been closed after the connection of cables to the shore connection box. Interlocks have been fitted to the door. Each SFC is provided with input power as follows: • SFC 1 is fed through the Converter switchboard 1 from the three phase voltage supply of Load Centre 3F (I). time-delayed. a ‘CONVERTER UNDER-VOLTAGE’ signal is passed to the programmable controller. Circuit Breakers The circuit breakers used throughout the main power circuits. generator. • a manual operating handle. the SCCB in the MSB will open. and one PORT box AFT. If the voltage of one. and 3. or more phase falls below the predetermined switching value. If for any reason. a ‘CONVERTER OVERVOLTAGE’ signal is passed to the programmable controller. • Under-voltage Measuring Relay. bus tie. Trainee Manual Chapter 4. • In the parallel configuration both SFC are connected to either or both converter switchboards dependant upon the section of the parallel mode switch. • SFC 2 is fed through the Converter switchboard 2 from the three phase voltage supply of Load Centre 3J (I). the supply connector is de-energized. any of the four interlocks are opened whilst power is available to the shore connection box. • indicator lights to indicate the phase between the connections is not identical. instantaneous. or more phase exceeds a pre-determined switching value. • an under-voltage trip. • three manually operated circuit breakers. Electrical Power Plant. 2. Upon tripping. • a motor-operated. Both the feeder from the static frequency changer and the load feeders are monitored by three short circuit protective relays. • Over voltage Measuring Relay. CB in the OFF position. bus coupler. The three phases of the 440 V 400 Hz supply from the converter are monitored by an under-voltage relay.ANZAC Ship Model. g. 3.. Static Frequency Converter The two SFC fitted convert the ship primary power of 440 V 3 ph 60 Hz to 440 V 3 ph 400 Hz. • a mechanical lockout and/or indicator and Reset button. • three phase sequence indicators. • Overload Relay. time-delayed. • an Electrical ON switch. Figure below (Fig. the load feeders are monitored by an overload relay. Power Generation Components Description There are three shore connection boxes: two boxes FWD PORT & STBD. Upon reaching a preset current value. Each box is controlled by its section comprising: • three 400 A . If the voltage of one. Similarly. short-circuit trip with locking device to prevent reconnection. Interlocks are not implemented in the simulator. the relay causes a delayed cut-off of the load feeder. in either of the following modes: • Power Delivery – where boxes can be operated at the same time to provide power to ship(s) or boats alongside. The number of shore connection boxes required for either mode. a fault signal is passed to the C+M system.4. shore connection and consumers. • a stored energy status indicator. 4) shows the picture and diagram of the CB front. spring storage mechanism charged. Each CB comprises: • contact position indicator. the SCCB cannot be closed.4.5. is dependant on the power requirements and the available shore power.4. stored energy. 3. At the same time. closing mechanism. • mechanical OFF and ON switches. • indicator lights to indicate the availability of the shore power. are model series 3WN. e. and a fault signal is passed to the C+M system. • Power Reception – where boxes can be operated at the same time provided the shore supplies are from: ūū a common source. ūū a magnetic. Additionally. The shore connection boxes can be operated individually. short-circuit trip with locking device to prevent reconnection. A state of readiness to close exists when the CB fulfils the following conditions: 1. or ūū several synchronized sources. ūū a thermal. • a solid state release.

(the feature is not implemented in the simulator). To operate the CB the spring for the stored energy operating spring mechanism must be charged. Electrical Power Plant. It is mechanically linked to the under-voltage trip.ANZAC Ship Model. It is mechanically linked to the closing solenoid. • instantaneous electromagnetic short circuit trip with reclosing lockout. whereas a black symbol means the spring is charged. the button will be switched to the OFF position and will lockout the CB. closing solenoid is energized. Closing Mechanism. The circuit for the motor is through contact and rectifier. If the CB has been tripped by one of the safety mechanisms. 2 or 3 secs. When the spring is charged. • The Under-voltage Trip is used for: ūū remote tripping. • The Mechanical OFF Switch is mounted on the front panel of the CB. • thermally delayed overcurrent trip with lockout. To facilitate closing. 4 Functionality of the components are: • Contact Position Indicator visually indicates the position of the CB main contacts. releasing the spring to close the CB. If a fault occurs with the spring mechanism motor drive. A delayed under-voltage trip can be used. A time delay device (in the LCS) is separately mounted from the CB and the time lag can be adjusted to 1. • time delayed electromagnetic short circuit trip with reclosing lockout. When the Mechanical OFF switch is pressed the under-voltage trip is de-energized and the CB will open. A white symbol means the spring is not charged. Fig. or • power failures of the CB. thereby resetting the CB safety mechanisms. thereby releasing the spring to close the CB. When the switch is pressed solenoid will close. • Mechanical Lockout and/or Indicator and Reset Button. contacts will open to stop the motor. the spring mechanism must be charged by pumping the manual operating handle until the stored energy status indicator shows the mechanism is ready for operation. in response to: • brief voltage dips lower than the 70% of the rated control voltage. if the spring mechanism is charged. The under-voltage trip releases at a voltage less than 70% of the rated control voltage. Stored Energy. To return to normal operation the button has to be reset to the ON position. Note: a series-connected delaying device (fitted in the LCS). 171 . Power Generation Components Description • Motor Operated. whereupon the CB is instantaneously opened. • Stored Energy Status Indicator shows the status of the spring mechanism. • The Mechanical ON switch is mounted on the front panel of the CB. contacts in series with the closing solenoid close. The CB can only be closed when the under-voltage trip is energized. The delay time has been set to 1 second. ūū interlock of the CB. At the same time. The indicator is operated directly and mechanically from the main contact operating shaft. • Mechanical Operating Handle. to prevent the CB from being opened. Both processes send a storage state signal to the C+M system. prevents instantaneous opening of the CB in the case of voltage dips up to 75% of the rated voltage. Trainee Manual Chapter 4. • Electrical ON Switch is mounted on the front panel of the CB. Circuit Breaker Protection The inbuilt protective devices for the CB-s are as follows: • under-voltage trip coil. When the switch is pressed. ūū voltage monitoring. The Reset button is mounted on the front of the CB. the CB cannot be closed until the spring mechanism is charged. This is done electrically using the motor drive.

LED UGEN TOO LOW will be lit. The circle represents a degree scale from 0–360 degrees with zero degree at the 12 o’clock position. The position of the lit red LED indicates the phase difference between UGEN and UBUSBAR. The rotation of the red LED circle indicates the frequency difference. If both the UGEN TOO LOW and UGEN TOO HIGH LEDs are lit simultaneously.4. plus compares the phase angle relationship. 5 The unit measures the busbar (UBUSBAR) and generator (UGEN) voltages and frequencies and compares these. If the frequency difference between UGEN and UBUSBAR is higher than 3Hz.. step or ∞ If the voltage difference between UGEN and UBUSBAR is outside the preset ∆U range. the larger the frequency difference is. If the ∆φ window is set symmetrically. Power Generation Components Description 3. If the voltage on UGEN is lower than UBUSBAR. Normal synchronizing The unit automatically calculates the synchronizing parameters to check if there is the required space for the synchronizing signal inside the preset phase window.. 172 .. when no busbar voltage is present (i. When activated.. one of the two red LEDs will be lit and the SYNC relay cannot be activated.ANZAC Ship Model.e. The faster the rotation. These calculations compare the frequency difference with TR and the size of the phase window. Trainee Manual Chapter 4. Synchroscope Operation Dead-bus function Synchroscope type CSQ-3 (refer to Fig. the dead-bus function enables the SYNC relay to be activated. the SYNC relay will be activated. When the phase angle between UGEN and UBUSBAR is within the preset ∆φ phase window.6. in 0. the rotation of the LED circle stops. 5) is a microprocessor based synchronizing unit. both under-frequency synchronizing and over-frequency synchronizing is possible. the frequency of the UGEN is lower than UBUSBAR. during a power failure).1 sec. If the voltage on UGEN is higher than UBUSBAR.10% in 1% step 0. One rotation per second equals 1 Hz difference. Fig. With 36 LED-s the resolution on the reading is 10 degrees. It can be used in any kind of installation where manual or semiautomatic synchronizing is required. it indicates an overvoltage error at the input. When the generator voltage is within 80% of nominal level and the busbar voltage is under the preset busbar offset level. Electrical Power Plant. the frequency of the UGEN is higher than UBUSBAR. If it stops with a lit red LED at TOO FAST. LED UGEN TOO HIGH will be lit. regardless of all other parameters. Factory settings are: Setting of ∆φ – Phase difference ∆U – Voltage difference TR – Length of SYNC pulse Range ±5–20° in 1° step or ±10–40° in 2° step ±1. then the yellow LED ∆φ OK will be lit (the lower triangle indicator). If it stops with a lit red LED at TOO SLOW.1 sec. The unit is equipped with several user settings (not simulated).

Left upper panel of the display contains: • ENGINE – diesel tachometer. 6 173 . 2. and 4 from the MSB Sections). 3 and 4 from the Local Panel The prototype ship and the simulator. Power Generation Control in the Simulator 4. 2. therefore it is sufficient to give consideration to only one. SSDG is controlled as well from the MSBs and from C+M system displays depending on the selected control mode (refer to Controlling SSDG 1. 2. • SSDG 2 PORT implemented on the display DG2 LOP of the page Fsec. 6). • SSDG 4 PORT implemented on the display DG4 LOP of the page Jsec. thereafter. have the Local Operation Panels (LOP) controlling Ship Service Diesel Generators (SSDG): • SSDG 1 STBD implemented on the display DG1 LOP of the page Fsec. Trainee Manual Chapter 4. 3. namely SSDG 1 will be described below (refer to Fig. Controlling SSDG 1. 3 and 4 from the Local Panel 4. Electrical Power Plant. Fig.1. • SSDG 3 STBD implemented on the display DG3 LOP of the page Jsec.ANZAC Ship Model. • OPERATING HOURS – the counter for operating hours. All SSDG have identical LOPs. Power Generation Control in the Simulator Controlling SSDG 1. • FUEL RACK – the gauge showing the fuel rack position. • EMERGENCY STOP – the pushbutton to stop the diesel in emergency case.

ANZAC Ship Model. • FP2200 DE GEN 2 FUEL PRESS • WP2202 DE GEN 2 FW PRESS ūū LUB OIL OUT – outlet diesel lube oil temperature. • WL2500 DE GEN 1 SEA WATER LEAKAGE • FL2100 DE GEN 1 FUEL OIL LEAKAGE • SHUT DOWN AIR FLAPS CLOSED – indicator light is illuminated when the air flaps in the diesel capsule are closed. • WP2200 DE GEN 2 SW PRESS ūū COOLANT IN – inlet coolant temperature. • NX2106 DE GEN 1 EMERG STOP BY SISY • OT2100 DE GEN 1 LUBE OIL TEMP • START – pushbutton to start the diesel. Power Generation Control in the Simulator Controlling SSDG 1. • AT2304 DE GEN 3 LOP TEMP ūū CHARGE AIR – charge air pressure. • FL2200 DE GEN 2 FUEL OIL LEAKAGE ūū RAW WATER – sea water pressure. • WL2100 The right panel of the display contains the following instruments: • ET2100 DE GEN 1 EXHAUST GAS TEMP • AT2204 DE GEN 2 LOP TEMP • NA2200 DE GEN 2 AIR FLAP TEMP ENG 2 ENCLOSURE • NX2206 DE GEN 2 EMERG STOP BY SISY • OT2200 DE GEN 2 LUBE OIL TEMP • OP2200 DE GEN 2 LUBE OIL PRESS ūū FUEL OIL – fuel oil pressure. • WL2600 DE GEN 2 SEA WATER LEAKAGE ūū CHARGE AIR – charge air temperature. 3 and 4 from the Local Panel The left lower panel of the display contains: • SAFETY SYSTEM ON – pushbutton to switch on the safety system. System Alarms DE GEN 1 LOP TEMP • RESET SAFETY SYSTEM – pushbutton to acknowledge the alarm. • WL2200 • Gauges in the lower row measure: 4F DE GEN 3 COOLING WATER LEVEL • ET2300 DE GEN 3 EXHAUST GAS TEMP • AT2404 DE GEN 4 LOP TEMP • NA2400 DE GEN 4 AIR FLAP • AT6294 TEMP ENG 4 ENCLOSURE • NX2406 DE GEN 4 EMERG STOP BY SISY • OT2400 DE GEN 4 LUBE OIL TEMP • OP2400 DE GEN 4 LUBE OIL PRESS • WT2400 DE GEN 4 FW TEMP • FP2400 DE GEN 4 FUEL PRESS • WP2402 DE GEN 4 FW PRESS • WP2400 DE GEN 4 SW PRESS • WL2800 DE GEN 4 SEA WATER LEAKAGE • FL2400 DE GEN 4 FUEL OIL LEAKAGE • WL2400 • ET2400 4F 4F DE GEN 4 COOLING WATER LEVEL DE GEN 4 EXHAUST GAS TEMP 174 . Trainee Manual Chapter 4. • NA2300 DE GEN 3 AIR FLAP 4. • Gauges in the middle row measure: 4F • AT6293 TEMP ENG 3 ENCLOSURE • NX2306 DE GEN 3 EMERG STOP BY SISY • OT2300 DE GEN 3 LUBE OIL TEMP • OP2300 DE GEN 3 LUBE OIL PRESS • WT2300 DE GEN 3 FW TEMP • FP2300 DE GEN 3 FUEL PRESS • WP2302 DE GEN 3 FW PRESS • WP2300 DE GEN 3 SW PRESS • WL2700 DE GEN 3 SEA WATER LEAKAGE • FL2300 DE GEN 3 FUEL OIL LEAKAGE • WL2300 DE GEN 1 COOLING WATER LEVEL • AT6292 • Gauges in the upper row measure: DE GEN 2 COOLING WATER LEVEL ūū LUB. STOP – indicator light is illuminated when the diesel is tripped. • ET2200 DE GEN 2 EXHAUST GAS TEMP ūū COOLANT – coolant pressure. EMERG. Electrical Power Plant. • LOCAL CONTROL – pushbutton to switch diesel engine local control mode (from LOP). • NA2100 DE GEN 1 AIR FLAP • AT6291 TEMP ENG 1 ENCLOSURE • TEST OVERSPEED – pushbutton to test the function of diesel shutdown in over-speed circumstances. • READY FOR START – pushbutton is illuminated when the diesel is ready for start. • WP2100 DE GEN 1 SW PRESS • FP2100 DE GEN 1 FUEL PRESS • SAFETY SYST. – indicator light is illuminated when the LOP is over heated.1. • WT2100 DE GEN 1 FW TEMP • LAMP TEST – pushbutton is not implemented. occurring after safety system activation. • AT2104 • LOP OVERTEMP. OIL – diesel lube oil pressure. • WT2200 DE GEN 2 FW TEMP ūū CAPSULE – capsule temperature. • WP2102 DE GEN 1 FW PRESS • ENGINE IS RUNNING – indicator light is illuminated when the diesel is operational. • OP2100 DE GEN 1 LUBE OIL PRESS • STOP – pushbutton to stop the diesel.1. 2.

1. ūū bright flashing lights – frequencies different. therefore it is sufficient to give consideration to only one. the display is opened from the menu item SSDG1 Shore1 of Fsec page). Controlling SSDG 1. Two upper rows contain the monitors and switches: • DG 1 (2–4) Fuel Leakage. 7 175 . voltage between different phases can be selected using SELECTOR SWITCH FOR VOLTMETER. • SSDG 2 PORT (in PANEL 4. the display is opened from the menu item SSDG3 of Jsec page). Each SSDG section comprises the Generator Control Panel and Local Control Station to control the diesel engine. and 4 from the MSB Sections • SELECTOR SWITCH FOR VOLTMETER – is a three-position voltmeter phase switch to select between phases L1–L2/L2–L3/L1–L3. 3.2. thereafter. ūū bright steady lights – frequencies identical. Power Generation Control in the Simulator Controlling SSDG 1. controls and the generator circuit breaker GCB. the display is opened from the menu item SSDG2 Shore2 of Fsec page).1. the display is opened from the menu item SSDG4 Shore3 of Jsec page). different phase currents can be selected using SELECTOR SWITCH FOR AMMETER. Fig. Faults. have the SSDG sections on the MSB to control the diesel-generators: • Double frequency meter (Hz/Hz) measures the frequencies of phases L1 and L2 at the generator side as well as the bus bar side of SSDGCB. 7) contains the monitors. Introduced by the Instructor • DG 1 (2–4) Seawater Leakage. • SYNCHRONISM INDICATORS – two indicator lights working in the following modes: • SSDG 3 STBD (in PANEL 5. phases different. ūū slight glowing lights (synchronized or no synchronization necessary) – frequencies identical. The prototype ship and the simulator. Trainee Manual Chapter 4. • SELECTOR SWITCH FOR AMMETER – is a three-position ammeter switch to select between phases L1/L2/L3. • Voltmeter (V) measures the output voltage of SSDG. All SSDG sections are identical. 7). Generator Control Panel Ship Generator Control Panel (refer to Fig.2. namely SSDG 1 is described below (refer to Fig. 3. Electrical Power Plant. 2.2. phases identical or SSDG power present but no shore supply or shore power present but bus bars without potential. 4. and 4 from the MSB Sections 4. • SSDG 4 PORT (in PANEL 8. • SSDG 1 STBD (in PANEL 8. • DG 1 (2–4) Fresh Water Leakage. 2. • Ammeter (kA) measures the output current of SSDG. 4.ANZAC Ship Model.

1 CB ON – an illuminated pushbutton to close the SSDGCB in MAN mode. 3 and 4 from the Local Panel ). VOLTAGE REGULATION SELECTOR SWITCH – a twoposition SHORE–SHIP selector switch to enable GEN. ūū 0 – no adjustment. • Power Factor Meter (cos j) – measures the power factor of the distribution network and is connected to the generator side of SSDGCB. • CB FAILURE – indicator is not implemented. Automatic controls have no influence in MAN mode. SSDGCB is an automatic circuit breaker (refer to Circuit Breakers) having the following characteristics. ūū Diesel speed can be changed using two-way control switch MANUAL SPEED REGULATION from the bus tie section of MSB FWD. • Instantaneous short circuit trip: 20 kA. ūū SHIP – voltage adjuster is switched off. at panel 6 on the display opened from the menu item Fwd Coupler & Tie of the page Fsec (refer to FWD MSB Panel 6: Bus Tie & Bus Coupler). If the LOP is faulty or blocked the following manual actions are not possible: – Starting SSDE using pushbutton START. 3. SSDE is not running and cannot be started manually or remotely from the C+M system. DIESEL GEN 1 ALARM START. Operation of pushbutton will only provide CIRCUIT BREAKER ON command signal to the С + M system. ūū REM – in this mode SSDE and SSDGCB are exclusively controlled from С+M system.1 CB ON are not providing direct control but provide command input signals to the С+M system. Power Generation Control in the Simulator Controlling SSDG 1. ūū MAN – in this mode SSDGCB can be closed using pushbutton ELECTRICAL ON (located in the CB) and opened using pushbutton GEN. • GEN. VOLTAGE REGULATION ADJUSTER – a trim pot used in MAN control mode to synchronize the SSDG output voltage with the shore supply voltage. 2. ūū SEMI AUTO – in this mode SSDE and SSDGCB are controlled entirely from the С+M system. Manual stopping and starting of SSDE is via the LOP (refer to Controlling SSDG 1. • Rated voltage: UR = 440 V at 60 Hz. Returning to this switch position when SSDE is running will remove the automatic control for SSDE. • Time delayed short circuit trip: 3750 A. • GEN. • SUBSTATION AGE 1 OPERATING – indicator is illuminated when substation AGE is operating. 2. • MODE SELECTOR SWITCH – a four-position OFF–MAN–SEMI AUTO–REM mode selector switch to choose the control mode (the functions of this switch are only effective if the control mode External Control is selected at SSDG LOP). Electrical Power Plant. panel 6 (refer to FWD MSB Panel 6: Bus Tie & Bus Coupler. and pushbuttons GEN. A running SSDE can then only be stopped using pushbutton EMERGENCY STOP on the MSB or at the MCR. ūū Speed of SSDE can be controlled using the two way control switch (spring returns to centre) FREQ. – Stopping SSDE using pushbutton EMERGENCY STOP at LOP or pushbutton EMERGENCY STOP at MGR. and 4 from the MSB Sections The controls and indicators on the panel below are represented by: • Wattmeter (MW) – measures the output power of SSDG and is connected to the generator side of SSDGCB . • Number of phases: 3. Red indicator light will come on indicating that the SSDGCB has been tripped due to overload or short circuit. VLOTAGE REGULATION ADJUSTER to synchronize the SSDG output voltage with the shore supply voltage: ūū SHORE – voltage adjuster is enabled. ūū LOW – decrease the frequency. 176 . Green indicator light comes on when SSDGCB is closed. substation AGE.1 CB OFF/ TRIPPED and GEN. Pushbuttons on LCS Panel (see below) DIESEL GEN 1 START/RUNNING. DIESEL GEN 1 STOP/STOPPED. • GEN. substation AGE. substation AGE. REGULATION VOLTMETER (see above) as well as control switch MANUAL SPEED REGULATION.1 CB OFF/TRIPPED – an illuminated pushbutton to open the SSDGCB. REGULATION – a two way switch to adjust the generator frequency in MAN operating mode by choosing: ūū HIGH – increase the frequency. • FREQ. – Stopping SSDE using pushbutton STOP.1 CB OFF/TRIPPED (see below). • GENERATOR 1 ALIVE – indicator is illuminated when generator voltage is available. at that the illumination goes off. The pushbutton is only effective in MAN control mode. ūū OFF – in this mode SSDGCB cannot be closed electrically. substation AGE. • AGE 1 – SSDGCB with its front panel controls. The only effective manual controls are EMERGENCY STOP pushbuttons at the LCS Panel (see below) and at the MCR. 500 msec.ANZAC Ship Model. which controls the speed of SSDE 1 and 2 simultaneously. • Rated power: PR = 650 kW. • Rated current: IR = 1040 A. closing of the SSDGCB is possible only after the alarm cause has been removed and the red RESET pushbutton on CB front panel pressed. • GEN. Trainee Manual Chapter 4. • DIESEL STANDSTILL HEATING ON – indicator is illuminated when the diesel heater is on. Speed control and emergency stop of SSDE are still possible manually in the same way as outlined under MAN mode.

2 IR. synchoroscope then carries out automatic synchronization and sends the close command to the SSDGCB.08 PR. • DIESEL GEN 1 ALARM START – an illuminated pushbutton to start the SSDG in alarm circumstances (see the operation description in various control modes under Generator Control Panel ). 3 sec • Instantaneous underfrequency trip: 0.1 IR. acknowledgement is only possible after the alarm cause removal. 3 sec. • 24V DC CONTROL VOLTAGE AND LOAD SHEDDING CONTROL VOLTAGE HEALTHY – indicator is illuminated when the control voltage 24 V DC is available for load shedding. ūū Rated voltage: 115 V at 60 Hz. • DIESEL BLOCKED – indicator is illuminated when the diesel is blocked. • DIESEL GEN 1 START/RUNNING – an illuminated pushbutton to start the SSDG (see operation description in various control modes under Generator Control Panel ). then all non-vital consumers are switched off after 3 sec. • LAMP TEST – a pushbutton is not implemented. start is not possible. Fig. Diesel Local Control Station (LCS Panel) On displays that are opened from the menu items SSDG1 Shore1 and SSDG2 Shore2 of the page Fsec LCS Panels (refer to Fig. • LOAD SHEDDING RESET – a pushbutton to acknowledge the load shedding alarm.ANZAC Ship Model. • DIESEL READY FOR START – indicator is illuminated when the diesel is ready for start. • Time delay under voltage trip: 0. ūū if I>1. • LOAD SHEDDING – a protected pushbutton to perform load shedding in manual control mode. Trainee Manual Chapter 4. • PUSH TO ACTIVATE SYNCHROSCOPE – an illuminated pushbutton to switch the synchroscope. Electrical Power Plant.2.2. • Time delay reactive power trip: -0. 4.95 PhR.2 sec.9 UR. • DIESEL GEN 1 EMERGENCY STOP – a pushbutton to stop SSDG in emergency case (see operation description in various control modes under Generator Control Panel ).. On the display that is opened from the menu item SSDG3 and SSDG4 Shore3 of the page Jsec LCS Panel is placed to the right of GCP. then all non-vital consumers are switched off after 0. 2. • DIESEL GEN 1 STOP/STOPPED – an illuminated pushbutton to stop the SSDG (see operation description in various control modes under Generator Control Panel ). • Control: ūū Number of phases: 1. • NON VITAL CONSUMERS – indicator is illuminated when non-vital consumers are off by load shedding protection. • Load shedding trips: ūū if I>1. Power Generation Control in the Simulator Controlling SSDG 1. 8) are placed to the left of Generator Control Panel (GCP). and 4 from the MSB Sections • Time delay overcurrent trip: 1250 A. The panel contains: • Synchroscope – an instrument to control synchronizing the generator and bus (see operation description under Synchroscope). 3. 8 177 . 30 sec.

Electrical Power Plant. • NX3824 SHORE CONN FWD PORT CB TRIP • DG 1 (2–4) Speed Regulator Failure. • IX2609 GEN 2 FREQUENCY • DG 1 (2–4) Voltage Regulator Failure. Trainee Manual Chapter 4. 2. 3.ANZAC Ship Model. Introduced by the Instructor SSDG3 (panel 5 of AFT MSB): • NX3415 GEN3 CB >>I • NX3419 GEN3 CB REV P • NX3467 GEN3 CB <<V • NX3476 GEN3 CB <<F • NX3251 MSB AF PANEL 1 INSUL 24V • NX3252 MSB AF PANEL 11 INSUL 24V • NX9215 SST AGE3 • IX2709 GEN 3 FREQUENCY • NX3751 BUSBAR FREQUENCY AFT STBD 178 . System Alarms • NX9254 SST AGE4 INSUL 24V MSB AF SSDG1 Shore1 (panel 8 of FWD MSB): • NX9253 SST AGE3 INSUL 24V MSB AF • NX9452 SST MCR2 INSUL 24V MSB AF • NX9454 SST MCR4 INSUL 24V MSB AF • NX3413 GEN1 CB >>I • NX3417 GEN1 CB REV P • NX3465 GEN1 CB <<V • NX3474 GEN1 CB <<F • NX3416 GEN4 CB >>I • NX3823 SHORE CONN FWDSTBD CB TRIP • NX3420 GEN4 CB REV P • NX9205 SST AGE1 • NX3468 GEN4 CB <<V • IX2509 GEN 1 FREQUENCY • NX3477 GEN4 CB <<F • NX3551 BUSBAR FREQUENCY FWD STBD • NX3825 SHORE CONN AFT CB TRIP • NX9220 SST AGE4 • IX2809 GEN 4 FREQUENCY • NX3851 BUSBAR FREQUENCY AFT PORT SSDG2 Shore2 (panel 4 of FWD MSB): SSDG4 Shore4 (panel 8 of AFT MSB): • NX3414 GEN2 CB >>I • NX3418 GEN2 CB REV P • NX3466 GEN2 CB <<V • NX3475 GEN2 CB <<F • DG 1 (2–4) ACB Spring Charge Motor Fault. Faults. Power Generation Control in the Simulator Controlling SSDG 1.2. • NX9210 SST AGE2 • DG 1 (2–4) Excitation Fault.3.2.4. • NX3651 BUSBAR FREQUENCY FWD PORT 4. and 4 from the MSB Sections 4.

9 • POWER DELIVERY – indicator is illuminated when power is delivered from the MSB to shore. different phase currents can be selected using SELECTOR SWITCH FOR AMMETER. Shore Connection Panels PORT and STBD Two upper rows contain the monitors and switches: Panel 5 MAIN SWITCHBOARD FWD PANEL 5 SHORE CONNECTION (Port) is implemented in the simulator on the display that is opened from the menu item SSDG2 Shore2 of Fsec page. 179 . Power Generation Control in the Simulator Shore Connection Panels PORT and STBD 4. ūū bright steady lights – frequencies identical. indicator is not illuminated when the cable phase sequence is incorrect. • SYNCHRONISM INDICATORS – two indicator lights working in the following modes: ūū bright flashing lights – frequencies different. ūū slight glowing lights (synchronized or no synchronization necessary) – frequencies identical. • SELECTOR SWITCH FOR VOLTMETER – is a three-position voltmeter phase switch to select between phases L1–L2/L2–L3/L1–L3. phases different. 9) The shore connection is supplied by three cables. Therefore the shore connection box rated current results in 1200 A=3 x 400 A. each of which is fitted with a CB for rated current 400 A. Electrical Power Plant. • Double frequency meter (Hz/Hz) measures the frequencies of phases L1 and L2 at the bus bar side as well as the shore side of SSCB. The Panels have identical construction. 60 Hz power present at the shore side of SSCB. Double frequency meter is connected to the bus bar side and to the shore side of SSCB. • SELECTOR SWITCH FOR AMMETER – is a three-position ammeter switch to select between phases L1/L2/L3. • Ammeter (kA) measures the output current of SSDG. voltage between different phases can be selected using SELECTOR SWITCH FOR VOLTMETER. • Voltmeter (V) measures the output voltage of SSDG. Panel 7 MAIN SWITCHBOARD FWD PANEL 7 SHORE CONNECTION (Stbd) is implemented in the simulator on the display that is opened from the menu item SSDG1 Shore1 of Fsec page. phases identical or SSDG power present but no shore supply or shore power present but bus bars without potential. Other controls on the panel are: • POWER RECEPTION AND VOLTAGE ALIVE – indicator is illuminated if the shore power is available.3.ANZAC Ship Model. Panel 5 is described below (refer to Fig. • SHORE CONNECTION VOLTAGE ALIVE – indicator is illuminated when there is 3 phase 440 V. Fig. Trainee Manual Chapter 4.

Display opened from the menu item Fwd Shore Conn Box of Fsec page contains SHORE CONNECTION BOX FWD PORT (STBD) panels.1. and C. Faults. automatic synchronization is possible when the generator is operating in Automatic mode. Power Generation Control in the Simulator Shore Connection Boxes • MODE SELECTOR SWITCH – a three-position mode selector switch to choose between: ūū RECEPTION – in this mode the power is supplied from shore. ūū DELIVERY – in this mode the power is supplied from MSB (delivery to shore). • Time delayed short circuit trip: 2500 A. Trainee Manual Chapter 4. • Permissible rated current: 1250 A. PORT panel is described below (refer to Fig.4. illumination comes on when the SSCB has been tripped. ūū Rated voltage: 115 V 60 Hz. manual synchronization is possible from the synchroscope’s front panel when the generator is operating in Manual mode. Cable A controls are described below. CB OFF/TRIPPED – illuminated pushbutton to manually open the SSCB. Shore Connection CB Parameters 4. at that the illumination goes off. In Manual operation mode SSCB can be opened/closed using the button on SSCB front panel. Fig. Attention! SSCB cannot be closed if the phase sequence is incorrect. 10) The panel contains three identical panels with measuring instruments and indicators for each of three 3-phase cables A. Introduced by the Instructor • Shore 1 (2. 4. 30 sec. which are located in FWD boxes. CB trips after delay time. • SHORE CONNECT. The panel located in AFT box is opened in the simulator from the menu item Aft Shore Conn Box of L&M page. have the panels to control shore (or other ship) connection power cables. • CB PARALLELING/ON – illuminated pushbutton to activate an auto synchronizing module that prevents synchronizing out of phase. • SSCB PORT – SSCB. ūū 0 – in this mode shore connection is off. 180 . • Control: ūū Number of phases: 1. until the module finishes operating (after one or two cycles of the synchronism indicator lights). • Time delayed overcurrent trip: 1250 A. B. 4) ACB Spring Charge Motor Fault. Electrical Power Plant. • LAMP TEST – pushbutton is not implemented. at that the SSCB will close in phase with ship’s supply. 10 • Rated voltage: 440 V 60 Hz. • Instantaneous short circuit trip: 20 kA. Shore Connection Boxes The prototype ship and the simulator. The pushbutton is illuminated when SSCB is closed.ANZAC Ship Model. closing of the SSCB is possible only after the alarm cause has been removed and the red RESET pushbutton on CB front panel pressed. whilst in the simulator they are implemented on appropriate displays. • Number of phases: 3. These boxes are placed on the ship’s deck. the button should be kept pressed. thereafter. Panels have identical structure. 220 msec.3.

C) Fault Bad Insulation Phase with Earth. • PHASE L2 BETWEEN A – С NOT IDENTICAL – indicator is illuminated if voltages on phase 2 of cable A and on phase 2 of cable C differ. • Fwd Stbd Shore Plug A (B. CONNECTION VOLTAGE L1 – L2 AVAILABLE – indicator is illuminated when voltage 440 V between phases L1 and L2 is available. • Aft Stbd Shore Plug A (B. C) Fault Bad Insulation Phase with Earth. C) Fault Bad Insulation Between Phase. Faults. LAMP TEST pushbutton is not modeled. Introduced by the Instructor • Fwd Stbd Shore Plug A (B. 4. • Fwd Stbd Shore Plug A (B. The needle rotates counterclockwise when the phase sequence is incorrect. • Aft Port Shore Plug A (B. C) Fault Phase Break.1. • CONNECTION VOLTAGE L2 – L3 AVAILABLE – indicator is illuminated when voltage 440 V between phases L2 and L3 is available. • CONNECTION VOLTAGE L1 – L3 AVAILABLE – indicator is illuminated when voltage 440 V between phases L1 and L3 is available. • Aft Port Shore Plug A (B. • PHASE L1 BETWEEN A – С NOT IDENTICAL – indicator is illuminated if voltages on phase 1 of cable A and on phase 1 of cable C differ. C) Fault Phase Break. C) Fault Phase Break. • PHASE L2 BETWEEN A – B NOT IDENTICAL – indicator is illuminated if voltages on phase 2 of cable A and on phase 2 of cable B differ. ūū TRIPPED – switch has been tripped by overcurrent protection >> 400 А. C) Fault Wrong Phase Sequence. Trainee Manual Chapter 4. The needle rotates clockwise when the phase sequence is correct. • Fwd Port Shore Plug A (B. C) Fault Voltage Low. • Fwd Port Shore Plug A (B. C) Fault Bad Insulation Between Phase.4. • Fwd Port Shore Plug A (B. C) Fault Bad Insulation Phase with Earth. When the cables are connected with correct phase sequence these indicators are not illuminated and corresponding CBs can be closed. • Fwd Stbd Shore Plug A (B. • PHASE L2 BETWEEN В – С NOT IDENTICAL – indicator is illuminated if voltages on phase 2 of cable B and on phase 2 of cable C differ. • Fwd Port Shore Plug A (B. C) Fault Voltage Low. Electrical Power Plant. C) Fault Wrong Phase Sequence. C) Fault Voltage Low. • Aft Port Shore A (B. • Fwd Stbd Shore Plug A (B. • Aft Port Shore A (B. Power Generation Control in the Simulator Shore Connection Boxes Cable A pane contains: • CONNECTION PHASE – SEQUENCE INDICATOR – an instrument to detect the phase sequence of shore supply. C) Fault Bad Insulation Between Phase. C) Fault Wrong Phase Sequence. Pressing the pushbutton in the lower right corner on its front panel starts testing. ūū 0 – the switch is OFF (handle is in down position). 181 . Indicators in the middle of the panel are illuminated when there is voltage difference measured on different combinations of the cables’ phases: • PHASE L1 BETWEEN A – B NOT IDENTICAL – indicator is illuminated if voltages on phase 1 of cable A and on phase 1 of cable B differ. • SHORE CONNECTION – a three-position automatic selector switch (positions 1 and 0 are set manually): ūū 1 – the switch is ON (handle is in up position). • Fwd Port Shore Plug A (B.ANZAC Ship Model. • PHASE L1 BETWEEN В – С NOT IDENTICAL – indicator is illuminated if voltages on phase 1 of cable B and on phase 1 of cable C differ.

Three terminals are provided on display (on the prototype ship these are located inside the boxes): • FWD SHORE CONNECTION BOX PORT TERMINALS. and C. Trainee Manual Chapter 4. 11 Insulation measuring instrument is presented in the right lower part of the display. • AFT SHORE CONNECTION BOX TERMINALS. Shore Cable Testing The instruments used to test shore connection cables are modeled in the simulator on display SHORE CABLES TESTING opened from the menu item Shore Cable Test of the page Fsec (refer to Fig. Pushbuttons are used in the simulator when insulation check and phase voltage measurements are required. Phases are marked by colored pushbuttons signed A. B. Pushbuttons on the terminals model plugs to connect shore cable. Illuminated pushbutton EARTHING CABLE SHIP – ASHORE in the centre of the display is modeling the earthing between ship’s hull and jetty. Pushbutton EARTH models ground contact to check insulation against. 182 . • AFT SHORE SUPPLY “VIKING” PLUGS. • FWD SHORE SUPPLY STBD “VIKING” PLUGS. 11) The upper part of the display contains three boxes simulating shore cable connectors that are located on deck of the prototype ship: • FWD SHORE SUPPLY PORT “VIKING” PLUGS. each plug can hold connection with one 3-phase cable.ANZAC Ship Model. There are three plug connectors modeled in each box. Power Generation Control in the Simulator Shore Cable Testing 4. Electrical Power Plant. Fig. • FWD SHORE CONNECTION BOX STBD TERMINALS.5. Voltmeter is presented in the left lower part of the display.

Static Frequency Converters & Converter SWBD The prototype ship and the simulator. display should read the value ≥ 1 mOhm. 12). Insulation and voltage parameters of appropriate cables. 3. Illumination of the button indicates correct earthing conditions. and Converter Switchboards (SWBD). ūū Press again illuminated pushbutton CROSS CONNECT LEADS. or A & B of a cable. 1. or B. The display to control SFC and SWBD FWD is opened from the menu item Conv 1 of the page Fsec . 01F (I). C) of the tested cable and EARTH. Individual controllers in converter SWBDs are interlinked in such way that only one SFC feeds the converter switchboards at any one time. Trainee Manual Chapter 4.6. When shore connection is active. 4. Note: Instructor can introduce the fault ‘Shore Plug Fault Bad Insulation Phase with Earth’. Test insulation of phase against the hull: 5. have two Static Frequency Converters (SFC) FWD and AFT. one unit is feeding the system and the second one is stand-by. Switch on the insulation meter: move the switch on the front panel from ‘OFF’ position to position ‘500 V’ (only OFF and 500 V positions are implemented in the simulator). voltage on terminals should be 0 V. Description of the SFC 1 is presented below (Fig. Procedure is listed below for measuring voltages. Preliminary step prior to any measurement is testing of ship to shore earthing by pressing illuminated pushbutton EARTHING CABLE SHIP – ASHORE . Display should read ‘0’ and ‘AС V’. Power Generation Control in the Simulator Static Frequency Converters & Converter SWBD 4. ūū Press pushbutton TEST. Operation Instructions for Testing Cables Procedure to test cable’s insulation is listed below. Voltage should be switched off by the command from Instructor. Converted voltage 440 V 400 Hz is supplied through converter SWBDs to Load Centres LC 2D. or C) and EARTH button. Check that pushbutton EARTHING CABLE SHIP – ASHORE is illuminated.1. ūū Press illuminated pushbutton CROSS CONNECT LEADS. If the button is not illuminated measurements are not allowed. 2. Electrical Power Plant. Switch off the insulation meter: move the switch on the front panel to ‘OFF’ position. Test insulation between phases: ūū Press any pair of color pushbuttons A & B. thereafter. 01H and 3M. displays reads actual voltage between phase and earth – 230 V. Measure voltage between phase and earth: press phase button (A. The displays are identical. Then display reading will be 50 V. Test the meter prior to any measurement: ūū Press pushbutton TEST on the meter. display should read 500. display should read the value ≥ 1 mOhm. ūū Press pushbutton TEST on the meter. Measure voltage on terminal plugs into shore connection box: press any pair of pushbuttons on the appropriate cable. ūū Press continuously pairs of pushbuttons: phase A (B. 183 . ūū Press pushbutton TEST on the meter. 4. display should read 0. 3. 6. Trainee will be able to follow this procedure after the Instructor has switched on shore power supply condition in the exercise. Together with the associated converter. each converter SWBD can feed all connected consumers. or B & C. or A & B. Turn Voltmeter off: move the switch to position ‘OFF’.ANZAC Ship Model.5. illumination goes off. displays reads actual voltage between phases – 440 V. plugs and connectors should be tested before switching shore connection on. Converters are supplied with 400 V 60 Hz power via their switchboards: • SFC 1 is fed from LC 3F (I) • SFC 2 is fed from LC 3J. 5. Measure voltage between phases: press continuously any pair of color pushbuttons A & B. 1. 4. It is possible to press only two of three phase buttons. Actions are carried out by left-clicking the mouse. 2. The display to control SFC and SWBD AFT is opened from the menu item Conv 2 of the page Jsec . and the meter is ready for measurements. or B & C. illumination goes on. Pressed buttons are illuminated. Attention! It is prohibited to test insulation if cable is powered. Pressed buttons are illuminated. Normally in automatic mode. Turn on Voltmeter: move the switch on voltmeter front panel from ‘OFF’ position into ‘V~’ position.

• A three-position voltmeter phase switch to select between phases L1–L2/L2–L3/L1–L3. • Ammeter 0–100 A – measures current output of the SFC. Fig. • CONVERTER SWBD 1 440V 60HZ SUPPLY VOLTAGE AVAILABLE – indicator is illuminated if feeding voltage 60 Hz is available. Power Generation Control in the Simulator Static Frequency Converters & Converter SWBD Left-hand side panel CONVERTER SWITCHBOARD 1 contains the following controls and indicators: • Voltmeter 0–500 V – measures voltage of the SFC. • Wattmeter 0–60 kW – indicates active power output of the SFC. Electrical Power Plant. Trainee Manual Chapter 4. • CONVERTER 1 ON (3F) – an illuminated pushbutton to switch SFC on. 184 .ANZAC Ship Model. • Frequency meter 360–440 Hz. illumination is on when power supply 400 Hz is ON. The following indicator lamps are indicating converter state: • CONVERTER 1 ALTERNATE – is illuminated if SFC 1 is in stand-by mode. • CONVERTER SWBD 1 440V 400HZ SUPPLY VOLTAGE AVAILABLE – indicator is illuminated if output voltage 400 Hz is available. the button is illuminated when the power supply 400 Hz is OFF. illumination is on when converter is in operation. • 400HZ POWER OFF – an illuminated pushbutton to switch 400 Hz supply off. • SWITCH ON FAILURE – indicator is not implemented. • A three-position ammeter phase switch to select between phases L1/L2/L3. illumination is on when converter is not in operation. • CONVERTER 1 OFF – an illuminated pushbutton to switch SFC off. 12 • 400HZ POWER ON – an illuminated pushbutton to switch 400 Hz supply on.

The lower row on the left-hand side panel contains: • MODE SELECTOR SWITCH – a three-position OFF–MAN– AUTO mode selector switch to choose between: ūū OFF – in this position Converter SWBD 1 is switched off. • INSULATION MONITOR NOT IN OPERATION – indicator is illuminated if power in not available on the SWBD. ūū b) Converter SWBD 2 is switched on. • PARALLEL MODE – a pushbutton to switch on paralleling of converter SWBDs. Power Generation Control in the Simulator Static Frequency Converters & Converter SWBD • SHORT CIRCUIT 400HZ POWER SYSTEM – is illuminated if the 400 Hz power system is tripped by short circuit protection. • NN3113 CONVERTER SB1 CB FEED <<V.ANZAC Ship Model. however. 185 . • PARALLEL OPERATION – indicator is illuminated if the Converter 1 and the Converter 2 SWBDs are in parallel operation. • INSULATION MONITOR RESET/EARTH LEAKAGE – an illuminated pushbutton to reset the Insulation Monitor into ready-for-measurement state. it is ready for automatic connection upon failure of converter SWBD 1. Converter SWBD 2 in ‘AUTO’ is running but not in operation. Green illuminated pushbuttons of the upper row are used to turn on 400 Hz power supply for assigned consumers (named above the buttons on display). Illuminated pushbutton INSULATION MONITOR RESET/EARTH LEAKAGE comes on. When the Converter SWBD if turned OFF the Converter will be shut down.1. • CONVERTER 1 IN LOCAL MODE – indicator is not modeled. Electrical Power Plant. • NN3115 CONVERTER SB1 CB FEED <<V. System Alarms • NN3104 CONVERTER SB1 CB FEED >>V. • CONVERTER 2 ON – indicator is illuminated if the Converter 2 is feeding the SWBDs. Buttons are illuminated when power is switched OFF by pressing the appropriate button or by short circuit trip. • Insulation monitor – the device continuously measures the insulation condition of the system network type III 400 Hz three phase voltage and all consumers connected to the feeding of SFC 1. 4. • LC 2D Fault Bad Insulation. • ACKNOWLEDGE – pushbutton is active only if converter SWBD is in ‘MANUAL’ mode. Converter SWBD 1 is switched on automatically upon failure of converter SWBD 2. the CBs of appropriate Load Centres will be turned off on the SWBD. Faults. an operator will need to switch the SWBD to ‘MANUAL’ mode. Introduced by the Instructor The faults below are output to the C+M display E303 Sub Distribution 400 Hz . Prior to each reading. if illumination is on when SWBD is feeding consumers. • UNDERVOLTAGE CONVERTER 1 – is illuminated if SFC 1 voltage has fallen below the rated voltage limit. if a fault occurs in ‘AUTO’ mode. • INSULATION MONITOR TEST – a pushbutton to start testing Insulation Monitor. • NN3108 CONVERTER SB2 CB FEED >>V. Red illuminated pushbuttons of the lower row are used to turn off 400 Hz power supply for assigned consumers (named above the buttons on display). • LC 3M Fault Bad Insulation. Two rows of illuminated pushbuttons are located in the centre of the consumer panel. The right-hand side panel of the display is the consumer panel of 440 V 400 Hz power consumers. • NN3116 CONVERTER SB1 CB FEED >>I. Converter SWBD 2 in ‘MANUAL’ is ready for manual connection after start up. The lower part of the panel contains: • CONVERTER 2 ALTERNATE – indicator is illuminated if the Converter 2 is switched on.6. Buttons are illuminated when power is switched ON. • CONVERTER 1 COLLECTIVE ALARM WARNING – indicator is not modeled. press the ACKNOWLEDGE button and then switch the SWBD back to ‘AUTO’ mode. ūū MANUAL – in this position converter SWBD 1 can be operated manually after the SFC 1 start up if converter SWBD 2 feeding is switched off. Note: the OFF mode selector does not isolate 440 V 60 Hz power supply to the converter switchboard – it only disables operation of PLC. • NN3114 CONVERTER SB1 CB FEED >>I.6. 4. • PLC COMMUNICATION FAILURE – indicator is not modeled. Panel 400 HZ CONVERTER SWBD contains: • CONTROL VOLTAGE AVAILABLE – indicator is illuminated if control voltage for Converter PLC 24 V DC is available. measured value is showing on the Monitor and the button INSULATION MONITOR RESET/EARTH LEAKAGE is illuminated. it should be checked that the device functions properly by pressing the INSULATION MONITOR TEST pushbutton – the instrument must display 0. • CONVERTER 1 COLLECTIVE ALARM SHUTDOWN – indicator is not modeled. then it indicates bad insulation of consumers or earth leakage. • LAMP TEST – pushbutton is not implemented. ūū AUTO – in this position: ūū a) converter SWBD 1 is switched on. When the Converter is shutdown. • OVERVOLTAGE CONVERTER 1 – is illuminated if SFC 1 voltage has exceeded the rated high voltage limit.2. testing is done while the button is being pressed. it should be pressed to acknowledge the condition. Trainee Manual Chapter 4. or upon failure of converter SWBD 1.

The basic. 1. developed by the LC transformers. are distributed to equipment. Two Stage Power Distribution Primary and secondary power. • one or more of the shore supply connections. Primary power. Power Distribution General Description 5. 5. from the Static Frequency Converters (SFC).1. Functional Arrangement Power distribution scheme is presented on the figure below.ANZAC Ship Model. to two converter switchboards. as well as. Power Distribution 5. eight of which contain additional. 5. capstans and fuel service. ūū auxiliaries required for steering gear. machines and equipment required without restriction for the intended operation of the ship. • equipment and lighting circuits throughout the ship. • one or more of the Ship Service Diesel Generators (SSDG). The secondary power is provided from the converter switchboards or transformers fitted. as well as for fire fighting and damage control. • 01H. Each LC has the capacity to provide the primary and secondary power necessary for the consumers. Both are supplied from the Load Centres (LC). two stage power distribution philosophy is adopted for the ship. • thirteen LC.2. the LC. whereby the ship primary power of 440 V 3 phase 60 Hz is distributed. General Description The ship power distribution system (PDS) is designed to provide a constant power supply.2. Vital loads at the LC are separate from non-vital loads.1. or adjacent to. container switchboards and consumer circuits.1. Trainee Manual Chapter 4. through one or all of the ship three shore connections. the starting point being the consumer sections of the FWD and AFT Main Switchboards (MSB). machinery and equipment.1. for direct distribution to consumer circuits. • 01F and 2D (not implemented). The power for the PDS is provided from either: • Non-vital loads are all other electrically operated systems. ūū ship foghorn. or • Vital loads are all electrically operated systems. there are Vital (important) and Non-vital (unimportant) electrical consumers. Electrical Power Plant. and secondary power developed by transformers in. from either main switchboard to LC-s throughout the ship and. • test panels (not implemented). • starter. • two water chiller units. and can be readily identified for the purposes of load shedding. Vital loads include: Primary power of 440 V 3 phase 60 Hz is supplied directly to the MSB-s from the Ship Service Diesel Generators (SSDG). is distributed to specific LC for onward distribution to their dependent consumers via the converter switchboards. ūū medical equipment. one additional panel incorporated in converter switchboard No. lighting and consumer outlets contained within the ship section serviced by each LC. during distribution stage (1). From the MSB the power is switched directly to: 5. or. unattached panels. either internally or externally to the LC. 186 . The secondary power of 440 V 3 phase 400 Hz developed by the SFC-s is supplied to load centres: • 3M. ūū 400 Hz power conversion equipment for missile fire and control. junction and distribution boxes. Secondary power of 440 V 400 Hz. ūū auxiliaries required to keep the ship afloat in the event of action damage. for distribution to the Helo services and consumer circuits (not implemented). Vital and Non-vital Supplies Throughout the ship. for distribution to test panels. Both vital and non-vital loads receive power from normal feeding and alternative feeding sources: ūū propulsion auxiliaries for cold starting of ship plant. both locally and from the MCR Desk. is distributed through: • group and container switchboards (not implemented). ūū auxiliaries required for fire fighting and limited ventilation and lighting. The LC-s are designed to serve the section of the ship in which they are located.

60 Hz for DIESEL STANDSTILL HEATING ON in panel 4 from LC 3F(II). • Power supply from shore via shore supply connection box. In addition. The water chiller units. The MSB FWD can be supplied with primary power from the following sources: ūū Rated voltage: 440 V 60 Hz. 2. 1000 A. • Power supply to LOAD CENTRES and WATER CHILLIER UNITS. the following auxiliary voltages are supplied from outside the MSB: • 115 V.1. both FWD and AFT are the only pieces of equipment directly fed from their respective MSB. Panels 1 and 11 in the AFT MSB provide 24 V DC UPS via switches fitted in each panel. • Power: ūū Number of phases: 3. Both MSB provide all operating and control devices required for their operation. 2. Components Description 5. Trainee Manual Chapter 4. 9 and 10 in the FWD MSB (refer to Fig. • Parallel operation of MSB FWD and MSB AFT. Electrical Power Plant. ūū Rated voltage: 115 V 60 Hz and 24 V DC. 9 and 10 in the AFT MSB (refer to Fig. • 2.3. ūū Panels 1. the power to the consumers will be supplied exclusively from the MSB-s FWD and AFT. • in panel 8 from SSDG 1. • Switching and monitoring of SSDG-s. 187 . ūū Panel 6: Bus Coupler/Bus Tie control panel. • in panel 6 from MSB AFT. 13 FWD MSB • 1. Each CP is fitted with three Consumer Circuit Breakers (CCB). 3. • No. 630 A. • Control: ūū Number of phases: 1. • Power supply to shore via shore supply connection box.ANZAC Ship Model. The distribution of power from both MSB is via the Consumer Panels (CP): Fig. the following functions can be provided: • Electrical controlling and monitoring of the SSDE-s. Depending on the application of the controls. ūū Panels 5 and 7: Shore supply Port and Stbd connection panels. and 315 A. 14). of Panels 10: ūū Panels 4 and 8: LCS for SSDG 2 and 1. 4. FWD MSB Specification: • Type: Siemens. 3. 3. which in turn provide either normal or alternative feeding to all LC. • in panels 5 and 7 from shore supply connection boxes FWD (Port/Stbd). ūū Rated Current: 1250 A.3. Main Switchboards During normal operation at sea. • in panel 4 from SSDG 2. 9 and 10: Consumer panels 440 V 3 ph 60 Hz. Power Distribution Components Description 5. 13).

• 24 V DC as control and signaling voltage for panel 6 (BUS COUPLER) from MSB AFT panel 11. Trainee Manual Chapter 4. ūū Panel 6: Bus Coupler/Bus Tie control panel. ūū Panel 7: Shore supply connection panel. 1000 A. • 24 V DC as control and signaling voltage for panel 6 (Bus Tie) from MSB FWD panel 8. • 115 V. panel 1. The MSB AFT can be supplied with primary power from the following sources: • 24 V DC as control and signaling voltage for panel 8 (SSDG No. 3. Electrical Power Plant. ūū Panels 1 and 11: 24 V DC panels. panel 1. • 24 V DC as control and signaling voltage for panel 4 (SSDG No. • in panel 7 from shore supply connection box AFT. the following auxiliary voltages are supplied from outside the switchboard: • 115 V. ūū Panels 2. Fig. AFT MSB Specification: • Type: Siemens. 630 A. ūū Rated voltage: 115V 60 Hz and 24 V DC. • Control: ūū Number of phases: 1. • 24 V DC as control and signaling voltage for panel 8 (SSDG 4) from MSB AFT panel 11. Power Distribution Components Description • 115 V. 60 Hz for DIESEL STANDSTILL HEATING ON in panel 5 from LC 3J (I) panel 1. • 24 V DC as control and signaling voltage for panel 7 (SHORE SUPPLY CONNECTION) from MSB AFT panel 11. ūū Rated Current: 1250 A. of Panels 11: ūū Panels 5 and 8: LCS for SSDG 3 and 4. • 24 V DC as control and signaling voltage for panel 5 (shore supply connection Port) from MSB FWD panel 4. 1) from LC 3F(I). 2) from LC 3F(I). 4. 60 Hz for DIESEL STANDSTILL HEATING ON in panel 8 from LC 3J (I) panel 1. 9 and 10: Consumer panels 440 V 3 ph 60 Hz. • 440 V. 60 Hz for DIESEL STANDSTILL HEATING ON in panel 8 from LC 3F(II). • 440 V. • 24 V DC as control and signaling voltage for panel 7 (shore supply connection STBD) from MSB FWD panel 8. ūū Rated voltage: 440V 60 Hz.ANZAC Ship Model. • in panel 6 from MSB FWD. 60 Hz for 24 V DC SYSTEM in panel 1 from LC 3J (I). • 24 V DC as control and signaling voltage for panel 5 (SSDG 3) from MSB AFT panel 11. • 24 V DC as control and signaling voltage for panel 6 (BUS TIE) from MSB AFT panel 5. 60 Hz for 24 V DC SYSTEM in panel 11 from LC 3J (I). and 315 A. • in panel 8 from SSDG 4. 14 AFT MSB 188 . • in panel 5 from SSDG 3. • No. • Power: ūū Number of phases: 3. In addition. • 24 V DC as control and signaling voltage for panel 6 (Bus Coupler) from MSB FWD panel 4.

in compartment 2GB4. • 24 V single phase 60 Hz. • 440 V single phase 60 Hz. Test Panels (not modeled) Two test panels are provided for maintenance and/or repair of shipboard electrical and electronic equipment. whilst the additional panels are identified with the suffix (II) and. • Hospital Group Switchboard (HG. • Mechanical Workshop Group (MWG. • Electrical Workshop Group (EWG. Electrical Power Plant. Fan Group Switchboards Each of the nine Fan Group (FG) switchboards incorporates the necessary equipment to control and monitor switching facilities for the fan motors and ventilation flaps associated with that FG. Load Centres 5. The equipment or devices being tested are connected into either sockets (for lamps). The test panels supply all the onboard voltages and frequencies for testing purposes. • 115 V single phase 60 Hz. • Helicopter Workshop Group (HWG. general purpose outlets or test leads connected to test jacks. The voltages provided and distributed are: • 440 V 3 phase 60 Hz. Each FG is designed to provide the primary and secondary power requirements for its fans.3. Each LC comprises of from one to seven panels. These additional panels are located adjacent to their parent LC and are. where applicable (III). in compartment 4EB2.4. therefore. or load sharing are not possible (unless the converter switchboards (panel 2) have been modified for parallel mode operation by incorporation of parallel mode switches). 3F1 panels 24 V DC. Trainee Manual Chapter 4. Like the LC. with the other SFC on standby. depending on the anticipated power demand of consumers within the watertight section in which the LC is located. 5. the load is automatically transferred to the standby SFC via the C+M system. therefore. The main LCs are identified by a suffix (I). a part of it.3.3. unattached panels. Each LC is designed to provide the specific primary and/or secondary power requirements for its section. or maintenance is scheduled. which comprise: • 440 V 3 phase 60 Hz.6.5.2. • 24 V DC. due to the different requirements of ventilation within each ship section. Should a switchboard fail.3. the FG switchboards vary in the number of panels provided. • 240 V single phase 60 Hz. Built-in monitoring and measuring devices are provided for current and voltage testing. • Electrical Workshop Test Panel (ELI). Each converter switchboard is fitted with a programmable controller (PLC) Type S5-115U supplied from LC 3J. The secondary power produced is then fed back to the converter switchboard for distribution. only one SFC is operated at a time. Automatic or manual connection of the standby set is only carried out when the operating set fails. Eight LC contain additional.3. The panels are: • Weapons and Electronic Workshop Test Panel (ELO). 2FZ6). Five group switchboards comprise: Each of two converter switchboards fitted supply the primary power to their respective SFC. • Galley Switchboard (GS 2K). providing an alternative consumer supply in the event of failure of one SFC. 01JC2). Group Switchboards (not modeled) 5. 4EB2). Power Distribution Components Description 5. The PLC controls and monitors its converter switchboard in all operational modes. Converter Switchboards The LCs are designed as distribution switchboards.3.ANZAC Ship Model. Parallel operation of the SFC. Both converter switchboards are interconnected by a bus tie on the 440 V 400 Hz side. 189 . 2HZ4). 5. • 24 V DC (from LC 4G1 for FG 3G only).

ANZAC Ship Model. • provide a time dependant boost charge of the battery. Power Distribution Components Description 5.3. Connection with the load and the battery bank is via the blocking diode unit which acts as a control and regulation unit. blocking diode unit and battery banks when used together. • equipments. The battery banks comprise: • control circuits. Each bank of batteries is stowed in a container located adjacent to. to 115 V 400 Hz. 24 V DC Battery Banks Fifteen 24 V DC rectifiers and charging rectifiers have been fitted to provide for the 24 V DC UPS necessary for: Sixteen battery banks are located throughout the ship. • trickle charge the 24 V DC battery bank. 5. • limit the charge current. to 200 V 400 Height. or on the deck below its respective battery charger. within that section of the ship. Transformers The power generation subsystem contains 40 transformers to convert 440 V 60 Hz supplies to secondary voltages. to 115 V 60 Hz. to 240 V 60 Hz.9. Nine LCs are fitted with one rectifier and charging rectifier. while two LC. one as a mains rectifier and the other as a charging rectifier and. The transformers are allocated to provide the following outputs: • twenty six. which has two battery banks connected to the one charging rectifier. with the exception of Panel 1 of LC 01F (I).7. • initiate the time dependent charge. Trainee Manual Chapter 4. This configuration of rectifiers. • eight banks of 190 Ah capacity. The blocking diode serves to: • eight banks of 145 Ah capacity. • four.8. are fitted with two. All 24 V DC panels have connected a single battery bank. 24 V DC Uninterruptible Power Supply (UPS) 5. produces a 24 V DC UPS. 190 . either 145 Ah or 190 Ah capacity rechargeable SAFT Type Nickel Cadmium (NiCd) batteries. as well as the AFT MSB. feed the load and charge the fitted battery bank. The two identical rectifiers operate through a blocking diode unit. • match the battery voltage to the load voltage.3.3. This is necessary because of the anticipated high demand for power. • lighting. in normal operation. each of which contains. Electrical Power Plant. • two.

LC normal power source can be identified on the diagram by the location of the current digital indicator (A) inside the FWD or AFT side of the LC picture. LC 2E (Port) is normally supplied from MSB FWD and LC 3J (STBD) is normally supplied from MSB AFT. Main Circuit Diagram includes MSB FWD and MSB AFT linked by a Bus Tie fitted with Bus Tie Circuit Breakers (BTCB). current. Non-active (not powered) elements are painted on the diagram in green. Digital indicators present the measured values of appropriate electrical parameters: voltage. such as generators. power. having normal and alternate power sources to provide uninterrupted supply. Power Distribution Control in the Simulator 6. for instance. buses. Fig. Simulator interface allows opening/closing of CBs by double left-click of the mouse on the appropriate CB. Load Centres (LC) distribute power to consumers. Trainee Manual Chapter 4.1. 15 191 . Power Distribution Control in the Simulator Main Circuit Diagram 6. closed CBs are painted in purple. Active (powered) elements of the diagram. Main Circuit Diagram Main Circuit Diagram is simulated on the display that is called from the menu item Main Circuit Diagram of the page Fsec (Fig. Consumers WATER CHLLER 1 and 2 are fed directly from MSBs. 15). frequency. Each MSB consists of Port and STBD parts linked via Bus Coupler Circuit Breaker (BCCB).ANZAC Ship Model. Electrical Power Plant.

• Panel 6 – Bus Coupler/Bus Tie. Power Distribution Control in the Simulator FWD MSB 440 V 6.2. 1000 A are in accordance with the ratings of the appropriate current transformers selected for the respective load. All Consumer circuit breakers are the same physical frame size (1000 A). 2. FWD MSB Panels 4 and 8 Generator panels 4 and 8 of FWD MSB are described in this chapter under section Controlling SSDG 1. 16 192 . Section Circuit Breakers in this chapter describes CB construction. 3. Electrical Power Plant. 9 and 10 of FWD MSB are implemented in the simulator on display FWD MSB CONSUMER CB (Fig.2. FWD MSB 440 V The Main Switchboard FWD consists of 10 panels: • Panel 1 – Circuit Breakers of Load Centres. FWD MSB Panels 1. • Panel 7 – Shore FWD STBD (similar to Panel 5 – Shore FWD Port). • Panel 3 . Trainee Manual Chapter 4. • Panel 2 – Circuit Breakers of Load Centres. • Panel 9 – Circuit Breakers of Load Centres. Nominal current ratings of 315 A. 6. • Panel 5 – Shore FWD PORT.ANZAC Ship Model.2. 3.Circuit Breakers of Load Centres. 2. • Panel 10– Circuit Breakers of Load Centres. arrangement and control options. 6. 16) opened from the menu item FMSB of the page Fsec.2. Fig. and 4 from the MSB Sections. 630 A. Panels contain Circuit Breakers of the Load Centres identified on the display above the CBs.1. • Panel 8 – DG1 (similar to Panel 4 – DG2). 3. 2. 9 and 10 Panels 1. • Panel 4 – DG2.

Trainee Manual Chapter 4. • LC 3L Alternative Feeding MSB ACB Spring Charge Motor Fault. • NX 3335 MSB FWD LC3L CB TRIP. 30 sec. • NX 3327 MSB FWD LC4H1 CB TRIP. • NX 3331 MSB FWD LC3J CB TRIP. 300 msec. • NX 3321 MSB FWD LC4G1 CB TRIP. • LC 4H 2 Alternative Feeding MSB ACB Spring Charge Motor Fault. • LC 3F Normal Feeding MSB ACB Spring Charge Motor Fault. Panel No. • Fwd Water Chiller Fault Over Current. Introduced by the Instructor • LC 01H Alternative Feeding MSB ACB Spring Charge Motor Fault. Power Distribution Control in the Simulator FWD MSB 440 V Parameters of FWD MSB Circuit Breakers are listed in the table. Faults.21 IR. Table: FWD MSB Circuit Breakers. • NX 3323 MSB FWD LC4G2 CB TRIP. • LC 01F Normal Feeding MSB ACB Spring Charge Motor Fault. • NX 3337 FWD WATER CHILLER 1 CB TRIP. • NX 3325 MSB FWD LC01H CB TRIP. 1 1 1 2 2 2 3 3 3 9 9 9 10 10 10 Load Centre 01H 4 H1 (I) 3K 3E (I) 2E (I) 01F (I) Spare Chiller 1 4G 2 3D (I) 3L (I) 3F (I) 3G (I) 4G 1 4H 2 (I) System Alarms • NX 3315 MSB FWD LC3E CB TRIP. 193 . • Fwd Water Chiller ACB Spring Charge Motor Fault. Normal Feeding AFT AFT AFT FWD FWD FWD Rated current IR (A) 315 630 1000 315 630 630 • NX 3311 MSB FWD LC3D CB TRIP. FWD FWD FWD AFT FWD AFT FWD AFT 315 1000 1000 1000 1000 630 1000 1000 CB protection mechanism provides tripping as follows: • Time delayed short circuit trip: 3 IR. • LC 3K Alternative Feeding MSB ACB Spring Charge Motor Fault. • LC 2E Normal Feeding MSB ACB Spring Charge Motor Fault. • NX 3333 MSB FWD LC3K CB TRIP. • Time delayed overcurrent trip: 1.ANZAC Ship Model. • LC 3J Alternative Feeding MSB ACB Spring Charge Motor Fault. • NX 3329 MSB FWD LC4H2 CB TRIP. • LC 3E Normal Feeding MSB ACB Spring Charge Motor Fault. • NX 3317 MSB FWD LC01F CB TRIP. • LC 4H 1 Alternative Feeding MSB ACB Spring Charge Motor Fault. • LC 4G 2 Normal Feeding MSB ACB Spring Charge Motor Fault. • LC 4G 1 Normal Feeding MSB ACB Spring Charge Motor Fault. • LC 3D Normal Feeding MSB ACB Spring Charge Motor Fault. • NX 3313 MSB FWD LC2E CB TRIP. Electrical Power Plant. • Fwd Water Chiller Fault Bad Insulation. • NX 3319 MSB FWD LC3F CB TRIP. • Fwd Water Chiller Fault Short Circuit.

Power Distribution Control in the Simulator FWD MSB 440 V 6. • INSULATION MONITORING TEST – pushbutton to check the insulation monitor prior to every reading. and the button ”INSULATION MONITORING RESET” is illuminated. FWD MSB Panel 6: Bus Tie & Bus Coupler FWD MSB Panel 6 is implemented on the display (Fig.3.ANZAC Ship Model. Trainee Manual Chapter 4. at that the button is illuminated. Button illumination goes off if insulation is good. BUS COUPLER CB ON indicator. • BUS BAR STBD (PORT) INSULATION FAULT – indicator is illuminated in case of bad insulation. • INSULATION MONITORING RESET – illuminated pushbutton to reset the insulation monitor. 194 . if it has signaled an insulation fault. The displayed value should read zero. MODE SELECTOR SWITCH). The left-hand side panel of the display contains two groups of indication and measuring instruments to control the bus coupler between Port and Stbd buses: • Insulation indicators (kOhm) – present the insulation value of MSB FWD PORT (STBD) sections including all connected consumers. Reset needs to be done before the monitor can signal another fault condition. BCCB can be opened using pushbutton BUS BAR CB OFF. The switch positions define: ūū OFF – in this mode BCCB is off. 17) opened from the menu item Fwd Coupler & Tie of the page Fsec.2. Electrical Power Plant. The pushbutton and indicator BUS BAR STBD (PORT) INSULATION FAULT are both illuminated in case of bad insulation The left lower corner of the panel contains controls of Bus Coupler Circuit Breaker (BCCB) on the FWD MSB (BUS BAR CB OFF pushbutton. Fig. ūū MAN – in this mode BCCB can be closed using pushbutton ELECTRICAL ON located on its front panel. 17 ūū REM – in this mode ВССВ can be operated from С+М system displays. when ВССВ is closed the indicator BUS COUPLER CB ON is illuminated.

to close BTCB pushbutton RESET on its front panel should be pressed first. ВТСВ can be closed only after the cause of protection trip has been removed. • BTCB can be closed using pushbutton ELECTRICAL ON on its front panel. • SYNCHRONISM INDICATORS – two indicator lights working in the following modes: ūū bright flashing lights – frequencies different. • BTCB can be closed using pushbutton ELECTRICAL ON on its front panel. then ВТСВ can be closed. or using pushbutton BUS TIE CB ON. • SELECTOR SWITCH FOR AMMETER – is a three-position ammeter switch to select between phases L1/L2/L3. different phase currents can be selected using SELECTOR SWITCH FOR AMMETER. • BUS TIE CB OFF/TRIPPED – illuminated pushbutton to open ВТСВ fitted at MSB FWD (is active in MAN and SEMIAUTO control modes. • MSB AFT CB OFF/TRIPPED – illuminated pushbutton to open ВТСВ fitted at MSB AFT. to close BTCB pushbutton RESET on its front panel should be pressed first. ūū bright steady lights – frequencies identical. or using pushbutton MSB FWD CB ON on MSB AFT PANEL 6. • SELECTOR SWITCH FOR VOLTMETER – is a three-position voltmeter phase switch to select between phases L1–L2/L2–L3/L1–L3. • BTCB can be opened using pushbutton BUS TIE CB OFF/ TRIPPED. see below). ВТСВ can be closed only after the cause of protection trip has been removed. or using pushbutton MSB FWD CB OFF/TRIPPED on MSB AFT PANEL 6. Trainee Manual Chapter 4. phases identical or SSDG power present but no shore supply or shore power present but bus bars without potential. then ВТСВ can be closed. or using pushbutton BUS TIE CB ON. • MAN – in this mode manual simultaneous speed control of SSDE 1 and 2 with the use of MANUAL SPEED REGULATION control switch is possible. Electrical Power Plant. button is illuminated when ВТСВ is closed. • SEMI AUTO – in this mode automatic speed control of SSDE 1 and 2 using the Automatic Frequency Adjuster is possible. • OFF – in this mode BTCB can not be closed with the use of manual or automatic electrical controls. button is illuminated when ВТСВ is tripped. The MODE SELECTOR SWITCH is a fourposition OFF–MAN–SEMI AUTO–REM selector switch to choose the control mode for operating BTCB located on MSB FWD with the use of pushbuttons described above: • Voltmeter (V) measures the output voltage of SSDG. ūū slight glowing lights (synchronized or no synchronization necessary) – frequencies identical. phases different. at that illumination goes off. or 195 . Power Distribution Control in the Simulator FWD MSB 440 V The upper right-hand side of the left panel contains: • Ammeter (kA) measures the output current of SSDG. • LAMP TEST – pushbutton is not implemented. see below). voltage between different phases can be selected using SELECTOR SWITCH FOR VOLTMETER.ANZAC Ship Model. • Double frequency meter (Hz/Hz) measures the frequencies of phases L1 and L2 at the bus bar side as well as the transfer side of BTCB. The following controls are located in the centre of the panel to control Bus Tie Circuit Breaker (BTCB) fitted on FWD MSB: • MSB AFT CB ON – illuminated pushbutton to close ВТСВ fitted at MSB AFT. • BUS TIE VOLTAGE ALIVE – indicator is illuminated when voltage is available on the bus. button is illuminated when ВТСВ is closed. at that illumination goes of. button is illuminated when ВТСВ is tripped. • BUS TIE CB ON – illuminated pushbutton to close ВТСВ fitted at MSB FWD (is active in MAN control mode.

• Permissible rated current: 1250 A. 196 . 300 msec.2. The MANUAL SPEED REGULATION is a two way switch to simultaneously adjust SSDE 1 and 2 speed (generator frequency) in the MAN control mode (see above): ūū STBD – in this position Earth Test Meters connected to the STBD section of the MSB. ВССВ and ВТСВ parameters are listed below. Electrical Power Plant. 6. Introduced by the Instructor • Fwd Bus Coupler ACB Spring Charge Motor Fault. Bus Coupler Circuit Breaker • 0 – in this position adjustment is off. • Fwd Bus Tie ACB Spring Charge Motor Fault. • Rated voltage: 440 V 60 Hz. L3) – three voltmeters used to determine an earth fault condition on the Port or STBD section of the MSB.5. • Time delayed short circuit trip: 2500 A. Bus Tie Circuit Breaker • Rated voltage: 440 V 60 Hz. • Permissible rated current: 1250 A. • BTCB can be remotely closed/opened from С+М system displays. • BTCB can be opened using pushbutton BUS TIE CB OFF/ TRIPPED. ūū Rated voltage: 115 V 60 Hz. • REM – in this mode automatic speed control of SSDE 1 and 2 using the Automatic Frequency Adjuster is possible. • Time delayed overcurrent trip: 1250 A. ūū Rated voltage: 115 V 60 Hz. if indicator BUS TIE VOLTAGE ALIVE is illuminated showing that voltage on the tie is available. Each meter measures the individual phase voltage to earth. 30 sec. 230 V indicates a normal condition. ūū OFF – in this position Earth Test Meters are off.2. • LOW – in this position frequency is decreased. • Time delayed overcurrent trip: 1250 A. • BUS TIE – BTCB fitted on MSB FWD. • Control: ūū Number of phases: 1.ANZAC Ship Model. • NX3726 BUS COUPLING CB MSB FWD >>I.4. if indicator BUS TIE VOLTAGE ALIVE is illuminated. Right panel contains two circuit breakers: • BUS COUPLER – BCCB between PORT and STBD buses of MSB FWD. • SWITCH EARTH TEST – a three-position PORT–OFF–STBD selector switch: ūū PORT – in this position Earth Test Meters connected to the PORT section of the MSB. • PRESS TO REMOVE EARTH – pushbutton to check the meters: when the button is pressed the meters indicate phase voltage. • Number of phases: 3. System Alarms • NX3705 BUS TIE CB FWD >>I. Circuit Breaker trips after delay time. • Control: ūū Number of phases: 1. • Number of phases: 3. When the button is depressed the meters indicate the voltage of the insulation on the corresponding MSB section. 30 sec. 400 msec. Faults. Trainee Manual Chapter 4. Zero voltage indicates a solid earth. The right-most column of the panel contains: • SWITCHBOARD EARTH TEST L1 (L2. The SWITCH EARTH TEST must be set to PORT or STBD position. Power Distribution Control in the Simulator FWD MSB 440 V using pushbutton MSB FWD CB ON on MSB AFT PANEL 6. or using pushbutton MSB FWD CB OFF/TRIPPED on MSB AFT PANEL 6. • Time delayed short circuit trip: 2500 A. • HIGH – in this position frequency is increased. 6.

3.Circuit Breakers of Load Centres. Trainee Manual Chapter 4. AFT MSB Panels 2. 630 A.3. 9 and 10 of AFT MSB are implemented in the simulator on the display AFT MSB CONSUMER CB (Fig.Bus Coupler/Bus Tie (similar to MSB FWD Panel 6).3. 6. • Panel 5 – DG4 (similar to MSB FWD Panel 4 – DG2). AFT MSB 440 V AFT MSB comprises 11 panels: • Panel 1 – Transformers and rectifiers. AFT MSB Panels 5 and 8 Generator panels 5 and 8 of AFT MSB are described in this chapter under Controlling SSDG 1. arrangement and control options. • Panel 4 . 4. Nominal current ratings of 315 A. • Panel 11 – 24 V DC. 18 All Consumer circuit breakers are the same physical frame size (1000 A). • Panel 10 . Fig. • Panel 7 . 2.1. 3. • Panel 3 . 3.ANZAC Ship Model. Electrical Power Plant. Section Circuit Breakers in this chapter describes CB construction. 4.Circuit Breakers of Load Centres. Panels contain Circuit Breakers of the Load Centres identified on the display above the CBs.Circuit Breakers of Load Centres. • Panel 9 . 1000 A are in accordance with the ratings of the appropriate current transformers selected for the respective load. Power Distribution Control in the Simulator AFT MSB 440 V 6. • Panel 8 – DG3 (similar to MSB FWD Panel 4 – DG2).Circuit Breakers of Load Centres. • Panel 6 . • Panel 2 .2.Shore AFT Port (similar to MSB FWD Panel 5 – Shore FWD Port). 18) opened from the menu item AMSB of the page Jsec. 3. 9 and 10 Panels 2.Circuit Breakers of Load Centres. 197 . and 4 from the MSB Sections 6.

• LC 3L Normal Feeding MSB ACB Spring Charge Motor Fault.ANZAC Ship Model. • LC 3J Normal Feeding MSB ACB Spring Charge Motor Fault. • LC 4H 1 Normal Feeding MSB ACB Spring Charge Motor Fault. • NX 3314 MSB AFT LC2E CB TRIP. • LC 4G 1 Alternative Feeding MSB ACB Spring Charge Motor Fault. • LC 2E Alternative Feeding MSB ACB Spring Charge Motor Fault. • NX 3338 MSB AFT WATER CHILLER TRIP.. Faults. • NX 3336 MSB AFT LC3L CB TRIP. • NX 3332 MSB AFT LC3J CB TRIP. • LC 3F Alternative Feeding MSB ACB Spring Charge Motor Fault. • NX 3322 MSB AFT LC4G1 CB TRIP. 300 msec. • NX 3334 MSB AFT LC3K CB TRIP. • NX 3330 MSB AFT LC4H2 CB TRIP. • Aft Water Chiller Fault Bad Insulation. Trainee Manual Chapter 4. • LC 3K Normal Feeding MSB ACB Spring Charge Motor Fault. • NX 3324 MSB AFT LC4G2 CB TRIP. normal and alternate feeding source.21 IR. • NX 3320 MSB AFT LC3F CB TRIP. • LC 3D Alternative Feeding MSB ACB Spring Charge Motor Fault. Load Centre identifier. • Aft Water Chiller Fault Over Current. • NX 3312 MSB AFT LC3D CB TRIP. Electrical Power Plant. Introduced by the Instructor • LC 3E Alternative Feeding MSB ACB Spring Charge Motor Fault. • LC 4H 2 Normal Feeding MSB ACB Spring Charge Motor Fault. • NX 3318 MSB AFT LC01F CB TRIP. • Time delayed overcurrent trip: 1. System Alarms • NX 3316 MSB AFT LC3E CB TRIP. Power Distribution Control in the Simulator AFT MSB 440 V Parameters of AFT MSB Circuit Breakers (panel No. 198 . 30 sec. • NX 3326 MSB AFT LC01H CB TRIP. • Aft Water Chiller Fault Short Circuit. • NX 3328 MSB AFT LC4H1 CB TRIP. • LC 4G 2 Alternative Feeding MSB ACB Spring Charge Motor Fault. • Aft Water Chiller ACB Spring Charge Motor Fault. 2 2 2 3 3 3 4 4 4 9 9 9 10 10 10 Load Centre 3E (I) 2E (I) 01F (I) 01H 4 H1 (I) 3K Spare Chiller 2 4G 2 3J (I) 4G 1 4H 2 (I) 3D (I) 3L (I) 3F (I) Normal Feeding FWD FWD FWD AFT AFT AFT Rated current IR (A) 315 630 630 315 630 1000 AFT FWD AFT FWD AFT FWD AFT FWD 315 1000 630 1000 630 1000 1000 1000 CB protection mechanism trips as follows: • Time delayed short circuit trip: 3 IR. • LC 01H Normal Feeding MSB ACB Spring Charge Motor Fault. and rated current value) are listed in the table: Table: AFT MSB Circuit Breakers: Panel No. • LC 01F Alternative Feeding MSB ACB Spring Charge Motor Fault.

button is illuminated when ВТСВ is closed. • Aft Bus Tie ACB Spring Charge Motor Fault. Electrical Power Plant. Power Distribution Control in the Simulator AFT MSB 440 V 6. However the following controls need more explanation: • MSB FWD CB OFF/TRIPPED – illuminated pushbutton to open ВТСВ fitted at MSB FWD. Fig. • NX3750 BUS COUPLING CB MSB AFT >>I. 19) opened from the menu item Aft COUPLER & TIE of the page Jsec.3. Panel 6 has identical arrangement and functionality to those of Panel 6 in FWD MSB (see description under FWD MSB Panel 6: Bus Tie & Bus Coupler). Faults. to close BTCB pushbutton RESET on its front panel should be pressed first.3. at that illumination goes off. button is illuminated when ВТСВ is tripped.ANZAC Ship Model. 19 199 . System Alarms • NX3705 BUS TIE CB AFT >>I. Introduced by the Instructor • Aft Bus Coupler ACB Spring Charge Motor Fault. AFT MSB Panel 6: Bus Tie & Bus Coupler AFT MSB Panel 6 is implemented on the display (Fig. ВТСВ can be closed only after the cause of protection trip has been removed. then ВТСВ can be closed. • MSB FWD CB ON – illuminated pushbutton to close ВТСВ fitted at MSB FWD. ВССВ and ВТСВ parameters are listed under Bus Coupler Circuit Breaker and Bus Tie Circuit Breaker. Trainee Manual Chapter 4.

Introduced by the Instructor In panels 1 and 11 MAINS RECTIFIER and CHARGING RECTIFIER convert the 440 V into 24 V DC. Fig.ANZAC Ship Model. Panels 1 and 11 (refer to Fig. 20) of AFT MSB are implemented in the simulator on the display that is opened from the menu item SSDG3 of the page Jsec. • Panel 11 <consumer name> Fault Over Current. Electrical Power Plant. Consumers’ CB trip conditions are: • Panel 1 <consumer name> Fault Short Circuit. AFT MSB Panels 1 and 11: 24 V DC System Alarms • NX9453 SST MCR3 INSUL 24V DC MSB AF. • Panel 1 <consumer name> Fault Bad Insulation. Panels 1 and 11 have identical contents and structure to those of LC 24 V DC panels. With the 440 V supply available. • POWER – indicator that is illuminated when power supply is available. • Panel 11 <consumer name> Fault Short Circuit. • Panel 1 <consumer name> Fault Bad Insulation. Consumers’ switch trip conditions are: • INPUT – automatic circuit breaker 0–1 to switch power supply to rectifier. 20 200 .3.4. Power Distribution Control in the Simulator AFT MSB 440 V 6. • Panel 1 <consumer name> Fault Over Current. the MAINS RECTIFIER supplies the consumers of the associated 24 V DC system. On failure of the ship’s supply system the battery is connected with the load without any break of the load voltage. • Voltmeter. • NX9454 SST MCR4 INSUL 24V DC MSB AF. The CHARGING RECTIFIER charges the associated battery with direct voltage of maximum 32 V DC. described further under Load Centres. Rectifier and charger units of panel 1 and 11 provide a group alarm signal to the C+M system. Each panel 24 V DC has rectifiers fitted with: • Panel 11 <consumer name> Fault Bad Insulation. • Ammeter. • Panel 11 <consumer name> Fault Bad Insulation. Trainee Manual Chapter 4. Faults.

There is a common part of the main panels comprising: • Ammeter – to measure total current on LC. ūū AUTO – in this mode power supply is automatically switched from normal to alternate source in case of normal supply failure. Load Centre Arrangement Each Load Centre contains one main panel with an appropriate CB.ANZAC Ship Model. Each LC comprises four to seven panels feeding consumers of 60 Hz at 440 V. 240 V. Each LC has a main panel fitted with two CBs. LCs are named according to the identifiers of the ship compartments. ūū NORM – in this mode power is supplied from normal source. • NORMAL FEEDING FROM MSB FWD ON – indicator is illuminated if power is actually supplied from normal feeding source. where these LCs are located. LC panels can be subdivided by types of consumers having similar sets of controls for panels of specific type. 115 V. Electrical Power Plant. • ALTERNATE FEEDING FROM MSB AFT ON – indicator is illuminated if power is actually supplied from alternate feeding source. The central part of a panel usually contains one to three 0–1 switches to switch power supply of the LC consumers (transformers or direct consumers’ groups). In the simulator switching is performed by mouse left-click on the required position. These are identified by labels above the switches. Trainee Manual Chapter 4. 21). have thirteen Load Centres (LC). 21 201 . and insulation of their associated consumers. Load Centres 6. • LOAD SHEDDING CONTROL VOLTAGE FAILURE – indicator is illuminated if control voltage is not available for load shedding controllers. 24 V DC. instruments to measure voltage. and consumers of 400 Hz power.4.4. Power Distribution Control in the Simulator Load Centres 6. Such sets are described further in this section. • 440V 60HZ VOLTAGE AVAILABLE FROM MSB FWD – indicator is illuminated if normal power feeding is available from appropriate MSB. • A four-position OFF–NORM–AUTO–ALTER mode selector switch to choose between: ūū OFF – in this mode power supply is OFF. LC: Main Panel Structure 6. CBs are switched automatically if normal feeding source is not available or tripped in emergency case. Panel lower part contains two CBs: • NORMAL FEEDING – CB is active if power is supplied from normal MSB. Power supply to 400 Hz voltage consumers becomes available from Converter SWBD after Static Frequency Converters have been switched on and secondary power indicated as available by appropriate indicator on LC panels (refer to Static Frequency Converters & Converter SWBD). ūū ALTER – in this mode power is supplied from alternate source. switched off by load shedding mechanism due to overload.2. • LOAD SHEDDING RESET – pushbutton to reset load shedding alarm.4. • ALTERNATE FEEDING – CB is active if power is supplied from alternate MSB. Placement of the controls and indicators described above on main panels can slightly differ from the one represented on the figure. Normally the NORMAL FEEDING is closed. indicator NON-VITAL CONSUMERS OFF is illuminated till the cause of load shedding has been removed from MSB and goes off when the cause of overload does not exist. As an example. while the functional operation is identical on all main panels. The prototype ship and the simulator. • 440V 60HZ VOLTAGE AVAILABLE FROM MSB AFT – indicator is illuminated if alternate power feeding is available from appropriate MSB.1. thereafter. current. consideration is given below to the panel LOAD CENTER 01F(I) PANEL 5 440V 60HZ (Fig. Each LC is fed from Normal and Alternate MSB providing 100% redundancy of the power system (refer to the paragraph Main Circuit Diagram). and mode selector switch to choose LC control mode. • NON-VITAL CONSUMERS OFF – indicator is illuminated when non-vital consumers are Fig. Eight LCs have additional unattached panels marked by “II” and “III” suffixes added to LC identifier.

Power Distribution Control in the Simulator Load Centres 6. • FEEDING FROM CONV SWBD 1 – indicator is illuminated if the panel is fed from converter 1 SWBD. instruments. B. and the button INSULATION MONITORING RESET is illuminated.3. The pushbutton stays illuminated in case of bad insulation. • SUPPLY A (B. Instruments and Indicators of LC Panels: 115 V 400 Hz Standard set of controls on LC consumer panels of type 115 V 400 Hz includes the following for each phase A.5. • VOLTAGE AVAILABLE – indicator is illuminated if feeding voltage is available on panel input. • An automatic switch 0–1 to switch power supply for associated consumers (named on label above the switch). • LOAD SHEDDING CONTROL VOLTAGE FAILURE – indicator is illuminated if control voltage is not available for load shedding controllers. Electrical Power Plant. automatically trips on overload. • Ammeter – to measure current on one appropriate phase. switches and indicators: • A switch 0–1 to switch power supply for associated consumers (named on labels above the switch). ūū CON 2 – LC is fed from converter 2 SWBD. Instruments and Indicators of LC Panels: 440 V 400 Hz Standard set of controls on LC consumer panels of type 440 V 400 Hz includes the following (LC 01F(I) panel 2 is used as an example): • MODE SWITCH – a four-position OFF–CON 1–AUTO–CON 2 mode selector switch to choose between: ūū OFF – power is OFF. Controls and Indicators on LC Panels LC Panels are equipped with the following controls. • NON-VITAL CONSUMERS OFF – indicator is illuminated when non-vital consumers are switched off by load shedding mechanism due to overload. ūū AUTO – feeding is automatically switched from the selected SWBD in case of its failure to second converter. Trainee Manual Chapter 4. 6. Controls and Indicators on LC Panels). • INSULATION MONITORING RESET – illuminated pushbutton to reset the insulation monitor. at that jumps into the middle position and can be switched on only via position 0. indicator NON-VITAL CONSUMERS OFF is illuminated till the cause of load shedding has been removed from MSB and goes off when the cause of overload does not exist. • LOAD SHEDDING RESET – pushbuttons (one to four) to reset load shedding alarm. Instruments.4. • A switch 0–1 to switch power supply for associated consumers (named on labels above the switch).4. 6.ANZAC Ship Model. • INSULATION MONITORING TEST – pushbutton to check the insulation monitor prior to every reading. Reset needs to be done before the monitor can signal another fault condition. С) is available.4. if it has signaled an insulation fault.4. • FEEDING FROM CONV SWBD 2 – indicator is illuminated if the panel is fed from converter 2 SWBD. 202 . ūū CON 1 – LC is fed from converter 1 SWBD. • INSULATION MONITORING RESET and • Ammeter – to measure current on the panel. and C (LC 01F(I) panel 3 is used as an example): • Ammeter (scale depends on the panel rated current). Button illumination goes off if insulation is good. C) – indicator is illuminated is power supply for phase А (В. • INSULATION MONITORING TEST – pushbuttons to test insulation (refer to Instruments. The displayed value should read zero.

Instruments and Indicators of LC Panels: 115 V 60 Hz Standard set of controls on LC consumer panels of type 240 V 60 Hz includes the following (LC 2E (I) panel 6 is used as an example): Standard set of controls on LC consumer panels of type 115 V 60 Hz includes the following (LC 2E(I) panel 2 is used as an example): Some of 115 V 60 Hz consumer panels do not contain insulation testing controls. Power Distribution Control in the Simulator Load Centres 6. • LOAD SHEDDING CONTROL VOLTAGE FAILURE indicator.4. 6. Electrical Power Plant. Instruments and Indicators of LC Panels: 24 V DC Standard set of controls on LC consumer panels of type 24 V DC includes the following (LC 01F (I) panel 1 is used as an example): • VOLTAGE AVAILABLE – indicator is illuminated is power is available. Controls and Indicators on LC Panels).ANZAC Ship Model. • INSULATION MONITORING TEST pushbutton. Instruments and Indicators of LC Panels: 240 V 60 Hz 6.4. • VOLTAGE AVAILABLE 115V 60HZ – indicator is illuminated is power is available.4. • LOAD SHEDDING RESET illuminated pushbutton. (See description under Instruments. • VOLTAGE AVAILABLE indicator. 203 . • LOAD SHEDDING CONTROL VOLTAGE FAILURE indicator. Controls and Indicators on LC Panels). Controls and Indicators on LC Panels). (See description under Instruments. • INSULATION MONITORING TEST pushbutton.6. • Ammeter – to measure current on the panel. • INSULATION MONITORING RESET illuminated pushbutton.8.7. • NON-VITAL CONSUMERS OFF indicator. Each LC panel of type 24 V DC contain main and charging rectifiers (see descriptions under AFT MSB Panels 1 and 11: 24 V DC ) but these are not pictured on the LC displays in the simulator. • NON-VITAL CONSUMERS OFF indicator. Trainee Manual Chapter 4. • INSULATION MONITORING RESET illuminated pushbutton. (See description under Instruments. • LOAD SHEDDING RESET illuminated pushbutton. • Ammeter – to measure current on the panel.

5 – 440 V 60 HZ.4.9. 2 – 115 V 60 HZ. 4. • LC 3L (I) Panel <#> <consumer name> Fault Bad Insulation. ūū Panel 6 – 24 V DC. Trainee Manual Chapter 4. • LC 3L (I) Panel <#> <consumer name> Fault Over Current. The Load Centre is located in Steering Gear room. Consumers’ switch trip conditions are: • LC 3L (I) Panel <#> <consumer name> Fault Bad Insulation. System Alarms • NX3384 LC3L (I) INSUL 115V 60Hz • NX3366 LC3L (I) INSUL 24V DC • NX9152 SST DCS2 INSUL 24V LC3L (I) Faults. LC 3L (I II) The display modeling the Load Centre 3L (I. ūū Panel 3. Electrical Power Plant. There are 7 panels on the LC: • Six LC panels: ūū Panel 1. • One additional panel: ūū Panel 1 – 115 V 60 HZ. II) is opened from the menu item LC 3L of the page L&M.ANZAC Ship Model. Introduced by the Instructor • LC 3L (I) Fault Short Circuit – the trip condition for the main CB in the LC. Consumers’ CB trip conditions are: • LC 3L (I) Panel <#> <consumer name> Fault Short Circuit. Normal feeding is provided from MSB AFT. Power Distribution Control in the Simulator Load Centres 6. 204 .

205 . Introduced by the Instructor • LC 3K Fault Short Circuit – the trip condition for the main CB in the LC. LC 3K The display modeling the Load Centre 3K is opened from the menu item LC 3K of the page Ksec. • LC 3K Panel <#> <consumer name> Fault Over Current.ANZAC Ship Model. • Panel 7 – 240 V 60 HZ. 6 – 440 V 60 HZ. • Panel 2. Power Distribution Control in the Simulator Load Centres 6. Consumers’ switch trip conditions are: • LC 3K Panel <#> <consumer name> Fault Bad Insulation.10. 3 – 115 V 60 HZ.4. Normal feeding is provided from MSB AFT. 5. System Alarms • NX3365 LC3K INSUL 24V DC. Consumers’ CB trip conditions are: • LC 3K Panel <#> <consumer name> Fault Short Circuit. Trainee Manual Chapter 4. • NX3383 LC3K INSUL 115V 60Hz. Electrical Power Plant. Faults. • LC 3K Panel <#> <consumer name> Fault Bad Insulation. The Load Centre is located in AFT Pump room. • Panel 4. There are 7 panels on the LC: • Panel 1 – 24 V DC.

5 – 440 V 60 HZ. LC 3J The display modeling the Load Centre 3J is opened from the menu item LC 3J of the page Jsec.ANZAC Ship Model. Introduced by the Instructor • LC 3J Fault Short Circuit – the trip condition for the main CB in the LC. The Load Centre is located in AFT Generators room.11. • NX9451 SST MCR1 INSUL 24V MSB AF. • NX9453 SST MCR3 INSUL 24V MSB AF. There are 6 panels on the LC: • Panel 1. • Panel 3. 2 – 115 V 60 HZ. 4. • LC 3J Panel <#> <consumer name> Fault Over Current. • LC 3J Panel <#> <consumer name> Fault Bad Insulation.4. • NX3382 LC3J (I) INSUL 115V 60Hz. Electrical Power Plant. Normal feeding is provided from MSB AFT. Trainee Manual Chapter 4. Faults. System Alarms • NX3363 LC3J (I) INSUL 24V DC. Power Distribution Control in the Simulator Load Centres 6. • Panel 6 – 24 V DC. Consumers’ CB trip conditions are: • LC 3J Panel <#> <consumer name> Fault Short Circuit. Consumers’ switch trip conditions are: • LC 3J Panel <#> <consumer name> Fault Bad Insulation. 206 .

Consumers’ switch trip conditions are: • LC 01H Panel <#> <consumer name> Fault Bad Insulation. • Panel 4 – 440 V 400 HZ. LC 01H The display modeling the Load Centre 01H is opened from the menu item LC 01H of the page Hsec.Е. The LC is located in Propulsion Diesel Engines room. • LC 01H Panel <#> <consumer name> Fault Over Current. Faults. • NORM – power is supplied from the normal source (AFT). Consumers’ CB trip conditions are: • LC 01H Panel <#> <consumer name> Fault Short Circuit. There are 4 panels on the LC: • Panel 1 – 115 V 60 HZ. System Alarms • NX3379 LC01H INSUL 115V 60Hz.Т. 207 . • Panel 3 – 440 V 60 HZ. • AUTO – power source is selected automatically.4. • LC 01H Panel <#> <consumer name> Fault Bad Insulation.ANZAC Ship Model. Panel 3 is powered according to the mode selected by the mode selector switch: • OFF – power is off.12. Introduced by the Instructor • LC 01H Fault Short Circuit – the trip condition for the main CB in the LC. Electrical Power Plant. Normal feeding is provided from MSB AFT. • Panel 2 – 115 V 60 HZ С. • ALTER – power is supplied from the alternate source (FWD).. Power Distribution Control in the Simulator Load Centres 6. Trainee Manual Chapter 4.

• NX3360 LC4H1 (III) INSUL 24VDC. Power Distribution Control in the Simulator Load Centres 6. The LC is located in Propulsion Diesel Engines room. 4 – 440 V 60 HZ.Т. Introduced by the Instructor • LC 4H1 Fault Short Circuit – the trip condition for the main CB in the LC. • NX9351 SST DE1 INSUL 24V LC4H1 (III).ANZAC Ship Model.Е. • Two additional panels: ūū (II) Panel 1 – 115 V 60 HZ С. 208 . Electrical Power Plant. System Alarms • NX3380 LC4H1 (I) INSUL 115V 60Hz. • LC 4H1 (#) Panel <#> <consumer name> Fault Bad Insulation. II. 3. Consumers’ switch trip conditions are: • LC 4H1 (#) Panel <#> <consumer name> Fault Bad Insulation. Normal feeding is provided from MSB AFT. III) The display modeling the Load Centre 4H1 (I. ūū (III) Panel 1 – 24 V DC. Trainee Manual Chapter 4.13.4. Consumers’ CB trip conditions are: • LC 4H1 (#) Panel <#> <consumer name> Fault Short Circuit. Faults.. • LC 4H1 (#) Panel <#> <consumer name> Fault Over Current. LC 4H1 (I. III) is opened from the menu item LC 4H1 of the page Hsec. II. ūū Panel 2. There are 6 panels on the LC: • 4 panels: ūū Panel 1 – 115 V 60 HZ.

• NX9154 SST DCS4 INSUL 24V LC4H (III). LC 4H2 (I. System Alarms • NX3362 LC4H2 (III) INSUL 24VDC. Consumers’ switch trip conditions are: • LC 4H2 (#) Panel <#> <consumer name> Fault Bad Insulation. II. Electrical Power Plant. 4 – 440 V 60 HZ. III) is opened from the menu item LC 4H2 of the page Hsec. Trainee Manual Chapter 4. II. • LC 4H2 (#) Panel <#> <consumer name> Fault Bad Insulation. Introduced by the Instructor • LC 4H2 Fault Short Circuit – the trip condition for the main CB in the LC. • NX9352 SST DE2 INSUL 24V LC4H2 (III). 209 . There are five panels on the LC: • Four panels: ūū Panel 1 – 115 V 60 HZ. Faults. • NX3381 LC4H2 (I) INSUL 115V 60Hz. Normal feeding is provided from MSB AFT. • Two additional panels: ūū (II) Panel 1 – 115 V 60 HZ. The LC is located in Propulsion Diesel Engines room. Power Distribution Control in the Simulator Load Centres 6. III) The display modeling the Load Centre 4H1 (I. Consumers’ CB trip conditions are: • LC 4H2 (#) Panel <#> <consumer name> Fault Short Circuit. ūū Panel 2.14.ANZAC Ship Model. ūū (III) Panel 1 – 24 V DC. 3.4. • LC 4H2 (#) Panel <#> <consumer name> Fault Over Current.

2 – 115 V 60 HZ. Normal feeding is provided from MSB FWD. Electrical Power Plant. • Panel 3. • NX9353 SST GT INSUL 24V LC4G(I). Introduced by the Instructor • LC 4G1 Fault Short Circuit – the trip condition for the main CB in the LC. 5 – 440 V 60 HZ. LC 4G1 The display modeling the Load Centre 4G1 is opened from the menu item LC 4G1 of the page Gsec. Consumers’ switch trip conditions are: • LC 4G1 Panel <#> <consumer name> Fault Bad Insulation. There are six panels on the LC: • Panel 1. Power Distribution Control in the Simulator Load Centres 6. System Alarms • NX3358 LC4G1 INSUL 24VDC. • NX3377 LC4G1 INSUL 115V 60Hz. Consumers’ CB trip conditions are: • LC 4G1 Panel <#> <consumer name> Fault Short Circuit.ANZAC Ship Model. 4.15. Faults. 210 . • LC 4G1 Panel <#> <consumer name> Fault Bad Insulation. Trainee Manual Chapter 4. The LC is located in Gas Turbine room. • LC 4G1 Panel <#> <consumer name> Fault Over Current.4. • Panel 6 – 24 V DC.

• NX9153 SST DCS3 INSUL 24V LC4G (II). Faults. Normal feeding is provided from MSB FWD. Consumers’ switch trip conditions are: • LC 4G2 Panel <#> <consumer name> Fault Bad Insulation. LC 4G2 The display modeling the Load Centre 4G2 is opened from the menu item LC 4G2 of the page Gsec. • LC 4G2 Panel <#> <consumer name> Fault Bad Insulation. 3.4. The LC is located in Gas Turbine room. Power Distribution Control in the Simulator Load Centres 6. Introduced by the Instructor • LC 4G2 Fault Short Circuit – the trip condition for the main CB in the LC.ANZAC Ship Model. 4 – 440 V 60 HZ. • Panel 2. System Alarms • NX3359 LC4G2 INSUL 24VDC. • NX3378 LC4G2 INSUL 115V 60Hz. 211 . Consumers’ CB trip conditions are: • LC 4G2 Panel <#> <consumer name> Fault Short Circuit. Electrical Power Plant. Trainee Manual Chapter 4. • Panel 5 – 24 V DC.16. There are five panels on the LC: • Panel 1 – 115 V 60 HZ. • LC 4G2 Panel <#> <consumer name> Fault Over Current.

.E. 5 – 440 V 60 HZ. There are seven panels on the LC: • Panel 1. 212 . The LC is located in FWD Damage Control Station room.1. Consumers’ CB trip conditions are: • LC 2E (I) Panel <#> <consumer name> Fault Short Circuit. • Panel 2 – 115 V 60 HZ C. Faults. Power Distribution Control in the Simulator Load Centres 6. • NX3355 LC2E (I) INSUL 24V DC. LC 2E (I) The display modeling the Load Centre 2E is opened from the menu item LC 2E of the page DCS. System Alarms • NX3354 LC2E (I) INSUL 24V DC. 4. • NX9155 SST BCS INSUL 24V LC2E (I). Normal feeding is provided from MSB FWD.17. • Panel 6 – 240 V 60 HZ. • Panel 3. Consumers’ switch trip conditions are: • LC 2E (I) Panel <#> <consumer name> Fault Bad Insulation. • LC 2E (I) Panel <#> <consumer name> Fault Bad Insulation. Introduced by the Instructor • LC 2E Fault Short Circuit – the trip condition for the main CB in the LC.ANZAC Ship Model.4. 7 – 24 V DC. Trainee Manual Chapter 4. Electrical Power Plant. • LC 2E (I) Panel <#> <consumer name> Fault Over Current.T.

Consumers’ switch trip conditions are: • LC 3D (#) Panel <#> <consumer name> Fault Bad Insulation. II) The display modeling the Load Centre 3D (I.T. • LC 3D (#) Panel <#> <consumer name> Fault Bad Insulation. ūū Panel 2. • NX3371 LC3D (I) INSUL 115V 60Hz. Electrical Power Plant.E. • One additional panel: ūū Panel 1 – 115 V 60 HZ. Power Distribution Control in the Simulator Load Centres 6. LC 3D (I.ANZAC Ship Model. Normal feeding is provided from MSB FWD.1.18. Trainee Manual Chapter 4. 4 – 440 V 60 HZ. • NX9151 SST DCS1 INSUL 24V LC3D (I).. System Alarms • NX3341 LC3D (I) INSUL 24V DC. • NX3372 LC3D (II) INSUL 115V 60Hz. Introduced by the Instructor • LC 3D Fault Short Circuit – the trip condition for the main CB in the LC. There are 6 panels on the LC: • Five panels: ūū Panel 1 – 115 V 60 HZ and 115 V 60 HZ C. 213 . Faults. 3. Consumers’ CB trip conditions are: • LC 3D (#) Panel <#> <consumer name> Fault Short Circuit.4. II) is opened from the menu item LC 3D of the page DCS. • LC 3D (#) Panel <#> <consumer name> Fault Over Current. ūū Panel 5 – 24 V DC. The LC is located in FWD Damage Control Station room.

Electrical Power Plant. There are five panels on the LC: • Three panels: ūū Panel 1.4. 214 .ANZAC Ship Model. • LC 3E (#) Panel <#> <consumer name> Fault Over Current. • LC 3E (#) Panel <#> <consumer name> Fault Bad Insulation. II) is opened from the menu item LC 3E of the page DCS. 2. LC 3E (I. Faults. Trainee Manual Chapter 4. System Alarms • NX3374 LC3E (II) INSUL 115V 60Hz. The LC is located in FWD Damage Control Station room. 2 – 115 V 60 HZ. Introduced by the Instructor • LC 3E Fault Short Circuit – the trip condition for the main CB in the LC. II) The display modeling the Load Centre 3E (I. Consumers’ switch trip conditions are: • LC 3E (#) Panel <#> <consumer name> Fault Bad Insulation. • Two additional panels: ūū Panel 1. 3 – 440 V 60 HZ. Power Distribution Control in the Simulator Load Centres 6. Consumers’ CB trip conditions are: • LC 3E (#) Panel <#> <consumer name> Fault Short Circuit. Normal feeding is provided from MSB FWD.1.19.

Faults. • NX3356 LC01F (I) INSUL 24VDC. • Panel 3. Trainee Manual Chapter 4. Normal feeding is provided from MSB FWD. • LC 01F (I) Panel <#> <consumer name> Fault Over Current. LC 01F (I) The display modeling the Load Centre 01F (I) is opened from the menu item LC 01F(I) of the page Fsec.20. The LC is located in FWD Generators room. Power Distribution Control in the Simulator Load Centres 6.ANZAC Ship Model. 7 – 24 V DC. There are seven panels on the LC: • Panel 1. System Alarms • NX3353 LC01F (I) INSUL 24VDC. 4. Electrical Power Plant. Consumers’ switch trip conditions are: • LC 01F (I) Panel <#> <consumer name> Fault Bad Insulation.4. • Panel 2 – 440 V 400 HZ. • LC 01F (I) Panel <#> <consumer name> Fault Bad Insulation. Consumers’ CB trip conditions are: • LC 01F (I) Panel <#> <consumer name> Fault Short Circuit. Introduced by the Instructor • LC 01F Fault Short Circuit – the trip condition for the main CB in the LC. • Panel 3 – 115 V 400 HZ. 215 . 5 – 440 V 60 HZ.

Introduced by the Instructor Consumers’ CB trip conditions are: • LC 01F (II) Panel <#> <consumer name> Fault Short Circuit. • LC 2E (II): ūū Panel 1. Trainee Manual Chapter 4. • LC 2E (II) Panel <#> <consumer name> Fault Over Current.ANZAC Ship Model. ūū Panel 3 – 115 V 60 HZ C. System Alarms • NX3375 LC01F (II) INSUL 115V 60Hz.21. • NX3373 LC2E (II) INSUL 115V 60Hz. • LC 2E (II) Panel <#> <consumer name> Fault Short Circuit. 3 – 115 V 60 HZ.. • LC 2E (II) Panel <#> <consumer name> Fault Bad Insulation. The display modeling the Load Centre 01F (II) and Load Centre 2E (II) is opened from the menu item LC 01F(II) 2E(II) of the page Fsec.T. 2. Consumers’ switch trip conditions are: • LC 01F (II) Panel <#> <consumer name> Fault Bad Insulation. 2 – 115 V 60 HZ. • LC 01F (II) Panel <#> <consumer name> Fault Over Current. Additional panels of LC 01F and LC 2E are displayed on screen: • LC 01F (II): ūū Panel 1. Faults. LC 01F (II) & 2E (II) Normal feeding is provided from MSB FWD. • LC 01F (II) Panel <#> <consumer name> Fault Bad Insulation. Power Distribution Control in the Simulator Load Centres 6. The LC is located in FWD Generators room.E. 216 . • LC 2E (II) Panel <#> <consumer name> Fault Bad Insulation. Electrical Power Plant.4.

• LC 3F (#) Panel <#> <consumer name> Fault Bad Insulation. Introduced by the Instructor • LC 3F Fault Short Circuit – the trip condition for the main CB in the LC. 4. 217 . Power Distribution Control in the Simulator Load Centres 6. System Alarms • NX3357 LC3F (I) INSUL 24VDC. 5.22.4. 6 – 440 V 60 HZ. ūū Panel 3. • NX9252 SST AGE2 INSUL 24V LC3F (I). ūū Panel 2 – 240 V 60 HZ. Consumers’ switch trip conditions are: • LC 3F (#) Panel <#> <consumer name> Fault Bad Insulation. • LC 3F (#) Panel <#> <consumer name> Fault Over Current. LC 3F (I. Trainee Manual Chapter 4. Normal feeding is provided from MSB FWD. Faults. II) The display modeling the Load Centre 3F (I. There are 7 panels on the LC: • Six panels: ūū Panel 1 – 24 V DC. • NX3376 LC3F (II) INSUL 115V 60Hz. The LC is located in FWD Generators room. II) of the page Fsec.ANZAC Ship Model. II) is opened from the menu item LC 3F(I. • NX9251 SST AGE1 INSUL 24V LC3F (I). Electrical Power Plant. Consumers’ CB trip conditions are: • LC 3F (#) Panel <#> <consumer name> Fault Short Circuit. • One additional panel: ūū Panel 1 – 115 V 60 HZ.

Power Distribution Control in the Simulator Fan Group Switchboards 6. The control of fan motors and flaps is carried out either. • LOAD SHEDDING RESET – a switch allows the fans to be restarted. • FAN STOP/FAN FAILURE’ – an illuminated switch to stop the fan. illumination is on. • 115 V single phase 60 Hz control voltage supply required for fans and flaps control. illumination is on. which comprise: • 440 V 3 phase 60 Hz. the GENOP in either MSB or the use of LOAD SHEDDING RESET SWITCH switch in either MSB. • FAN START/FAN ON SLOW – an illuminated switch to start the two speed fan on low speed. • 440 V 60HZ VOLTAGE AVAILABLE – an indicator is illuminated when the 440 V power supply is available.5. Electrical Power Plant. due to the different requirements of ventilation within each ship section. Fan Group SWBD: Common Controls 6. • 24 V single phase 60 Hz supply for some of the indicator lights. in local at the FG switchboard.ANZAC Ship Model. • FAN START/FAN ON – an illuminated switch to start the single speed fan. when the fan is running slow. • 24 V DC supply for fans and flaps indicator lights. when the fan is running.5.2. Fan Group Switchboards 6. 218 . • NON VITAL CONSUMERS OFF – an indicator is illuminated when the load shedding has taken place. • EARTH LEAKAGE FLAPS – an indicator is illuminated when the insulation monitor detects an earth leakage in the flap circuits. Fan Group SWBD Arrangement Each FG SWBD contains the following common controls: The simulator models nine Fan Group (FG) switchboards of the prototype ship. • LOAD SHEDDING CONTROL VOLTAGE FAILURE – an indicator is illuminated when the load shedding control voltage has failed. Each FG is designed to provide the primary and secondary power requirements for its fans. the indicator lights extinguish when the switch is released. Trainee Manual Chapter 4. or remotely from the C+M system.5. load shedding and insulation monitoring. The FG switchboards vary in the number of panels provided (1 to 4). • EARTH LEAKAGE MONITORING RESET – a switch is used to reset the insulation monitor after indicator lights EARTH LEAKAGE CONTROL VOLTAGE FANS and EARTH LEAKAGE FLAPS illuminate after an Earth Leakage has been detected by the insulation monitors and the fault rectified. The following controls for the designated single speed and two speed fans can be found in FG SWBDs panels: The Fan Group switchboards are designed to control and monitor the fan motors and ventilation flaps in their respective ship sections.1. resetting is only possible when the load shedding signal has been withdrawn by either. . • EARTH LEAKAGE CONTROL VOLTAGE FANS – an indicator is illuminated when the insulation monitor detects an earth leakage in the fan circuits. illumination is on. when the fan motor fails. • EARTH LEAKAGE MONITORING TEST – a switch tests the operation of insulation monitors fitted in the FG SWBDs and illuminates indicator lights EARTH LEAKAGE CONTROL VOLTAGE FANS and EARTH LEAKAGE FLAPS.

The following controls for the designated motorized. the quick closing flaps can be opened manually after a delay time (approx. electro-pneumatic or quick closing flap. • FLAP CLOSE – an indicator is illuminated when the designated quick closing flap is closed by fire alarm or manually. 1 sec. ūū REM – allows the fan to be operated from the C+M system.). ūū OFF – isolates fan control. 219 . electropneumatic and quick closing flaps can be found in FG SWBDs panels: • FLAP FAILURE – an indicator is illuminated when the designated flap fails to close. when the flap is closed. Electrical Power Plant. illumination is on. when the flap is open. • MODE SELECTOR SWITCH – a three-position switch to select a designated fan operating mode between: • FLAP CLOSE – an illuminated switch to close the designated motorized. ūū LOCAL – allows manual operation of the fan from FG SWBD using the appropriate start and stop switches.ANZAC Ship Model. Power Distribution Control in the Simulator Fan Group Switchboards • FAN START/FAN ON FAST – an illuminated switch to start the two speed fan on high speed. • FLAP OPEN – an illuminated switch to open the designated motorized or electro-pneumatic flap. when the fan is running fast. illumination is on. Trainee Manual Chapter 4. illumination is on.

1. Trainee Manual Chapter 4.1) by 0–1 switch FAN GROUP 2D. (refer to the display opened from the menu item LC 3D of the page DCS. The SWBD consists of two panels. FG Switchboard 2D The 2D fan group switchboard is implemented in the simulator on the display opened from the menu item Fan Group 2D of the page DCS. The left panel contains single speed fans controls and flaps controls. 220 . Power Distribution Control in the Simulator Fan Group Switchboards 6. Electrical Power Plant. which is illuminated when the freeze controller on deck in powered up. which is illuminated when the 440 V power supply is available to the transformer 440/115 to feed the flaps mechanisms.ANZAC Ship Model. Power 440 V is supplied from the LC 3D. and the FREEZE CONTROLLER INDICATION LAMP. The right panel contains flaps controls and the 440 V 60HZ VOLTAGE AVAILABLE indicator.3. panel 4.5.

Both panels contains single speed fans controls and flaps controls.4.II) of the page Fsec) by 0–1 switches FAN GROUP 2F1 on panel 3 and FAN GROUP 2F2 on panel 4. Trainee Manual Chapter 4. Power 440 V is supplied from the LC 3F(I) (refer to the display opened from the menu item LC 3F(I. The SWBD consists of two panels for: group F1 and group F2.5. FG Switchboard 2F1 & 2F2 The 2F1 and 2F2 fan group switchboards are implemented in the simulator on the display opened from the menu item Fan Group 2F1 & 2F2 of the page Fsec. 221 .ANZAC Ship Model. Power Distribution Control in the Simulator Fan Group Switchboards 6. Electrical Power Plant.

panel 3. which is illuminated when the fan freeze controller on deck in powered up. Power 440 V is supplied from the LC 4G1. 222 . (refer to the display opened from the menu item LC 4G1 of the page Gsec) by 0–1 switch FAN GROUP 3G.ANZAC Ship Model. The right panel contains flaps controls. FG Switchboard 3G The 3G fan group switchboard is implemented in the simulator on the display opened from the menu item Fan Group 3G of the page Gsec. the 440 V 60HZ VOLTAGE AVAILABLE indicator. Electrical Power Plant.5. The left panel contains single speed fans controls and flaps controls.5. Power Distribution Control in the Simulator Fan Group Switchboards 6. The SWBD consists of two panels. which is illuminated when the 440 V power supply is available to the transformer 440/115 to feed the flaps mechanisms. Trainee Manual Chapter 4. and the FREEZE CONTROLLER INDICATION FAN 1G14.

The SWBD consists of four panels. Second panel contains two speed fans controls. the FREEZE CONTROLLER INDICATION LAMP FAN 01J15 and the FREEZE CONTROLLER INDICATION LAMP FAN 01J13. flaps controls. FG Switchboard 3H The 3H fan group switchboard is implemented in the simulator on the display opened from the menu item Fan Group 3H of the page Hsec. Electrical Power Plant.5.6. Power 440 V is supplied from the LC 4H1. Trainee Manual Chapter 4. and the button FLAPS RESET for two flaps 46116303 and 46116304. Pressing the button ??. (refer to the display opened from the menu item LC 4H1 of the page Hsec) by 0–1 switch FAN GROUP 3H. panel 3. Fourth panel contains flaps controls. 223 . The left panel contains single speed fans controls and flaps controls. Third panel contains two speed fans controls.ANZAC Ship Model. Power Distribution Control in the Simulator Fan Group Switchboards 6. which are illuminated when their fan’s freeze controllers on deck are powered up.

7. (refer to the display opened from the menu item LC 3J of the page Jsec) by 0–1 switch FAN GROUP 3J. panel 3. The right panel contains flaps controls and the 440 V 60HZ VOLTAGE AVAILABLE indicator. Power Distribution Control in the Simulator Fan Group Switchboards 6. The left panel contains single speed fans controls and flaps controls.5. Power 440 V is supplied from the LC 3J. FG Switchboard 3J The 3J fan group switchboard is implemented in the simulator on the display opened from the menu item Fan Group 3J of the page Jsec. 224 . The SWBD consists of two panels. which is illuminated when the 440 V power supply is available to the transformer 440/115 to feed the flaps mechanisms.ANZAC Ship Model. Trainee Manual Chapter 4. Electrical Power Plant.

5. Power 440 V is supplied from the LC 3K (refer to the display opened from the menu item LC 3K of the page Ksec) by 0–1 switches FAN GROUP 3K(II) on panel 3 and FAN GROUP 3K(I) on panel 4. FG Switchboard 3K The 3K fan group switchboard is implemented in the simulator on the display opened from the menu item Fan Group 3K(I) & (II) of the page Ksec.ANZAC Ship Model. which is illuminated when the 440 V power supply is available to the transformer 440/115 to feed the flaps mechanisms.8. The left panel contains single speed fans controls and flaps controls and the FREEZE CONTROLLER INDICATION LAMP. Electrical Power Plant. Power Distribution Control in the Simulator Fan Group Switchboards 6. which is illuminated when the freeze controller on deck in powered up. The SWBD consists of two panels. Trainee Manual Chapter 4. 225 . The right panel contains flaps controls and the 440 V 60HZ VOLTAGE AVAILABLE indicator.

panel 3. Power Distribution Control in the Simulator Fan Group Switchboards 6. Trainee Manual Chapter 4. The SWBD consists of two panels. The right panel contains single speed fans controls. Power 440 V is supplied from the LC 3L.ANZAC Ship Model. FG Switchboard 3M The 3M fan group switchboard is implemented in the simulator on the display opened from the menu item Fan Group 3M of the page L&M. Electrical Power Plant. flaps controls and indicator lamps of the quick closing flaps.5. which are illuminated when the flaps are closed automatically by a fire alarm signal or manually. (refer to the display opened from the menu item LC 3L of the page L&M) by 0–1 switch FAN GROUP 3L .9. 226 . The left panel contains only common FG controls.

10. 227 . the Static Frequency Converters (SFC). 6. Check indicator lights GEN. Switch SELECTOR SWITCH FOR AMMETER to position L1. 8. Before starting the SSDE. for local manual operation of the system. Prepare GCB. Check indicator light DIESEL READY FOR START is illuminated. C+M monitoring only) Diesel Engine and Generator (Operation of LCS switches. to either SHIP or SHORE position (depending on requirements to either feed to ship or to shore). manual control of LCS. 22). complete the pre-check list (refer above). 7. MCR 9. 2. Electrical Power Plant. C+M monitoring only) MSB Diesel Engine and Generator (Start and Stop. Check automatic SYNCHRONISM INDICATORS are both illuminated (depending on the status of the power supply).1. Check indicator light DIESEL STANDSTILL HEATING ON is illuminated. Pre-operating Procedures SSDE/LOP Before starting any SSDG. Safety System ON. Operation of SSDE from the LOP To start the SSDE from this position (refer to Fig. its serviceability must always be checked. Power Generation Operation Instructions 7. Set MODE SELECTOR SWITCH to either the MAN or SEMIAUTO position (depending on requirements). Semi-automatic Control Remote Control (Automatic) LOP Diesel Engine (Only Start and Stop. 3. Check indicator light 24V DC CONTROL VOLTAGE AND LOAD SHEDDING CONTROL VOLTAGE HEALTHY is illuminated. LOCATION MODE Manual Control 1.1 CB OFF/TRIPPED. Power Generation Operation Instructions Operation Modes 7.3. however. should the automatic system fail. 7.2. The following table identifies the locations from which the SSDG can be operated and the modes available at each location. VLOTAGE REGULATION SELECTOR SWITCH. This chapter contains the operating instructions and brief explanatory descriptions relevant to local control and monitoring of the Ship Service Diesel Generators (SSDG) and. are not illuminated.ANZAC Ship Model. Diesel Engine and Generator Diesel Engine and Generator 11. the LOP panel will have the following lights illuminated: 1. 5. from the ship Machinery Control Room (MCR). Ready For Start. the LOCAL CONTROL illuminated latched switch (item 3) on the LOP is set to Local Control (at that he light goes ON). Local operating modes also permit control of the electrical plant during maintenance periods. signals passed to C+M system for operation. Operation Modes Primarily. When the SSDE is ready for starting. This mode is for the control of the SSDE only. ready for closing (spring charged for closing). full C+M system monitoring) 2. Set GEN. for operation in the MANUAL or SEMI-AUTOMATIC modes. Switch SELECTOR SWITCH FOR VOLTMETER to L1-L2. 4. Provision is also made. the ANZAC Class Ship Electrical System is controlled and monitored automatically. the operator shall complete a pre-operational readiness check list as follows: 7. Note: changing modes at any time is possible with no adverse effect on the current status of the SSDG or its circuit breaker. Trainee Manual Chapter 4. Pre-operating Procedures LCS Before applying generator power to the MSB. Ensure all other indicator lights are extinguished. and remotely. or be taken out of service for any reason.

but does monitor its operation. many switching processes are only possible in the sequence specified. Ensure switch GEN. 17. Electrical Power Plant. Before starting the SSDG. repeat steps 1 to 5 to start the SSDE. the C+M system does not affect SSDE operation. 6. the only control from either the MSB or the EPCC is the ‘Emergency Stop’. is illuminated. is illuminated. is extinguished. When the START switch is released.4. Trainee Manual Chapter 4. The sequence in which SSDG is started first. 22 LOP control panel After the pre-checks are completed: 12. is set to Remote. is irrelevant. therefore. In Local Control from the LOP. press and hold switch (item 1). If the SSDE failed to start. Operation of SSDG from the LCS in ‘Manual’ Mode Fig. ensure indicator light (item 2).ANZAC Ship Model. and equipment switching. until the SSDE reaches the nominal running speed (1800 rpm).. ūū (b) Indicator light GENERATOR ALIVE is illuminated as soon as the generator supplies voltage. Note: LOP switch LOCAL CONTROL is pressed to unlatch from Local Control. 4. has the necessary indicating lights and monitoring instruments fitted. START. 5. The STOP switch must be pressed until the SSDE has come to a standstill. 2. 7. Note: in Local Control mode at the LOP. and 228 . is illuminated. indicator light (item 12). Note: in ‘Local Control’ mode the Stop Command is not stored. Due to built-in interlocks. Ensure switch MODE SELECTOR SWITCH in the LCS is set to the MAN position. The LOP. LOCAL CONTROL . under-voltage releases. Ensure indicator DIESEL READY FOR START is illuminated. and then switch back to the MAN position (followed by manual trouble shooting). etc. ensure the pre-operation procedures have been successfully completed. 3. To acknowledge this condition. SAFETY SYSTEM ON. the indicator light DIESEL BLOCKED is illuminated. All switching processes are described in a sequence requiring the least amount of CB usage. Press switch (item 4) STOP and keep it pressed until the SSDE comes to a standstill. 14. either: ūū (a) Return LCS switch MODE SELECTOR SWITCH to the OFF position (to reset the blocking function). ENGINE IS RUNNING. ensure the LOP switch (item 3). and the indicator light is extinguished. VLOTAGE REGULATION SELECTOR SWITCH is set to the SHIP position. LOCAL CONTROL is set to Local Control (switch latched and indicator light illuminated). To start the SSDG from the LCS: 1. Ensure the LOP switch (item 3). ensure indicator light (item 16). READY FOR START. Correct compliance with the following procedures will ensure the safe operation of the MSB. or ūū (b) Press switch DIESEL GEN 1 STOP/STOPPED. Power Generation Operation Instructions Operation of SSDG from the LCS in ‘Manual’ Mode To stop the SSDE: 16. Engine stops and the indicator light (item 12) ENGINE IS RUNNING. overcurrent trips. 7. 13. 15. Press switch DIESEL GEN 1 START/RUNNING and ensure: ūū (a) Its indicator light starts to flash. When indicator light DIESEL BLOCKED is extinguished.

Similar operations need to be taken at MSB FWD. shutdown The MSB AFT can be powered up if at least one SSDE is ready to start. ūū Ammeter selector switch in position L1. ūū All other indicator lights must be off. 2. MSB Operation Instructions The following conditions must be met for the SSDGCB to be closed: 8. 1. 3. Use speed control switch HIGHER–0–LOWER to regulate speed of the SSDE until the bottom display of the double frequency meter indicates 60 Hz. On or off status permissible. voltage from the transfer line is still present. under-voltage trips etc. To proceed refer to part Starting of the Second SSDE. General Operation ūū SSDGCB ready for closing (Spring charged). The associated 24 V DC control and signaling voltage must be available. 5. The SSDG may be started up independently. 6. The indicator light DIESEL READY FOR START on. ūū Control mode selector switch in REMOTE position. the top one must display 0. Panel 6 (Bus Coupler/Bus Tie): ūū Circuit breakers ready for closing (Spring charged). 7. ūū The indicator light BUS TIE VOLTAGE ALIVE . This section covers instructions for MANUAL and SEMI-AUTO operation. The SSDG may be started up independently. Start the SSDE by pressing pushbutton DIESEL START.1. ūū All other indicator lights must be off.2. Many switching procedures are only possible in the specified sequence due to the built-in interlocks. Switch Positions Prior to Start-Up The switch positions are to be checked and set as necessary in random sequence. 2. Note: The operations described in the section below are applied to MSB AFT. If the light is on. ūū The indicator light SHORE CONNECTION VOLTAGE ALIVE . 9 and 10 (Consumers): ūū Consumer circuit breakers in OFF position. SEMI-AUTOMATIC. machinery and equipment. On or off status permissible. ūū Control mode selector switch in position MANUAL. Observe voltmeter and check whether the SSDG supplies 440 V. The indicator light DIESEL RUNNING is flashing. The indicator light status prior to start-up: 6. Panel 7: ūū Ammeter selector switch in position L1. Trainee Manual Chapter 4. 4.2. 3 and 4) ūū Voltmeter selector switch in position L1-L2. 1. Use voltmeter selector switch to check that the three phases have identical voltages. 8. REMOTE control modes allow for all necessary operations to be carried out either manually. Panels 2.2. 2. Read double frequency meter. 7. voltage from the transfer line is still present. 8 and 11: ūū The DC 24 V control and signaling voltage is available. ūū Voltmeter selector switch in position L1-L2. 3.ANZAC Ship Model. 4. Closing of the first SSDGCB 1. Starting of the First SSDE Either SSDG 3 at panel 5 or SSDG 4 at panel 8 of MSB AFT may be started. 3. ūū Voltmeter selector switch in position L1-L2. Electrical Power Plant. Panels 5 and 8: ūū The indicator light STANDSTILL HEATING on. MSB Operation Instructions General Operation 8. ūū The indicator light DIESEL READY FOR START on. 229 . 8. If the light is on. Panel 6: 8. Panel 7 (Shore supply connection): ūū SSCB ready to close (Spring charged).2. The bottom one should read about 60 Hz. Panels 1. Basic Operation from Cold Start Start-up. ūū The indicator light LOAD SHEDDING CONTROL VOLTAGE HEALTHY on. If the top one does not display 0 the bus bar is already alive. 5. To exclude operating errors. The indicator light GENERATOR ALIVE comes on as soon as the SSDG supplies voltage. the operating sequence is mandatory unless explicitly described as “random”. All switching procedures of the circuit breakers are described in a way to avoid excessive wear of circuit breakers. monitoring. MANUAL. ūū All other indicator lights must be off. the selector switch at LOP DE is in EXTERNAL CONTROL (remote) position and no faults exist. partially manually and partially automatic or completely automatic depending on the current control mode.1. 8. It is assumed that both SSDEs can be started. ūū Ammeter selector switch in position L1. Control mode selector switch in MANUAL position. Panels 5 and 8 (SSDG No.

Closing of the second SSDGCB 3. ūū Green indicator light SSDG ALIVE is on. ūū The double frequency meter indicates 60 Hz on the upper scale. ūū The indicator light GENERATOR ALIVE is on. Read double frequency meter. ūū Further speed adjustment is achieved with brief momentary operations of control switch HIGHER–0–LOWER until the indicator lights are at their least brilliance. ūū Voltmeter indicates 440 V. Adjust the SSDG frequency to 60 Hz with the help of the bottom scale display and speed control switch HIGHER–0–LOWER . 8. 9. Trainee Manual Chapter 4. Electrical Power Plant. care must be taken to ensure that the power generation system is not overloaded. 9. The measuring instruments which were not mentioned must display 0. MSB Operation Instructions Basic Operation from Cold Start 4. 2.ANZAC Ship Model. CAUTION ! Never synchronize with only one indicator light. ūū Synchronize the SSDG to be connected by regulating the speed of the SSDE with short momentary operations of the speed control switch HIGHER–0–LOWER according to the bottom frequency meter display until the flashing of the two synchronization lights and has slowed down considerably. Use the voltmeter selector switch to check that three phases have identical voltages. ūū Indicator light STANDSTILL–HEATING goes off. Indicator light DIESEL RUNNING displays steady light. Observe voltmeter and check whether the SSDG supplies 440 V. Perform the synchronization while the synchronization lights are continuously observed. Start SSDE by pressing pushbutton DIESEL START indicator light DIESEL RUNNING is flashing. indicator light DIESEL READY FOR START on. Indicator light CIRCUIT BREAKER ON is on when the circuit breaker is closed. ūū Both ohmmeters must display a permissible value of insulation level. ūū Indicator light DIESEL RUNNING displays steady light. Indicator light and measuring device displays after connection of the first SSDG 5. 7.4. 8. The upper scale must display the 60 Hz bus bar frequency (correct the first SSDG if necessary). Panels 5 and 8: ūū The indicator light DIESEL RUNNING is on. Control mode selector switch in MANUAL position. 6.2. ūū Close circuit breaker with pushbutton ELECTRICAL ON. ūū Double frequency meter indicate 60 Hz on both scales. 8. change lamp if necessary. If this procedure is not followed.3. Synchronization CAUTION ! The synchronization of both SSDGs is to be carried out carefully and accurately. Indicator light STANDSTILL–HEATING goes off. Panel 6: ūū The display of all indicator lights is the same as before the second SSDG was switched on. ūū Double frequency meter indicates 60 Hz on both scales. The measuring instruments that were not mentioned must display 0. ūū Voltmeter indicate 440 V. The indicator light and measuring device displays after connection of the second SSDG 6. Connecting the Consumers in Single SSDG Operation Note: During single SSDG operation. ūū Both ohmmeters must display a permissible insulation level.2. ūū Green indicator light CIRCUIT BREAKER ON is on. Starting of the Second SSDE Panel 5 and/or panel 8 1. Panel 7: ūū The status of all indicator lights is the same as before the first SSDG was switched on. Close the SSDGCB using pushbutton ELECTRICAL ON. Indicator light CIRCUIT BREAKER ON is on after the switching procedure has been completed. 7. indicator light GENERATOR ALIVE comes on as soon as the SSDG supplies voltage. Panel 6: ūū The status of all indicator lights is the same as before the first SSDG was switched on. 4. 5. Panel 5 and/or panel 8 The following applies for the panel of the SSDG which is not running: ūū The status of all indicator lights is the same as before the first SSDG was switched on. ūū Check that both synchronization indicator lights at panel 5 and/or panel 8 are on. 230 . the SSDGs could be connected in parallel with their phases completely opposite (180°) to each other. Panel 7: ūū The display of all indicator lights is the same as before the second SSDG was switched on. 8. Panel 5 and/or panel 8 The following is applicable for the panel of the SSDG in operation: ūū Green indicator light DIESEL RUNNING is on. ūū The indicator light CIRCUIT BREAKER ON is on (SSDGCB closed).

Frequency correction Correction is required if the frequency deviates by 3 Hz. The green indicator light CIRCUIT BREAKER ON goes off when the circuit breaker is open. or adjust the SSDG under lower load to the calculated average by turning the speed control switch to HIGHER. SSDG Shutdown Shutting down a SSDG No. In dual SSDG operation and perfect load sharing turn the speed control switch HIGHER–0–LOWER at panels 5 or panel 8 alternately into HIGHER or LOWER position until the double frequency meter displays the required value of 60 Hz.2. • Ensure prior to connection that the power reserves of the feeding SSDG and the power requirements of the consumers can be matched. If power is received from shore or the other MSB. 4. Monitoring the indicator lights and instruments Emergency measures during malfunctions The operator must be aware of the operating status of the switchboard at all times and monitor continuously the load sharing. 3. frequency and SSDG output utilization during dual SSDG operation. MSB Operation Instructions Basic Operation from Cold Start For this reason only the normal feeders must be switched on. In this case. • If necessary. In unpredictable emergency situations (e. Slow down the SSDE which has to be disconnected using speed control switch HIGHER–0–LOWER until wattmeter displays approximately 50 kW. Load Sharing Between SSDGs in Manual Mode The load sharing is controlled with speed control switch HIGHER–0–LOWER at panel 5 or panel 8: • Calculate the average load from the values displayed by watt meters or alternatively ammeters. • The indicator light DIESEL RUNNING is flashing and indicates that the SSDE is still running even though the SSDGCB is open. It is necessary he complies with two basic rules: 8. Electrical Power Plant. Trainee Manual Chapter 4. 8. • Indicator light DIESEL RUNNING is flashing and indicates that the SSDE is still running even though the SSDGCB is open. (Do not try to control to as low as 0 because otherwise reverse power condition could trip the circuit breaker. In single SSDG operation turn the speed control switch HIGHER–0–LOWER at panel 5 or panel 8 into HIGHER or LOWER position until the double frequency meter displays the required value of 60 Hz (both scales). • Either adjust the SSDG under higher load to the calculated average by turning the speed control switch to LOWER. Shutting down the remaining SSDG • Disconnect all consumers in panels 2. The green indicator light CIRCUIT BREAKER ON goes off if the SSDGCB is open.) CAUTION ! Load sharing must be interrupted if the double frequency meter displays a frequency drop of more than 3 Hz. • Open the SSDGCB with pushbutton CIRCUIT BREAKER OFF. 9 and 10. 6. Operation Monitoring 1. • The indicator light STANDSTILL HEATING ON indicates that the SSDG standstill heating is on. Never re-close circuit breaker after tripping due to fault conditions before the cause of the fault is found and eliminated or isolated. The second unit is adjusted by the constant-speed of the respective SSDE motor within the scope of its tolerances. • Open the SSDG circuit breaker with illuminated pushbutton CIRCUIT BREAKER OFF. 5. 231 . 8. • The indicator light STANDSTILL HEATING ON indicates that the SSDG standstill heating is on. correct the frequency of the remaining SSDG in use with speed control switch HIGHER–0–LOWER at the appropriate panel. The load sharing can then be continued. Correct load sharing again after the required frequency has been reached. taking into consideration the manufacturer’s instructions. Connecting the Consumers in Dual SSDG Operation Note: During dual SSDG operation. In dual SSDG operation and unbalanced load distribution first correct the load distribution as described before. smoke escaping from the switchboard). the frequency must be corrected by accelerating the SSDE which is remaining operative.5. then correct the frequency as described in (2). • Stop the SSDE with pushbutton DIESEL STOP.8.ANZAC Ship Model. The alternate feeders of the LOAD CENTRES must not be switched on to avoid a blackout upon failure of the MSB FWD.6. 3.2. The wattmeter must display ‘0’. 4. 7 and 8 of the MSB AFT. the MSB can supply all connected consumers. isolate the power source by opening the appropriate circuit breakers at panel 5.7. The indicator light DIESEL RUNNING goes off. It is assumed that the operator is responsible for the control of the equipment he is operating.g. • The indicator light displays are in accordance with the condition they were in after the first SSDG was started. 3 or/and 4 (Panel 5 or/and 8) operating in parallel mode Select manual control mode with control mode selector switch. • Connect further consumers in random sequence. Use speed control switch «HIGHER–0–LOWER». • Stop the SSDE using pushbutton DIESEL STOP taking into consideration the manufacturer’s instructions.2.2. 2. Correct the frequency as necessary. 8. immediately initiate the isolation of SSDGs.

4. shutdown The description below details only those operating procedures and monitoring tasks in panel 6 MSB AFT and/or panel 6 MSB FWD which are necessary for parallel operation. the load must be shared between the SSDGs of the MSB FWD: Refer to Load Sharing Between SSDGs in Manual Mode described earlier in this manual. Correct under-frequency by turning speed control switch HIGHER–0–LOWER in panel 5 or panel 8 to HIGHER. Frequency balancing must be ordered as it requires operating procedures at both MSBs. MSB Operation Instructions Parallel Connection of MSB FWD and MSB AFT • The indicator light DIESEL RUNNING goes off. 8. Observe frequency indications and correct frequency of MSB FWD using speed control switch HIGHER–0–LOWER until frequencies of both switchboards are synchronized. A signal from the Manual Frequency Adjuster and Closing Pulse Transmitter will close the BTCB at panel 6 of MSB FWD and both switchboards are connected in parallel. This operation can be carried out by only one operator at either MSB FWD or MSB AFT. Start-up Parallel connection of MSB FWD and MSB AFT is achieved by operating the BTCB at panel 6 of MSB FWD and MSB AFT. 8. the insulation condition of the complete power distribution system is measured either at panel 6 of MSB FWD or at panel 6 of MSB AFT. 232 . This eliminates the need for manual frequency correction because the automatic Frequency Adjuster and Closing Pulse Transmitter will perform this automatically and will close the BTCB if the frequencies are synchronized. 8. 3. 2. Paralleling from MSB FWD 1. Proceed as above to share the load between the SSDGs of the MSB AFT. Frequency correction Correction is necessary if the frequency deviates by 3 Hz. 3. Provide closing command for BTCB at panel 6 of MSB AFT to the Manual Frequency Adjuster and Closing Pulse Transmitter using pushbutton CIRCUIT BREAKER ON at panel 6 of MSB AFT. 2. Note: Since the MSB operator has no means to observe the wattmeter display of the other MSB he must be informed continuously during the load sharing procedure of the changing wattmeter displays by the person in charge at the MCR. Green indicator light CIRCUIT BREAKER ON at panel 6 of MSB FWD will come on. Load sharing control 1. Prerequisite: Both MSBs are operated in BASIC OPERATION and each can be operated with one or both SSDGs. Close the BTCB at panel 6 of MSB AFT using pushbutton CIRCUIT BREAKER ON at panel 6 of MSB FWD. A signal from the Manual Frequency Adjuster And Closing Pulse Transmitter will close BTCB at panel 6 of MSB AFT and both switchboards are connected in parallel. Load sharing must be controlled by the person in charge of the MCR.3. Correct the frequency if necessary. monitoring. Monitoring the insulation condition During parallel operation. Provide closing command for the BTCB at panel 6 of MSB FWD to manual frequency adjuster and closing pulse transmitter using pushbutton CIRCUIT BREAKER ON at panel 6 of MSB FWD. Green indicator light CIRCUIT BREAKER ON at panel 6 of MSB FWD will come on. If SEMI AUTOMATIC control mode is selected with control mode selector switch the sequence of operation and conditions are identical to the one in the MANUAL control mode with the exception that the Automatic Frequency Adjuster and Closing Pulse Transmitter is used instead of the manual one. The person in charge of the MCR must control the way the load is shared. 5. 3. Paralleling from MSB AFT 1. 2. Green indicator light CIRCUIT BREAKER ON at panel 6 of MSB AFT will come on. Note: The following is a sequence of operations in MANUAL control mode. Green indicator light CIRCUIT BREAKER ON at panel 6 of MSB AFT will come on. Parallel Connection of MSB FWD and MSB AFT Start-up. Electrical Power Plant. Double frequency meter will display frequency of MSB AFT with the upper indicator and frequency of MSB FWD with the lower indicator.3. To connect MSB FWD and MSB AFT in parallel the BTCBs at panel 6 of MSB FWD as well as MSB AFT must be closed. Close BTCB at panel 6 of MSB FWD using pushbutton CIRCUIT BREAKER ON at panel 6 of MSB AFT. As a first step. Observe frequency indications and correct frequency of MSB FWD using speed control switch HIGHER–0–LOWER until frequencies of both switchboards are synchronized. Double frequency meter will display frequency of MSB FWD with upper indicator and frequency of MSB AFT with lower indicator.2. and over-frequency by turning speed control switch to LOWER until the frequency difference has been eliminated. Trainee Manual Chapter 4.ANZAC Ship Model.1.3.

8. • Possibility 2: Only one SSDG at MSB FWD remains operative. The parallel connection can only be carried out in MANUAL control mode: 1. Check phase voltages using voltmeter selector switch together with voltmeter to check phase voltages of shore supply connection. Close BTCB at MSB FWD using pushbutton CIRCUIT BREAKER ON at panel 6 of MSB AFT or pushbutton ELECTRICAL ON at panel 6 of MSB FWD. Trainee Manual Chapter 4.1 and 2 are isolated from MSB FWD and that the BTCB of MSB AFT is open. MSB Operation Instructions Supply of MSB AFT from MSB FWD via BUS TIE Emergency measures during malfunctions Refer to Emergency Measures During Malfunction described in part Load Sharing Between SSDGs in Manual Mode. Supply of MSB AFT from MSB FWD via BUS TIE Start-up. panel 5 and panel 7. Note: If the SSCB fails to close due to incorrect phase sequence (phase sequence relay interlock) isolate power supply at shore and change two phases of cable connections at shore connection box. Check current consumption of all three phases of MSB AFT using ammeter selector switch together with ammeter at MSB FWD and select appropriate switch position to monitor phase with the highest current consumption. shutdown A form of parallel connection of MSBs is the supply of MSB FWD (SSDG No. (Indicator lamp BUS TIE VOLTAGE ALIVE must be dark). Isolate all consumers at panel 2.1. Close BTCB at MSB FWD using pushbutton ELECTRICAL ON at front of the BTCB. Close the SSCB using the CB PARALLELING/ON illuminated pushbutton. After arranging the parallel connection MSB FWD is a consumer of MSB AFT. 8. Supply of MSB FWD from MSB AFT via BUS TIE Start-up. 6. 1. Check that SSDG No.3. Close the BTCB at MSB AFT using pushbutton ELECTRICAL ON at the front of the BTCB. 3 and 4 isolated) from MSB FWD via the bus tie. 4. Check that SSDG No. at that the SSCB will close in phase with ship’s supply.4. 1 and 2 isolated) from MSB AFT via the BUS TIE. 4. with Power Supplied to MSB AFT Only The BTCBs at MSB AFT as well as MSB FWD are open. The button should be kept pressed.5. 8. 4. 3. until the module finishes operating (after one or two cycles of the synchronism indicator lights). 9 and 10. 5. shutdown A form of parallel connection of the MSBs is the supply of MSB AFT (SSDG No. 2. shutdown The MSB FWD is fitted with two shore supply connection panels. 1. 3. REGULATION switch on the generator panel. Note that automatic synchronization is possible when the generator is operating in Automatic mode. 3. The pushbutton is illuminated when SSCB is closed. In Manual operation mode SSCB can be opened/closed using the button on SSCB front panel. monitoring.3. Power is connected to shore connection box and is present at shore side of SSCB at panel 7. which activates synchronizing module that prevents synchronizing out of phase. Check current consumption of all three phases of MSB FWD using ammeter selector switch together with ammeter at MSB AFT and select appropriate switch position to monitor phase with the highest current. 3 and 4 are isolated from MSB AFT and that the BTCB of MSB AFT is open (The indicator light BUS TIE VOLTAGE ALIVE must be dark). monitoring. 7. Start-Up. The parallel connection can only be carried out with the MANUAL control mode selected. Electrical Power Plant. For further operation of MSB AFT refer to part Basic Operation from Cold Start. 8. Close the BTCB of MSB AFT using pushbutton CIRCUIT BREAKER ON at panel 6 of MSB FWD or pushbutton ELECTRICAL ON at panel 6 of MSB AFT. Supply mode selector switch POWER RECEPTION–0– POWER DELIVERY in position POWER RECEPTION. The indicator light POWER RECEPTION is on.6.ANZAC Ship Model.6. 8. The MSB AFT has only one shore supply connection at panel 7. 2. 233 . Supply from Shore Connection Start-up. 3. Then the frequency must be corrected there. monitoring. manual synchronization is possible from the synchroscope front panel when the generator is operating in Manual mode. For further operation of MSB FWD refer to part Basic Operation from Cold Start. CAUTION ! When using the ship’s shore supply cable the cables must always be completely unwound from the cable drum to avoid overtemperature. SSDG Shutdown To shut down a SSDG in parallel mode decide first which SSDG has to be shut down and proceed with one of the following possibilities: • Possibility 1: Only one SSDG at MSB AFT remains operative. Isolate SSDGs 3 and 4 at panels 5 and 8. This one may be used to re-establish the 60 Hz frequency with the use of speed control switch while observing the wattmeter with regard to load sharing. 4. Transfer the load from SSDG to Shore using FREQ. 2. After arranging of the parallel connection MSB AFT is a consumer of MSB FWD.

9 and 10 of MSB AFT. The voltmeter must indicate 0.ANZAC Ship Model.3. ūū Measure voltage between phases L1 and L2 using voltmeter selector switch and voltmeter. ūū Close SSCB using pushbutton ELECTRICAL ON. 9. Monitoring of Operation Instruments The ammeter at panel 5 and/or panel 7 of MSB FWD and ammeter at panel 7 of MSB AFT must be observed in particular. start second SSDG or parallel both MSBs. Establish parallel connection of both MSBs as described under Supply of MSB AFT from MSB FWD via BUS TIE. 8. The instrument must display 0. The connection of additional consumers must be officially approved if the load limit is approached. 3. Panel 7 234 . Check current consumption of all three phases using ammeter selector switch and ammeter. 1. Start-Up with Power Supplied to MSB FWD and MSB AFT 1. Open the GCB using the GEN CB OFF/TRIPPED button or MECHANICAL OFF button on the GCB front panel. Start-Up CAUTION ! Start-up can only commence if supply cables are properly connected from shore supply connection box to shore or to another ship which is to be supplied and a confirming message is received. MSB Operation Instructions Supply to Shore Connection or Ship Alongside 8. Open shore connection circuit breaker using pushbutton CIRCUIT BREAKER OFF. 12. 60 Hz. The insulation condition of the distribution network cannot be measured with an established shore supply. ūū Check indicator lights: All indicator lights must be dark (off). Calculate whether amount of power requested for shore supply or ship alongside can be made available if non-vital consumers are disconnected or impose power restrictions on shore or ship alongside. Measure current of phase L1 using ammeter selector switch and ammeter. The indicator light “DIESEL RUNNING is off. 3. ūū Select POWER DELIVERY mode with supply mode selector switch POWER RECEPTION–0–POWER DELIVERY. ūū The indicator light SHORE CONNECTION VOLTAGE ALIVE is on if voltage is present at shore side of the SSCB. Use the GEN. Pre-start check-up Ensure that sufficient power is available to transfer to shore or to an alongside ship. VOLTAGE REGULATION ADJUSTER to keep the power factor at approx. Trainee Manual Chapter 4. Non vital consumers can be shed from the LOAD CENTRES as necessary. Ammeter must indicate 0. 4. 13. Supply to Shore Connection or Ship Alongside 8.7.2. To perform an insulation test the SSDG supply has to be established. Shore power supply must be isolated at shore and the same reported before the cables in the shore connection box can be disconnected.6. 3. 10. Removing of the shore connection 1. The supply cables must always be completely unwound from the cable drum to avoid over-temperature of the cables. ūū Voltmeter indicates bus bar voltage 440 V. Disconnect all consumers at panels 2. Notify consumer at shore to initiate connection of loads with consideration to the maximum amount of power being available. Monitor and observe current consumption of all three phases with ammeter and selector switch at regular intervals to detect possible overload of the shore power supply and MSB AFT as early as possible. Electrical Power Plant. 11. 2. 8. 9 and 10 taking into consideration the maximum power (1200 A) which can be transferred via the SSCB to MSB AFT as well as the maximum of power which is available from the shore power supply. 1. 2. If the indicated currents exceed the limits non-vital consumers must be disconnected to reduce the load of the shore supply. Establish shore supply connection as described above. 0. Shut running SSDE down using pushbutton DIESEL STOP following the manufacturer’s instructions. If necessary disconnect non-vital consumers.8 inductive load. ūū The indicator light POWER DELIVERY is on.7. Measure current consumption of all three phases with ammeter selector switch and ammeter at SSDG panels of MSB. 2.6. monitoring. 4. The indicator light DIESEL STOPPED is on. 4. Start-up. 8. 8.1. Monitoring of Operation 1.2.7. Connect consumers to MSB AFT at panels 2. 2. The indicator light CIRCUIT BREAKER ON” is off if circuit breaker is open. shutdown Power can be supplied via one or both shore supply connections and fed from MSB FWD as well as from the shore connection box fed from MSB AFT.

7. ūū Check whether all other indicator lights are off. Use ammeter selector switch and ammeter to check current of all three phases of bus tie. Close SSCB when both synchronization lights flash very slowly in unison and both lights are dark. 12. ūū Measure Voltage between all three phases using voltmeter selector switch and voltmeter. Note: To minimize the time that the SSDG and shore power are operating in parallel. Manual control mode is selected with control mode selector switch OFF/RELEASE–MANUAL–SEMI AUTOMATIC–REMOTE . The following rules shall assist to achieve a smooth changeover of power supplies and keep the switching time to a bare minimum to avoid unnecessary long loss of power. Ammeter must indicate 0. 3. Confirm that power is present is at supply side of circuit breaker and that the phase sequence is correct: The indicator light BUS TIE VOLTAGE ALIVE at panel 6 of MSB FWD and MSB AFT is on if voltage is present. 2. Connect MSB to new power supply. Open SSDGCB when load on the SSDG has been reduced to 50 kW. Return to Basic Operation from Parallel Connection of MSBs Each MSB is fed by at least one of its SSDGs. Increase SSDG frequency via SSDG manual speed adjuster until synchronization lights flash very slowly.2. The voltmeter must indicate 0. Trainee Manual Chapter 4. Adjust SSDG voltage to shore voltage. 7. 8.8. Switch voltage adjuster mode selector switch SHIP– SHORE to SHORE. 1. there is no current flowing via the bus tie between the two MSBs.1.4. the following steps must be carried out as quickly as possible. Decrease SSDG frequency via SSDG manual speed adjuster to lift load to shore power. 3. Recommendation for Power Supply Change-Over ūū Turn supply mode selector switch. Power Supply Shutdown 1. Open BTCB at MSB FWD and MSB AFT using pushbutton CIRCUIT BREAKER ON and CIRCUIT BREAKER OFF. Change-Over from SSDG Supply to Supply from Other Switchboard or from Shore CAUTION ! Closing of circuit breaker in phase opposition is possible in MANUAL mode. Panels 5 and 8 Measure current of all three phases using ammeter selector switch and ammeter. CAUTION ! If the synchronization lights begin to flash quicker as a result of increasing SSDG speed. 2. Request shore or ship alongside to reduce power consumption gradually until it is zero.8. 8. Measure current of all three phases using ammeter selector switch and ammeter. 235 . 9. ūū Initiate supply cables to be disconnected from shore connection box. Isolate MSB from existing power supply. If unbalance is unacceptable to power generating equipment then consumer at shore must eliminate the cause. decrease SSDG speed and repeat steps 8 and 9. The indicator light SHORE SUPPLY CONNECTION VOLTAGE ALIVE at panels 5 and 8 of MSB AFT are on if voltage is present. 13. 2. Electrical Power Plant. CAUTION ! If it is necessary to accelerate with only one SSDG operating it may be necessary to start the second SSDG to avoid overloading of the first one. 1. Ammeter must indicate ‘0’. Change-Over from Switchboard Supply or Shore Supply to SSDG Supply CAUTION ! Closing of circuit breaker in phase opposition is possible in ‘manual’ mode. 4. 4. 15. The indicator lights CIRCUIT BREAKER ON are off if circuit breaker are open. Shore connection box: 6.7. 10. Switch selector switch to the mode required for the MSB operation.3. 2. 8. Set mode selector switch at MSB to MANUAL mode. Switch shore power selector switch POWER RECEPTION–0–POWER DELIVERY to POWER RECEPTION mode. 14.ANZAC Ship Model. MSB Operation Instructions Recommendation for Power Supply Change-Over Measure current of all three phases using ammeter selector switch and ammeter and inform shore or ship alongside accordingly. 8. 8. Reduce SSDG frequency via SSDG manual speed adjuster until SSDG frequency is much lower than shore power frequency. Perform load sharing operation using speed control switch HIGHER–0–LOWER to accelerate or to slow down SSDGs until 8. Switch voltage adjuster mode selector switch SHIP– SHORE to SHIP. Observe flashing synchronization lights. Otherwise isolate power supply to shore opening SSCB at panel 7. 11. Shutdown SSDG. 5.8. Check that the SSCB is switched off. ūū POWER RECEPTION–0–POWER DELIVER into position 0. Panel 7: ūū Open SSCB using pushbutton CIRCUIT BREAKER OFF.

the circuit breakers are equipped with the following controls at the front panel: CAUTION ! 1. Reduce SSDG frequency via SSDG manual speed adjuster until synchronization lights flash very slowly. SSDG. BTCB and SSCB Manual mechanical operation of the circuit breaker is possible if electrical operation is not possible due to control voltage failure. Electrical Power Plant. Only after these conditions have been met can the circuit breaker can be closed mechanically. Increase SSDG frequency via SSDG manual speed adjuster until SSDG frequency is much higher than shore power frequency. Set mode selector switch at MSB to MANUAL mode. 12. 2. No-load switching results if one of the above conditions is not met (see Caution 2 in this paragraph). radio communication. Mechanical OFF pushbutton ūū Charge spring mechanism by pumping the manual drive lever several times. Recommendation for Emergency Operation 2. the supply of vital system sections (emergency lighting.) is maintained by Pressing the pushbutton MECHANICAL OFF opens the circuit breaker mechanically under all conditions. Switch voltage adjuster mode selector switch SHIP– SHORE to SHORE. navigation. increase SSDG speed and repeat steps 6 and 7. CAUTION ! If the synchronization lights begin to flash quicker as a result of decreasing SSDG speed.ANZAC Ship Model. the following steps must be carried out as quickly as possible. Operations without the switching of power are to be avoided. (The closing pushbutton must be pressed until the switch is closed). (No-load switching. 3. 11. ūū The circuit breaker can be closed with pushbutton MECHANICAL ON. 4. • The electrical closing lockout must not be activated. 7. For this purpose. Switch voltage adjuster mode selector switch SHIP– SHORE to SHIP. the electrical lockout of the closing coil of the circuit breaker and the synchronizing automatic are not effective so that particular care is to be taken to prepare and carry out the synchronization and closing of the circuit breaker. Note: To minimize the time that the SSDG and shore power are operating in parallel. faulty electrical components or severe faults of the control circuits. 9.9. 10. 8. 1. Open SSCB when shore power has been reduced to 50 kW.) The following prerequisites must be met: • Under-voltage release must be activated. CAUTION ! During manual emergency operation. In emergencies. either MSB FWD or MSB AFT (via MAIN/STAND BY FEEDERS to the appropriate LOAD CENTRES). Start SSDG and allow SSDG to run up to speed and voltage. Observe flashing synchronization lights. • The mechanical re-closing lockout must be reset. MSB Operation Instructions Recommendation for Emergency Operation 1. • The withdrawable circuit breaker must be in operating position. 5. • The OFF pushbutton must not be locked in OFF position. Switch shore power mode selector to OFF. Switch shore power selector switch POWER RECEPTION–0–POWER DELIVERY to POWER RECEPTION mode. 8. leak water system and fire extinguishing system etc. Close SSDGCB when both synchronization lights flash very slowly in unison and both lights are slight glowing or off. Increase SSDG frequency via SSDG manual speed adjuster to take the load from shore power. Trainee Manual Chapter 4. If spring is compressed a black field or MECHANISM CHARGED appears. 6. All internal electrical lockouts and interlocks of the closing control circuit of the circuit breaker are ineffective. 2. 236 .

under-voltage releases etc. Switching Between Supply Modes The LOAD CENTRE can only be started up if the associated consumer switches in the MSBs are in ON position. 2. From the AUTOMATIC mode.3. The start up is then performed as follows: 1. Indicator lights indicate the availability of normal and alternate feeding. operation monitoring is restricted to checking the indicator lights and monitoring the LOAD CENTRES power consumption with the ammeter. 1. Indicator lights displays after start up 1. 3. equipment and devices to be switched. All switching processes involving the circuit breakers are described in a way going easiest on circuit breakers. or 2. Instruct the MAIN SWITCHBOARDS operator to turn the LOAD CENTRE’s feeding switches off. 60 Hz supply to be switched on. General Operation Switch Positions Prior to Start Up Due to the built-in interlocks.2. The switch positions are to be checked and established as necessary in random sequence ensuring: In the AUTOMATIC mode.1. 60 Hz Supply 9. it is necessary to start up one of the Converter Switchboards 1 or 2 and to switch on the consumer connections leading to the above mentioned Load Centres. Indicator Lamp Display Prior To Start Up All Load Centres first require the 440 V. Indicator lights NORMAL FEEDING VOLTAGE AVAILABLE . Start Up in Automatic Mode Turn supply selector switch into AUTOMATIC position. 3.2. 9.2. The supply selector switch is used to select one of the following four positions: • OFF. If indicator lights NORMAL FEEDING ON and ALTERNATE FEEDING ON are dark the LOAD CENTRE is switched off. Indicator lamps ALTERNATE FEEDING VOLTAGE AVAILABLE and ALTERNATE FEEDING ON are on if the alternate feeding is switched on and the normal feeding is not available. and ALTERNATE FEEDING VOLTAGE AVAILABLE are on if the normal feeding is switched on and the alternate feeding is available. To start up the 400 Hz supply. but should otherwise be avoided. Start Up in NORMAL or ALTERNATE FEEDING Mode 2. Turn selector switch to NORMAL FEEDING position to switch the normal feeding on. Indicator lamps ALTERNATE FEEDING VOLTAGE AVAILABLE and NORMAL FEEDING ON are on if the normal feeding is switched on and the alternate feeding is not available. • NORM (normal feeding). Load Centres Operation Instructions General Operation 9. the LOAD CENTRE is automatically switched to the alternate feeding if the normal feeding fails. Operation monitoring in AUTOMATIC mode The previously described switch positions prior to start up are to be checked and/or established as necessary. Indicator light ALTERNATE FEEDING ON should be illuminated. the operating sequence is mandatory unless the switching sequence is explicitly described as “arbitrary”. Electrical Power Plant. 9. Monitoring and Shutdown 440 V.ANZAC Ship Model. If ammeter displays 0 turn supply selector switch into O position. 5. • AUTO.2. NORMAL FEEDING ON. Indicator light NORMAL FEEDING ON should be illuminated. Start Up. If indicator lights NORMAL FEEDING VOLTAGE AVAILABLE and ALTERNATE FEEDING VOLTAGE AVAILABLE are dark the feedings are switched off. 237 .1. 4. • ALTER (alternate feeding). Then instruct the MAIN SWITCHBOARDS operator to switch on the LOAD CENTRE consumer switches.2. The operator must be aware at all times of the LOAD CENTRES operating condition and the degree of utilization. many switching processes are only possible in the specified sequence. Connect consumers in random sequence and check power consumption with the ammeter. the LOAD CENTRE is shut down as follows: All indicator lamps must be dark. Switching under load is possible in emergencies. Load Centres Operation Instructions In the AUTO position. To exclude operating errors.. Shutdown from AUTOMATIC Mode • Feeding selector switch in OFF position. • All consumer switches in OFF position.4. Turn selector switch to ALTERNATE FEEDING position to switch the alternate feeding on. 4. 9. Trainee Manual Chapter 4. Indicator lights NORMAL FEEDING VOLTAGE AVAILABLE . 9.2. 9. Then the consumers of this system or the other voltage levels may be switched on and so may the mains units and charging devices for the 24 V DC supply. or ALTERNATE FEEDING AVAILABLE (or both) indicate which feeding is available. Shut down all consumers in random sequence.

60 Hz consumer section of the LOAD CENTRE. 2. 4H1 (II). 4G1. 60 Hz consumer section of the LOAD CENTRE. 01H. 60 Hz Supply The start up. AUTOMATIC or ALTERNATE FEEDING in the selected position. 1. 4.2. 6. the feedings are switched off. Switch feeding off. 3D (I). 3J. Note: – If both feedings are available. Switch on 115 V. Operation monitoring of NORMAL FEEDING or ALTERNATE FEEDING mode The operator must be aware at all times of the LOAD CENTRE’s operating condition and degree of utilization. It may be necessary to take the starting currents for larger units into account. 60 Hz supply is switched on.3. Shut down consumers in random sequence. Check power consumption of the main unit with ammeter. 9. supply are relevant to the following Load CENTREs: 01F (II). 9. 4H1 (I). 3. 60 Hz consumer section of the LOAD CENTRE. Indicator light VOLTAGE AVAILABLE indicates that the 115 V.E. Start Up. 9. If indicator lights NORMAL FEEDING VOLTAGE AVAILABLE and/or ALTERNATE FEEDING VOLTAGE AVAILABLE are dark (not illuminated).2. If ammeter displays 0 use supply selector switch to activate NORMAL FEEDING. Load Centres Operation Instructions Start Up. monitoring and shutdown procedures of the 240 V. 3L (II). 60 Hz supply feeding in the 440 V. 3. Operation monitoring means checking the indicator lights and monitoring the LOAD CENTRE’s power consumption using ammeter. Instruct consumers fed via contactors (pumps. In these cases the consumers do not have to be switched off during the changeover. 3F (I). Switch feeding off. 2E (II). Indicator light VOLTAGE AVAILABLE indicates that the 240 V. 2. the supply mode remains unchanged when switching from AUTOMATIC to ALTERNATE FEEDING and vice versa. 3. Connect consumers in random sequence and check power consumption with ammeter. 60 Hz CTE supply is switched on. 3D (II). 3E (II).ANZAC Ship Model. 4G1. Shutdown in NORMAL or ALTERNATE FEEDING Mode From NORMAL FEEDING or ALTERNATE FEEDING mode. Electrical Power Plant. 4. 4G2. monitoring and shutdown procedures of the 115 V.3. Monitoring and Shutdown The consumers can now be connected in random sequence.5. 4H2 (III). The associated indicator light comes on. 9. 238 . Switch on 24 V DC supply feeding in the 440 V. 4. Monitoring and Shutdown 9. 1. 115 V. Check proper earth connection. 60 Hz supply are relevant to the following LOAD CENTREs: 01F (II).3. 1. 1. 3. If ammeter displays 0 turn selector switch in O position. 60 Hz supply feeding in the 440 V. 60 Hz CTE supply feeding in the 440 V. 4H2 (I). 115 V. 3J. 3. 60 Hz consumer section of the LOAD CENTRE. Check function of the earth leakage monitor with pushbutton TEST and RESET. 4H2 (II). Trainee Manual Chapter 4. 60 Hz C.T. Shut down all consumers.6. Switch feeding off. 2. that were released during the changeover to be switched on again. 4G1. 4. Check function of the earth leakage monitor with pushbutton TEST and RESET. 4H1 (II). Manual Switching Between Supply Modes Switching between supply modes is as follows during failure of the activated feeding or in-service switch over between feedings: 4. Connect all consumers in random sequence. 60 Hz Supply are relevant to the following LOAD CENTREs: 2E (I). Shut down consumers in random sequence. 5.3. Shut down all consumers. 60 Hz C. 4G2. Shut down consumers in random sequence.4. Indicator lights NORMAL FEEDING ON and/or ALTERNATE FEEDING ON go off. Connect consumers in random sequence and check power consumption with ammeter. the supply mode remains unchanged when switching from NORMAL FEEDING to AUTOMATIC and vice versa. 3K. Indicator light VOLTAGE AVAILABLE indicates that the 115 V. monitoring and shutdown procedures of the 115 V. 6. the LOAD CENTRE is shut down as follows: 1. Switch on 115 V.E.3. 3L (I). 3J. 9. monitoring and shutdown procedures of the 24 V DC supply are relevant to the following LOAD CENTREs: 01F (I). 3. 240 V. 2. 3L (I). for example). Connect consumers in random sequence and check power consumption with ammeter.T.2. The start up. 3F (II). 2E (I).3. 3D (I). 1. 5. – If only alternate feeding is available. 5.1. 24 V DC Supply The start up. 60 Hz Supply 2. 01H. 2E (I). 3F (I). 60 Hz supply is switched on. 9. 3K. 5. 2. 3K. Instruct the MAIN SWITCHBOARDS operator to switch off the LOAD CENTRE’s feeding switches. Switch on 240 V. Supply The start up. 3K.

In position AUTOMATIC one of the CONVERTER SWBDs is connected to the 440 V. 9. 400 Hz system is dead.3. 3M are switched on/off automatically upon feeding the converter switchboard. Connect consumers in random sequence and check power consumption with ammeter. ūū Press the pushbutton LOAD SHEDDING RESET on the central panel of the LC (the panel with main CBs of the LC). Shut down consumers in random sequence. 4. 400 Hz system. Electrical Power Plant. Switch feeding off. 400 Hz system is only connected to the converter chosen with the selector switch. 3. ūū Now start at one end of the LC panels work from the top down and left to right reset the pushbuttons LOAD SHEDDING RESET and non-vital CBs. One of the two indicator lights indicates which CONVERTER SWITCHBOARD provides the supply. all items will be indicated either as on/normal or off/failure. 4. Indicator lights VOLTAGE AVAILABLE indicate that the 115 V. Trainee Manual Chapter 4. 6. 3M are switched on/off automatically upon feeding the converter switchboard. at that the indicator light NON-VITAL CONSUMERS OFF on this panel goes off. Reset load shedding on each individual LC: 239 . Reset the load shedding at any MSB LCS panel pressing the LOAD SHEDDING RESET pushbutton. monitoring and shutdown procedures of the 115 V. If this converter fails the 440 V. LOAD CENTREs 2D. If this CONVERTER SWBD fails the system is automatically connected to the second CONVERTER SWBD if this is available. Load shedding mechanism is described under the paragraph Load Shedding in Chapter 3. The operator at the CONVERTER SWBDS must switch off the LOAD CENTRE’s feeding switches. and indicator light at E300 display (refer to E300 Electrical Main Control in Chapter 3. 400 Hz supply are relevant to the following LOAD CENTREs: 01F (I). Check proper earth and neutral connection. The operator of the activated CONVERTER SWITCHBOARD 1 or 2 must switch on the LOAD CENTRE’s feeding switch. 115 V. 3. 400 Hz supply are relevant to the following LOAD CENTREs: 01F (I). The following procedure is required to switch tripped LC and consumers back on: 1. Check functioning of the earth leakage monitor with appropriate pushbuttons TEST and RESET. 7. Repeat for all feedings. 400 Hz supply is switched on. Shut down consumers in random sequence. 400 Hz supply feedings in the 440 V. 9. monitoring and shutdown procedures of the 400 V. 5. 5. 2. Color indication of the process on E302display is described under the paragraph Load Shedding in Chapter 3. section Electrical Power Plant Console. Switch feeding off. At E300 display. 1. Load Centres Operation Instructions Load Shedding Reset at LC 4.6. 01H. 1.ANZAC Ship Model. LOAD CENTREs 2D. at that corresponding indicator lights NON-VITAL CONSUMERS OFF on those panels goes off. Indicator lights turn off. 5. Connect consumers in random sequence and check power consumption with appropriate ammeter. 400 Hz consumer section of the LOAD CENTRE.5. Otherwise reset is considered not complete and consumers are not powered. Switch on one of the 115 V. 2. 400 Hz Supply The start up. 01H. at that indicator light NON-VITAL CONSUMERS OFF on the panel goes off (refer to Diesel Local Control Station (LCS Panel)). The other indicator lights must be dark. At E302 display check individual LC load shed indicators are now purple and there is no red alarm boxes around LCs. turn selector switch to position O. if present on the LC). on completion check LC non-vital list from load shed pushbutton located next to the load shed indicator (lower right corner of the display). 4. 7. Shut down consumers in random sequence. 8. ūū Switch on tripped CB of the RECTIFIER CHARGING UNIT on the LC (or multiple units.4. The selector switch selects one of four of the following positions: O–CONVERTER SWBD 1–AUTOMATIC–CONVERTER SWBD 2. If ammeter displays 0. 440 V. section Electrical Power Plant Console) should change from yellow to purple 2. 9.3. section Electrical Power Plant Console. 6. In either position CONVERTER SWBD 1 or 2 the 440 V. Load Shedding Reset at LC 6. 3. 400 Hz Supply The start up.

Instructions for Operating Machinery This chapter contains the instructions for starting. Transas Marine Ltd. 2010 4:42 PM . stopping and running Propulsion Plant machinery according to standing orders of the prototype ship.  July 12.Chapter 5.

. . . . . . . . . .1. . . . . . . . . . . . . 285 10. . . 268 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . 278 9. . . . . . . .1. . . . . . . . . . DE Mode Selection from the LCS .2. . . . . . . . . . . . . .1. . . . .1. . . Changing Control Modes in GT Propulsion Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 20. 242 2. . . . 297 14. . . . . . . . . . . . . 313 18. . . . BRIDGE to AUX . . . . . 308 17. . . . . . . . . . . DE to ECO PORT Change from C&M System . 287 11. . . .6. 247 4. . . . . REMOTE/LCS to LOP and AUX to LOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GT Manual Shutdown from the LCS . 309 17. 313 18. . .2. . DE Normal Shutdown . . . . . . . . . . LOP to LCS/REMOTE . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . .2. . . . . . . . . . . . GT to DE Change from MCR (AUX Control) . . . CCG Disengaging .7. . . . . . . . . . . . . . . . . Fluid Coupling Disengage from MCR (AUX Control) . 325 20. . Changing Control Modes in DE Propulsion Mode . . .3. . . . . . . GT to DE Change from the LOP . 273 7. . . . . . . 295 13. . . . . . . . 312 18. . . . . . . . ECO Mode Selection . . . . . . . . . . . . . . . . . . . . . . Controllable Pitch Propellers . . . DE Mode Selection from MCR (AUX Control) . . . . . . . . . Gas Turbine Start . . . . . . . . . . . . . . . . . . . . .5. . . .2. .2. . . . . . . . . . . Abbreviations . . . . . . . . . .5. . . . . . . Pre-start Checks and Operations for Propulsion Plant . . . . . . . 242 3. . . . . . . . .1. . . .3. . . . . . . Change Overs from GT Mode . . . . . . . . . . . . . . . . . . . . . . Fluid Coupling Engage from the LOP . . . . . . . . . 286 10. . . . . . 277 9. .2. DE Mode Selection from C&M System . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid Coupling Disengage from the LCS . . . . . . . . . . . . . . . . . . . LCS to REMOTE . . . . . . . . . . . . . . . . . . .2. . . . Propulsion Mode Change Overs . . . . . . 293 13. . . . . . . 329 241 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diesel Engine Shutdown . . . . . . . . . . . 310 17. . . . . . 275 8. . . . . . . . . . 317 19. . . . . . . . . . . . . 313 18. . . . . . . . . . . . .2. . . . . . . . . . . . . . 255 5. . . . . .6. . . 260 6. . . . . . . . . . . . DE Start from MCR (AUX Control) . . . . . 284 10. . . . . . . . . . 295 13. GT Mode Selection from C&M System . . . . Change Over Interrupt Example . . . . . 257 5. . . . . . . . . . 300 15. . . . . . . . . 258 6. . . 314 18. 304 16. . . . . . . . . . . . .4. . . 253 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-conditions for Change Overs . . . . . . . . . . . . . . . . . . . . . 260 6.1. . . . . . . . . DE Emergency Shutdown . . . . . . . . . 296 13. . DE to GT Change from the LCS . . . . . . .1. . . . . . . . . Change Overs from DE Mode . . . . . . . . . . 298 14. . . . . . . . . DE to ECO STBD Change from C&M System . . REMOTE/LCS to LOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instructions for Operating Machinery  Chapter 5. . GT Mode Selection from MCR (AUX Control) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281 10. . . . . . . . . . . . . 243 4. . . . . . . 319 19. . . . . . . . . . . . . . . . . . . . . . . . . . . GT Start from MCR (AUX Control) . . . . . . DE to GT Change from MCR (AUX Control) . . . . . . . . . . . . . . . . . . . . . . . . . . Operating C&M Propulsion Displays for Change Overs . . . . . . . . CPP Starting . . . . . . . . . . . . . 301 15. . . . . . . . . 275 8. . . . . . . .4. . . . . . . . . . . . . . . . . . . . . . MG Engaging . . . . . . . GT Start from the C&M System . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . . . . .3.4. . . . . . . . . . . . . . . . . 301 15. GT to DE Change from C&M System . . . . . . . . . . . . . . 321 19. .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.4. . . . . . . . . . . . . . . . . . .4. . . . . . Fluid Coupling Engage from MCR (AUX Control) . . . . . . . . . . 282 10. . . . . . . . . . . . . . . . . Pre Start Operations for GT . . . . . . . DE Start from the LCS . . . . . . . . . 317 19. . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328 20. . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . GT Emergency Shutdown . . . . . . 283 10. . . . . . .2. . . . ECO PORT Mode Selection from C&M System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316 19. . . . . . . . . . . LCS to REMOTE . . . . . . . . . . . . . Fluid Coupling Disengage from C&M System . . . . . . . . . . . . . . . . . GT Mode Selection . . . . . . . .3. .5. . . . . . . . . . . . . .4. . 288 11. . . . . . . . . . . . . . . . . .3. . . . . . . . . . .ANZAC Ship Model. . . . . . . . . . . .6. 307 17. . . . . . . . .3. . . . . . . . . . .327 20. . . . . Pre Start Operations for DEs . . . . . . . . . . . . . . . . . . . . . Diesel Engine Start . . Fluid Coupling Disengage from the LOP . . . . DE Start from the C&M System . . . . . . . . . . . . . . . . . 280 10. . 247 4. . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . DE to GT Change from C&M System . . . . . . . . . . . . . . . . . . . . . 279 10. . . . . 325 20. . . . . .311 17. Fluid Coupling Engage from the LCS . . . 265 6. . . . . . . . . 308 17. . . . . .1. . . . . . . . . .  Chapter 5. . . . . . . . . . . . . . . . . . . . . . . . . . . 267 6. . . . . . . . . . . . . . . 306 16. . . . . . . GT Start from the LCS . . . 298 14. . . . . . 291 12. . . 302 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . Change Overs Description . . . . . . . . . . . . . . . GT Mode Selection from the LCS . . . GT to DE Change from the LCS . . . . . . . . . . . . . . . . . . . . . . . 278 9. . . . . . . . . . . . . . . . Propulsion Modes and Control Modes . . . . . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . Fluid Couplings . . Instructions for Operating Machinery. . . . . . . . DE Mode Selection . . . . . . . . BRIDGE to AUX . . 303 16. . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . Fluid Coupling Engage from C&M System . . . . . . . . . . . . . . . . . . . 271 7.1. . AUX to REMOTE . . . . . . . . . . . . . . 252 4. . . . . .5. . . . . . . . 257 5. . . . . . . . . CCG Engaging . . . . . . . . . .8. . . . . . .3. . . . . . . . . . . . . . . . . . . . . Cross Connection Gear Turning Gear . . . . .4. . . . . . . . . . . . . . . .4. . . . . .5. . . . . . . . . . .3. . . . . . . . . . . 254 4. . . . . . . . . . DE to GT Change from the LOP . . . . . . . . . . . . . . . . . . Trainee Manual Chapter 5. . . . . . . 274 8. . . . . . . . . . . . . . . . . . ECO STBD Mode Selection from C&M System . . . . . . . . . Instructions for Operating Machinery This chapter contains: 1. . . . . . . . . . . . . 303 16. 304 16. . . . . . . . . . . . . . . LOP to LCS/REMOTE . . . . . . . . . . .2. . . . . . Setting Emergency Ahead Pitch . . . . 288 11. . . . . . . . . . . . . . . . . . .2. AUX to LCS . . . . . . . Main Gear Turning Gear . . . . 280 10. . . .320 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . 322 19. . . . . . . . . . . . . . . . . . . . . . . . . DE Start from the LOP . . . . . . . . . . . . .2. . . . . . . MG Disengaging . . .5. . . . . . 273 7. . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUX to LCS . . . . . . 299 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gas Turbine Shutdown . . .1.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GT Start from the LOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 16. . . . .

. AUX C+M CB C/O DE ECM EEOT EOT EPP FC FG GT LC LCS LOP MCR MSB NGG OOW PDE PLA PP SRPM Auxiliary Remote control mode Control & Monitoring System Circuit Breaker Change Over Diesel Engine Engine Control Module Emergency Engine Order Telegraph Engine Order Telegraph Electrical Power Plant Fluid Coupling Fan Group Gas Turbine Load Centre Local Control Station Local Operating Post Machinery Control Room Main Switchboard Speed Gas Generator Officer on Watch Propulsion Diesel Engine Power Lever Actuator Power Plant Shaft Rotation per Minute 242 . 332 21. . . . . . . . ECO STBD to GT Change . . .1. . . . . . . . . . . . . . . . . . . 334 22. . 331 21. . . .2. Change Overs from ECO STBD Mode using C&M System . . . . . . . . . . . . . . . . . . . . . . . . . GT to ECO PORT Change from C&M System . . 336 22. . 337 22. . . Introduction  20. . . . . Introduction The following abbreviations will be used in this chapter. . . . . . 333 21. . . . . . . ECO STBD to ECO PORT Change . . . . . . . . . . . . . . . Change Overs from ECO PORT Mode using C&M System . . . . . . . . . . Trainee Manual Chapter 5. . . . . . . . . . The instructions given in this chapter are to help the Trainee familiarize oneself with the main Propulsion Plant operations in the simulator. . . . . 336 22. . . . . .3. . . . . . . . . . .3.1. . . . . . . . . ECO PORT to DE Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GT to ECO STBD Change from C&M System . . . . . . . . . .2. . . . Instructions for Operating Machinery. . . . . . . . . . . . . . . . . . .6. . . . . . . . . . . . . . . . . .ANZAC Ship Model. . . . . 330 20. . Abbreviations 2. ECO STBD to DE Change . . . . . . 332 21. . . 338 1. . . ECO PORT to ECO STBD Change . . . . . ECO PORT to GT Change . . . . . .5. . . . . . . . . . . . . .

Check the starting and working air supply (open respective valves) SYS For hardware interface only Plant Breathing/Diving Air and Starting Air System. Check presailing Checks have been carried out satisfactorily 2. Jsec. Trainee Manual Chapter 5. Confirm a ‘Ready For Start’ function for all AGEs at LCS: ūū MODE SELECTOR SWITCH is in REM position. If the DIESEL READY FOR START indicator is not illuminated actions need to be taken according to item #5. Pre-start Checks and Operations for Propulsion Plant The following actions need to be taken in the simulator to prepare for start of a propulsion DE and/or GT. Fsec AGE 3.ANZAC Ship Model. AGE 2 SHORE 2 ūū DIESEL READY FOR START indicator is illuminated. Carry out a lamp test on all MCR consoles 3. Instructions for Operating Machinery.  Action Page Menu Item 1. Pre-start Checks and Operations for Propulsion Plant  3. AGE 4 SHORE 4. 243 . Working and Control Air System 4. No. AGE 1 SHORE 1.

Start Cascade On. 244 . Place ships electrical load on AGEs 1 2 3 4. AGE 4 LOP. Instructions for Operating Machinery. ūū Press the READY FOR START illuminated button. AGE 2 LOP 6. Stop Cascade On C&M E300 7. For each AGE at the Jsec. ūū Depress the LOCAL CONTROL illuminated button. Fsec AGE 3 LOP. AGE 1 LOP. Check all Shore to Ship services have been disconnected. Pre-start Checks and Operations for Propulsion Plant  5. Set AGE modes to: Automatic. Trainee Manual Chapter 5. • Check the DIESEL READY FOR START indicator on the LCS (see item #4) is illuminated.ANZAC Ship Model. Fsec Main Circuit Diagram LOP check the ENGINE IS RUNNING indicator state: • If ENGINE IS RUNNING indicator is not illuminated do: ūū Press the LOCAL CONTROL illuminated button.

Start both CPP pumps #1. set MODE SELECTOR SWITCH to AUTO position for both Leak pumps #1 9. set MODE SELECTOR SWITCH to AUTO position for both Leak pumps #2 245 . Start CPP control: set both handles to AUTO position. Set MODE SELECTOR SWITCH to ST-BY position for oil pumps #2. Instructions for Operating Machinery. Trainee Manual Chapter 5. Jsec CPP Port & Stbd PP Starters. Jsec CPP Port and CPP Stbd Ksec CPP Port & Stbd PP Starters set MODE SELECTOR SWITCH to ST-BY position for both Oil pumps.ANZAC Ship Model. close MANUAL BY-PASS VALVE 10. Pre-start Checks and Operations for Propulsion Plant  8.

C&M C&M C&M P232 P231 P233 15. Trainee Manual Chapter 5. Record pressure. Place the Stbd MG lube oil pump in AUTO from screen P231. ER SW Cooling PP Starters. 13. Pre-start Checks and Operations for Propulsion Plant  11. Record pressure. 14. Record pressure. Start Slow Mode Pump in REMOTE from screen C&M P231 P231 (Set Manual mode and press Start). 246 . Place CCG lube oil pump in AUTO from screen P233. Set MODE SELECTOR SWITCH to REM position for all lube oil pumps Hsec. and PDE & MG PP Starters. Gsec CCGB LO PP Starters 12. Instructions for Operating Machinery. Place the Port MG lube oil pump in AUTO from screen P232.ANZAC Ship Model.

ANZAC Ship Model. Action Page Menu Item 1. DISENGAGE). Diesel Engine Start Pre Start Operations for DEs 4. Pre Start Operations for DEs Carry out the pre start propulsion plant operations as described in the section 3 on page 243. Instructions for Operating Machinery. Hsec. Diesel Engine Start 4. SYS Diesel Engine LO Transfer System. Trainee Manual Chapter 5. Start the DE lube oil pumps in local (for min of 10 minutes). DE 2 LOP then check sump levels. Check Fluid Couplings are disengaged (indicator DISENGAGE is illuminated. 2. 247 . No. The following actions need to be taken in the simulator to prepare for start of a propulsion DE locally or remotely. 3D Diesel Propulsion Room Hsec DE 1 LOP. switch position is 1.1. PDE & MG PP Starters.

. Diesel Engine Start Pre Start Operations for DEs 3. or SYS AFFF Fixed Firefighting System 248 . Check DE enclosure supply fans are running in high. Instructions for Operating Machinery. Trainee Manual Chapter 5. C&M A431 4. Hsec DE 1 LOP. Check DE Local Control is illuminated. DE 2 LOP P200 6. Check halon pressure is > 30 bar Hsec Diesel Propulsion Room – 3D.ANZAC Ship Model. Check DE LOP READY FOR START is illuminated. DE 2 LOP 7. 5. Hsec C&M DE 1 LOP. Check SAFETY SYSTEMS ON indicator is illuminated.

Main Gear Indication Stbd 10. Check fuel supply is opened out correctly SYS Fuel Oil Service System 249 . Trainee Manual Chapter 5.ANZAC Ship Model. Check air system condensate drain for water discharge SYS Plant Breathing/Diving Air and Starting Air System 9. Instructions for Operating Machinery. Check manual barring tool is not engaged Hsec Main Gear Indication Port. Diesel Engine Start Pre Start Operations for DEs 8.

Instructions for Operating Machinery. DE 2 LCS DOWN AIR FLAPS CLOSED indicator is not illuminated) 250 . Check engine coolant level is correct (1/2-2/3 level in the header tank) SYS Machnery Seawater Cooling System 12. DE 2 LOP 18. Diesel Engine Start Pre Start Operations for DEs 11. DE 2 LOP. DE 1 LCS. Check that the engine oil shut off valve before the by-pass filters are open SYS Diesel Engine LO Transfer System 19. Change the position of the engine oil priming pump to REM 17. Open sea water supply and discharge system C&M SYS P212 Machnery Seawater Cooling System 14.ANZAC Ship Model. Set engine oil diverter valves to operational positions 20. Check the position of the emergency air flaps (to be open: SHUT C&M Hsec Hsec A431 PDE & MG PP Starters DE 1 LOP. Check both sea chest air vents are open SYS Working and Control Air System 15. Check air cooler vents are open 16. Check the engine coolant has pre-heated to > 40 degrees C 13. Trainee Manual Chapter 5. Switch ON monitoring system and conduct a lamp test (LOP and LCS) SYS Hsec Diesel Engine LO Transfer System DE 1 LOP.

Start enclosure fans at fan group 4H and switch them to REMOTE Hsec Hsec Hsec Diesel Propulsion Room – 3D Diesel Propulsion Room – 3D Fan Group 3H 26. Trainee Manual Chapter 5. DE 2 LCS 23. Hsec PDE & MG PP Starters and place the MODE SELECTOR SWITCH to REM 251 .ANZAC Ship Model. Check all guards and covers are secured 24. Check fluid coupling switch is at the disengaged position Hsec DE 1 LOP. Start both main gearbox motor driven lube oil pumps Gsec. Diesel Engine Start Pre Start Operations for DEs 21. CCGB LO PP Starters. DE 2 LOP 22. DE 2 LOP DE 1 LCS. Instructions for Operating Machinery. Check LOP and LCS speed setting controls are at the idle position Hsec DE 1 LOP. Check engine is clear of all loose debris 25.

Instructions for Operating Machinery. Press the START button. check Hsec DE1 LOP. Check the LOCAL CONTROL indicator is illuminated. Check (set) the handle is in 1.1 on page 247. Diesel Engine Start DE Start from the LOP 4.ANZAC Ship Model. Action Page Menu Item 1. Trainee Manual Chapter 5. The following actions need to be taken in the simulator to start a DE from the LOP. DE2 LOP 2.MECH. 252 .2.CONTROL position Hsec DE1 LOP. DE2 LOP Hsec DE1 LOP. it blinks during start up. DE Start from the LOP Carry out pre-start actions as described in the paragraph 4. No. then lights continuously. DE2 LOP (press) the READY FOR START button is illuminated 3.

Action Page Menu Item 1.ANZAC Ship Model. Press the PORT ACTIVE (or STBD ACTIVE) button MCR PSS mid MCR PSS mid in respective AUX CONTROL group 3. DE2 LOP 2. DE Start from MCR (AUX Control) Carry out pre-start actions as described in the paragraph 4. No. Check (set) the handle is in 3.1 on page 247. Press START button of the DE PORT or/and DE STBD control groups. Buttons blink during start up. Diesel Engine Start DE Start from MCR (AUX Control) 4.3.AUTO CONTROL position Hsec DE1 LOP. 253 . Instructions for Operating Machinery. then light continuously. The following actions need to be taken in the simulator to start a DE from the MCR page PSS mid display. Trainee Manual Chapter 5.

AUTO CONTROL position Hsec DE1 LOP. then lights up continuously 5. DE2 LCS 4. check Hsec DE1 LOP.1 on page 247. check the MODE LCS ACTIVE indicator is illuminated 254 . Check (set) the handle is in 3.ANZAC Ship Model. DE2 LCS a period. Hsec DE1 LCS. Diesel Engine Start DE Start from the LCS 4.4. DE2 LCS the READY FOR START button is not illuminated 3. DE Start from the LCS Carry out pre-start actions as described in the paragraph 4. then lights continuously. Press READY FOR START button. Set the PROPULSION MODE switch to LCS position. The following actions need to be taken in the simulator to start a DE from the LCS. READY FOR START button lights down. it blinks during start up. Instructions for Operating Machinery. Trainee Manual Chapter 5. Check the LOCAL CONTROL indicator is not illuminated. No. DE2 LOP 2. DE2 LOP Hsec DE1 LCS. It blinks during Hsec DE1 LCS. Action Page Menu Item 1. Press START button.

AUTO CONTROL position Hsec DE1 LOP. Diesel Engine Start DE Start from the C&M System 4.1 on page 247.5. The following actions need to be taken in the simulator to start a DE from the C&M system. C&M P200 255 . DE Start from the C&M System Carry out pre-start actions as described in the paragraph 4.ANZAC Ship Model. Trainee Manual Chapter 5. Confirm with the MCR that all the start permissives on screen P211 are met C&M P211 3. DE2 LOP 2. check Ready for Start indication. Action Page Menu Item 1. No. Pass control to the Remote position. Check (set) the handle is in 3. Instructions for Operating Machinery.

4. Check fuel delivery pressure 0. Check engine lube oil pressure 4.ANZAC Ship Model.5–1. Press the Start button and VERIFY. . Check control air pressure 6 bar 17.  Action Page Menu Item 1. Check engine coolant temp < 46 deg C 18. DE2 LOP Start electric lube oil pump Turn engine by air Check turbocharger control with ECS Start main gearbox motor driven lube oil pump Switch electric lube oil pump back to the REM position Press the START push button on the LOP Conduct idling checks 7. 2. Check charge air pressure approx 0. Check engine sump level 9. 6. Check raw water pressure approx 0. Caution. Hsec PDE & MG PP Starters Hsec Hsec Hsec ER SW Cooling PP Starters PDE & MG PP Starters DE1 LOP.7 bar 15.3 bar 12.9 bar 10. Diesel Engine Start DE Start from the C&M System 4.1 bar 13. Check oil pressure to turbo charger 5 bar 16. Instructions for Operating Machinery. 3. Check coolant pressure approx 0. Check piston cooling oil pressure 4 bar 14. then lights continuously. Diesel image blinks C&M P200 during start up. Check engine for visible leaks 8. Pass control to the REMOTE position as directed by the MCR 256 . If engine is being started after an extended out of service period (in excess of 1 week) the following pre start preparations are to be carried out: No. 5.3 bar 11. Trainee Manual Chapter 5.

Before stopping a diesel engine ensure it is: 1. Trainee Manual Chapter 5. DE Normal Shutdown The following actions need to be taken in the simulator to normally shutdown a DE.  Action Page Menu Item 1. No.ANZAC Ship Model. Check engine oil level SYS PSS mid. Instructions for Operating Machinery. Diesel Engine Shutdown 5. or DE1 LCS and DE2 LCS Diesel Engine LO Transfer System 4. Diesel Engine Shutdown DE Normal Shutdown 5. Caution.1. Switch OFF Monitoring System 257 . 2. Disengaged from its propulsion train. Press DISENGAGE FLUID COUPLING push button MCR Hsec PSS mid. 3. or DE1 LCS and DE2 LCS 2. Running at idle speed. Cooled down in order to reduce wear and avoid operator error. Press STOP push button MCR Hsec 3.

DE1 LOP.ANZAC Ship Model.  Action Page Menu Item 1. Set the handle to 1. Hsec either of: PSS mid. Diesel Engine Shutdown DE Emergency Shutdown 5. where pressed). DE Emergency Shutdown The following actions need to be taken in the simulator to shutdown a DE in emergency case. Press push button EMERGENCY STOP Note:  If DE is engaged to propulsion train when EMERGENCY STOP is pressed.MECH. No. DE2 LCS Hsec DE1 LOP. DE1 LCS. Trainee Manual Chapter 5. Breathing/Diving Air and Starting Air System Plant. either of: MCR . Instructions for Operating Machinery. Drain air start line SYS Plant.2. DE2 LOP. CPP will remain in last pitch position. Close main air supply valve SYS 6. DE2 LOP 2. Release EMERGENCY STOP push button (on the same display. the button highlightes in red.CONTROL position 258 . 3. Breathing/Diving Air and Starting Air System 5.

Depress READY FOR START push button on the LOP then on the LCS. Trainee Manual Chapter 5. 6. DE2 LOP Hsec DE1 LOP.ANZAC Ship Model. Press RESET SAFETY SYSTEM button – it lights down. and on MCR as described in the respective sections of DE start. 259 . the Hsec DE1 LOP. Open manually the Emergency Stop flaps: drag the handle SHUT DOWN AIR FLAP OPEN MANUAL to the OPEN position and hold till the indicator SHUT DOWN AIR FLAPS CLOSED lights down. the indicator SAFETY SYSTEM ON highlights. DE2 LOP indicators SAFETY SYS EMCY STOP and DISENGAGE CLUTCH light down. 5. Diesel Engine Shutdown DE Emergency Shutdown 4. Instructions for Operating Machinery.

Gas Turbine Start Pre Start Operations for GT 6. Check all blow in doors are shut. 6. Trainee Manual Chapter 5. Pre Start Operations for GT Carry out the pre start propulsion plant operations as described in the section 3 on page 243.1. GT Ignition.  Action Page Menu Item 1. Gas Turbine Start Warning. GT Ice Detection. The following actions need to be taken in the simulator to prepare for start of a propulsion GT. 260 . SYS AFFF Fixed Firefighting System 3. Instructions for Operating Machinery. Emerg Air Gsec LC 4G1 Flaps. Verify the following Circuit breakers are on at LC4G1-P2. No. GT Flame/Vibr Detect. Check Halon system bottle pressure is >30 bar.  Ignition and fuel must not be applied unless the starter is engaged and gas generator speed is above 1200 rpm.ANZAC Ship Model. Gsec Gas Turbine Room – 3D 2.

8. 7. Gsec Fan Group 3G on FG3G are running in Remote with flaps open. Restore power to second pump and leave in ‘Stand By’ 17. d. Pawl free / Normal as required. 14. booster pump suction valves. Check fuel inlet pressure is approx 2. Restart ‘Local Pump’ in manual control 16.5 bar. Check ‘A’ Clutch. Check power to IAC fans 1. 2G12. system isolating valves. return valve to appropriate day tank. Trainee Manual Chapter 5. Gas Turbine Start Pre Start Operations for GT 4. 13. Switch OFF power to ‘Local Pump’ and observe standby pump cuts in as the system pressure falls to set-point (1 bar) 15. 01G20. Check compartment fans 1G14. Check CCG Turning Gear is disengaged. Check lube oil tank level in Lube Storage and Conditioning SYS Gas Turbine LO Conditioning System 6. a. suction valves from PORT or STBD day tank. 01G13. Check water wash system is isolated. Open Fuel System as required: Gsec Gsec SYS CCGB LO PP Starters CCGB LO PP Starters Fuel Oil Service System Gsec Gsec Gsec GT FO Booster PP Starters GT FO Booster PP Starters GT FO Booster PP Starters Gsec Gsec SYS GT FO Booster PP Starters GT FO Booster PP Starters Fuel Oil Service System Assembly (LSCA) is at 71 litres in the sightglass. Switch the second fuel booster pump to the ‘Stand By’ position. 10. 1G16. Gsec SYS Fan Group 3G Fuel Oil Service System 9.ANZAC Ship Model. c. 3 is available and in Remote on FG3G-P1. Start one fuel booster pump as ‘Local Pump’. 2. 261 . 11. 5. Check level of emergency GT fuel tank and that the emergency fuel supply system is correctly aligned. 12. b. Instructions for Operating Machinery.

Set air pressures as required: ūū Starting – 0. Confirm pitch is at zero for LOP start. Check power to Engine Control Module (ECM). Instructions for Operating Machinery. Check Power Lever (PLA). Gas Turbine Start Pre Start Operations for GT 18. Gsec Gsec CCGB LO PP Starters LC 4G1 21. Select LOP at MODE Select switch on LCS.15 Mpa ON green indicating lamp illuminates. 23. Trainee Manual Chapter 5. Check LOP Gsec GT LOP & LCS Jsec CPP Port and CPP Stbd Gsec GT LOP & LCS motor.4 Mpa. Open start air supplies from the starting air bottles to the air start SYS Plant. LC 4G1 P6 is on. check pump is running. is set to ‘IDLE’ (0 position). ūū Motoring – 0. (only required if not in recognized Propulsion mode).ANZAC Ship Model. 22. 262 . Switch CCG Lube oil pump to remote. Required pressure 250 bar. Breathing/Diving Air and Starting Air 19. 20.

Gsec GT LOP & LCS 26. Open ventilation damper. Confirm Manual STARTER ON control signal is OFF (not illuminated). 263 . Check PLA Actuator position is 12°. Gsec GT LOP & LCS 30. Gsec GT LOP & LCS 25. Trainee Manual Chapter 5. Confirm Normal Stop Complete is illuminated. Gas Turbine Start Pre Start Operations for GT 24. Gsec GT LOP & LCS 27. On LOP panel top left meter.ANZAC Ship Model. verify vent damper/enclosure fan control is at the LOP . Gsec GT LOP & LCS Gsec GT LOP & LCS 29. Check both fuel valves are correct with the Fuel Valve Control Signal by means of the Fuel Test switch (set to off) on the LOP. 28. Gsec GT LOP & LCS Manual IGNITION ON control signal is OFF (not illuminated) Manual FUEL ON control signal is OFF (not illuminated). Confirm Start Permissive is illuminated. Instructions for Operating Machinery. Confirm ‘Bleed Air’ valve is CLOSED.

Hsec CCGB LO Panel. 33. Check PT OVERSP SIGNAL LOSS is OFF (not illuminated). SYS Gsec. Hsec AFFF Fixed Firefighting System on all displays: CCGB LO PP Starters. Confirm SHUTDOWN INTERLOCK is OFF (not illuminated). Trainee Manual Chapter 5. Main Gear Indication Stbd 36.ANZAC Ship Model. Verify turbine brake is OUT. 264 . Gsec Gsec Gsec GT LOP & LCS GT LOP & LCS GT LOP & LCS 34. Instructions for Operating Machinery. Confirm ALL turning gear is disengaged. Confirm Halon system is ready. Confirm BATTLE OVERRIDE signal is OFF (not illuminated). Main Gear Indication Stbd 38. and Main Gear Indication Port. Gsec GT LOP & LCS 35. 37. 32. Gas Turbine Start Pre Start Operations for GT 31. Confirm ALL Gearbox lube oil pumps are running: Gsec. Gsec GT LOP & LCS check the required pressure on manometers. Gsec GT LOP & LCS 39. Verify READY FOR START is illuminated. and Main Gear Indication Port. Confirm ECM MODE switch is in AUTO.

Note: A start may be aborted at any time by activating the emergency stop signal. until the starter is engaged and prestart conditions are confirmed. check the READY Gsec GT LOP & LCS TO START indicating lamp illuminates on the LOP panel 265 . GT Start from the LOP Carry out pre-start actions as described in the paragraph 6. 6.2. Press START PERMISSIVE button on the LOP panel.1 on page 260. Caution! Do not attempt a restart by reapplying fuel. Start abort is automatic if light off is not obtained before NGG reaches 4850 rpm No. Trainee Manual Chapter 5. Instructions for Operating Machinery.  Action Page Menu Item 1. Verify all start permissives on screen P220 are met (Ready for Start C&M P220 is not illuminated – local manual control mode enabled). Gas Turbine Start GT Start from the LOP 40. The following actions need to be taken in the simulator to start GT from the LOP (menu item GT LOP & LCS of the Gsec page).ANZAC Ship Model.

ūū Time to reach NGG 4500+100 rpm must be <90sec from start. Fuel ON. (Screen P222). is between 93×C to 150×C normal.6 bar. ūū NGG accelerates to 5000+ 100 rpm must <90sec from start. Check Lube supply filter differential pressure is less than 0. Carry Out Idle Checks 4. Check Enclosure air temperature <26×C. Check Fuel Filter differential pressure is less than 0. 10. less than 40sec after ignition. Check NGG (Speed Gas Generator) is 5049 rpm. Check T 5. 170×C maximum.ANZAC Ship Model. Check Lube scavenge oil temperature x 5. 5. 266 . FMP increases. Observe: ūū Time to light off (T5.4 >204º). Press START button on the LOP panel 2. Instructions for Operating Machinery. Check Oil pressure is 3. 8. 3. ūū Ignition ON at 1200rpm.5 bar minimum.02bar maximum. Trainee Manual Chapter 5. 11. 14. Gas Turbine Start GT Start from the LOP 1. ūū T5. 12. NGG rises to 1200rpm <20sec’s.4 is <264×C maximum. 1875 ± 275 rpm (A clutch pawl free). Verify: Gsec Gsec GT LOP & LCS GT LOP & LCS C&M P222 C&M P222 ūū Starter engages. Check Fuel Manifold Pressure is 16–18. 7. Check Lube Scavenge filter differential pressure is less than 0.4 less than 538×C. 13.43 psi. ūū Positive rise in lube oil pressure is achieved. 6. 9. Check Lube supply oil temperature is between 66×C to 93×C.051bar maximum. Check NPT (Speed Power Turbine) is 841 rpm (A clutch engaged). (Screen P222).

4.  Action Page Menu Item 1.3. No. check it illuminates. Press READY FOR START button. Check all start permissives are met on screen P220 (Ready for Start is illuminated – local automatic control mode enabled) 267 . Press START PERMISSIVE button on the LOP panel. verify the Gsec GT LOP & LCS Gsec GT LOP & LCS C&M P220 READY TO START indicator is illuminated on the LOP panel 2. Gas Turbine Start GT Start from MCR (AUX Control) 6.ANZAC Ship Model. Check LCS ACTIVE green indicating lamp illuminates. Trainee Manual Chapter 5. The following actions need to be taken in the simulator to start GT from the MCR desk (MCR page PSS mid display). GT Start from MCR (AUX Control) Carry out pre-start actions as described in the paragraph 6.1 on page 260. Instructions for Operating Machinery. Select ‘LCS’ at MODE selector switch on LCS panel. 3.

Press the STBD ACTIVE button in STBD AUX CONTROL group MCR PSS mid 7. 3. Check LCS ACTIVE green indicating lamp illuminates.4. Select ‘REMOTE’ at MODE selector switch on LCS panel. 6. C&M MCR P200 PSS mid LCS ACTIVE green indicating lamp is not illuminated. Gas Turbine Start GT Start from the LCS 5. Select ‘LCS’ at MODE selector switch on LCS panel. No. Check the AUX mode active on P200 display 8. Instructions for Operating Machinery. then lights continuously. it flashes while GT starts to idle. Press READY FOR START button. verify the Gsec GT LOP & LCS Gsec GT LOP & LCS Gsec GT LOP & LCS READY TO START indicator is illuminated on the LOP panel 2. Press START button. Check Gsec GT LOP & LCS 6. The following actions need to be taken in the simulator to start GT from the LCS (menu item GT LOP & LCS of the Gsec page). check it illuminates.1 on page 260. 268 . Press START PERMISSIVE button on the LOP panel.ANZAC Ship Model.  Action Page Menu Item 1. GT Start from the LCS Carry out pre-start actions as described in the paragraph 6. Trainee Manual Chapter 5.

ANZAC Ship Model. Gas Turbine Start GT Start from the LCS 4. then lights continuously 269 . it flashes till speed reaches 4500 rpm. Check all start permissives are met on screen P220 (Ready for C&M P220 Gsec GT LOP & LCS Start is illuminated – local automatic control mode enabled) 5. Trainee Manual Chapter 5. Press START button on LCS panel. Instructions for Operating Machinery.

Trainee Manual Chapter 5. Gas Turbine Start GT Start from the LCS 6. Check idle parameters on the LOP panel Gsec GT LOP & LCS 8. Check status of buttons and indicator lamps on the LOP panel Gsec GT LOP & LCS 7. Instructions for Operating Machinery.ANZAC Ship Model. Check start has occured successfully on LCS panel Gsec GT LOP & LCS 270 .

Press READY FOR START button. verify the Gsec GT LOP & LCS Gsec GT LOP & LCS C&M P220 READY TO START indicator is illuminated on the LOP panel 2.1 on page 260.  Action Page Menu Item 1. Instructions for Operating Machinery. GT Start from the C&M System Carry out pre-start actions as described in the paragraph 6.ANZAC Ship Model. The following actions need to be taken in the simulator to start GT from the C&M system. Trainee Manual Chapter 5. Check all start permissives are met on screen P220 (Ready for Start is illuminated – local automatic control mode enabled) 271 . Press START PERMISSIVE button on the LOP panel. check it illuminates. 3. Check LCS ACTIVE green indicating lamp illuminates. 4.5. No. Gas Turbine Start GT Start from the C&M System 6. Select ‘LCS’ at MODE selector switch on LCS panel.

Select ‘REMOTE’ at MODE selector switch on LCS panel. The image on screen P200 flashes while GT starts to idle. Check GT status on P200 screen. 6. Press Start button 7. Gas Turbine Start GT Start from the C&M System 5. 272 . Instructions for Operating Machinery. Check Gsec GT LOP & LCS C&M P200 C&M P200 LCS ACTIVE green indicating lamp is not illuminated. then lights up. Trainee Manual Chapter 5.ANZAC Ship Model.

4 for 90 seconds. it is possible to Induce bowed rotor vibration. below 204°C (400°F) within 90 seconds 273 . No.  Action Page Menu Item 1. Select ECM MODE to Manual position. Gsec GT LOP & LCS 6. Set LCS GT SPEED CONTROL vernier at idle (0) position. Shutdown to initiate stop – perform one of the following procedures: a. If shutdown is made with no cooling time at idle.ANZAC Ship Model. Select FUEL TEST shut off valve No 1 or No 2 on ships panel. Observe T5. b. check the Gsec GT LOP & LCS Gsec GT LOP & LCS 5. Check NORM STOP COMPLETE indicator is illuminated.1. Temperature should drop Gsec GT LOP & LCS MANUAL indicator is illuminated. Instructions for Operating Machinery. 2. Initiate manual stop signal. Operate Gas turbine at idle for 5 minutes Gsec GT LOP & LCS 3. 4. GT Manual Shutdown from the LCS The following actions need to be taken in the simulator to shut down the GT from LCS. Gas Turbine Shutdown 7. Trainee Manual Chapter 5. Caution. Gas Turbine Shutdown GT Manual Shutdown from the LCS 7.

Shutdown of the gas turbine. DO NOT close vent damper. Initiate emergency stop signal: click the mouse once to open the Gsec GT LOP & LCS 3. GT Emergency Shutdown The following actions need to be taken in the simulator to shut down the GT from . Ensure enclosure air exit temperature does not exceed 121°C Operate ventilation fan as required to maintain temperature below 121°C Press the EMCY STOP button once again. may cause uneven cooling of the rotors. when T5.4 temperature during operation was 621×C (1150×F) or higher. Trainee Manual Chapter 5. Caution. 5. EMCY STOP button lights down. FMP = 0 4.ANZAC Ship Model. No.4 for 90 seconds. Observe T5. without the normal 5 min operation at idle. check LOP ON lamp lights up. 7. Decelerate Gas Turbine to idle if conditions permit 2. Stop enclosure cooling ventilation fan when NGG is zero. Instructions for Operating Machinery. click once again to press the EMCY STOP button. which could adversely affect operation. 6. 9. Press GT SYSTEM RESET button. If unable to start within four minutes refer to the table at the reference. Gsec GT LOP & LCS Gsec Gsec GT LOP & LCS GT LOP & LCS Gsec GT LOP & LCS protection cover. Set the MODE switch to LOP position. Temperature should drop Gsec GT LOP & LCS below 204×C (400°F) within 90 seconds.pawl free ‘A’ clutch and start gas turbine within four minutes of initiating emergency shutdown. 274 . 8.2. it highlights.  Action Page Menu Item 1. Note:  If emergency stop is due to a power train fault and not a gas turbine fault . Gas Turbine Shutdown GT Emergency Shutdown 7.

MG Engaging Carry out propulsion plant general pre-start actions as described in the section 3 on page 243. ūū Press PIN UNLOCK button. Start the electric driven lube oil pump. 5.1. ūū Press PIN UNLOCK button again.  Action Page Menu Item 1. the PIN LOCKED indicating lamp lights down. Check the clutch state at P232. 275 . Confirm that the MG input fluid coupling is disengaged. No. Hsec Hsec PDE & MG PP Starters DE1 LOP or DE2 LOP 3. Main Gear Turning Gear MG Engaging 8. it highlights. the PIN LOCKED indicating lamp lights up. Hsec DE1 LOP or DE2 LOP 4. Confirm that the MG has stopped rotating. 2. Main Gear Turning Gear 8. PAWL FREE B or C clutch as appropriate: Hsec Main Gear Indication Port. or Main Gear Indication Stbd C&M P232 ūū Set RETURN TO REMOTE POSITION switch to LOC position. The following actions need to be taken in the simulator to engage MG turning gear on either Port or Starboard side.ANZAC Ship Model. Instructions for Operating Machinery. ūū Shift the hand lever to the PAWL FREE position. Trainee Manual Chapter 5. it highlights.

or Main Gear Indication Stbd Main Gear Indication Port. it highlights. 8. Hsec 7. Start the electric motor: press the MOTOR RUN Hsec AHEAD button at the top of the panel. Set the MODE SELECTOR SWITCH to the LOC position. Press the PIN UNLOCK button. Instructions for Operating Machinery. or Main Gear Indication Stbd Main Gear Indication Port. it lights down. Main Gear Turning Gear MG Engaging 6.ANZAC Ship Model. Check the turning gear state on P232 C&M Main Gear Indication Port. Press PIN UNLOCK button again. it lights up. Shift the hand lever to the ENGAGED position. or Main Gear Indication Stbd P232 276 . Hsec 9. Press the SHAFT LOCK button. in the centre of the left panel Hsec 13. or Main Gear Indication Stbd Main Gear Indication Port. 12. Check the speed indicator value 4 rpm. or Main Gear Indication Stbd Main Gear Indication Port. or Main Gear Indication Stbd Main Gear Indication Port. Trainee Manual Chapter 5. the right Hsec indicating lamp PIN LOCKED lights down. Hsec 10. the Hsec left PIN LOCKED indicating lamp lights up 11. or Main Gear Indication Stbd Main Gear Indication Port.

Shift the hand lever to the DISENGAGED position Hsec Hsec 4. 8. ūū Press PIN UNLOCK button again.2. Stop the electric lube oil pump. The following actions need to be taken in the simulator to disengage MG turning gear on either Port or Starboard side. it highlights.  Action Page Menu Item 1. Instructions for Operating Machinery. or Main Gear Indication Stbd Main Gear Indication Port. it highlights. 2. Press PIN UNLOCK button again. Press the SHAFT LOCK button. Set MODE SELECTOR SWITCH to the OFF position. ūū Set RETURN TO REMOTE POSITION switch to REMOTE position. Hsec 7. 3. it highlights. 277 . it lights up Hsec 5. PDE & MG PP Starters Main Gear Indication Port. or Main Gear Indication Stbd Main Gear Indication Port. the PIN LOCKED indicating lamp lights up. or Main Gear Indication Stbd Main Gear Indication Port. Main Gear Turning Gear MG Disengaging 8. Revert Clutches B or C to normal positions: Hsec Hsec ūū Press PIN UNLOCK button. 6. or Main Gear Indication Stbd Main Gear Indication Port. it lights up. the PIN LOCKED indicating lamp lights down. or Main Gear Indication Stbd ūū Shift the hand lever to the NOT PAWL FREE position. or Main Gear Indication Stbd FAILURE button at the top of the panel. Stop the electric motor: press the OFF/MOTOR TEMPERATURE Hsec Main Gear Indication Port. the right Hsec PIN LOCKED indicating lamp lights up. the left indicating lamp PIN LOCKED lights down. MG Disengaging Carry out propulsion plant general pre-start actions as described in the section 3 on page 243. Press the PIN UNLOCK button. No. or Main Gear Indication Stbd Main Gear Indication Port. Trainee Manual Chapter 5.ANZAC Ship Model.

CCG Engaging Carry out propulsion plant general pre-start actions as described in the section 3 on page 243. PAWL FREE Clutches B and C: Gsec C&M Hsec CCGB LO PP Starters P200 Main Gear Indication Port. the left indicating lamp LEVER LOCKED lights up. ūū Press PIN UNLOCK button again. the PIN LOCKED indicating lamp lights down. Confirm that the CCG has stopped rotating 3. it highlights.  Action Page Menu Item 1. Cross Connection Gear Turning Gear 9. Start the turning gear: press the MOTOR RUN AHEAD button at the top of the panel 278 . Cross Connection Gear Turning Gear CCG Engaging 9. ūū Shift the hand lever to the PAWL FREE position. 7. 9. The following actions need to be taken in the simulator to engage CCG turning gear. 8. it lights down. Shift the hand lever to the ENGAGED position. the right indicating lamp LEVER LOCKED lights down. No. Trainee Manual Chapter 5. 6. Set the MODE SELECTOR SWITCH to the LOC position. Press the LEVER UNLOCK button. Press the LEVER UNLOCK button again. it lights down. and Main Gear Indication Stbd Gsec Gsec CCGB LO PP Starters CCGB LO PP Starters Gsec Gsec Gsec CCGB LO PP Starters CCGB LO PP Starters CCGB LO PP Starters Gsec CCGB LO PP Starters ūū Set RETURN TO REMOTE POSITION switch to LOC position. the PIN LOCKED indicating lamp lights up.1.ANZAC Ship Model. Press the LOCKING BOLT button. 4. Start the electric driven lube oil pump 2. Instructions for Operating Machinery. it lights up. ūū Press PIN UNLOCK button. 5. it highlights.

279 . 3. the PIN LOCKED indicating lamp lights up. Instructions for Operating Machinery. the left indicating lamp LEVER LOCKED lights down. it lights up. Press the LEVER UNLOCK button. Shift the hand lever to the DISENGAGED position. 8. ūū Shift the hand lever to the NOT PAWL FREE position. it highlights. 4. Revert Clutches B and C to their normal position: ūū Press PIN UNLOCK button. and Main Gear Indication Stbd Gsec CCGB LO PP Starters 2. the right indicating lamp LEVER LOCKED lights up. 5.2. Cross Connection Gear Turning Gear CCG Disengaging 9. it lights up. it highlights. 6. CCG Disengaging Carry out propulsion plant general pre-start actions as described in the section 3 on page 243. Stop the turning motor: press the OFF/MOTOR TEMPERATURE Gsec CCGB LO PP Starters Gsec CCGB LO PP Starters Gsec Gsec Gsec CCGB LO PP Starters CCGB LO PP Starters CCGB LO PP Starters Gsec CCGB LO PP Starters Hsec Main Gear Indication Port. The following actions need to be taken in the simulator to disengage CCG turning gear.ANZAC Ship Model. Shut down the electric lube oil pump. it lights down. Set the MODE SELECTOR SWITCH to the OFF position. FAILURE button at the top of the panel.  Action Page Menu Item 1. ūū Press PIN UNLOCK button again. Press the LOCKING BOLT button. ūū Set RETURN TO REMOTE POSITION switch to REMOTE position. 7. Trainee Manual Chapter 5. No. Press the LEVER UNLOCK button again. the PIN LOCKED indicating lamp lights down.

No. Trainee Manual Chapter 5.ENGAGE position. Hsec DE1 LOP. Fluid Couplings Fluid Coupling Engage from the LOP 10. at 2 bar the lamp ENGAGED lights up. 3.CONTROL position. Fluid Couplings 10. Attention! A DE should be running at idle.ANZAC Ship Model. Instructions for Operating Machinery. 280 . the indicating lamp ENGAGED is illuminated. Note: While the pressure is < 2 bar the lamp PARTIAL FILL is illuminated. DE2 LOP DISENGAGE indicating lamp is illuminated. Set the handle to 1.MECH. Press and hold the INCREASE button monitoring the manometer till the pressure raises up to 2 bar. the SHAFT gauge indicates rotation speed. 2. DE2 LOP Hsec DE1 LOP. Fluid Coupling Engage from the LOP The following actions need to be taken in the simulator to engage the fluid coupling to a DE from the LOP.  Action Page Menu Item 1. Set the switch to 3. DE2 LOP Hsec DE1 LOP.1.

The indicating lamp DISENGAGED lights up. Fluid Couplings Fluid Coupling Disengage from the LOP 10. No. indicating lamp DISENGAGE lights up. Press and hold the DECREASE button monitoring the OIL Hsec DE1 LOP.CONTROL position Hsec DE1 LOP.MECH. DE2 LOP 2. Fluid Coupling Disengage from the LOP The following actions need to be taken in the simulator to disengage the fluid coupling from a running DE from the LOP.DISENGAGE position. Instructions for Operating Machinery. Set the switch to 1. 281 . Set the handle to 1.ANZAC Ship Model. DE2 LOP FLOW SET POINT manometer till the pressure falls to 0 bar.  Action Page Menu Item 1.2. DE2 LOP 3. Trainee Manual Chapter 5. Hsec DE1 LOP.

Fluid Couplings Fluid Coupling Engage from MCR (AUX Control) 10. Press and hold for a short while the button ENGAGE FLUID COUPL. lights up continuously when the coupling is engaged. the button flashes while pressure raises. Trainee Manual Chapter 5. DE2 LCS PSS mid MCR PSS mid AUX CONTROL buttons group. No. 282 .AUTO CONTROL position Hsec DE1 LOP. 4.3. DE2 LOP 2.  Action Page Menu Item 1. Press the PORT (STBD) ACTIVE button in respective PORT (STBD) Hsec MCR DE1 LCS. the button lights up. Attention! A DE should be running at idle. Instructions for Operating Machinery. Set PROPULSION MODE switch to REMOTE position 3. Set the handle to 3. lamps light up: ON SHAFT. Fluid Coupling Engage from MCR (AUX Control) The following actions need to be taken in the simulator to engage the fluid coupling to a DE at the MCR desk. PORT (STBD) DE ENGAGED.ANZAC Ship Model.

Instructions for Operating Machinery. 4.4. lights up continuously when the coupling is disengaged. Trainee Manual Chapter 5.AUTO CONTROL position Hsec DE1 LOP. Fluid Couplings Fluid Coupling Disengage from MCR (AUX Control) 10. DE2 LOP 2. DE2 LCS PSS mid MCR PSS mid AUX CONTROL buttons group. READY FOR ENGAGE lamp lights up. Press the PORT (STBD) ACTIVE button in respective PORT (STBD) Hsec MCR DE1 LCS. Fluid Coupling Disengage from MCR (AUX Control) The following actions need to be taken in the simulator to disengage the fluid coupling from a running DE at the MCR desk.ANZAC Ship Model.  Action Page Menu Item 1. Set the handle to 3. Press and hold for a short while the button DISENGAGE FLUID COUPL. 283 . Set PROPULSION MODE switch to REMOTE position 3. the button flashes while pressure falls. No. the button lights up.

Instructions for Operating Machinery. 284 .5. DE2 LCS indicator READY FOR ENGAGE is illuminated. Attention! A DE should be running at idle. No.ANZAC Ship Model. 3. DE2 LCS Hsec DE1 LCS. Fluid Couplings Fluid Coupling Engage from the LCS 10. Trainee Manual Chapter 5. Press and hold for a short while the button FLUID COUPLING ENGAGE. DE2 LOP 2. DE ON PORT SHAFT (or DE STBD – MG STBD ENGAGED. Hsec DE1 LOP. Set the handle to 3. Fluid Coupling Engage from the LCS The following actions need to be taken in the simulator to engage the fluid coupling to a DE from the LCS. the yellow Hsec DE1 LCS. DE ON STBD SHAFT respectively). lights up continuously when the coupling is engaged. the button flashes while pressure raises.  Action Page Menu Item 1. Set PROPULSION MODE switch to LCS position.AUTO CONTROL position. and: the indicators light up: DE PORT – MG PORT ENGAGED.

DE2 LOP 2. DE2 LCS DE1 LCS. Set the handle to 3.6. Fluid Couplings Fluid Coupling Disengage from the LCS 10. Set PROPULSION MODE switch to LCS position 3. DE ON PORT SHAFT (or DE STBD – MG STBD ENGAGED. lights up continuously when the coupling is disengaged.ANZAC Ship Model. 285 .  Action Page Menu Item 1. DE ON STBD SHAFT respectively). No. the button flashes while Hsec Hsec DE1 LCS. DE2 LCS pressure falls. ūū the yellow indicator READY FOR ENGAGE lights up. Press the button FLUID COUPLING DISENGAGE. Fluid Coupling Disengage from the LCS The following actions need to be taken in the simulator to disengage the fluid coupling from a running DE from the LCS. Trainee Manual Chapter 5. and: ūū the indicators light down: DE PORT – MG PORT ENGAGED.AUTO CONTROL position Hsec DE1 LOP. Instructions for Operating Machinery.

4. Set the handle to 3. then lights continuously.ANZAC Ship Model. No. Fluid Couplings Fluid Coupling Engage from C&M System 10. 5. Trainee Manual Chapter 5. Set PROPULSION MODE switch to REMOTE position 3. DE2 LOP 2. Check idle rotation of the shaft. Presss Engage button.7. 286 .  Action Page Menu Item 1. DE2 LCS P200 C&M P200 while coupling is engaged. Check the Remote control and Ready to Engage status. Fluid Coupling Engage from C&M System The following actions need to be taken in the simulator to engage the fluid coupling to a DE from C&M display. Instructions for Operating Machinery. press Verify button. Attention! A DE should be running at idle. the image flashes Hsec C&M DE1 LCS.AUTO CONTROL position Hsec DE1 LOP.

Press the Disengage button.ANZAC Ship Model. press Verify button. Check the Remote control status.AUTO CONTROL position Hsec DE1 LOP. DE2 LOP 2.  Action Page Menu Item 1. No. Instructions for Operating Machinery. Fluid Coupling Disengage from C&M System The following actions need to be taken in the simulator to disengage the fluid coupling from a running DE from C&M display. 4.8. Fluid Couplings Fluid Coupling Disengage from C&M System 10. Trainee Manual Chapter 5. Set PROPULSION MODE switch to REMOTE position 3. the Hsec C&M DE1 LCS. Set the handle to 3. DE2 LCS P200 image flashes while coupling is engaged 287 .

The following actions need to be taken in the simulator to prepare for start of CPP port and/or stbd. 288 .1. Instructions for Operating Machinery. Compare levels with C&M readings. 2. Trainee Manual Chapter 5.  Action Page Menu Item Warning. Controllable Pitch Propellers 11. No. CPP Starting Carry out the pre start propulsion plant operations as described in the section 3 on page 243. Check the levels in oil circ tanks CPP Sump Tank 4KA1 and CPP SYS CPP Port & Stbd System C&M P202 Sump Tank 4KA2 are > 85% on the local indicators.ANZAC Ship Model. Controllable Pitch Propellers CPP Starting 11. Close the by-pass valve following system start up SYS CPP Port & Stbd System 1.  Open the manual by-pass valve prior to startup of the system to prevent pump cavitation and damage.

Backpressure valve discharge valve to tank. b. 7. Instructions for Operating Machinery. Set pitch control manifold assembly changeover valves to the OFF position. CPP Stbd 5. a. 11. Switch the lead control oil pump MODE SELECTOR SWITCH to LOCAL 10. Pressure manifold manual bypass valve. Check the following valves are OPEN: SYS CPP Port & Stbd System Ksec. d. Switch the standby leak oil pump MODE SELECTOR SWITCH to STANDBY Note:  These pumps are activated by separate float switches in the associated leak oil tank and the alternate starter boxes 9. SYS CPP Port & Stbd System 6. Trainee Manual Chapter 5. CPP Stbd 4. Controllable Pitch Propellers CPP Starting 3. c. Switch the lead leak oil pump MODE SELECTOR SWITCH to AUTO Note::   These pumps are activated by float switches in the associated leak oil tank 8. Jsec CPP Port & Stbd PP Starters Jsec Jsec Ksec CPP Port & Stbd PP Starters CPP Port & Stbd PP Starters CPP Port & Stbd PP Starters is not connected (not illuminated). Start the pump: press ON MOTOR RUNNING button. Switch the standby control oil pump MODE SELECTOR SWITCH to STANDBY 289 . e.ANZAC Ship Model. Verify the emergency pitch positioner assembly Jsec CPP Port. Jsec CPP Port. Return from OD Box to header tank. Leak oil pumps’ suction valves. Control oil pumps’ suction valves. Check the Header tank drain valve is CLOSED. Jsec CPP Port & Stbd PP Starters Ksec.

Check standby control oil pump function 19. Check the system pressures at pressure manifold panel are within the normal operating limits. Jsec CPP Port. Switch the lead control oil pump to OFF and as pressure Jsec CPP Port. Set zero pitch when cycling complete Jsec 17.  To avoid putting way on the ship exercise pitch changes only when propeller shaft is stationary 15. Note:  This will provide a check of the Control Oil Pump auto start function 18. Switch the standby control oil pump to OFF and then to STANDBY 21. Check drops ensure the standby control oil pump starts. CPP Stbd CPP Port & Stbd PP Starters valves to the MANUAL position 14. CPP Stbd 13. Controllable Pitch Propellers CPP Starting 12. Trainee Manual Chapter 5. Close the MANUAL BY-PASS VALVE and monitor for pump cavitation. Set the pitch control manifold assembly changeover Jsec CPP Port. CPP Stbd 290 . (FULL AHEAD TO FULL ASTERN should be achieved within 40 seconds) 16. Set the pitch control manifold assembly changeover valves to the AUTO position as directed by the MCR Ksec Ksec Jsec Jsec CPP Port & Stbd PP Starters CPP Port & Stbd PP Starters CPP Port & Stbd PP Starters CPP Port. Switch the local control oil pump to LOCAL 20. Cycle pitch settings from full ahead to full astern and return using the MANUAL PITCH CONTOL handle (shift and hold in requred position). Instructions for Operating Machinery. CPP Stbd mechanical pitch indicator (on the figure) and remote pitch indicators agree.ANZAC Ship Model. CPP Stbd C&M P202 Jsec CPP Port. Caution.

If pressure is not building in the ahead direction. the pressure must be maintained while the cpp system is being locked into the emergency ahead pitch position. Jsec SYS Jsec CPP Port & Stbd PP Starters 5. do not attempt to engage emergency ahead pitch until the control oil pumps are de-energized. To prevent injury to personnel and damage to the equipment. Instructions for Operating Machinery. Refer to the paragraph 8.1 on page 288. do not attempt to engage emergency ahead pitch until the shaft is completely stopped and the turning gear is engaged. it lights up.. Controllable Pitch Propellers Setting Emergency Ahead Pitch 11. 291 . No. to the OD box shutoff valves: Jsec CPP Port. Open the manual bypass valve Jsec CPP Port. Open the CROSS-CONNECT. Trainee Manual Chapter 5. CPP Stbd 6.  Action Page Menu Item Ksec. To prevent serious injury to personnel .  To prevent serious injury to personnel. Engage the turning gear. Warning. do not exceed 34. Verify that the head tank isolation valve is open.1 on page 275 2. CPP Stbd Jsec CPP Port.5 bar when pumping in the ahead direction. 7. Move both the of the manual changeover valves on the pitch control manifold assembly to the OFF position. Connect the HP hose assemblies. 3. Setting Emergency Ahead Pitch Carry out starting CPP operations as described in the paragraph 11. The following actions need to be taken in the simulator to engage emergency ahead pitch. Verify that the shaft rotation is stopped. reverse the position of the 4way valve.  To prevent serious injury to personnel. CPP Stbd Warning. 4.V. CPP Stbd 1. De-energize the control oil pumps. press CONNECT-DISCONNECT button.2. CPP Port & Stbd System CPP Port.ANZAC Ship Model. valve and begin pumping using MANUAL PUMP handle (click the mouse several times on the PUMPING side of the lever image to shift it back and forth) while observing the ahead pressure gauge.

Unlock and disengage the turning gear: refer to the paragraph 8. Monitor OD box housing temperature at a minimum of 15 minute intervals during emergency operation. 17. it highlighs. Monitor head tank oil level at a minimum of 15 minute intervals during emergency operation. Maintain pressure while locking the CPP system into the Emergency Ahead pitch position. Engage the emergency pitch locking devices: press LOCK-UNLOCK POS. Warning.V. 9. Trainee Manual Chapter 5. CPP Stbd CPP Port. Jsec CPP Port. Continuously monitor the temperature of the OD box to ensure that it does not exceed 62 degrees Celsius. Caution. 19. 11. Disengage the emergency pitch locking devices: press LOCK-UNLOCK POS. Note:  The pitch locking device should be approximately 1. valve and begin pumping using MANUAL PUMP handle (click the mouse several times on the PUMPING side of the lever image to shift it back and forth) while observing the pressure gauge gets into 0 position. button. Close the CROSS-CONNECT. it lighs down. CPP Stbd Jsec CPP Port. Controllable Pitch Propellers Setting Emergency Ahead Pitch 8. The LOCK PIN POS. 16. indicating lamp lights up. The LOCK PIN POS. 20. indicating lamp lights down.  To prevent severe damage to the equipment while operating with the emergency pitch lock engaged. Pump until the indicator arm indicates AHEAD on the lock positions scale. CPP Stbd Jsec CPP Port. Verify that the propulsion plant is properly set for emergency operation.2 on page 277. Remove the hoses from the OD box: press CONNECTDISCONNECT button. 10. Jsec 13. Instructions for Operating Machinery. pressure in the hand pump must be released slowly.25 inches (31. Maintain the oil level in the head tank during emergency ahead operation. 12. SYS CPP Port & Stbd System C&M P202 292 .  To prevent serious injury to personnel. button.75mm) below the OD of the flange when fully engaged. 14. 18.ANZAC Ship Model. CPP Stbd This should take place until the slider reaches the LOCK PIN POS. it lights down. the following cautions must be observed: 15. Ensure that the head tank is full prior to shaft rotation 18 60 rpm must not be exceeded on either shaft.

ANZAC Ship Model. In this case manual control is possible with automatic support from the local substation. Clutch A is disengaged and Clutches В and С are engaged and locked. For manoeuvring and control of the ship four different control modes are available. The Propulsion Plant must be completely manually controlled from the Local Operation Panels (LOP) located at the actual aggregates. Port diesel drives the port propeller and the starboard diesel drives the starboard propeller. or with one or two DEs. In this configuration the two Clutches. (GT and CCG should be stopped). Single Shaft DE modes are not modeled in the simulator. The exceptions are the special GT and ECO manoeuvring modes which are only possible from the BCC. Trainee Manual Chapter 5. either with the GT alone. The following table describes the propulsion system configuration for the propulsion modes modeled in the simulator. Single Shaft GT. Clutch A is engaged. In this configuration the fluid coupling for the disengaged diesel is drained and its respective diesel Clutch (D or E) is disengaged. Automatic propulsion mode Change Overs may be possible. Instructions for Operating Machinery. Normal Diesel Engine mode. In this mode one diesel (starboard or port) drives both propellers via the CCG (GT is stopped). This mode is used when a fault occurs in the С+M System so that control of the Ship may be maintained until the fault is rectified or until it is selected into manu¬al mode. Clutches D and E are disengaged and the diesel fluid couplings are disengaged (drained). Propulsion Mode GT Mode DE Mode ECO Port Mode ECO Stbd Mode Description Normal Gas Turbine mode. In this mode the C+M System is completely disabled.. The following table explains the control modes and their functions. The two Diesel Engine Clutches D and E are engaged with the fluid couplings fully charged. The Gas Turbine drives both propellers through the CCG and the diesel gear boxes. Silent Run Mode. Clutches В and С are locked and engaged. Propulsion Modes and Control Modes Setting Emergency Ahead Pitch 12. 293 . This mode is essentially the same as the Remote Automatic Mode except that control is now from the Local Control Stations and not from the C&M. Propulsion Modes and Control Modes Depending on operational requirements it is possible to propel the ship in a number of propulsion modes. Complete automatic control is possible from the OS with just driving control being available from the BCC. Control Mode Remote Automatic Local Automatic – LCS with the entire C+M System functional Local Automatic – LCS with a fault somewhere in the C+M System Auxiliary Remote Local Manual Function This is the normal method of propulsion control and is employed when running on either the Gas Turbine or on the diesels. В and С are disengaged and unlocked.

Trainee Manual Chapter 5. 294 . as it is always possible to go into Local Manual or Auxiliary Remote no matter what the status of the propulsion system is. Device / Propulson Mode GT Mode Clutch В Locking Device Clutch С Locking Device Stbd FC 1 Port FC 2 Stbd Pitch Port Pitch Stbd & Port Shafts Clutch A Locked Locked Drained Drained * * Turning DE Mode ECO Stbd Mode Not Locked Locked & Engaged Filled Filled Filled Drained * * * * * * ECO Port Mode Locked & Engaged Drained Filled * * * * Clean Start Not Locked Not Locked Locked & Engaged Locked & Engaged Not Locked Not Pawl Free * * Drained Drained Zero Zero Stationary except if GT running * * Status for actual propulsion mode is irrelevant. Instructions for Operating Machinery. Priority Control Mode Control from the: Highest Local Manual LOP Auxiliary Remote (AUX) MCR Local Automatic LCS Remote Automatic (C&M) MCR Lowest Remote Automatic = Remote Driving BCC The valid status of the propulsion plant required to establish valid status for the C+M System for automatic control is given in the following table. Propulsion Modes and Control Modes Setting Emergency Ahead Pitch Priority of the Control Modes is shown in the following table. Note: The table has no relevance when changing to Local Manual or Auxiliary Remote.ANZAC Ship Model. Only the modes modeled in the simulator are described.

295 . it starts blinking. DE Mode Selection from MCR (AUX Control) Carry out DE start actions for DE 1 and DE 2 as described in any paragraph of the section 4 on page 247 or confirm that both DEs are running and their speed setpoints match (if GT is running then setpoints have to be ≥50%). check Hsec DE1 LSC and DE2 LCS MCR PSS mid 4. Check (set) the handle is in 3. The following actions need to be taken in the simulator to select DE mode from the MCR in AUX control mode.1. Press PORT ACTIVE and STBD ACTIVE buttons in AUX CONTROL group. then lights continuously. MCR PSS mid 6. No. Press the ENGAGE FLUID COUPLING button. 7. 3. Press DE MODE button.ANZAC Ship Model. Check the READY FOR ENGAGE lamp is illuminated. DE Mode Selection 13. Action Page Menu Item 1. Check the CHANGE MODE indicating lamps are blinking on DE PORT and DE STBD panels of the display. MCR PSS mid on both DE PORT and DE STBD panels MCR PSS mid the SUBSTATION WORKING green indication lamp is illuminated. DE Mode Selection DE Mode Selection from MCR (AUX Control) 13. it blinks during coupling fills. Trainee Manual Chapter 5. MCR PSS mid 5. 8.AUTO CONTROL position. Hsec DE1 LOP and DE2 LOP 2. Check DE MODE button lights continuously when the mode is set. Check (set) the PROPULSION MODE switch to REM position. the READY FOR ENGAGE lamp lights down. Instructions for Operating Machinery.

Check the SELECT indicating yellow lamp is illuminated. Check the READY FOR ENGAGE lamp is illuminated. DE Mode Selection DE Mode Selection from the LCS 13. it starts blinking. The following actions need to be taken in the simulator to select DE mode from the LCS. Set (check) the handle is in 3. Set the PROPULSION MODE switch to LCS position. Press the FLUID COUPLING ENGAGE button. Trainee Manual Chapter 5. 296 . DE Mode Selection from the LCS Carry out DE start actions for DE 1 and DE 2 as described in any paragraph of the section 4 on page 247 or confirm that both DEs are running and their speed setpoints match (if GT is running then setpoints have to be ≥50%). No.ANZAC Ship Model. Hsec DE1 LOP and DE2 LOP 2.2. 3. Instructions for Operating Machinery. check Hsec DE1 LCS and DE2 LCS Hsec DE1 LCS and DE2 LCS Hsec DE1 LCS and DE2 LCS Hsec DE1 LCS and DE2 LCS the MODE LCS ACTIVE indicator is illuminated. it blinks during coupling fills. the SELECT lamp lights down. then lights continuously. 5. the READY FOR ENGAGE lamp lights down. Action Page Menu Item 1. 6. Check DE MODE button lights continuously when the mode is set. 7.AUTO CONTROL position. 4. Press DE MODE button from any DE LCS display.

Instructions for Operating Machinery. 297 . Action Page Menu Item 1. C&M P200 5. The following actions need to be taken in the simulator to select DE mode from the C&M system display P200. DE Mode Selection DE Mode Selection from C&M System 13. Check Ready to Engage indication for both DEs.button starts blinking. 4. Check Ready for Engagement indicators are highlighted for both DEs. Check SELECT MODE indication is highlighted. Press DE button and VERIFY. the. Trainee Manual Chapter 5. DE Mode Selection from C&M System Carry out DE start actions for DE 1 and DE 2 as described in any paragraph of the section 4 on page 247 or confirm that both DEs are running and their speed setpoints match (if GT is running then setpoints have to be ≥50%). Check (set) the handle is in 3. No. C&M P211 6. 7. images blink during engagement. check Hsec DE1 LSC and DE2 LCS 3. Press ENGAGE buttons on both DEs and VERIFY.ANZAC Ship Model. Check (set) the PROPULSION MODE switch to REM position.AUTO CONTROL position. 8. the coupling C&M P200 C&M P200 the SUBSTATION WORKING green indication lamp is illuminated. Hsec DE1 LOP and DE2 LOP 2.3. then light continuously. Check DE mode selection indicator lights continuously when the mode is set.

1. Press LEVER CONTROL ACTIVE button. Trainee Manual Chapter 5. Press GT button. Check READY FOR LEVER CONTROL yellow indicating lamp is illuminated. or confirm that GT is running. The following actions need to be taken in the simulator to select GT mode from the MCR (in AUX control mode). it highlights. GT Mode Selection from MCR (AUX Control) Carry out GT start actions as described in any paragraph of the the section 6 on page 260. Action Page Menu Item 1. the READY FOR LEVER MCR PSS mid GT panel MCR PSS mid check SUBST. MCR PSS mid 5. it highlights . WORKING lamp is illuminated.ANZAC Ship Model. 298 . 6. No. the LEVER CONTROL OFF button lights down. In STBD AUX CONTROL group press STBD ACTIVE button. 7. MCR PSS mid 3. Instructions for Operating Machinery. On LSC GT panel set MODE switch to REMOTE position. Check CHANGE MODE indicating lamp is blinking on GT panel of the display. GT Mode Selection GT Mode Selection from MCR (AUX Control) 14. CONTROL lamp lights down. it starts blinking. GT Mode Selection 14. MCR PSS mid GT panel 4. Check GT button lights continuously when the mode is set. Gsec GT LOP & LCS 2.

Instructions for Operating Machinery. Check the GT MODE button lights continuously when the mode is set. In LEVER CONTROL group press the ACTIVE button. it starts blinking. or confirm that GT is running. check LCS Gsec GT LOP & LCS Gsec GT LOP & LCS Gsec GT LOP & LCS Gsec GT LOP & LCS ACTIVE and SUBST. Check the SELECT MODE yellow indicating lamp is illuminated. GT Mode Selection GT Mode Selection from the LCS 14. Action Page Menu Item 1. 4.2. On LSC GT panel set MODE switch to LCS position. GT Mode Selection from the LCS Carry out GT start actions as described in any paragraph of the the section 6 on page 260. the OFF button lights down. the SELECT MODE lamp lights down.ANZAC Ship Model. Trainee Manual Chapter 5. No. WORKING lamps are illuminated. 5. Press the GT MODE button. 299 . 3. it highlights. 2. The following actions need to be taken in the simulator to select GT mode from the LCS.

5.3. C&M P200 position. WORKING lamp is illuminated. Check GT button lights continuously when the mode is set. the. Press LEVER CONTROL button and VERIFY.ANZAC Ship Model.button starts blinking. Check Ready for Lever Control indication present. The following actions need to be taken in the simulator to select GT mode from the C&M display P200. Trainee Manual Chapter 5. On LSC GT panel check (set) MODE switch to REMOTE Gsec GT LOP & LCS 2. or confirm that GT is running. Action Page Menu Item 1. No. 300 . C&M P200 4. check SUBST. C&M P200 6. Press GT button and VERIFY. GT Mode Selection GT Mode Selection from C&M System 14. Check SELECT MODE indication is highlighted. Instructions for Operating Machinery. 3. GT Mode Selection from C&M System Carry out GT start actions as described in any paragraph of the the section 6 on page 260.

Check ECO STBD mode selection indicator lights continuously when the mode is set. Check (set) the PROPULSION MODE switch to REM position. Action Page Menu Item 1. No.AUTO CONTROL position. Check SELECT MODE indication is highlighted. 4. the. Press ECO STBD button and VERIFY. The following actions need to be taken in the simulator to select ECO Stbd mode from the C&M system display P200. Check Ready to Engage indication for DE 1. ECO Mode Selection 15. Instructions for Operating Machinery.1. C&M P200 5. then lights continuously. Check (set) the handle is in 3. Hsec DE1 LOP 2.ANZAC Ship Model. ECO STBD Mode Selection from C&M System Carry out DE 1 start actions as described in any paragraph of the section 4 on page 247 or confirm that DE 1 is running (if GT is running then speed setpoint have to be ≥50%). the coupling image blinks C&M P200 C&M P200 the SUBSTATION WORKING green indication lamp is illuminated. Press ENGAGE button and VERIFY. 7. check Hsec DE1 LSC 3. during engagement. Trainee Manual Chapter 5.button starts blinking. 301 . 6. ECO Mode Selection ECO STBD Mode Selection from C&M System 15.

ECO PORT Mode Selection from C&M System Carry out DE 2 start actions as described in any paragraph of the section 4 on page 247 or confirm that DE 2 is running (if GT is running then speed setpoint have to be ≥50%). 4.AUTO CONTROL position. the coupling image blinks C&M P200 C&M P200 the SUBSTATION WORKING green indication lamp is illuminated. The following actions need to be taken in the simulator to select ECO Port mode from the C&M system display P200. Check (set) the handle is in 3. No. 7. Check SELECT MODE indication is highlighted.2. 6. C&M P200 5. Press ECO PORT button and VERIFY. Check (set) the PROPULSION MODE switch to REM position. Press ENGAGE button and VERIFY. 302 .ANZAC Ship Model.button starts blinking. the. Check Ready to Engage indication for DE 1. during engagement. then lights continuously. Instructions for Operating Machinery. Trainee Manual Chapter 5. ECO Mode Selection ECO PORT Mode Selection from C&M System 15. Hsec DE2 LOP 2. check Hsec DE2 LSC 3. Action Page Menu Item 1. Check ECO PORT mode selection indicator lights continuously when the mode is set.

BRIDGE to AUX No.  Action Page Menu Item 1.1.ANZAC Ship Model. MCR PSS mid 3. Match MCR control levers with the Bridge control levers. Trainee Manual Chapter 5. Changing Control Modes in DE Propulsion Mode BRIDGE to AUX 16. Changing Control Modes in DE Propulsion Mode 16. C&M P200 303 . Push PORT ACTIVE and STBD ACTIVE buttons. BCC and MCR Bridge CC and PSS mid 2. Test control at MCR position. Instructions for Operating Machinery.

Hsec DE1 LCS and DE2 LCS 3. Changing Control Modes in DE Propulsion Mode AUX to LCS 16. Test control at MCR position C&M P200 16. MCR PSS mid 2. Hsec DE1 LCS and DE2 LCS 2. Match speed control lever on LCS with Bridge position. Trainee Manual Chapter 5.  Action Page Menu Item 1.3. Push PORT INACTIVE and STBD INACTIVE buttons. AUX to REMOTE 304 . Instructions for Operating Machinery. Test LCS control (watch engine/shaft rpm at the LOP or on C&M screen P212).  Action Page Menu Item 1.ANZAC Ship Model. Push PORT INACTIVE and STBD INACTIVE buttons. Move PROPULSION MODE switch from REMOTE to LCS.2. Hsec DE1 LOP and DE2 LOP No. AUX to LCS No. MCR PSS mid 4.

Hsec DE1 LOP and DE2 LOP 3. Move changeover lever to the 2. Hsec Hsec Hsec DE1 LOP and DE2 LOP DE1 LOP and DE2 LOP DE1 LOP and DE2 LOP 8.CONTROL position.MECH.TRANSFER POSITION.  Action Page Menu Item 1. 6. Changing Control Modes in DE Propulsion Mode REMOTE/LCS to LOP and AUX to LOP 16.ENGAGE position. Use handwheel for speed control. Rotate handwheel clockwise until control is taken of the engine. Test engine control at LOP. Hsec DE1 LOP and DE2 LOP 4. 7. Instructions for Operating Machinery.4. Hsec DE1 LOP and DE2 LOP 2. Move changeover lever to the 1. Move fluid coupling switch to the 3. Adjust engine speed if required. Change CPP to manual if required Jsec CPP Port and CPP Stbd 305 . REMOTE/LCS to LOP and AUX to LOP No.ANZAC Ship Model. Trainee Manual Chapter 5. Hsec DE1 LOP and DE2 LOP 5.

Instructions for Operating Machinery.5. Changing Control Modes in DE Propulsion Mode LOP to LCS/REMOTE 16.watch engine / shaft rpm C&M P200. Move changeover lever to the 3.  Action Page Menu Item 1. Move changeover lever to the 2. P212 306 .TRANSFER POSITION. Trainee Manual Chapter 5.ANZAC Ship Model. Match LCS / MCR lever position with Bridge lever position Hsec DE1 LCS and DE2 LCS 3. Hsec DE1 LOP and DE2 LOP 4. LOP to LCS/REMOTE No. Hsec DE1 LOP and DE2 LOP 6.AUTO CONTROL position. Change CPP to the AUTO position Jsec CPP Port and CPP Stbd 2. Test LCS / REMOTE control . Rotate handwheel to the 1 position Hsec DE1 LOP and DE2 LOP 5.

6. Change PROPULSION MODE switch to REM position. Test MCR control C&M P200 307 .  Action Page Menu Item 1. BCC and MCR Bridge CC and PSS mid 2.ANZAC Ship Model. Changing Control Modes in DE Propulsion Mode LCS to REMOTE 16. Move LCS speed controls to ZERO Hsec DE1 LCS and DE2 LCS 4. Trainee Manual Chapter 5. Match lever position in MCR with the Bridge lever position. LCS to REMOTE No. Hsec DE1 LCS and DE2 LCS 3. Instructions for Operating Machinery.

Changing Control Modes in GT Propulsion Mode BRIDGE to AUX 17.  Action Page Menu Item 1. Trainee Manual Chapter 5.ANZAC Ship Model. Instructions for Operating Machinery. Push PORT ACTIVE and STBD ACTIVE buttons. Test control at MCR position C&M P200 308 . Match STBD control lever with the Bridge lever position BCC and MCR Bridge CC and PSS mid 2. Changing Control Modes in GT Propulsion Mode 17. BRIDGE to AUX No.1. MCR PSS mid 3.

Trainee Manual Chapter 5.SPEED and PT . Test LCS control (watch engine/shaft rpm: GG . Match speed control lever on LCS with Bridge position Gsec GT LOP & LCS 2.SPEED gauges) Gsec GT LOP & LCS 309 . Changing Control Modes in GT Propulsion Mode AUX to LCS 17. MCR PSS mid 4. Move MODE switch from REMOTE to LCS Gsec GT LOP & LCS 3.2. Instructions for Operating Machinery.ANZAC Ship Model. Push STBD INACTIVE button. AUX to LCS No.  Action Page Menu Item 1.

Match LCS SPEED CONTROL lever with bridge lever position. GT LOP & LCS 2. Changing Control Modes in GT Propulsion Mode REMOTE/LCS to LOP 17. Instructions for Operating Machinery.  Action Page Menu Item 1. Move CPP into MANUAL control (Auto control failure Jsec. REMOTE/LCS to LOP No. 310 .the AUTO FAILURE lamp blinks).3. Trainee Manual Chapter 5. Gsec GT LOP & LCS 4. Gsec GT LOP & LCS will occur .ANZAC Ship Model. Test LOP control (watch PLA and engine rpm). Switch to LOP control at LCS. Gsec CPP Port and CPP Stbd. Gsec GT LOP & LCS 3.

4. Trainee Manual Chapter 5.  Action Page Menu Item 1. 311 . Changing Control Modes in GT Propulsion Mode LOP to LCS/REMOTE 17. Drive CPP to ZERO in manual control at the OD BOX: press Jsec CPP Port and CPP Stbd 3. Set LCS/MCR STBD lever to idle position. LOP to LCS/REMOTE No.ANZAC Ship Model. Switch to LCS/REMOTE at the LCS. engine control when the button lights continuously. MCR and Gsec PSS mid and GT LOP & LCS 4. Instructions for Operating Machinery. Establish GT mode (press the GT MODE button) and test Gsec GT LOP & LCS and hold MANUAL PITCH CONTROL handle in the ASTERN position until the slider on the scale gets into 0 position. Drive to IDLE at the LOP. Gsec GT LOP & LCS 5. Gsec GT LOP & LCS 2.

Instructions for Operating Machinery. Move LCS speed control lever to ZERO Gsec GT LOP & LCS 4. Changing Control Modes in GT Propulsion Mode LCS to REMOTE 17.  Action Page Menu Item 1. Match lever position in MCR with the Bridge lever position BCC and MCR Bridge CC and PSS mid 2.5. Test MCR control C&M P200 312 . Trainee Manual Chapter 5.ANZAC Ship Model. Switch to REMOTE at the LCS Gsec GT LOP & LCS 3. LCS to REMOTE No.

One diesel driving both shafts in ECO mode to the other diesel driving both shafts in ECO mode.1.2.ANZAC Ship Model. Note: To perform C/O in automatic mode all control levers have to be in the Ahead range. Propulsion Mode Change Overs Change Overs Description 18. The Propulsion Mode Change Overs modeled in the simulator are described in the table: Change over from to Description DE to GT GT to DE DE to ECO ECO to DE GT to ECO ECO to GT ECO to ECO Both diesels driving both shafts independently to the Gas Turbine driving both shafts. Change Overs Description Change Overs (C/O) between the various propulsion modes are possible in the automatic control modes (i. It is not possible to perform any of the other C/O. in Remote Auto from the MCR and Local Automatic from the LCS). Propulsion Mode Change Overs 18. Instructions for Operating Machinery. 18. One diesel driving both shafts in ECO mode to both diesels driving both shafts independently. Both diesels driving both shafts independently to one diesel driving both shafts in ECO mode. One diesel driving both shafts in ECO mode to the Gas Turbine driving both shafts. 313 . Gas Turbine driving both shafts to one diesel driving both shafts in ECO mode. Gas Turbine driving both shafts to both diesels driving both shafts independently. Trainee Manual Chapter 5. Also C/O can be performed in manual mode. Note: It is possible to perform C/O in automatic mode between GT and DE modes when the control levers are in zero position. Note: In Auxiliary Remote only cases ‘GT to DE’ and ‘DE to GT’ apply. Pre-conditions for Change Overs Note: For propulsion mode C/O all required aggregates must be in the same control mode.e.

Then the value can be set either by dragging the handle to a required position or by keyboard input in the Input box at the bottom of the display. The GT Sequence indicator highlights in red if the GT operation alarm occurs during start/stop/engage/disengage or C/O. Verify and Reset buttons are used to confirm and reset selection of the checkboxes. perform Change Overs. • Jump to P241 screen where C/O sequence is displayed. The controls on the display are designed to: • Select Propulsion Mode. OD boxes and set Fuel rack values. Green hightlight indicates a successful performance of an operation. Red highlight of an indicator or a message signals about an alarm condition. Re-Enable button is used to acknowledge an alarm state and refresh the screen. Stbd or Both buttons and Verify. • Set Propulsion Control Modes. Operating C&M Propulsion Displays for Change Overs Refer ro detailed description of C&M displays layout. in Chapter 3 of this manual. Fluid Couplings. The DE Sequence indicator highlights in red if the DE operation alarm occurs during start/stop/engage/disengage or C/O. • Verify and Reset selections. DE. Yellow highlight indicates a warning. Instructions for Operating Machinery. One needs to push the GT Sequence button to jump to P221 screen to examine the error condition. One needs to push the DE Sequence button to jump to P211 screen to examine the error condition. Display P200 Propulsion Control of the page C&M in the simulator provides controls to set propulsion modes and perform C/O. To examine an alarm use the appropriate button to jump to the respective display. When a C/O operation or propulsion mode selection is madeit is important that the PP mechanisms have setpoints equal. Otherwise the following indication is displayed: Prop(ulsion) Control buttons allow to change over control mode between the Bridge and MCR. The Fuel Rack Values can be set either by a handle or using the keyboard.ANZAC Ship Model. • Jump to P240 screen where error conditions are explained for C/O and propulsion mode selection operations. color indication. Trainee Manual Chapter 5. Simulator screenshots at the bottom of this page demonstrate the P200 display view in DE and GT propulsion modes. Propulsion Mode Change Overs Operating C&M Propulsion Displays for Change Overs 18.3. etc. • Operate remotely the GT. To swith between handle and keyboard settings press the button to the left of the image and Verify: The image changes: 314 . The actually set the value press the Port.

or repeat the action and review the P240 screen messages. The bottom part of the P241 display presents information about the C/O interrupt conditions. A C/O Re-Enable pushbutton in the display right bottom part allows to acknowledge an alarm case and refresh the information on screen. One needs to push the Not Possible button quickly and jump to P240 screen to examine the error condition. area allows to either continue or abort the process depending on the actual case. The C/O Display indicator on P200 display highlights in red if the C/O operation has stopped either by timer or other interrupt case. The Continue to. However. C/O is interrupted if the limit has been exceeded. Press the <F11> key on the keyboard to jump back to a previous C&M display (in the example. Propulsion Mode Change Overs Operating C&M Propulsion Displays for Change Overs The Not Possible indicator on P200 display highlights in red if the C/O or select mode operation is not allowed.ANZAC Ship Model. Trainee Manual Chapter 5. After the Lever position Stbd is decreased below 70% the Train- ee can push the Re-Enable button to confirm that the cause of the problem has been removed and proceed with C/O. and then automatically does away. The screenshot of the P240 Prop Mode Failure Overview display demonstrates two Changeover not Possible conditions... The screenshot of the P241 C/O Overview 315 . Instructions for Operating Machinery. it was the P200 display). red color if there was an alarm during operation performance. Indicating boxes have white color if an operation has not been performed yet. green color if an operation was successful. Indication on P240 is displayed during 15 sec. if the cause of the problem has not been removed the operation still would be not possible. One needs to push the C/O Display button and jump to P241 screen to superwise the process and examine the error condition. Each C/O step has a time limit. display demonstrates C/O interrupt example described below in more details. The Trainee can either examine the R500 Event Log and R510 Alarm Summary lists.

it illuminates. Pre-conditions: propulsion mode GT. In some cases automatic return to the source mode can be not possible. C&M P241 9. ship is propelling ahead. Check Change Over Ready indication. Change Over Interrupt Example The task is to C/O to DE mode from GT mode in Remote. 316 . Instructor has introduced the working air supply failure of the Port Fluid Coupling. Ovserve the alarm case: the Port FC Failed to Engage. both DEs are running. then manual control needs to be taken. Action Page Menu Item 1.ANZAC Ship Model. 4. Trainee Manual Chapter 5. Propulsion Mode Change Overs Change Over Interrupt Example 18. which highlights mode or C/O abort. C&M P200 7. C&M P211 6. selection can be made between automatic reverting to GT C&M P241 blinks. Instructions for Operating Machinery. Press Change Over button and VERIFY. the DE mode selection indicator C&M P200 C&M P200 C&M P200 in red due to the air supply failure. No. coupling images blink during C/O process. setpoints <60% and ≥50%. examine the alarm condition. 5. permission gained from OOW to carry out Remote change to DE Mode. GT button lights down. Press the DE Sequence indicator. If C/O abort has been selected then all mechanisms stay in the current state and manual control mode need to be taken to proceed with operation. The following actions were taken in the simulator to perform GT mode to DE mode C/O from the C&M system display P200. C&M P241 8. 2. Press DE button and VERIFY. Press C/O Display button to jump to display P241. 3. In the current case. Press the choice button and VERIFY. control mode Remote. Observe C/O process steps. Press the C/O Re-Enable button and VERIFY to observe the Continue options.4.

Hsec Main Gear Indication Port and Main Gear Indication Stbd 3. Configuration in GT Mode: Clutches A (GT CCG). The following actions need to be taken in the simulator to perform C/O from DE mode to GT mode from the LOP. setpoints equal. 19. Instructions for Operating Machinery.1. Clutches В and С remain disengaged under negative torque. 4. DE to GT Change from the LOP Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. No. Manually lock ‘B’ & ‘C’ clutches. Change Overs from DE Mode DE to GT Change from the LOP 19. ship is propelling ahead.  Action Page Menu Item 1. Ensure GT is in LOP control. Clutches В and С remain disengaged under negative torque. GT is running. control mode Local Manual. Gsec Hsec GT LOP & LCS DE1 LOP and DE2 LOP 317 .ANZAC Ship Model. Trainee Manual Chapter 5. Decelerate both DE’s to idle using the hand wheel. Change Overs from DE Mode Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. Gsec GT LOP & LCS 2. Pre-conditions: propulsion mode DE. В (MG Stbd) and С (MG Port) are engaged with В and С also locked. permission is gained from OOW to carry out MANUAL change to GT mode. Accelerate POWER LEVER vernier to match EOT.

Trainee Manual Chapter 5. Shutdown both DE’s when parameters are met. 7. Hsec DE1 LOP and DE2 LOP 6. Confirm that the ship is in GT Mode Manual Control and inform OOW. Switch fluid coupling control switch to DISENGAGE.ANZAC Ship Model. Change Overs from DE Mode DE to GT Change from the LOP 5. Instructions for Operating Machinery. Gsec Gsec CCGB LO PP Starters GT LOP & LCS 8. Hsec DE1 LOP and DE2 LOP 318 . Ensure CCGB lub oil pump is in AUTO.

DE to GT Change from MCR (AUX Control) Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. Push ACTIVE button in LEVER CONTROL group. Change Overs from DE Mode DE to GT Change from MCR (AUX Control) 19. permission is gained from OOW to carry out MCR change to GT mode. 9. setpoints equal. No. GT is running. 8. Configuration in GT Mode: Clutches A (GT CCG).  Action Page Menu Item 1. align EEOT and move Port lever to 0 PCL. Trainee Manual Chapter 5. Pre-conditions: propulsion mode DE. GT speeds up to MCR PSS mid C&M MCR P241 PSS mid MCR Gsec MCR MCR PSS mid CCGB LO PP Starters PSS mid PSS mid STBD AUX CONTROL and PORT AUX CONTROL button groups over run SRPM +5 and DE’s step to idle 4. В (MG Stbd) and С (MG Port) are engaged with В and С also locked.2. MCR PSS mid 3. 319 . control mode AUX. Test you have control in GT Mode AUX control (lamps are blinking). Match levers and push PORT ACTIVE and STBD ACTIVE buttons in MCR PSS mid 2.ANZAC Ship Model. Inform OOW in GT Mode MCR control. The following actions need to be taken in the simulator to perform C/O from DE mode to GT mode from MCR display PSS mid. Push the DISENGAGE FLUID COUPLING buttons 6. Observe ‘B’ & ‘C’ clutch locking. Put GT CCGB lub oil pump to REM. Shut down both DE when parameters are met. ship is propelling ahead. Clutches В and С remain disengaged under negative torque. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. Obverve C/O process steps on P241 display 5. 7. Instructions for Operating Machinery. on DE PORT and DE STBD panels.

6. the C&M system will step the DE’s to idle and drain the fluid couplings. Configuration in GT Mode: Clutches A (GT CCG).  Action Page Menu Item 1. Press CHANGE OVER READY pushbutton. Set GT LCS SPEED CONTROL vernier to match DE vernier setting. The following actions need to be taken in the simulator to perform C/O from DE mode to GT mode from LCS. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. Trainee Manual Chapter 5.ANZAC Ship Model. Pre-conditions: propulsion mode DE. 320 . 4. Press GT MODE pushbutton. then lights DE2 LOP and DE2 LCS Gsec Gsec Gsec GT LOP & LCS GT LOP & LCS GT LOP & LCS C&M Hsec P241 DE1 LSC and DE2 LCS down. Clutches В and С remain disengaged under negative torque. Confirm PORT and STBD DE are in LCS control. it blinks. Obverve C/O process steps on P241 display 7. it blinks. 5. DE to GT Change from the LCS Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. В (MG Stbd) and С (MG Port) are engaged with В and С also locked. GT MODE indication lamp lights continuously. Note:  Once step # 5 has been carried out. setpoints equal. No.3. Hsec DE1 LSC and DE2 LCS 2. Instructions for Operating Machinery. permission is gained from OOW to carry out LOCAL change to GT mode. Move DE LCS SPEED CONTROL verniers to 0% on completion of change over. Change Overs from DE Mode DE to GT Change from the LCS 19. MODE LCS ACTIVE Hsec DE1 LOP and DE1 LCS indicatinп lamp lights continuously. GT is running. and report to OOW 3. control mode Local Automatic. Match PORT and STBD DE LCS SPEED CONTROL verniers to EOT. ship is propelling ahead.

C&M P200 4. The following actions need to be taken in the simulator to perform C/O from DE mode to GT mode from the C&M system display P200. 321 . DE to GT Change from C&M System Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. Pre-conditions: propulsion mode DE. the Input box gets cursor focus. Press Change Over button and VERIFY.4. Configuration in GT Mode: Clutches A (GT CCG). Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained.ANZAC Ship Model. GT is running. permission is gained from OOW to carry out Remote change to GT mode. the GT mode selection indicator C&M P200 2. Set DE 1 and DE 2 to idle: press Both button and C&M P200 5. and <Enter>. C&M P200 6. Action Page Menu Item 1. Trainee Manual Chapter 5. coupling images blink during C/O process. Instructions for Operating Machinery. Observe C/O process steps C&M P241 blinks. DE button lights down. Press C/O Display button to confirm on display P241 all C/O steps are complete. Check Change Over Ready indication.. Press GT button and VERIFY. VERIFY. ship is propelling ahead. C&M C&M P200 P200 8. Check GT mode selection indicator lights continuously when the mode is set. 7. Clutches В and С remain disengaged under negative torque. Type <0> on the keyboard. it illuminates. В (MG Stbd) and С (MG Port) are engaged with В and С also locked. No. setpoints equal. 3. control mode Remote. Change Overs from DE Mode DE to GT Change from C&M System 19.

C&M P200 6. the Input box gets cursor focus. Press Change Over button and VERIFY. Clutches В and С remain disengaged under negative torque. Pre-conditions: propulsion mode DE.ANZAC Ship Model. 322 . Set DE 2 to idle: press Port button and VERIFY. GT is not running. and <Enter>. coupling images blink during C/O process. DE button lights down. The following actions need to be taken in the simulator to perform C/O from DE mode to ECO Stbd mode from the C&M system display P200. Change Overs from DE Mode DE to ECO STBD Change from C&M System 19. it illuminates. C&M P200 indicator blinks. Instructions for Operating Machinery. C&M P200 7. Check ECO Stbd mode selection indicator lights C&M P200 continuously when the mode is set. Press C/O Display button to confirm on display P241 all C/O steps are complete. Action Page Menu Item 1. DE to ECO STBD Change from C&M System Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. Check Change Over Ready indication. C&M P200 4. ship is propelling ahead. the ECO Stbd mode selection C&M P200 2.5. permission is gained from OOW to carry out Remote change to ECO STBD mode.. control mode Remote. Press ECO Stbd button and VERIFY. Clutch D (Main Gear Stbd) is engaged and E (Main Gear Port) is disengaged with the Stbd fluid coupling filled and the Port fluid coupling completely drained. Configuration in ECO STBD Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. 3. Trainee Manual Chapter 5. No. Type <0> on the keyboard. 5.

Action Page Menu Item 1. Instructions for Operating Machinery. ship is propelling ahead. Trainee Manual Chapter 5. Pre-conditions: propulsion mode DE. the ECO Stbd mode selection C&M P200 2. Clutches В and С remain disengaged under negative torque. Configuration in ECO PORT Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked.. DE button lights down. Change Overs from DE Mode DE to ECO PORT Change from C&M System 8. Press Change Over button and VERIFY.6. C&M P200 4. control mode Remote.ANZAC Ship Model. The following actions need to be taken in the simulator to perform C/O from DE mode to ECO Port mode from the C&M system display P200. Observe C/O process steps C&M P241 19. Press ECO Stbd button and VERIFY. permission is gained from OOW to carry out Remote change to ECO PORT mode. it illuminates. 3. Clutch D (Main Gear Stbd) is disen¬gaged and Clutch E (Main Gear Port) is engaged with the Port fluid coupling filled and the Stbd fluid coupling completely drained. Check ECO Stbd mode selection indicator lights C&M P200 indicator blinks. coupling images blink during C/O process. Check Change Over Ready indication. DE to ECO PORT Change from C&M System Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. 323 . No. continuously when the mode is set. GT is not running.

ANZAC Ship Model. Press C/O Display button to confirm on display P241 all C/O steps are complete. Type <0> on the keyboard. Instructions for Operating Machinery. C&M P200 7. and <Enter>. Trainee Manual Chapter 5. C&M P200 6. the Input box gets cursor focus. Change Overs from DE Mode DE to ECO PORT Change from C&M System 5. Observe C/O process steps C&M P241 324 . C&M P200 8. Set DE 1 to idle: press Stbd button and VERIFY.

permission gained from OOW to carry out MANUAL change to DE Mode and there are No lever movements in duration of change requested.1. ship is propelling ahead. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. 20. control mode Local Manual. The following actions need to be taken in the simulator to perform C/O from GT mode to DE mode from the LOP. Change Overs from GT Mode GT to DE Change from the LOP 20. Change Overs from GT Mode Configuration in GT Mode: Clutches A (GT CCG). Instructions for Operating Machinery. Trainee Manual Chapter 5. Pre-conditions: propulsion mode GT. setpoints <70% and ≥50%.  Action Page Menu Item 1. No. GT to DE Change from the LOP Configuration in GT Mode: Clutches A (GT CCG). В (MG Stbd) and С (MG Port) are engaged with В and С also locked. Clutches D (Main Gear Stbd) and E (Main Gear Port) are disengaged with the fluid couplings completely drained. Align LOP POWER LEVER vernier. Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. Gsec GT LOP & LSC 325 . Gsec GT LOP & LSC 2. В (Main Gear Stbd) and С (Main Gear Port) are engaged with В and С also locked. both DEs are running. Clutches В and С remain disengaged under negative torque. Gsec GT LOP & LSC 3.ANZAC Ship Model. Align LCS SPEED CONTROL vernier to EOT. Switch REMOTE / LCS / LOP switch to LCS.

DE1 LCS and DE2 LOP. 15. Increase both fluid coupling speed control to 2 bar by Hsec DE1 LOP and DE2 LOP pressing and holding the INCREASE button. Trainee Manual Chapter 5.ANZAC Ship Model. 11. Unlock both ‘B’ & ‘C’ clutches manually. Change Overs from GT Mode GT to DE Change from the LOP 4. Decelerate GT to idle: set POWER LEVER to 0%. Shutdown the GT. Accelerate both DE’s to SRPM +5 by the hand wheel. 6. Put both Main G/B lub oil pumps back to AUTO. Ensure both DE’s are in LOP control. 13. 326 . Put both Main G/B lub oil pumps to manual and running. 12. Hsec Main Gear Indication Port and Main Gear Indication Stbd 8. Switch both fluid coupling controls to the 3. Hsec DE1 LOP and DE2 LOP Hsec Gsec Hsec Gsec DE1 LOP and DE2 LOP GT LOP & LSC PDE & MG PP Starters CCGB LO PP Starters Gsec GT LOP & LSC 10. 14. Instructions for Operating Machinery. Hsec Hsec PDE & MG PP Starters DE1 LOP. 9. Put CCGB lub oil pump to MANUAL and running.ENGAGE position. Switch REMOTE / LCS / LOP switch to LOP. DE2 LCS 7. Gsec GT LOP & LSC 5. Manual Control. Inform OOW that the ship is now in DE Mode.

ANZAC Ship Model. permission gained from OOW to carry out MCR change to DE Mode. 6. Change Overs from GT Mode GT to DE Change from MCR (AUX Control) 20. both DEs are running. 8. No. Push the ENGAGE FLUID COUPLING button in DE STBD controls group. Pre-conditions: propulsion mode GT. Push the LEVER CONTROL OFF button in the GT controls group. Instructions for Operating Machinery. Trainee Manual Chapter 5. Shut down the GT. 7. 4. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained.  Action Page Menu Item 1. GT to DE Change from MCR (AUX Control) Configuration in GT Mode: Clutches A (GT CCG). setpoints <60% and ≥50%. Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. CCGB LO PP Starters MCR PSS mid STBD AUX CONTROL and PORT AUX CONTROL button groups 2. Observe the GT drive to idle. 3. Push the ENGAGE FLUID COUPLING button in DE PORT controls group. Put Main G/B lub oil pumps to AUTO and CCGB lub oil pump to MANUAL and running. Match levers and push PORT ACTIVE and STBD ACTIVE buttons in MCR PSS mid Hsec MCR PDE & MG PP Starters PSS mid MCR PSS mid MCR C&M C&M Hsec PSS mid P200 P200 PDE & MG PP Starters. PORT DE switches to AUX Control and READY FOR ENGAGE activated. Ensure both Main G/B lub oil pumps are in MANUAL and running. Test you have control in AUX.2. Observe both fluid couplings fill and the DE’s speed up to SRPM +5. 5. 10. 327 . control mode AUX. The following actions need to be taken in the simulator to perform C/O from GT mode to DE mode from the MCR (PSS mid menu item of the page MCR) . Clutches В and С remain disengaged under negative torque. 9. ship is propelling ahead. Inform OOW that the ship is in DE Mode MCR Control and align EEOT. Observe ‘B’ clutch unlock . В (MG Stbd) and С (MG Port) are engaged with В and С also locked.

Move GT LCS verniers to 0% on completion of change over. Note:  Once step # 4 has been carried out. Push the DE MODE button on either Port or Stbd LCS displays. Match PORT and STBD DE LCS SPEED CONTROL verniers to EOT. then lights down and DE MODE lights continuously. Clutches В and С remain disengaged under negative torque. setpoints <60% and ≥50%. Instructions for Operating Machinery. permission gained from OOW to carry out Local change to DE Mode. No lever movements in duration of change requested. 4.  Action Page Menu Item 1.ANZAC Ship Model. Pre-conditions: propulsion mode GT. it blinks. 328 . 5. Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. the C&M system will fill the DE fluid couplings.3. No. Hsec DE1 LCS and DE2 LCS 2. The following actions need to be taken in the simulator to perform C/O from GT mode to DE mode from the LCS. both DEs are running. 3. it blinks. control mode Local Auto. GT to DE Change from the LCS Configuration in GT Mode: Clutches A (GT CCG). ship is propelling ahead. Push the CHANGE OVER READY button on either Port or Stbd LCS Hsec Hsec Hsec DE1 LCS and DE2 LCS DE1 LCS or DE2 LCS DE1 LCS or DE2 LCS Gsec GT LOP & LSC displays. Change Overs from GT Mode GT to DE Change from the LCS 20. Ensure both DEs PROPULSION MODE switches are in the LCS position. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. increase DE speed to over run the GT SRPM +5 and step the GT to idle. Trainee Manual Chapter 5. В (MG Stbd) and С (MG Port) are engaged with В and С also locked.

Press Change Over button and VERIFY. setpoints <60% and ≥50%. Action Page Menu Item 1. Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. coupling images blink during C/O process.4. Trainee Manual Chapter 5. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. control mode Remote. Type <50> on the keyboard. 3. Press C/O Display button to confirm on display P241 all C/O steps are complete. the DE mode selection indicator C&M P200 2. VERIFY. 7. The following actions need to be taken in the simulator to perform GT mode to DE mode C/O from the C&M system display P200. В (MG Stbd) and С (MG Port) are engaged with В and С also locked. GT to DE Change from C&M System Configuration in GT Mode: Clutches A (GT CCG). Instructions for Operating Machinery. permission gained from OOW to carry out Remote change to DE Mode. Set DE 1 and DE 2 to 50%: press Both button and C&M P200 5. GT button lights down. C&M P200 4. C&M P200 6. Change Overs from GT Mode GT to DE Change from C&M System 20.ANZAC Ship Model. Pre-conditions: propulsion mode GT. No. Press DE button and VERIFY. it illuminates. Clutches В and С remain disengaged under negative torque. Observe C/O process steps C&M P241 blinks. ship is propelling ahead. Check DE mode selection indicator lights continuously when the mode is set. both DEs are running. Check Change Over Ready indication. the Input box gets cursor focus. C&M C&M P200 P200 8. 329 . and <Enter>.

control mode Remote. Action Page Menu Item 1. ship is propelling ahead. Instructions for Operating Machinery. C&M P200 8. C&M P200 6. C&M P200 C&M P200 5. the ECO Stbd mode selection C&M P200 2. Press ECO Stbd button and VERIFY. Press C/O Display button to confirm on display P241 all C/O steps are complete. 4. 7. Clutch D (Main Gear Stbd) is engaged and E (Main Gear Port) is disengaged with the Stbd fluid coupling filled and the Port fluid coupling completely drained. Trainee Manual Chapter 5. the Input box gets cursor focus. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. 3. Check Change Over Ready indication. В (MG Stbd) and С (MG Port) are engaged with В and С also locked. coupling images blink during C/O process. it illuminates. Press Change Over button and VERIFY. 330 . Observe C/O process steps C&M P241 indicator blinks.ANZAC Ship Model. GT button lights down. Pre-conditions: propulsion mode GT.5. Set DE 1 to 50%: press Stbd button and VERIFY. No. The following actions need to be taken in the simulator to perform GT mode to ECO Stbd mode C/O from the C&M system display P200. Configuration in ECO STBD Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. Type <50> on the keyboard. and <Enter>. Change Overs from GT Mode GT to ECO STBD Change from C&M System 20. DE1 is running. Check ECO Stbd mode selection indicator lights C&M P200 continuously when the mode is set. GT to ECO STBD Change from C&M System Configuration in GT Mode: Clutches A (GT CCG). setpoints <70% and ≥50%.

Trainee Manual Chapter 5. Set DE 1 to 50%: press Port button and VERIFY.ANZAC Ship Model. Observe C/O process steps C&M P241 indicator blinks. 7. Check Change Over Ready indication. and <Enter>. Clutch D (Main Gear Stbd) is disen¬gaged and Clutch E (Main Gear Port) is engaged with the Port fluid coupling filled and the Stbd fluid coupling completely drained. the Input box gets cursor focus. В (MG Stbd) and С (MG Port) are engaged with В and С also locked. Pre-conditions: propulsion mode GT. 331 . Configuration in ECO PORT Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. Type <50> on the keyboard. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. it illuminates. GT to ECO PORT Change from C&M System Configuration in GT Mode: Clutches A (GT CCG). 3. Press ECO Port button and VERIFY. control mode Remote. Instructions for Operating Machinery. C&M P200 C&M P200 5. C&M P200 8. C&M P200 6. coupling images blink during C/O process. Check ECO Port mode selection indicator lights C&M P200 continuously when the mode is set. setpoints <70% and ≥50%.6. ship is propelling ahead. Action Page Menu Item 1. DE2 is running. Press C/O Display button to confirm on display P241 all C/O steps are complete. The following actions need to be taken in the simulator to perform GT mode to ECO Port mode C/O from the C&M system display P200. the ECO Port mode selection C&M P200 2. 4. GT button lights down. Press Change Over button and VERIFY. No. Change Overs from GT Mode GT to ECO PORT Change from C&M System 20.

Action Page Menu Item 1. coupling images blink during C/O process. 21. Pre-conditions: propulsion mode ECO STBD. control mode Remote. C&M C&M P200 P200 blinks. Instructions for Operating Machinery. Clutches В and С remain disengaged under negative torque. 3. and hit <Enter>. C&M P200 6. ECO STBD to DE Change Configuration in ECO STBD Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. 2. Trainee Manual Chapter 5. ECO Stbd button lights down. Change Overs from ECO STBD Mode using C&M System Configuration in ECO STBD Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. Press Change Over button and VERIFY. 332 . Press DE button and VERIFY. Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. the DE mode selection indicator C&M P200 C&M P200 C&M P200 5. 4. Clutch D (Main Gear Stbd) is engaged and E (Main Gear Port) is disengaged with the Stbd fluid coupling filled and the Port fluid coupling completely drained. Type in the needed value on the keyboard. Change Overs from ECO STBD Mode using C&M System ECO STBD to DE Change 21. ship is propelling ahead. Clutch D (Main Gear Stbd) is engaged and E (Main Gear Port) is disengaged with the Stbd fluid coupling filled and the Port fluid coupling completely drained. both DEs are running. the Input box gets cursor focus. it illuminates. Check Change Over Ready indication. No. Press C/O Display button to confirm on display P241 all C/O steps are complete. Check DE mode selection indicator lights continuously when the mode is set.ANZAC Ship Model. Set DE 2 to the same %% value as in Stbd box (match setpoints): press Port button and VERIFY. 7. The following actions need to be taken in the simulator to perform ECO Stbd mode to DE mode C/O from the C&M system display P200.1.

Clutch D (Main Gear Stbd) is engaged and E (Main Gear Port) is disengaged with the Stbd fluid coupling filled and the Port fluid coupling completely drained. No. Action Page Menu Item 1. Observe C/O process steps C&M P241 21. 3. Configuration in GT Mode: Clutches A (GT CCG). control mode Remote. coupling images blink during C/O process. Change Overs from ECO STBD Mode using C&M System ECO STBD to GT Change 8. ship is propelling ahead. Instructions for Operating Machinery. Press Change Over button and VERIFY. Trainee Manual Chapter 5. setpoints are equal. Check Change Over Ready indication. Set DE 1 to idle: press Stbd button and VERIFY. 5. Check GT mode selection indicator lights continuously when the mode is set. C&M P200 blinks. and <Enter>.2. ECO Stbd button lights down.ANZAC Ship Model. 2. В (MG Stbd) and С (MG Port) are engaged with В and С also locked. the Input box gets cursor focus. ECO STBD to GT Change Configuration in ECO STBD Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. the GT mode selection indicator C&M P200 C&M P200 4. C&M C&M P200 P200 6. it illuminates. 333 . Pre-conditions: propulsion mode ECO STBD. The following actions need to be taken in the simulator to perform ECO Stbd mode to GT mode C/O from the C&M system display P200. Type <0> on the keyboard. GT is running. Press GT button and VERIFY.

Pre-conditions: propulsion mode ECO STBD. it illuminates. Set DE 1 to idle: press Stbd button and VERIFY. Observe C/O process steps C&M P241 21. the ECO Port mode selection C&M P200 C&M P200 C&M P200 5. and hit <Enter>. setpoints are equal. Clutch D (Main Gear Stbd) is disen¬gaged and Clutch E (Main Gear Port) is engaged with the Port fluid coupling filled and the Stbd fluid coupling completely drained. Change Overs from ECO STBD Mode using C&M System ECO STBD to ECO PORT Change 7. 7. Check ECO Port mode selection indicator lights C&M P200 continuously when the mode is set. control mode Remote. ship is propelling ahead. Press ECO Port button and VERIFY. Set DE 2 to the same %% value as in Stbd box (match setpoints): press Port button and VERIFY. Press C/O Display button to confirm on display P241 all C/O steps are complete. C&M P200 8. The following actions need to be taken in the simulator to perform ECO Stbd mode to ECO Port mode C/O from the C&M system display P200. C&M P200 6.ANZAC Ship Model. 2. Action Page Menu Item 1. No. Configuration in ECO PORT Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. 334 . the Input box gets cursor focus. coupling images blink during C/O process. the Input box gets cursor focus. C&M P200 indicator blinks. ECO Stbd button lights down. Instructions for Operating Machinery. Trainee Manual Chapter 5. Clutch D (Main Gear Stbd) is engaged and E (Main Gear Port) is disengaged with the Stbd fluid coupling filled and the Port fluid coupling completely drained. Press Change Over button and VERIFY. ECO STBD to ECO PORT Change Configuration in ECO STBD Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. 4. Check Change Over Ready indication.3. both DEs are running. 3. Type in the needed value on the keyboard.

Press C/O Display button to confirm on display P241 all C/O steps are complete. Instructions for Operating Machinery. Observe C/O process steps C&M P241 335 . C&M P200 10. Trainee Manual Chapter 5. and <Enter>. Change Overs from ECO STBD Mode using C&M System ECO STBD to ECO PORT Change 8. C&M P200 9.ANZAC Ship Model. Type <0> on the keyboard.

Check DE mode selection indicator lights continuously when the mode is set. Instructions for Operating Machinery. Change Overs from ECO PORT Mode using C&M System Configuration in ECO PORT Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. 7. Press Change Over button and VERIFY. The following actions need to be taken in the simulator to perform ECO Port mode to DE mode C/O from the C&M system display P200. Press C/O Display button to confirm on display P241 all C/O steps are complete. it illuminates. Clutch D (Main Gear Stbd) is disen¬gaged and Clutch E (Main Gear Port) is engaged with the Port fluid coupling filled and the Stbd fluid coupling completely drained. 336 . and hit <Enter>. ship is propelling ahead. 4. the Input box gets cursor focus. coupling images blink during C/O process.1. Action Page Menu Item 1. 22. Check Change Over Ready indication. the DE mode selection indicator C&M P200 C&M P200 C&M P200 5. No.ANZAC Ship Model. C&M C&M P200 P200 blinks. 3. C&M P200 6. Trainee Manual Chapter 5. Change Overs from ECO PORT Mode using C&M System ECO PORT to DE Change 22. Configuration in DE Mode: the fluid couplings are fully filled and Clutches D and E are engaged. ECO Port button lights down. Clutch D (Main Gear Stbd) is disen¬gaged and Clutch E (Main Gear Port) is engaged with the Port fluid coupling filled and the Stbd fluid coupling completely drained. ECO PORT to DE Change Configuration in ECO PORT Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. control mode Remote. Type in the needed value on the keyboard. Clutches В and С remain disengaged under negative torque. Pre-conditions: propulsion mode ECO PORT. Press DE button and VERIFY. 2. both DEs are running. Set DE 1 to the same %% value as in Port box (match setpoints): press Stbd button and VERIFY.

and <Enter>. ECO PORT to GT Change Configuration in ECO PORT Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. 5. GT is running. Clutches D (MG Stbd) and E (MG Port) are disengaged with the fluid couplings completely drained. C&M C&M P200 P200 6.2. Trainee Manual Chapter 5. No. 2. В (MG Stbd) and С (MG Port) are engaged with В and С also locked. ECO Port button lights down. setpoints are equal. Pre-conditions: propulsion mode ECO PORT. Press GT button and VERIFY. it illuminates. Observe C/O process steps C&M P241 22. Press Change Over button and VERIFY. Check GT mode selection indicator lights continuously when the mode is set. Configuration in GT Mode: Clutches A (GT CCG). control mode Remote. Clutch D (Main Gear Stbd) is disen¬gaged and Clutch E (Main Gear Port) is engaged with the Port fluid coupling filled and the Stbd fluid coupling completely drained. 337 . the GT mode selection indicator C&M P200 C&M P200 4. Check Change Over Ready indication.ANZAC Ship Model. ship is propelling ahead. Type <0> on the keyboard. Action Page Menu Item 1. the Input box gets cursor focus. C&M P200 blinks. The following actions need to be taken in the simulator to perform ECO Port mode to GT mode C/O from the C&M system display P200. Instructions for Operating Machinery. coupling images blink during C/O process. Change Overs from ECO PORT Mode using C&M System ECO PORT to GT Change 8. 3. Set DE 2 to idle: press Port button and VERIFY.

coupling images blink during C/O process. Clutch D (Main Gear Stbd) is disen¬gaged and Clutch E (Main Gear Port) is engaged with the Port fluid coupling filled and the Stbd fluid coupling completely drained. Configuration in ECO STBD Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. Set DE 2 to idle: press Port button and VERIFY. Set DE 1 to the same %% value as in Port box (match setpoints): press Stbd button and VERIFY.3. Change Overs from ECO PORT Mode using C&M System ECO PORT to ECO STBD Change 7. Check Change Over Ready indication.ANZAC Ship Model. 7. Clutch D (Main Gear Stbd) is engaged and E (Main Gear Port) is disengaged with the Stbd fluid coupling filled and the Port fluid coupling completely drained. 338 . Press Change Over button and VERIFY. 2. The following actions need to be taken in the simulator to perform ECO Port mode to ECO Stbd mode C/O from the C&M system display P200. the Input box gets cursor focus. ECO Port button lights down. C&M P200 6. both DEs are running. Press ECO Stbd button and VERIFY. the ECO Stbd mode selection C&M P200 C&M P200 C&M P200 5. it illuminates. C&M P200 8. and hit <Enter>. Type in the needed value on the keyboard. Trainee Manual Chapter 5. Instructions for Operating Machinery. 4. ECO PORT to ECO STBD Change Configuration in ECO PORT Mode: Clutch A (GT CCG) is disengaged and Clutches В (Main Gear Stbd) and С (Main Gear Port) are engaged and also locked. control mode Remote. Pre-conditions: propulsion mode ECO PORT. Observe C/O process steps C&M P241 22. Action Page Menu Item 1. the Input box gets cursor focus. Press C/O Display button to confirm on display P241 all C/O steps are complete. Check ECO Stbd mode selection indicator lights C&M P200 continuously when the mode is set. No. C&M P200 indicator blinks. ship is propelling ahead. 3.

Instructions for Operating Machinery. Press C/O Display button to confirm on display P241 all C/O steps are complete. C&M P200 10. and <Enter>. Type <0> on the keyboard. Trainee Manual Chapter 5.ANZAC Ship Model. Observe C/O process steps C&M P241 339 . Change Overs from ECO PORT Mode using C&M System ECO PORT to ECO STBD Change 8. C&M P200 9.

Chapter 6.  July 12. Transas Marine Ltd. 2010 5:25 PM . Faults Introduced by the Instructor This chapter contains the list of faults available in the Instructor program for the ANZAC simulator.

.8. . . . . . 348 5. . . 372 10. . . . . . . . . . HP and FWD LP Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ER SW Cooling Pumps Starters . . . . . . . . . . . . . . . . . . . . . 361 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCR Page . . . . . . . . . Hsec Page . . . . . . . . . . . . . . . AMSB . . . . . . . . Faults Introduced by the Instructor. . . . . Jsec Page . . . . . . . . 363 9. . . . . . . . . . . . . . . . . . . . . 351 6. . . . . . . . . . . . . . . . . . . . Machinery Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CPP Port and Stbd . . . . . . . . . . . 361 8. . . . . . . . . . . . . . . . . . . . . . . . .4. . Fuel Oil Service system .5. . . . . . . . . . . . . . . 362 8. . . . . . . . . . SYS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Converter Swbd 2 . . . . . . . . . . . . . . . . Roll Stabilization System . . . . . . . . . . . . . . . . . . . . .7. . . . . . . . . . . . . . . . . . . . . .2.8. . . . . . . . . . . . . . 367 9. . . . . . . . . . . . . . . . . . . . . . .7. . . . . . . . . . . . LC 3L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . Fire Pump 6 and Salvage Pump 2 Starter Boxes . . . Bilge System and Dirty Oil system . . . . . . . . . . . . . . . .13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Converter Swbd 1 . .11. . . . . . . . . . . . . . . . . .10. . . . . . .13. . . . 380 11. . . . . .8. . . . . . . . . . . . . . CCGB LO Panel . . .5. . . . . . . . . . . 373 10. . . . . . . . . . . Plant. . Faults Introduced by the Instructor This chapter contains: 1. . . 376 10. . . . . . . . . . . . . . . . . . . Aft LP Air Compressor . . . . . . . . . . . . . . .6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352 6. . . . . . . . . . . . . LC 3K . . . . . . . . . . . LC 4H2 . . . . . . . . . Main Gear Indication Stbd . . . . . . . . . .4. . 353 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . 367 9. . . . . . . . . . . . . . . . .5. . . . . . . . . . . Steering Gear and Roll Stabilization . . . . . . . . . . . . . . . . . . . . .12. . . . . . . . . . . . . .2. . . . .3. AGE1 LOP . . . . . . . . . . . . . . . . . .7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365 9. . . . . . . . . 358 8. . . . . GT Booster FO Pumps Starters . . . . . . . . . .11. . . . . . . . .3. . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . RO Plant FWD . . . 368 9. . . . . . . . . . . . . 372 10. . . . .2. . 350 5. . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . 377 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . 362 8. . . . . . . 343 2. . . . . . .4. .7. . . . . . . . . . . . . Fire Pump 8 and Salvage Pump 3 Starter Boxes . . . . . . . . . . . . . . . . . . . . . . . . 342 2. . . .6. . PDE & MG Pumps Starters . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . . . . . . . Faults Introduced by the Instructor  Chapter 6. . . . . . . . . . . . . . . . . . . . . . . . . . DE1 LOP . . . . . . . . . Breathing/Diving Air and Starting Air system .6.2. . . . . . Working and Control Air system . . . . . . . . . . . . . . . . . . . . .7. . . . . . . . Fire Pump 9 Starter Box . . . . . . . . . . . . 345 4. . . . . . . . . . . . . . . . . . . . . . . . . . . 355 7. . . . . . . . . . AGE4 Shore4 . . FWD Shore Connection Box . . .6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . . . . . . 350 5. . . . . . . . . .2. . . . . . . . . . . . 357 8.9. . . . . . . . . . . . CPP Port & Stbd Pump Starters . . . . . . . . . . . . . . . . . . . . . .9. . 351 5. . . . . CPP Port & Stbd PP Starters . . . . . 372 10. . 364 9. . . . . 377 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refrigeration Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AGE3 LOP . . . .1. . . . . . . . 365 9. . . . . . . . . . . . . . . . .3. . . 379 11. . . . . . 358 8. . . 354 7. . . . . . . . . . . . . . P200 Propulsion Control . . . . . . . . . Fuel Transfer Pump 1 . . . 347 5. . . . . . LC 2D . . . . . . . . . .12. . . . . . . . . 371 10. . . 344 4.4. . FMSB . . 371 10. . . .1. . . . . . Aft Diving Air Comp . . . . . . . . . . . . . Chilled Plant AFT . . . . . . . . . . . . . . . . . . . . . . . . . .1. 349 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364 9. . . . . LC 4G2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AGE1 Shore1 . . . . . . . . . . . . LC 4G1 . . . . . . . . . . . . . . . . . . . . 354 7. . . . . . . . . 356 7.10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Oil Purifier 1 . . . . . . . . . . . . . . . . . . . . Fire Pump 5 and Diving Air Comp Starter Boxes . . . . . . . . . P202 Shafting Overview . . . . . . . . . . . Sewage Treatment System . . . . . . . . . . . . . . . . . . . .9. . . . . . . . . . . . Trainee Manual Chapter 6. .10. . . . . . Fire Pump 7 Starter Box . . . . . . . . . . . . . . Ksec Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352 6. . . . . . . . . . . . . . . . . . . . . . . . Aft BUS TIE & COUPLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . . . . . . . 378 11. . . . . . C&M Page . . . . . . . .1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356 8. . . Gear Box Oil Transfer and Purifier system . . . 370 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348 5. . . . . . . . . . 344 3. . . . . . . 361 8. . . . . . . . . . .8. . . . . . . . . .5. . . . . . . . . . . . . . . . . . . . . . 366 9. . . . . . . . . .12. . . . . . . .9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365 9. . . . . . . . . . . . . . . . . . . . . . . . . Fwd BUS TIE & COUPLER . . . . . . . . . . . Fuel Oil Purifier 2 . . . . . . . . . . . . . . .1. . . .5. . . . . . . 375 10. . . . . . . . . . . . . .8. . . . . . .3. . . . . . . . . 359 8. . . . . . . . . . . Aft Shore Conn Boxes . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . LC 4H1 . . . . . . . . . . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . AGE3 . . Leak Water System . 378 11. . . . . . . E300 Main Control . . . . . . . . . . . . . . . . . . . . . L&M Page . . . . . Sewage Treatment System . .ANZAC Ship Model. . 380 11. . . . . . . . . . . . . . . . . . . 382 341 . . . . . . . . . . . . . . . . . GT LOP & LCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380 11. . . . . . . . . . . 345 4. . . AGE2 Shore2 . . . 366 9. . . . .14. . . . . . . DE2 LOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lube Oil Transfer system . . . . . . . . . . . . . . LC 01H . . . . . . . . . . 365 9. . . . . . . . . Fuel Transfer Pump 2 . . . . . . . . . . . . . . . . LC 3J . . . . . . . . P212 DE Status . . . . . . . . . . . . . . . . . . . . Fsec Page . BCC Page . .1. . . . . . . . . . . 364 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346 4. . 357 8. . . . . . . . . . . .5. . . . . . . . . . . . . . . 343 2. . . . . 352 6. . . . . . . . . . RO Plant AFT and VLS . . . Fire Station . . .3. . . . . . . 374 10. . . . . . . . . 358 8. . . . . . .1. . . . . . . . . . . . . .6. 347 4. . . . . . . . . . . . . . . . 369 9. . . . . . . . . .  Chapter 6. . 373 10. .4. . . . . . . . . . . . . 378 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3. Chilled Plant FWD .373 10. 360 8. . . . . . . . 367 9. . . . . . . . . . . . . . . 371 10. .4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gsec Page . . . . 380 11. . . AGE4 LOP . . . . . . . . . . . . . . 354 7. . . . . . . . . . . . . . . . . . . . . . . . . . 355 7. . . . . . . . . .6. . . . . . . . Main Gear Indication Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LC 3M . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . DCS. . . . . . . . . . . . . The buttons on the window toolbar correspond to the pages of the ANZAC simulator. . . . 386 12. . . . . . . . Fire Pumps 1. . . . . . . . . . . . 383 11. . . . . . . . . . . . . . .1. . . . . . . . . . . . . . . . . . . .4. . . . . . . . . . . . . . . . . . . . . . . . . . The window is opened by pressing the plus sign button on the Screnario panel of the Instructor program. . . . . . . . To introduce a fault instructor has to check the required box (or boxes on several pages) and press the Apply button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Each fault has a checkbox to the left. 342 . . . . . . . . . . LC 01F(II) 2E(II) . . . . . . 387 12. . . . . . . . . . . . . . . .1 Page . . . . . additionally these alarms are placed to specific to systems alarm lists called be pressing the buttons on the Area A toolbar. . . . . . . . . Faults Introduced by the Instructor. . . . . . . . Trainee Manual Chapter 6. . . . . 386 12. . . . . . . . . . . . . . . . . . . . 3. . . . 388 12. LC 01F(I) . Instructor manual provides detailed information on working with Instructor program. . . . . . . duration. 389 1. . . . . . . In this Chapter the list of possible faults is given for ANZAC simulator according to respective simulator pages and their displays. . . .12. . . Introduction Instructor can introduce faults into trainees’ excercises in the Potential faults window of the Instructor program. . . . . etc. . . . The display R510 Alarm Summary of the page C&M contains all of the invoked alarms. . 2. . . . AGE2 LOP . . LC 2E(I) . . . . . . . . . . . . . .3. . . . . . . . . . Introduction  11. . . . . . . . . . .10. . . LC 3D . . . . . . . . . . . . . The self explanatory faults are not provided with special description. . . 382 11. . . . . . .11. . LC 3E . . . . Selected faults are entered into the excercise and can be edited in the Scenario panel to adjust time. . . . . . . 4 and Salvage Pump 1 Starter Boxes . . . . . . . . . . . . . . . . . . . .2. . . . . . . . . 384 12. . . . .ANZAC Ship Model. . . . . .

FAULT Steering Gear Loss of Auto Pilot – Bridge Steering Gear Loss of Port Hand FU Control – Bridge Steering Gear Loss of Port Hand NFU Control – Bridge Steering Gear Loss of Port 115 V Control Power Supply with Pump Running Steering Gear Loss of Port HPU Hydraulic Pressure Steering Gear Loss of all Modes of Port Bridge Control Steering Gear Port Hydraulic Oil Header Tank Low Level Steering Gear Port HPU Pump Starter Fault Steering Gear Loss of Stbd Hand FU Control – Bridge Steering Gear Loss of Stbd Hand NFU Control – Bridge Steering Gear Loss of Stbd 115 V Control Power Supply with Pump Running Steering Gear Loss of Stbd HPU Hydraulic Pressure Steering Gear Loss of all Modes of Stbd Bridge Control Steering Gear Stbd Hydraulic Oil Header Tank Low Level Steering Gear Stbd HPU Pump Starter Fault RESULT of the FAULT Flashing indicator AUTO STEERING UNIT FAILURE. Stop Hydraulic pump PORT. Trainee Manual Chapter 6. Flashing indicator STBD HYDRAULIC UNIT FAILURE on BCC.Alarm Steering Gear STBD NFU Channel Failure on C+M P200. Flashing indicator PORT HYDRAULIC UNIT FAILURE on BCC.ANZAC Ship Model. Red indicator STARTER FAULT on SG LOP. Indicator stop PORT on C+M P200. Power supply lights extinguished at BCC and fault indication of SG pumps in P200 screen. Alarm Stearing Gear Port HPU Failure on C+M P200. BCC Page Steering Gear and Roll Stabilization 2. Red indicatorSTBD on C+M P200. Alarm Stearing Gear Port HPU Failure on C+M P200. Flashing indicator STBD FU CHANEL FAILURE on BCC. Flashing indicator PORT NFU CHANEL FAILURE on BCC.  Red indicator STARTER FAULT on SG LOP.Alarm Steering Gear PORT FU Channel Failure on C+M P200. Flashing indicator STBD NFU CHANEL FAILURE on BCC. Faults Introduced by the Instructor. Power not available or indicated at SG HPU panel. Flashing indicator STBD HYDRAULIC UNIT FAILURE on BCC. Red indicator Port on C+M P200. 343 . Indicator stop PORT on C+M P200. Red indicator STBD MOTOR STOP on BCC. Flashing indicator PORT FU CHANEL FAILURE on BCC.Alarm Steering Gear STBD FU Channel Failure on C+M P200. Alarm is indicated on C+M alarm list. Steering Gear and Roll Stabilization Description of the simulator display is given in the Chapter 1.Alarm Steering Gear PORT FU Channel Failure on C+M P200.Stop Hydraulic pump STBD. Red indicator PORT MOTOR STOP on BCC.2. Alarm is indicated on C+M alarm list. Stop Hydraulic pump PORT. Alarm Stearing Gear Port HPU Failure on C+M P200. Power not available or indicated at SG HPU panel. Alarm Stearing Gear STBD HPU Failure on C+M P200. Stop Hydraulic pump STBD. Stop Hydraulic pump PORT. Flashing indicator PORT HYDRAULIC UNIT FAILURE on BCC.Stop Hydraulic pump STBD. Power supply lights extinguished at BCC and fault indication of SG pumps in P200 screen.1. Stop Hydraulic pump STBD. Stop Hydraulic pump STBD. BCC Page 2. the paragraph 8.

FIN LOCKED indication on the LOP and on display A451. HIGH OIL TEMPERATURE indication on the LOP and C&M alarm list. Fin stabilizer stops. FAULT PSSm Power Fault RESULT of the FAULT The hardware panel C+M display is greyed out. MAIN MOTOR FAULT indicator lights up. LUBRICATION MOTOR FAULT indicator lights up. Fin Stabilizer STBD Motor Stop. FIN OVERTRAVEL indication on the LOP and C&M alarm list. LOW BOOST PRESSURE indication on the LOP and on display A451. the paragraph 9. Fin Stabilizer Port Stops. LUBRICATION MOTOR FAULT indicator lights up.5. the paragraph 4.ANZAC Ship Model. Thermistor protection actuates. Fin Stabilizer STBD Stops. LOW OIL LEWEL indication on the LOP or VERY LOW OIL LEWEL (in the hydraulic oil tank) alarm indicated on display A451. Fin Stabilizer Port Stops. 3. Fin Stabilizer STBD Stops. Fin Stabilizer STBD Stops. Fin stabilizer stops. MCR Page Roll Stabilization System 2. Faults Introduced by the Instructor. FIN OVERTRAVEL indication on the LOP and C&M alarm list.2. LOW OIL LEWEL indication on the LOP or VERY LOW OIL LEWEL (in the hydraulic oil tank) alarm indicated on display A451.2. HIGH OIL TEMPERATURE indication on the LOP and C&M alarm list. FAULT Fin Stabilizer CCU FAULT Fin Stabilizer Port Motor temperature high Fin Stabilizer Port Lubrication Motor Power Supply break Fin Stabilizer Port Fluid Leakage Fin Stabilizer Port Overtravel Fin Stabilizer Port Hydraulic Pump Low Boost Pressure Fin Stabilizer Port Hydraulic Pump High Oil Temperature Fin Stabilizer Port Fin Locked Fin Stabilizer Stbd Motor temperature high Fin Stabilizer Stbd Lubrication Motor Power Supply break Fin Stabilizer Stbd Fluid Leakage Fin Stabilizer Stbd Overtravel Fin Stabilizer Stbd Hydraulic Pump Low Boost Pressure Fin Stabilizer Stbd Hydraulic Pump High Oil Temperature Fin Stabilizer Stbd Fin Locked RESULT of the FAULT CCU Fault indicator lights up on LOP. Thermistor protection actuates. Roll Stabilization System Description of the simulator display is given in the Chapter 1. FIN LOCKED indication on the LOP and on display A451. Fin Stabilizer Port Stops. Trainee Manual Chapter 6. MCR Page Description of the simulator display is given in the Chapter 1. 344 . MAIN MOTOR FAULT indicator lights up. Fin Stabilizer Port Stops. LOW BOOST PRESSURE indication on the LOP and on display A451. Fin Stabilizer Port Motor Stop. Fin Stabilizer STBD Stops.

C&M Page P202 Shafting Overview 4. the paragraph 3. which alarms at the LOP and C+M Progressive rise in individual bearing temperature.3. which alarms at the LOP and C+M.8. 4. which causes the simulator respective hardware panel display to grey out. which alarms at the LOP and C+M Progressive rise in individual bearing temperature. The hardware EPCu panel C+M display is greyed out. Alarms at the LOP and C+M Progressive rise in individual bearing temperature. which alarms at the LOP and C+M Progressive rise in individual bearing temperature. Respective bearing rapidly rises from alarm set point to 185 deg C. which alarms at the LOP and C+M Progressive rise in individual bearing temperature. Alarms at the LOP and C+M 345 . FAULT Port Ahead Pad 1 Wear Port Ahead Pad 2 Wear Port Astern Pad 1 Wear Port Astern Pad 2 Wear Port Line Shaft Bearing Wear Port Sterntube Bearing Wear Port Journal Wear Stbd Ahead Pad 1 Wear Stbd Ahead Pad 2 Wear Stbd Astern Pad 1 Wear Stbd Astern Pad 2 Wear Stbd Line Shaft Bearing Wear RESULT of the FAULT Progressive rise in individual bearing temperature. The hardware DCCu panel C+M display is greyed out. which alarms at the LOP and C+M Progressive rise in individual bearing temperature.2 to 4. The hardware PSSu panel C+M display is greyed out. The hardware EOWu panel C+M display is greyed out. Respective bearing rapidly rises from alarm set point to 185 deg C. which alarms at the LOP and C+M. which alarms at the LOP and C+M Progressive rise in individual bearing temperature. which alarms at the LOP and C+M. The hardware EPCm panel C+M display is greyed out. which alarms at the LOP and C+M Progressive rise in individual bearing temperature. Trainee Manual Chapter 6. The hardware DCCm panel C+M display is greyed out.ANZAC Ship Model. Faults Introduced by the Instructor. P202 Shafting Overview Description of the simulator display is given in the Chapter 3. The hardware EOWm panel C+M display is greyed out. which alarms at the LOP and C+M Progressive rise in individual bearing temperature. FAULT C&M Power Fault DCCm C&M Power Fault DCCu C&M Power Fault EPCm C&M Power Fault EPCu C&M Power Fault PSSu C&M Power Fault EOWm C&M Power Fault EOWu C&M Power Fault. Respective bearing rapidly rises from alarm set point to 185 deg C. RESULT of the FAULT The hardware C+M displays are greyed out. which alarms at the LOP and C+M Progressive rise in individual bearing temperature. Alarms at the LOP and C+M Progressive rise in individual bearing temperature. paragraphs 4. The panels are described in the Chapter 1. C&M Page The following faults are introduced to simulate loss of power in MCR.1.

Reduction and then loss of fuel pressure. 4. unless Battle Override is selected. Trainee Manual Chapter 6. drop in fuel pressure. DE will shut down. DE will shut down. however. however. Torgue limit protection actuates.2. Faults Introduced by the Instructor. Power Turbine ‘Speed Limiting’ commences at 3672 – 3852 rpm (PLA will reduce auto). Power Turbine ‘Speed Limiting’ commences at 3672 – 3852 rpm (PLA will reduce auto). the paragraph 3. at 3960 rpm Shaft speed reaches 183 RPM. slight increase in respective stern tube bearing temperature and if prolonged Bilge Alarm in 4J Low inboard header tank level. C&M Page P212 DE Status Stbd Sterntube Bearing Wear Stbd Journal Wear Leaking FWD Stern Seal Gland Port Leaking FWD Stern Seal Gland Stbd Loss of Port Propeller Torque Loss of Stbd Propeller Torque Port Shaft Over Torgue Stbd Shaft Over Torque Respective bearing rapidly rises from alarm set point to 185 deg C. If engine is not stopped then flame detection is sensed and enclosure temperature rapidly rises. Progressive rise in individual bearing temperature. GT shuts down. Fuel Leakage Alarm Fuel Leakage Alarm 346 .5. unless Battle Override is selected. GT shuts down. if the button is depressed then the limit is 60 kNm. if the button is depressed then the limit is 60 kNm. FAULT Loss of PDE Port Fuel Pressure Loss of PDE Stbd Fuel Pressure Fuel Atomisation Inside PDE Enclosure DE1 Fuel Injector Pipe Leakage DE2 Fuel Injector Pipe Leakage RESULT of the FAULT Reduction and then loss of fuel pressure. which alarms at the LOP and C+M. If the button Torque Limit Low is pressed then the limit 30 kNm. If the button Torque Limit Low is pressed then the limit 30 kNm. P212 DE Status Description of the simulator display is given in the Chapter 3. at 3960 rpm Torgue limit protection actuates.ANZAC Ship Model. Alarms at the LOP and C+M Progressive rise in individual bearing temperature. which alarms at the LOP and C+M Low inboard header tank level. Mist in enclosure. slight increase in respective stern tube bearing temperature and if prolonged Bilge Alarm in 4J Shaft speed reaches 183 RPM.

Control Air Compressor. In doing so. CPP Leak Oil PPs and Steering gear. Alarm is indicated on C+M alarm list. P200 Propulsion Control Description of the simulator display is given in the Chapter 3. All non-vital consumer circuit breakers will open On BLACKOUT. the paragraph ????. Main GB lube oil PPs. power supplies will be lost to the GT fuel Boost PPs. In the event of a total electrical failure. Alarm is indicated on C+M alarm list. Faults Introduced by the Instructor. E300 Main Control Description of the simulator display is given in the Chapter 3. the paragraph 4. Trainee Manual Chapter 6. Machinery S/W cooling PPs. FAULT Loss of Electrical power to EOT system Loss of command signals from EOT Port Loss of command signals from EOT Stbd RESULT of the FAULT Alarm is indicated on C+M alarm list.2. and Bus Tie Circuit Breakers (BTCB) will OPEN 4.4. CCGB lube oil PP. PDE priming oil PPs.3.ANZAC Ship Model. 347 . LPACs. the C+M System will default to SEMI AUTOMATIC. C&M Page E300 Main Control 4. GT enclosure fan. CPP control oil PPs. Stabilisers. the load centres will load shed. FAULT Total Electrical Failure Load Shedding Total Electrical Failure While On Shore Supply RESULT of the FAULT The remaining AGEs will automatically carry out a dead bus start.

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. SYS Page
Lube Oil Transfer system

5. SYS Page
5.1. Lube Oil Transfer system
Description of the simulator display is given in the Chapter 2, paragraphs 4.2 to 4.5.
FAULT

DE Port Lubrication Oil Filter Fouling
DE Stbd Lubrication Oil Filter Fouling
LUBE OIL TRANSFER PP1 Failure
LUBE OIL TRANSFER PP2 Failure
Oil pipe from CCGB is clogged
CCG LUBE OIL FILTER DIFF Failure
MG STBD LUBE OIL FILTER DIFF Failure
MG PORT LUBE OIL FILTER DIFF Failure
CCG LUBE OIL PUMP Failure
MG STBD LUBE OIL PUMP Failure
MG PORT LUBE OIL PUMP Failure
LUBE OIL PUMP CCGB MOTOR OVERHEAT
LUBE OIL PUMP MG PORT MOTOR OVERHEAT
LUBE OIL PUMP MG STBD MOTOR OVERHEAT
LUBE OIL DRIVEN PUMP CCGB Breakdown
LUBE OIL DRIVEN PUMP MG PORT Breakdown
LUBE OIL DRIVEN PUMP MG STBD Breakdown
LUBE OIL ELECTRIC PUMP CCGB Breakdown
LUBE OIL ELECTRIC PUMP MG STBD Breakdown
LUBE OIL ELECTRIC PUMP MG PORT Breakdown

RESULT of the FAULT

Reduction of Lube Oil pressure, then filter will bypass and pressure supply pressure will be 2.5
bar (Lube Oil Filter bypass valve open).
Reduction of Lube Oil pressure, then filter will bypass and pressure supply pressure will be 2.5
bar (Lube Oil Filter bypass valve open).
MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. Drop of pressure.
MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. Drop of pressure. 
Oil temperature rises above 170 ° C.
High difference of pressure on the DIFF filter alarm indicated in C+M alarm list.
High difference of pressure on the DIFF filter alarm indicated in C+M alarm list. 
High difference of pressure on the DIFF filter alarm indicated in C+M alarm list. 
Falling and loss of LOP and C+M lube oil pressure with corresponding slight rise in LO temperature on affected Gearbox.
Falling and loss of LOP and C+M lube oil pressure with corresponding slight rise in LO temperature on affected Gearbox.
Falling and loss of LOP and C+M lube oil pressure with corresponding slight rise in LO temperature on affected Gearbox.
MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. Drop of pressure.
MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. Drop of pressure.
MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. Drop of pressure.
Falling and loss of LOP and C+M lube oil pressure with corresponding slight rise in LO temperature on affected Gearbox.
Falling and loss of LOP and C+M lube oil pressure with corresponding slight rise in LO temperature on affected Gearbox.
Falling and loss of LOP and C+M lube oil pressure with corresponding slight rise in LO temperature on affected Gearbox.
The pump is broken, pressure drops, alarm indicated in C+M list.
The pump is broken, pressure drops, alarm indicated in C+M list.
The pump is broken, pressure drops, alarm indicated in C+M list.

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ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. SYS Page
Fuel Oil Service system

5.2. Fuel Oil Service system
Description of the simulator display is given in the Chapter 2, paragraphs 3.3.3 and 3.3.4.
FAULT

High Water Content in Fuel tank 4FZ1
High Water Content in Fuel tank 4FZ2
High Water Content in Fuel tank 4JA2
High Water Content in Fuel tank 4JA3
PDE Stbd Fuel Filter Fouling
PDE Port Fuel Filter Fouling

RESULT of the FAULT

Contamination of DE fuel will see erratic operation (hunting) of effected engine and associated
generator
Contamination of DE fuel will see erratic operation (hunting) of effected engine and associated
generator
Contamination of DE fuel will see erratic operation (hunting) of effected engine and associated
generator
Contamination of DE fuel will see erratic operation (hunting) of effected engine and associated
generator
The fuel pressure drops after the filter, alarm indicated in C+M list.
The fuel pressure drops after the filter, alarm indicated in C+M list. 

5.3. Bilge System and Dirty Oil system
Bilge System is presented on the simulator display described in the Chapter 2, paragraphs 5.2 to 5.4.
FAULT

BWS OIL CONTENT HIGH

RESULT of the FAULT

15 ppm alarm LED indicator lights up on Oil Alarm Unit display and on C+M alarm list.

Dirty Oil System is presented on the simulator display described in the Chapter 2, paragraphs 8.5.1 and 8.5.2.
FAULT

DIRTY OIL TRANSFER PP Failure

RESULT of the FAULT

Image of the pump on SYS Dirty Oil System display lights down. Pump stops. Drop of pressure.

5.4. Machinery Cooling System
Description of the simulator display is given in the Chapter 2, paragraphs 5.2 to 5.4.
FAULT

DE Port FW System Leakage
DE Stbd FW System Leakage
DE Port FW Pump Failure
DE Stbd FW Pump Failure

RESULT of the FAULT

The expansion tank level drops on SYS Machinery Seawater Cooling System display. Then DE cooling
water temperature rises, and FW cooling pump breakdown can occur when no water is left in the tank
Reduction or loss of DE Coolant Pressure and rise in lube oil temperature.
Reduction or loss of DE Coolant Pressure and rise in lube oil temperature.

349

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. SYS Page
Gear Box Oil Transfer and Purifier system

DE Port Loss of SW Cooling
DE Stbd Loss of SW Cooling
Port Sea Chest Fouling
Stbd Sea Chest Fouling
Fwd Sea Chest Fouling

Reduction or loss of DE Coolant Pressure with a corresponding rise in lube oil and fresh water and
charge air temperature.
Reduction or loss of DE Coolant Pressure with a corresponding rise in lube oil and fresh water and
charge air temperature.
Rising AGE coolant temperature.
Rising AGE coolant temperature.
Rising AGE coolant temperature.

5.5. Gear Box Oil Transfer and Purifier system
Description of the simulator display is given in the Chapter 2, paragraphs 4.3.
FAULT

Lube Oil Purifier Temperature Failure
High Water Content in Tank 5HA3
High Water Content in Tank 5HA2
High Water Content in Tank 5GZ2

RESULT of the FAULT

OVERTEMP alarm indicator lights up on Local panel; purifier stops.

Alarm message is indicated on C+M alarm list. If FO separators are not running DEs may
shutdown.

5.6. Leak Water System
Description of the simulator display is given in the Chapter 2, paragraphs 11.2 and 11.3.
FAULT

Outside Water Leakage to L Section
Outside Water Leakage to K Section
Outside Water Leakage to J Section
Outside Water Leakage to H Section Port-side
Outside Water Leakage to H SectionStbd-side
Outside Water Leakage G Section to Port-side
Outside Water Leakage G Section to Stbd-side
Outside Water Leakage to F Section
Outside Water Leakage to E Section
Outside Water Leakage to D Section
Outside Water Leakage to C Section

RESULT of the FAULT

Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.
Bilge alarm is activated on C+M display A423.

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ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. SYS Page
Plant, Breathing/Diving Air and Starting Air system

5.7. Plant, Breathing/Diving Air and Starting Air system
Description of the simulator display is given in the Chapter 2, paragraph 14.2.11.
FAULT

Breathing Air 4L Leakage
Breathing Air 4F Leakage
DG Aft Start Air Leakage
DG Fwd Start Air Leakage
Air Receiver Stbd 4H Leakage
Air Receiver Port 4G Leakage
25 MPa Air Receiver 4G Leakage
PDE Start Air Receiver 1 Leakage
PDE Start Air Receiver 2 Leakage
GT Start Air Leakage

RESULT of the FAULT

Drop of pressure in breathing air cylinders is indicated on the gauges of the SYS display.
Drop of pressure in start air cylinders is indicated on the gauges of the DG LOP..
Drop of pressure in air cylinders.
Drop of pressure in air cylinders.
Low or zero pressure at start air bottles is indicated on the gauges of the DE1 LOP.
Low or zero pressure at start air bottles is indicated on the gauges of the DE2 LOP.
Low or zero pressure at start air bottles is indicated on the gauges of the GT LOP.

5.8. Working and Control Air system
Description of the simulator display is given in the Chapter 2, paragraph 14.3.
FAULT

Control and Working Air Reservoir AFT Leakage
Control and Working Air Reservoir Fwd Leakage

RESULT of the FAULT

Low control air pressure at PDE and loss of blower control. Failure indicated on the SYS display
respective gauge and on screen A451
Low control air pressure at PDE and loss of blower control. Failure indicated on the SYS display
respective gauge and on screen A451

351

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. L&M Page
Aft Diving Air Compressor

6. L&M Page
6.1. Aft Diving Air Compressor
Description of the simulator display is given in the Chapter 2, paragraph 14.4.
FAULT

RESULT of the FAULT

Diving Air Compressor 2 Motor Temperature Failure

MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Compressor stops.

6.2. LC 3L
Description of the simulator display is given in the Chapter 4, paragraph 6.4.9. Load Shedding Reset at LC is described in the Chapter 4, paragraph 9.4.
FAULT

RESULT of the FAULT

Load Shedding Control Voltage Failure
Fault Short Circuit
Fault Over Current
Fault Bad Insulation

Alarm is invoked. Indicating lamp lights up on the respective LC. Non-vital consumers are not switched off and
therefore the load does not fall. C&M displays E300 and E302 show alarm signals when this failure occurs.
Alarm is invoked. Circuit Breaker trips without time delay. Mechanism stops.
Alarm is invoked. Circuit Breaker trips after a certain time delay. Mechanism stops. 
Alarm is invoked. Indicating lamp lights up on the respective MSB panel. C&M display E300 shows alarm signal.

The described faults are related to the following equipment.
FAULT

LC 3L Fault Short Circuit
LC 3L 440V Load Shedding Control Voltage Failure
LC 3L (I) Panel 1 Load Shedding Control Voltage Failure
LC 3L (II) Panel 1 Load Shedding Control Voltage Failure
LC 3L (I) Panel 3 Port Steering Gear Fault Short Circuit
LC 3L (I) Panel 3 Port Steering Gear Fault Over Current
LC 3L (I) Panel 3 Port Steering Gear Fault Bad Insulation
LC 3L (I) Panel 2 Aft Ballast Control Panel Fault Bad Insulation
LC 3L (I) Panel 2 Distrib Box Valves Fault Bad Insulation
LC 3L (I) Panel 3 Electronic Control Console Fault Bad Insulation
LC 3L (I) Panel 3 Fan Group 3M Fault Bad Insulation

LC 3L (I) Panel 3 Diving Air Compressor Fault Bad Insulation
LC 3L (I) Panel 5 Rectifier & Charging Unit Fault Short Circuit
LC 3L (I) Panel 5 Warping Capstan Motor Fault Bad Insulation
LC 3L (I) Panel 5 Vent Module 3L Fault Bad Insulation
LC 3L (I) Panel 5 Auto Boiler Fault Bad Insulation
LC 3L (I) Panel 5 Toaster Fault Bad Insulation
LC 3L (I) Panel 6 Damage Control Console 2 Fault Bad Insulation
LC 3L (I) Panel 6 Substation DCS2 Fault Bad Insulation
LC 3L (I) Panel 6 Halon Box Mach Room Fault Bad Insulation
LC 3L (I) Panel 6 Halon Box Pump Room Fault Bad Insulation

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ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. L&M Page
Aft Shore Conn Boxes

6.3. Aft Shore Conn Boxes
Description of the simulator display is given in the Chapter 4, paragraph 4.4.
FAULT

Aft Port Shore A Fault Voltage Low
Aft Port Shore B Fault Voltage Low
Aft Port Shore C Fault Voltage Low
Aft Port Shore A Fault Phase Break
Aft Port Shore B Fault Phase Break
Aft Port Shore C Fault Phase Break
Aft Stbd Shore Plug C Fault Wrong Phase Sequence
Aft Stbd Shore Plug A Fault Wrong Phase Sequence
Aft Stbd Shore Plug B Fault Wrong Phase Sequence
Aft Port Shore Plug A Fault Bad Insulation Between Phase
Aft Port Shore Plug B Fault Bad Insulation Between Phase
Aft Port Shore Plug C Fault Bad Insulation Between Phase
Aft Port Shore Plug A Fault Bad Insulation Phase with Earth
Aft Port Shore Plug C Fault Bad Insulation Phase with Earth
Aft Port Shore Plug B Fault Bad Insulation Phase with Earth

RESULT of the FAULT

All CONNECTION A VOLTAGE AVAILABLE indicator lamp(s) is not illuminated. Voltage measurement on the display SHORE CABLE TESTING page shows actual voltage <440 V.
All CONNECTION B VOLTAGE AVAILABLE indicator lamp(s) is not illuminated. Voltage measurement on the display SHORE CABLE TESTING page shows actual voltage <440 V.
All CONNECTION C VOLTAGE AVAILABLE indicator lamp(s) is not illuminated. Voltage measurement on the display SHORE CABLE TESTING page shows actual voltage <440 V.
One of three indicators CONNECTION A VOLTAGE AVAILABLE will be not illuminated.
One of three indicators CONNECTION B VOLTAGE AVAILABLE will be not illuminated
One of three indicators CONNECTION C VOLTAGE AVAILABLE will be not illuminated
Indicator PHASE-SEQUENCE rotates counterclockwise.
Indicator PHASE-SEQUENCE rotates counterclockwise.
Indicator PHASE-SEQUENCE rotates counterclockwise.
Test insulation on the display SHORE CABLE TESTING page by the megometer.
Test insulation on the display SHORE CABLE TESTING page by the megometer.
Test insulation on the display SHORE CABLE TESTING page by the megometer.
Test insulation on the display SHORE CABLE TESTING page by the megometer.
Test insulation on the display SHORE CABLE TESTING page by the megometer.
Test insulation on the display SHORE CABLE TESTING page by the megometer.

353

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. Ksec Page
Chilled Plant AFT

7. Ksec Page
FAULT

3K Hydrogen Sulfide Concentration > 10 ppm
3K Hydrogen Sulfide Concentration > 15 ppm
3K CH4 Medium Concentration
3K CH4 High Concentration
3K Oxygen Concentration > 19.5 %
3K Oxygen Concentration > 23.5 %

RESULT of the FAULT

Toxic Gas alarm is activated.
Toxic Gas alarm is activated.
Toxic Gas alarm is activated.
Toxic Gas alarm is activated.
Toxic Gas alarm is activated.
Toxic Gas alarm is activated.

7.1. Chilled Plant AFT
Description of the simulator display is given in the Chapter 2, paragraph 12.2.1. Alarms are indicated on C+M alarm list.
FAULT

ACCWP AFT Chilled Water Pump Failure
ACCWP AFT Chilled Water Pump Motor Overheat
ACCWP AFT Sea Water Pump Breakdown
ACCWP AFT Sea Water Pump Motor Overheat
ACCWP AFT Compressor 1 Oil Pressure Low
ACCWP AFT Compressor 1 Refrigerant Pressure High
ACCWP AFT Compressor 1 Refrigerant Pressure Low
ACCWP AFT Compressor 1 Motor Overheat
ACCWP AFT Compressor 2 Oil Pressure Low
ACCWP AFT Compressor 2 Refrigerant Pressure High
ACCWP AFT Compressor 2 Refrigerant Pressure Low
ACCWP AFT Compressor 2 Motor Overheat

RESULT of the FAULT

CHILLED WATER PUMP FAILURE indicator lights up on the control panel ACCW UNIT.
CHILLED WATER PUMP FAILURE indicator lights up on the control panel ACCW UNIT.
FAILURE CHILLED WATER FLOW indicator lights up on the control panel ACCW UNIT Compressor stops.
SEA WATER PUMP FAILURE indicator lights up on the control panel ACCW UNIT.
COMPRESSOR 1 FAILURE OIL PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 1 stops.
COMPRESSOR 1 FAILURE HIGH PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 1 stops.
COMPRESSOR 1 FAILURE LOW PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 1 stops.
COMPRESSOR 1 FAILURE indicator lights up on the control panel ACCW UNIT. Compressor 1 stops.
COMPRESSOR 2 FAILURE OIL PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 2 stops.
COMPRESSOR 2 FAILURE HIGH PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 2 stops.
COMPRESSOR 2 FAILURE LOW PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 2 stops.
COMPRESSOR 2 FAILURE indicator lights up on the control panel ACCW UNIT. Compressor 2 stops.

7.2. CPP Port & Stbd Pump Starters
Description of the simulator display is given in the Chapter 1, paragraph 7.6.
FAULT

Port Control Oil Pump 2 Motor Temperature Failure

RESULT of the FAULT

Alarm message is invoked, alarm indicator lights up on Local panel; the pump stops. After 3 min
the indicator lights down and alarm goes away automatically.

354

SEAWATER COOLING PUMP FAILURE indicator lights up. COLD ROOM FAILURE indicator lights up. COMPRESSOR 1 FAILURE indicator lights up. COOL ROOM FAILURE indicator lights up. DAIRY ROOM FAILURE indicator lights up. Refrigeration Plant Description of the simulator display is given in the Chapter 2. Ksec Page Sewage Treatment System Stbd Control Oil Pump 2 Motor Temperature Failure Stbd Leak Oil Pump 2 Motor Temperature Failure Port Leak Oil Pump 2 Motor Temperature Failure Port Control Oil Pump 2 Breakdown Stbd Control Oil Pump 2 Breakdown Alarm message is invoked.. Falling and loss of LOP and C+M Control or Power oil pressure. Alarm message is invoked. System Alarm indicator lights up on the LOP. High Pressure Alarm indicator lights up on the LOP. after actuation of the Vacuum Collection Units meter.3. HIGH LEVEL FAILURE indicator lights up in 60 sec.3. Windings temperature >145°. paragraph 13. 7. the pump stops. the pump stops. SWT High Level indicator lights up on the LOP. the pump stops. Pitch will remain set. compressor stops. alarm indicator lights up on Local panel. Windings temperature >145°. Motor stops. Pressure difference in the casing and compressor outlet is <0. After 3 min the indicator lights down and alarm goes away automatically. alarm indicator lights up on Local panel.. FAULT PRP Sea Water Pump 1 Motor Overheat PRP Sea Water Pump 2 Motor Overheat PRP Fan in Cold Room BREAKDOWN PRP Fan in Dairy Room BREAKDOWN PRP Fan in Cool Room BREAKDOWN PRP Fan in Potato Store BREAKDOWN PRP Compressor 1 Oil Pressure Low PRP Compressor 2 Oil Pressure Low PRP Compressor 3 Oil Pressure Low RESULT of the FAULT SEAWATER COOLING PUMP FAILURE indicator lights up. Falling and loss of LOP and C+M Control or Power oil pressure. Pitch will remain set. FAULT Vacuum Failure AFT SWT Low Salinity AFT SWT Orifice Plate fouling AFT SWT High Temperature AFT SWT Surge Tank V1 High Level AFT Motor M1 Overload AFT High Level Vacuum Collection Units AFT RESULT of the FAULT VACUUM FAILURE indicator lights up if the circulation pump runs continuously for >15 min. After 3 min the indicator lights down and alarm goes away automatically.5 bar. Faults Introduced by the Instructor. After 3 min the indicator lights down and alarm goes away automatically.2. PUMP MOTOR M1 FAILURE indicator lights up. POTATO ROOM FAILURE indicator lights up. Motor stops. Alarm message is invoked. 355 . Trainee Manual Chapter 6. 7. paragraph 10. alarm indicator lights up on Local panel. Sewage Treatment System Description of the simulator display is given in the Chapter 2. High Temperature Alarm indicator lights up on the LOP.ANZAC Ship Model.4.

7.ANZAC Ship Model.6. Alarm is invoked.10. LC 3K Description of the simulator display is given in the Chapter 4. Non-vital consumers are not switched off and therefore the load does not fall. Indicating lamp lights up on the respective LC. The described faults are related to the following equipment. C&M displays E300 and E302 show alarm signals when this failure occurs. Fire Pump 9 Starter Box Description of the simulator display is given in the Chapter 2. After 3 min the indicator lights down and alarm goes away automatically. Alarm is invoked.  Alarm is invoked. C&M display E300 shows alarm signal. FAULT RESULT of the FAULT Fire Pump 9 Motor Temperature Failure MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Ksec Page Fire Pump 9 Starter Box 7. Faults Introduced by the Instructor.4. paragraph 6. Pump stops.6. paragraph 6. FAULT RESULT of the FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked.4. Load Shedding Reset at LC is described in the Chapter 4. Drop of pressure. Mechanism stops. FAULT DG 2 ACB Spring Charge Motor Fault DG 2 Excitation Fault DG 2 Voltage Regulator Failure DG 2 Speed Regulator Failure Shore 2 ACB Spring Charge Motor Fault LC 3K Panel 4 Stbd CPP Control Oil Pump 2 Fault Short Circuit LC 3K Panel 4 Stbd CPP Control Oil Pump 2 Fault Over Current LC 3K Panel 4 Stbd CPP Control Oil Pump 2 Fault Bad Insulation LC 3K Panel 4 Port CPP Control Oil Pump 2 Fault Short Circuit LC 3K Panel 4 Port CPP Control Oil Pump 2 Fault Over Current LC 3K Panel 4 Port CPP Control Oil Pump 2 Fault Bad Insulation LC 3K Panel 6 Fire Pump 9 Fault Short Circuit LC 3K Panel 6 Fire Pump 9 Fault Over Current LC 3K Panel 6 Fire Pump 9 Fault Bad Insulation LC 3K Panel 6 Stbd Cooling Plant Fault Short Circuit LC 3K Panel 6 Stbd Cooling Plant Fault Over Current LC 3K Panel 6 Stbd Cooling Plant Fault Bad Insulation LC 3K Panel 6 Port CPP Leak Oil Pump 2 Fault Short Circuit LC 3K Panel 6 Port CPP Leak Oil Pump 2 Fault Over Current LC 3K Panel 6 Port CPP Leak Oil Pump 2 Fault Bad Insulation LC 3K Panel 6 Stbd CPP Leak Oil Pump 2 Fault Short Circuit LC 3K Panel 6 Stbd CPP Leak Oil Pump 2 Fault Over Current LC 3K Panel 6 Stbd CPP Leak Oil Pump 2 Fault Bad Insulation LC 3K Panel 1 AFFF Monitor Fault Short Circuit LC 3K Panel 1 AFFF Monitor Fault Over Current LC 3K Panel 1 AFFF Monitor Fault Bad Insulation LC 3K Panel 1 Gas Commander Panel 3 Fault Short Circuit LC 3K Panel 2 Distrib Box Valves Fault Bad Insulation LC 3K Panel 3 Distrib Box Valves Fault Bad Insulation LC 3K Panel 3 Fan Group 3K (II) Fault Bad Insulation LC 3K Panel 4 Fan Group 3K (I) Fault Bad Insulation LC 3K Panel 4 AFFF Pump 2 Fault Bad Insulation LC 3K Panel 4 Sewage Treatment Plant Fault Bad Insulation LC 3K Panel 4 Sewage Collection Plant Fault Bad Insulation LC 3K Panel 4 Garbage Comminut Fault Bad Insulation LC 3K Panel 4 Rectifier & Charging Unit Fault Short Circuit LC 3K Panel 4 Galley SWBD Fault Short Circuit LC 3K Panel 4 Galley SWBD Fault Over Current LC 3K Panel 4 Galley SWBD Fault Bad Insulation LC 3K Panel 4 Ice Cream Machine Fault Short Circuit LC 3K Panel 4 Ice Cream Machine Fault Over Current LC 3K Panel 4 Ice Cream Machine Fault Bad Insulation LC 3K Panel 6 Stbd Hydr Steering Gear Pump Fault Short Circuit LC 3K Panel 6 Stbd Hydr Steering Gear Pump Fault Over Current LC 3K Panel 6 Stbd Hydr Steering Gear Pump Fault Bad Insulation LC 3K Panel 6 Vent Module 3K Fault Bad Insulation 356 . Mechanism stops. Indicating lamp lights up on the respective MSB panel.5. Trainee Manual Chapter 6. paragraph 9. Circuit Breaker trips without time delay. Circuit Breaker trips after a certain time delay.

Jsec Page 8. Halon is released and AGE shuts down.ANZAC Ship Model. All fire conditions are indicated on C+M display A402 and the firefighting system actuates the audible alarm signal. Slight fluctuation of turbo charger speeds and rise in temperature and smoke in compartments 4H and 2HA0 Halon is released and AGE shuts down. Flame and Heat detection is sensed. Halon is released and AGE shuts down. paragraph 6. Flame and Heat detection is sensed. FAULT Fire in Steering Gear Fire in Demolition Explosive Magazine Fire in Gas Turbine Room Fire in Propulsion Diesel Room Fire in Gas Turbine Enclosure Fire in Propulsion Diesel Enclosure Fire in Aft Port Diesel Generator Enclosure Fire in Aft Stbd Diesel Generator Enclosure Fire in Fwd Port Diesel Generator Enclosure Fire in Fwd Stbd Diesel Generator Enclosure Fire In Exhaust Trunking Fire in Fwd Generator Room Fire in Aft Generator Room Fire in PaintStore Fire in Helicopter Pump Room RESULT of the FAULT Saltwater Firemain system needs to be used. Saltwater Firemain system needs to be used.2. Iron sensor alarm is activated. Trainee Manual Chapter 6. enclosure temperature rapidly rises. GT emergency shutdown. Halon is released and AGE shuts down. Jsec Page Fire Station 8. Visual and audible alarm in the enclosure. enclosure temperature rapidly rises. Faults Introduced by the Instructor. Halon is released. Fire Station Description of the simulator display is given in the Chapter 2. Visual and audible alarm in the enclosure. Enclosure temperature rapidly rises above 177 ° C and flame and heat detection is sensed.1. Flame and heat detection is sensed. enclosure temperature rapidly rises. AFFF system needs to be used. Flame and Heat detection is sensed. Halon is released and AGE shuts down. enclosure temperature rapidly rises. AFFF system needs to be used. Halon is released and AGE shuts down. Iron sensor alarm is activated. 357 . Flame and Heat detection is sensed. Halon is released.

Stbd Leak Oil Pump 1 Motor Temperature Failure MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops.ANZAC Ship Model. Pump stops. After 3 min the indicator lights down and alarm goes away automatically.6. Trainee Manual Chapter 6. Pitch will not change with a corresponding change in power signal. paragraph 6. 8.4. paragraph 7. paragraph 11. Drop of pressure. FAULT RESULT of the FAULT Port Control Oil Pump 1 Motor Temperature Failure MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. Jsec Page CPP Port & Stbd PP Starters 8. Fire Pump 8 and Salvage Pump 3 Starter Boxes Description of the simulator display is given in the Chapter 2. 358 . Pump stops. FAULT Fire Pump 8 Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. After 3 min the indicator lights down and alarm goes away automatically. Pump stops. Faults Introduced by the Instructor. Drop of pressure. After 3 min the indicator lights down and alarm goes away automatically. Pump stops. After 3 min the indicator lights down and alarm goes away automatically.3.5. Port Leak Oil Pump 1 Motor Temperature Failure MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. FAULT CPP Stbd Loss of Remote Control CPP Port Loss of Remote Control RESULT of the FAULT Pitch will not change with a corresponding change in power signal. Description of the simulator display is given in the Chapter 2. Pitch will remain set Falling and loss of LOP and C+M Control or Power oil pressure. Drop of pressure.6. Pitch will remain set After 3 min the indicator lights down and alarm goes away automatically. CPP Port and Stbd Description of the simulator display is given in the Chapter 1. Drop of pressure.2.3. Drop of pressure. Port Control Oil Pump 1 Breakdown Stbd Control Oil Pump 1 Breakdown After 3 min the indicator lights down and alarm goes away automatically. CPP Port & Stbd PP Starters Description of the simulator display is given in the Chapter 1. Stbd Control Oil Pump 1 Motor Temperature Failure MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. paragraph 7. Falling and loss of LOP and C+M Control or Power oil pressure. Drop of pressure. FAULT Salvage Pump 3 Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. 8.

Alarm is invoked. Mechanism stops.5. Faults Introduced by the Instructor. Mechanism stops. Alarm is invoked. Circuit Breaker trips after a certain time delay. Jsec Page AMSB 8. C&M display E300 shows alarm signal. Trainee Manual Chapter 6. The ACB should be operated manually when this failure occurs. FAULT LC 3E Alternative Feeding MSB ACB Spring Charge Motor Fault LC 01H Normal Feeding MSB ACB Spring Charge Motor Fault LC 3J Normal Feeding MSB ACB Spring Charge Motor Fault LC 3D Alternative Feeding MSB ACB Spring Charge Motor Fault LC 2E Alternative Feeding MSB ACB Spring Charge Motor Fault LC 4H 1 Normal Feeding MSB ACB Spring Charge Motor Fault Aft Water Chiller Fault Short Circuit Aft Water Chiller Fault Over Current Aft Water Chiller Fault Bad Insulation Aft Water Chiller ACB Spring Charge Motor Fault LC 4G 1 Alternative Feeding MSB ACB Spring Charge Motor Fault LC 3L Normal Feeding MSB ACB Spring Charge Motor Fault LC 01F Alternative Feeding MSB ACB Spring Charge Motor Fault LC 3K Normal Feeding MSB ACB Spring Charge Motor Fault LC 4G 2 Alternative Feeding MSB ACB Spring Charge Motor Fault LC 4H 2 Normal Feeding MSB ACB Spring Charge Motor Fault LC 3F Alternative Feeding MSB ACB Spring Charge Motor Fault 359 .3. Circuit Breaker trips without time delay.  Alarm is invoked.ANZAC Ship Model. Indicating lamp lights up on the respective MSB panel. The described faults are related to the following equipment. FAULT MSB ACB Spring Charge Motor Fault Fault Short Circuit Fault Over Current Fault Bad Insulation RESULT of the FAULT Alarm is invoked. paragraph 6. AMSB Description of the simulator display is given in the Chapter 4.

6. Indicating lamp lights up. Alarm is invoked. C&M display E300 shows alarm signal. SST does not work. Circuit Breaker trips without time delay. Loss of top MCR screens. Indicating lamp lights up. Control panel does not work. Halon box does not work.4. Engine speed is not automatically adjusted when frequency drops. Connection box does not work. Alarm is invoked. Trainee Manual Chapter 6. Circuit Breaker trips without time delay. C&M display E300 shows alarm signal. Alarm is invoked. LOP does not work. No voltage after starting diesel engine. SST does not work. Bottom screens remain ‘on’ (24 V supply). Fire alarm panel does not work. Indicating lamp lights up. Alarm is invoked. Control panel does not work. Circuit Breaker trips without time delay. Indicating lamp lights up. C&M display E300 shows alarm signal. Indicating lamp lights up. Alarm is invoked. Alarm is invoked. Control box does not work. Alarm is invoked. Alarm is invoked. Indicating lamp lights up. Distribution box does not work. C&M display E300 shows alarm signal. Indicating lamp lights up. Indicating lamp lights up. C&M display E300 shows alarm signal. C&M display E300 shows alarm signal. Connection box does not work. C&M display E300 shows alarm signal. C&M display E300 shows alarm signal. Indicating lamp lights up. Alarm is invoked. C&M display E300 shows alarm signal. Voltage does not adjust automatically after drops. Faults Introduced by the Instructor. FAULT RESULT of the FAULT DG 3 ACB Spring Charge Motor Fault DG 3 Excitation Fault DG 3 Voltage Regulator Failure DG 3 Speed Regulator Failure Panel 1 Substation AGE 3 Fault Bad Insulation Panel 1 Substation AGE 4 Fault Bad Insulation Panel 1 Stbd CPP Local Control Panel Fault Bad Insulation Panel 1 Port CPP Local Control Panel Fault Bad Insulation Panel 1 LOP AGE 3 Fault Bad Insulation Panel 1 Aft Shore Connection Box Fault Short Circuit Panel 1 Aft Shore Connection Box Fault Bad Insulation Panel 1 Aft Gen Room Release Halon Box Fault Short Circuit Panel 1 Aft Gen Room Release Halon Box Fault Bad Insulation Panel 11 MCR Console Section 2 Fault Bad Insulation Panel 11 MCR Console Section 4 Fault Bad Insulation Panel 11 Control Gen 3 Fault Bad Insulation Panel 11 Control Gen 4 Fault Bad Insulation Panel 11 LOP AGE 4 Fault Bad Insulation Panel 11 Pitch Control Box Fault Bad Insulation Panel 11 Fwd Stbd Shore Connection Box Fault Short Circuit Panel 11 Fwd Stbd Shore Connection Box Fault Bad Insulation Panel 11 Fwd Port Shore Connection Box Fault Short Circuit Panel 11 Fwd Port Shore Connection Box Fault Bad Insulation Panel 11 Fire Alarm Panel A5 Fault Bad Insulation Panel 11 Inter Conn Distrib Box Fault Bad Insulation Alarm is invoked. paragraph 4. Alarm is invoked. Alarm is invoked.ANZAC Ship Model. Indicating lamp lights up. Alarm is invoked. Indicating lamp lights up. C&M display E300 shows alarm signal. Loss of top MCR screens. Not possible to manually control voltage. C&M display E300 shows alarm signal. Bottom screens remain ‘on’ (24 V supply). Alarm is invoked. Circuit Breaker trips without time delay. LOP does not work. Halon box does not work Alarm is invoked. Control panel does not work. Connection box does not work. 360 . Jsec Page AGE3 8. C&M display E300 shows alarm signal. Alarm is invoked. PORT Connection box does not work Alarm is invoked. C&M display E300 shows alarm signal. Indicating lamp lights up. Connection box does not work. The ACB should be operated manually when this failure occurs. AGE3 Description of the simulator display is given in the Chapter 4. Indicating lamp lights up. Indicating lamp lights up. Alarm is invoked. Alarm is invoked. STBD Connection box does not work Alarm is invoked. Control panel does not work. C&M display E300 shows alarm signal. Indicating lamp lights up.2. C&M display E300 shows alarm signal.

Loss of local and C+M pressure. FAULT DG 4 Excitation Fault DG 4 Voltage Regulator Failure DG 4 Speed Regulator Failure DG 4 ACB Spring Charge Motor Fault Shore 4 ACB Spring Charge Motor Fault RESULT of the FAULT No voltage after starting diesel engine. paragraph 4. FAULT Aft Bus Coupler ACB Spring Charge Motor Fault Aft Bus Tie ACB Spring Charge Motor Fault RESULT of the FAULT Alarm is invoked. Load shed if no other generators are available to start in automatic.3.1. Alarms are indicated on C+M display E332. 8. Not possible to manually control voltage. AGE will shut down LUB.8. Rising AGE coolant temperature 361 . Faults Introduced by the Instructor. The ACB should be operated manually when this failure occurs.ANZAC Ship Model. Aux cooling water pressure low on COOLANT gauge. then lube oil and coolant water temperature rise.2. Alarm is invoked. Alarm is invoked.7. The ACB should be operated manually when this failure occurs. Trainee Manual Chapter 6.OIL gauge shows drop of pressure. AGE3 LOP Description of the simulator display is given in the Chapter 4. FAULT DG 3 Seawater Leakage DG 3 Fuel Leakage DG 3 Fresh Water Leakage DG 3 LO Cooler Fouling DG 3 LO Pump Breakdown DG 3 LO Pump Wear DG 3 FW Pump Wear DG 3 Failure DG 3 Sea Chest Fouling RESULT of the FAULT RAW WATER gauge shows drop of pressure.4.9. ACB should be operated manually  8. then temperature rise. LUB OIL OUT gauge shopws rise of LO temperature. Jsec Page Aft BUS TIE & COUPLER 8.2. COOLANT gauge shows drop of pressure.  Generator failure indicated and engine shuts down. paragraph 4. AGE4 Shore4 Description of the simulator display is given in the Chapter 4. paragraph 6. In semi or local control. Aft BUS TIE & COUPLER Description of the simulator display is given in the Chapter 4. ACB should be operated manually Alarm is invoked. FUEL OIL gauge shows drop of FO pressure. Voltage does not adjust automatically after drops. load shed will occur. Engine speed is not automatically adjusted when frequency drops.

1.  Generator failure indicated and engine shuts down. FUEL OIL gauge shows drop of FO pressure. Load shed if no other generators are available to start in automatic.ANZAC Ship Model. Aux cooling water pressure low on COOLANT gauge. COOLANT gauge shows drop of pressure. Jsec Page AGE4 LOP 8. Trainee Manual Chapter 6. then temperature rise. FAULT DG 4 Seawater Leakage DG 4 Fuel Leakage DG 4 Fresh Water Leakage DG 4 LO Cooler Fouling DG 4 LO Pump Breakdown DG 4 LO Pump Wear DG 4 FW Pump Wear DG 4 Failure RESULT of the FAULT RAW WATER gauge shows drop of pressure. Loss of local and C+M pressure. Rising AGE coolant temperature DG 4 Sea Chest Fouling 8. Faults Introduced by the Instructor.10. AGE4 LOP Description of the simulator display is given in the Chapter 4. load shed will occur. paragraph 4. FAULT Converter Swdb 2 Short Circuit RESULT of the FAULT Converter ACB trips without time delay. Converter Swbd 2 Description of the simulator display is given in the Chapter 4.11. AGE will shut down LUB.OIL gauge shows drop of pressure. then lube oil and coolant water temperature rise. LUB OIL OUT gauge shopws rise of LO temperature.6. paragraph 4. In semi or local control. Alarm is indicated on E302. 362 . Alarms are indicated on C+M display E342.

Jsec Page LC 3J 8. Pump Fault Bad Insulation LC 3J Panel 5 Fire Pump 8 Fault Short Circuit LC 3J Panel 5 Fire Pump 8 Fault Over Current LC 3J Panel 5 Fire Pump 8 Fault Bad Insulation LC 3J Panel 5 Stbd CPP Leak. Oil Pump 1 Fault Short Circuit LC 3J Panel 5 Port CPP Leak. Non-vital consumers are not switched off and therefore the load does not fall. FAULT RESULT of the FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked. Load Shedding Reset at LC is described in the Chapter 4. 4 Heater Fault Bad Insulation LC 3J Panel 1 Gen. Faults Introduced by the Instructor. Mechanism stops. 3 Heater Fault Bad Insulation LC 3J Panel 3 CPP 2 Control Oil Pump Fault Short Circuit LC 3J Panel 3 CPP 2 Control Oil Pump Fault Over Current LC 3J Panel 3 CPP 2 Control Oil Pump Fault Bad Insulation LC 3J Panel 3 CPP 1 Control Oil Pump Fault Short Circuit LC 3J Panel 3 CPP 1 Control Oil Pump Fault Over Current LC 3J Panel 3 CPP 1 Control Oil Pump Fault Bad Insulation LC 3J Panel 3 Cooling Water Preheater 2 Fault Short Circuit LC 3J Panel 3 Cooling Water Preheater 2 Fault Over Current LC 3J Panel 3 Cooling Water Preheater 2 Fault Bad Insulation LC 3J Panel 3 Cooling Water Preheater 1 Fault Short Circuit LC 3J Panel 3 Cooling Water Preheater 1 Fault Over Current LC 3J Panel 3 Cooling Water Preheater 1 Fault Bad Insulation LC 3J Panel 3 Rectifier & Charging Unit Fault Short Circuit LC 3J Panel 5 Auto Boiler Fault Bad Insulation LC 3J Panel 3 Rectifier & Charging Unit Fault Short Circuit LC 3J Panel 3 Rectifier & Charging Unit Fault Short Circuit LC 3J Panel 3 HW Circ. 3 Heater Fault Short Circuit LC 3J Panel 1 Gen. Indicating lamp lights up on the respective MSB panel. Circuit Breaker trips after a certain time delay. Mechanism stops. The described faults are related to the following equipment.  Alarm is invoked. 4 Heater Fault Short Circuit LC 3J Panel 1 Gen.4. Pump Fault Short Circuit LC 3J Panel 5 Waste Heat Circ. C&M display E300 shows alarm signal. Alarm is invoked. Oil Pump 1 Fault Short Circuit LC 3J Panel 5 Stbd CPP Leak. Pump Fault Over Current LC 3J Panel 3 HW Circ. Oil Pump 1 Fault Bad Insulation LC 3J Panel 5 Port CPP Leak. Pump Fault Bad Insulation LC 3J Panel 5 LO Transfer Pump 2 Fault Short Circuit LC 3J Panel 5 LO Transfer Pump 2 Fault Over Current LC 3J Panel 5 LO Transfer Pump 2 Fault Bad Insulation LC 3J PAnel 5 Auto Boiler Fault Bad Insulation LC 3J Panel 5 Waste Heat Pump AGE 4 Fault Short Circuit LC 3J Panel 5 Waste Heat Pump AGE 4 Fault Over Current LC 3J Panel 5 Waste Heat Pump AGE 4 Fault Bad Insulation LC 3J Panel 1 Distrib Box Valves Fault Bad Insulation LC 3J Panel 1 Distrib Box Valves Fault Bad Insulation LC 3J Panel 1 Aft ER Lighting Fault Short Circuit LC 3J Panel 1 Aft ER Lighting Fault Bad Insulation LC 3J Panel 3 Fan Group 3J Fault Bad Insulation LC 3J Panel 5 Vent Module 3J Fault Bad Insulation LC 3J Panel 5 Helo Hydr Power Supply Fault Bad Insulation LC 3J Panel 5 Overhead Gantry Fault Bad Insulation LC 3J Panel 6 MCR Console Section 3 Fault Bad Insulation LC 3J Panel 6 MCR Console Section 1 Fault Bad Insulation LC 3J Panel 6 EOT MCR Port Fault Short Circuit LC 3J Panel 6 EOT MCR Stbd Fault Short Circuit LC 3J Panel 6 Stbd Pitch Control Box Fault Bad Insulation LC 3J Panel 6 Fire Alarm Control Panel Fault Bad Insulation LC 3J Panel 6 Converter 2 SWBD PLC Fault Short Circuit LC 3J Panel 6 Converter 2 SWBD PLC Fault Bad Insulation LC 3J Panel 6 AMD Alarm Panel Fault Bad Insulation LC 3J Panel 6 Aft ER Lighting Fault Short Circuit LC 3J Panel 6 Aft ER Lighting Fault Bad Insulation 363 .ANZAC Ship Model. paragraph 6. Pump Fault Short Circuit LC 3J Panel 3 HW Circ. Oil Pump 1 Fault Over Current LC 3J Panel 5 Stbd CPP Leak. Indicating lamp lights up on the respective LC.11. paragraph 9. Oil Pump 1 Fault Bad Insulation LC 3J Panel 5 LO Transfer Pump 1 Fault Short Circuit LC 3J Panel 5 LO Transfer Pump 1 Fault Over Current LC 3J Panel 5 LO Transfer Pump 1 Fault Bad Insulation LC 3J Panel 5 Dirty Oil Transfer Pump Fault Short Circuit LC 3J Panel 5 Dirty Oil Transfer Pump Fault Over Current LC 3J Panel 5 Dirty Oil Transfer Pump Fault Bad Insulation LC 3J Panel 5 Waste Heat Circ. Trainee Manual Chapter 6.12.4. Circuit Breaker trips without time delay. FAULT LC 3J Fault Short Circuit LC 3J 440V Load Shedding Control Voltage Failure LC 3J Panel 1 Load Shedding Control Voltage Failure LC 3J Panel 2 Load Shedding Control Voltage Failure LC 3J Panel 1 Gen. Alarm is invoked. Pump Fault Over Current LC 3J Panel 5 Waste Heat Circ. Oil Pump 1 Fault Over Current LC 3J Panel 5 Port CPP Leak. LC 3J Description of the simulator display is given in the Chapter 4. C&M displays E300 and E302 show alarm signals when this failure occurs.

INTERMEDIATE SHAFT red indicator lights up on the panel. and the distance thermometer shows temperature rise.ANZAC Ship Model. BULL GEAR FORE END red indicator lights up on the panel. paragraph 7.2. F. and the distance thermometer shows temperature rise. and the distance thermometer shows temperature rise. BULL GEAR FORE END red indicator lights up on the panel.C. 364 . and the distance thermometer shows temperature rise. BULL GEAR AFT END red indicator lights up on the panel.2. and the distance thermometer shows temperature rise. FAULT Port Intermediate Pinion FWD Wear Port Intermediate Pinion AFT Wear Port F/C Intermediate Shaft Wear RESULT of the FAULT PINION FORE END red indicator lights up on the panel. paragraph 7. PINION AFT END red indicator lights up on the panel.1. PINION AFT END red indicator lights up on the panel. Trainee Manual Chapter 6. and the distance thermometer shows temperature rise. F.C. Hsec Page FAULT 2H Hydrogen Sulfide Concentration > 10 ppm 2H Hydrogen Sulfide Concentration > 15 ppm RESULT of the FAULT Toxic Gas alarm is activated Toxic Gas alarm is activated 9. FAULT Stbd Intermediate Pinion FWD Wear Stbd Intermediate Pinion AFT Wear Stbd F/C Intermediate Shaft Wear RESULT of the FAULT PINION FORE END red indicator lights up on the panel. and the distance thermometer shows temperature rise. and the distance thermometer shows temperature rise. Main Gear Indication Stbd Description of the simulator display is given in the Chapter 1. BULL GEAR AFT END red indicator lights up on the panel. 9. Hsec Page Main Gear Indication Port 9. Stbd DE Input Shaft Wear Stbd Bull Gear FWD Wear Stbd Bull Gear AFT Wear DE INPUT SHAFT red indicator lights up on the panel. Port DE Input Shaft Wear Port Bull Gear FWD Wear Port Bull Gear AFT DE INPUT SHAFT red indicator lights up on the panel. Faults Introduced by the Instructor.2. and the distance thermometer shows temperature rise. Main Gear Indication Port Description of the simulator display is given in the Chapter 1. and the distance thermometer shows temperature rise. and the distance thermometer shows temperature rise. and the distance thermometer shows temperature rise. INTERMEDIATE SHAFT red indicator lights up on the panel.

Compressor stops.6. Pump stops. Drop of pressure. 9. 9.5. MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Faults Introduced by the Instructor. Pump stops.3. The purifier stops. Fire Pump 7 Starter Box Description of the simulator display is given in the Chapter 2. FAULT Fire Pump 7 Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. paragraph 14.1. Pump stops.4. 9. FAULT LP Air Compressor 2 Lube Oil Failure LP Air Compressor 2 Motor TemperatureFailure RESULT of the FAULT Indicator lamp lights up on the LOP.5. Fuel Transfer Pump 2 Description of the simulator display is given in the Chapter 2. Drop of pressure. After 3 min the indicator lights down and alarm goes away automatically. After 3 min the indicator lights down and alarm goes away automatically. Compressor stops. paragraph 3. FAULT FO Purifier 2 4H Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. paragraph 6.ANZAC Ship Model. Fuel Oil Purifier 2 Description of the simulator display is given in the Chapter 2. FAULT Fuel Oil Transfer Pump 2 Breakdown Fuel Oil Transfer Pump 2 Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP.5. Drop of pressure.6. Aft LP Air Compressor Description of the simulator display is given in the Chapter 2. Trainee Manual Chapter 6. 365 . After 3 min the indicator lights down and alarm goes away automatically. MOTOR TEMPERATURE FAILURE indicator lights up on the LOP.3.6. Drop of pressure. Hsec Page Fuel Oil Purifier 2 9. paragraph 3.

Trainee Manual Chapter 6. Fluctuating of drop in Turbo Charger speed with a corresponding drop in Charge Air pressure Fluctuating of drop in Turbo Charger speed with a corresponding drop in Charge Air pressure Fluctuating of drop in Turbo Charger speed with a corresponding drop in Charge Air pressure No fuel injection in bank A. High temperature of exhaust gases. Exhaust gases temperature falls. not enough air for DE is certain PP load condition.2. Turbocharger B2 stops. FAULT ME Stbd Governor Fault ME Stbd TC B2 Fouling ME Stbd TC A1 Fouling ME Stbd TC B1 Fouling DE Stbd Bank A Injection Not Firing DE Stbd Bank B Injection Not Firing DE 1 Charger B2 Break Down DE 1 Charger A1 Break Down DE 1 Charger B1 Break Down RESULT of the FAULT PDE will remain in current power setting despite change in demand signal. Not enough power. Turbocharger A1 stops.7. High temperature of exhaust gases. Faults Introduced by the Instructor. Turbocharger B1 stops. No fuel injection in bank B. not enough air for DE is certain PP load condition. Fluctuating of drop in Turbo Charger speed with a corresponding drop in Charge Air pressure Fluctuating of drop in Turbo Charger speed with a corresponding drop in Charge Air pressure Fluctuating of drop in Turbo Charger speed with a corresponding drop in Charge Air pressure No fuel injection in bank A. Turbocharger B1 stops. paragraph 5. Not enough power. DE2 LOP Description of the simulator display is given in the Chapter 1.ANZAC Ship Model. High temperature of exhaust gases. paragraph 5. Exhaust gases temperature falls.2.8. Not enough power. Not enough power. 366 . not enough air for DE is certain PP load condition. 9. Exhaust gases temperature falls. High temperature of exhaust gases. not enough air for DE is certain PP load condition. DE1 LOP Description of the simulator display is given in the Chapter 1. High temperature of exhaust gases. Turbocharger A1 stops. not enough air for DE is certain PP load condition. Exhaust gases temperature falls. No fuel injection in bank B. Hsec Page DE1 LOP 9. not enough air for DE is certain PP load condition. High temperature of exhaust gases. FAULT ME Port Governor Fault ME Port TC B2 Fouling ME Port TC A1 Fouling ME Port TC B1 Fouling DE Port Bank A Injection Not Firing DE Port Bank B Injection Not Firing DE 2 Charger B2 Break Down DE 2 Charger A1 Break Down DE 2 Charger B1 Break Down RESULT of the FAULT PDE will remain in current power setting despite change in demand signal. Turbocharger B2 stops.

Hsec Page ER SW Cooling Pumps Starters 9. MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. After 3 min the indicator lights down and alarm goes away automatically. PDE & MG Pumps Starters Description of the simulator display is given in the Chapter 2. 9. After 3 min the indicator lights down and alarm goes away automatically. paragraph 4. Pump stops.10. FAULT DE Port Pre-oiling Electrical Pump Temperature Failure DE Stbd Pre-oiling Electrical Pump Temperature Failure DE Port LO Pressure Loss DE Stbd LO Pressure Loss RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Faults Introduced by the Instructor. paragraph 5. paragraph 9.3.. Loss of local and C+M pressure.9. DE will shut down 9. FAULT VLS Set High Temperature in Missile Canister RESULT of the FAULT On A424 – VLS/Deluge fire condition Temperature >71° C or temperature rises by 4° C per second. paragraph 5. DE will shut down Loss of local and C+M pressure.10. Trainee Manual Chapter 6.1. 367 . Description of the simulator display is given in the Chapter 3. FAULT RO Plant AFT High Conductivity RESULT of the FAULT The plant will stop in 5 min if salinity of the fresh water >1000 ppm. RO Plant AFT and VLS Description of the simulator display is given in the Chapter 2. Drop of pressure. ER SW Cooling Pumps Starters Description of the simulator display is given in the Chapter 2. Fault reset indicator lights up on the LOP. The pump will not start automatically on coolant temperature rise. After 3 min the indicator lights down and alarm goes away automatically. Drop of pressure.4. FAULT SW Slow Speed Pump Temperature Failure SW Slow Speed Pump Breakdown SW Aux Pump Temperature Failure SW Aux Pump Breakdown RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP.4. Pump stops. Drop of pressure. Pump stops. HDS starts automatic dry thermopneumatic system and automatic start of FPP7 (FPP6 and FPP8 is needed).11. Reduction or loss of DE Coolant Pressure with a corresponding rise in lube oil and fresh water and charge air temperature.ANZAC Ship Model. Pump stops.

paragraph 6. C&M display E300 shows alarm signal.4. Circuit Breaker trips without time delay.12. Hsec Page LC 01H Set Very High Temperature in Missile Canister Temperature >82° C.  Alarm is invoked. Trainee Manual Chapter 6. Non-vital consumers are not switched off and therefore the load does not fall. Mechanism stops. C&M displays E300 and E302 show alarm signals when this failure occurs. Indicating lamp lights up on the respective MSB panel. Mechanism stops. Load Shedding Reset at LC is described in the Chapter 4. 9. FAULT LC 01H Fault Short Circuit LC 01H 440V Load Shedding Control Voltage Failure LC 01H Panel 1 Load Shedding Control Voltage Failure LC 01H Panel 2 Load Shedding Control Voltage Failure LC 01H Panel 1 Advanced LCU Perif Fault Bad Insulation LC 01H Panel 1 Power Outlet Facility Fault Bad Insulation LC 01H Panel 1 System Light Junction Box Fault Bad Insulation LC 01H Panel 3 LC Trafo 16kVA CT Fault Bad Insulation LC 01H Panel 3 Ext LC Trafo 30kVA Fault Bad Insulation LC 01H Panel 3 Power Distrib Panel 60Hz Fault Bad Insulation LC 01H Panel 4 Power Distrib Sys.4. 400Hz Fault Bad Insulation LC 01H 400Hz Fault Short Circuit 368 . LSEQ starts first stage canister deluge. Temperature >82° C stays for more than 100 sec. LSEQ starts second stage canister deluge. Faults Introduced by the Instructor. paragraph 9. FAULT RESULT of the FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked. The described faults are related to the following equipment. LC 01H Description of the simulator display is given in the Chapter 4. Indicating lamp lights up on the respective LC.ANZAC Ship Model. Circuit Breaker trips after a certain time delay. Alarm is invoked. Alarm is invoked.12.

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. Hsec Page
LC 4H1

9.13. LC 4H1
Description of the simulator display is given in the Chapter 4, paragraph 6.4.13. Load Shedding Reset at LC is described in the Chapter 4, paragraph 9.4.
FAULT

RESULT of the FAULT

Load Shedding Control Voltage Failure
Fault Short Circuit
Fault Over Current
Fault Bad Insulation

Alarm is invoked. Indicating lamp lights up on the respective LC. Non-vital consumers are not switched off and
therefore the load does not fall. C&M displays E300 and E302 show alarm signals when this failure occurs.
Alarm is invoked. Circuit Breaker trips without time delay. Mechanism stops.
Alarm is invoked. Circuit Breaker trips after a certain time delay. Mechanism stops. 
Alarm is invoked. Indicating lamp lights up on the respective MSB panel. C&M display E300 shows alarm signal.

The described faults are related to the following equipment.
FAULT

LC 4H 1 Fault Short Circuit
LC 4H 1 440V Load Shedding Control Voltage Failure
LC 4H 1 (I) Panel 1 Load Shedding Control Voltage Failure
LC 4H 1 (II) Panel 1 Load Shedding Control Voltage Failure
LC 4H 1 (I) Panel 1 Distrib Box Valves Fault Bad Insulation
LC 4H 1 (I) Panel 2 Stbd LO Pump Fault Short Circuit
LC 4H 1 (I) Panel 2 Stbd LO Pump Fault Over Current
LC 4H 1 (I) Panel 2 Stbd LO Pump Fault Bad Insulation
LC 4H 1 (I) Panel 2 Cooling Water Preheater Fault Bad Insulation
LC 4H 1 (I) Panel 2 Turning Gear Diesel GB Fault Short Circuit
LC 4H 1 (I) Panel 2 Turning Gear Diesel GB Fault Over Current
LC 4H 1 (I) Panel 2 Turning Gear Diesel GB Fault Bad Insulation
LC 4H 1 (I) Panel 2 Waste Disposal Unit Fault Bad Insulation
LC 4H 1 (I) Panel 2 Bilge Deoiling Pumps Fault Short Circuit
LC 4H 1 (I) Panel 2 Bilge Deoiling Pumps Fault Over Current
LC 4H 1 (I) Panel 2 Bilge Deoiling Pumps Fault Bad Insulation
LC 4H 1 (I) Panel 2 Bilge Deoiling Unit Fault Short Circuit
LC 4H 1 (I) Panel 2 Bilge Deoiling Unit Fault Over Current
LC 4H 1 (I) Panel 2 Bilge Deoiling Unit Fault Bad Insulation
LC 4H 1 (I) Panel 2 RO Plant Sea Water Pump
LC 4H 1 (I) Panel 2 RO Plant Sea Water Pump
LC 4H 1 (I) Panel 2 RO Plant Sea Water Pump
LC 4H 1 (I) Panel 3 Fan Group 3H Fault Bad Insulation

LC 4H 1 (I) Panel 4 Preoiling Pump Fault Short Circuit
LC 4H 1 (I) Panel 4 Preoiling Pump Fault Over Current
LC 4H 1 (I) Panel 4 Preoiling Pump Fault Bad Insulation
LC 4H 1 (I) Panel 4 Rectifier & Charging Unit Fault Short Circuit
LC 4H 1 (I) Panel 4 Sea Water Cooling Pump Fault Bad Insulation
LC 4H 1 (I) Panel 4 Motor Salvage Pump Fault Bad Insulation
LC 4H 1 (I) Panel 4 LP Air Compressor Fault Bad Insulation
LC 4H 1 (I) Panel 4 Vent Module 2H Fault Bad Insulation
LC 4H 1 (I) Panel 4 Sea Water Cooling Pump FU Fault Bad Insulation
LC 4H 1 (I) Panel 4 Sea Water Cooling Pump Fault Bad Insulation
LC 4H 1 (I) Panel 4 Dish Washing Mach Fault Bad Insulation
LC 4H 1 (III) Panel 1 DE 1 Substation Fault Bad Insulation
LC 4H 1 (III) Panel 1 DE LOP DE Fault Bad Insulation
LC 4H 1 (III) Panel 1 DE Cold Start Comp Fault Bad Insulation
LC 4H 1 (III) Panel 1 Halo Control Station A05 Fault Bad Insulation
LC 4H 1 (III) Panel 1 Stbd GBX Monitoring Panel Fault Bad Insulation
LC 4H 1 (III) Panel 1 Gas Comander Panel 2 Fault Short Circuit
LC 4H 1 (III) Panel 1 Electronic Box RPM Fault Bad Insulation
LC 4H 1 (III) Panel 1 Alarm Switchbox Fault Bad Insulation
LC 4H 1 (III) Panel 1 Port GBX Monitoring Panel Fault Bad Insulation
LC 4H 1 (III) Panel 1 FLC Control Panel Fault Bad Insulation

369

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. Hsec Page
LC 4H2

9.14. LC 4H2
Description of the simulator display is given in the Chapter 4, paragraph 6.4.14. Load Shedding Reset at LC is described in the Chapter 4, paragraph 9.4.
FAULT

RESULT of the FAULT

Load Shedding Control Voltage Failure
Fault Short Circuit
Fault Over Current
Fault Bad Insulation

Alarm is invoked. Indicating lamp lights up on the respective LC. Non-vital consumers are not switched off and
therefore the load does not fall. C&M displays E300 and E302 show alarm signals when this failure occurs.
Alarm is invoked. Circuit Breaker trips without time delay. Mechanism stops.
Alarm is invoked. Circuit Breaker trips after a certain time delay. Mechanism stops. 
Alarm is invoked. Indicating lamp lights up on the respective MSB panel. C&M display E300 shows alarm signal.

The described faults are related to the following equipment.
FAULT

LC 4H 2 Fault Short Circuit
LC 4H 2 440V Load Shedding Control Voltage Failure
LC 4H2 (I) Panel 1 Load Shedding Control Voltage Failure
LC 4H2 (II) Panel 1Load Shedding Control Voltage Failure
LC 4H 2 (I) Panel 1 Distrib Box Valves Fault Bad Insulation
LC 4H 2 (I) Panel 1 Distrib Box Valves Fault Bad Insulation
LC 4H 2 (I) Panel 1 Power Distrib Panel Fault Bad Insulation
LC 4H 2 (I) Panel 2 Port LO Pump Fault Short Circuit
LC 4H 2 (I) Panel 2 Port LO Pump Fault Over Current
LC 4H 2 (I) Panel 2 Port LO Pump Fault Bad Insulation
LC 4H 2 (I) Panel 2 Fire Pump 7 Fault Short Circuit
LC 4H 2 (I) Panel 2 Fire Pump 7 Fault Over Current
LC 4H 2 (I) Panel 2 Fire Pump 7 Fault Bad Insulation
LC 4H 2 (I) Panel 2 Cool Water Preheater Fault Bad Insulation
LC 4H 2 (I) Panel 2 FO Purifier Fault Bad Insulation
LC 4H 2 (I) Panel 2 Aux SW Pump Fault Bad Insulation
LC 4H 2 (I) Panel 4 Mech W-Shop Group Fault Bad Insulation
LC 4H 2 (I) Panel 4 RO Fresh Water Plant Fault Bad Insulation
LC 4H 2 (I) Panel 4 Pre Oiling Pump Fault Short Circuit
LC 4H 2 (I) Panel 4 Pre Oiling Pump Fault Over Current

LC 4H 2 (I) Panel 4 Pre Oiling Pump Fault Bad Insulation
LC 4H 2 (I) Panel 4 Diesel GBX Turning Fault Short Circuit
LC 4H 2 (I) Panel 4 Diesel GBX Turning Fault Over Current
LC 4H 2 (I) Panel 4 Diesel GBX Turning Fault Bad Insulation
LC 4H 2 (I) Panel 4 FO Transfere Pump Fault Short Circuit
LC 4H 2 (I) Panel 4 FO Transfere Pump Fault Over Current
LC 4H 2 (I) Panel 4 FO Transfere Pump Fault Bad Insulation
LC 4H 2 (I) Panel 4 Rectifier & Charging Unit Fault Short Circuit
LC 4H 2 (III) Panel 1 Substation DCS4 Fault Bad Insulation
LC 4H 2 (III) Panel 1 Substation DE2 Fault Bad Insulation
LC 4H 2 (III) Panel 1 LOP DE Fault Bad Insulation
LC 4H 2 (III) Panel 1 LOP DE Cold Start Fault Bad Insulation
LC 4H 2 (III) Panel 1 Halon Box Room Fault Short Circuit
LC 4H 2 (III) Panel 1 Halon Box Room Fault Bad Insulation
LC 4H 2 (III) Panel 1 Term Box Alarm Fault Bad Insulation
LC 4H 2 (III) Panel 1 Port DE Release Box Fault Bad Insulation
LC 4H 2 (III) Panel 1 Electronic Box Room Fault Bad Insulation

370

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. Gsec Page
Chilled Plant FWD

10. Gsec Page
10.1. Chilled Plant FWD
Description of the simulator display is given in the Chapter 2, paragraph 12.2.1.
FAULT

ACCWP FWD Chilled Water Pump Failure
ACCWP FWD Chilled Water Pump Motor Overheat
ACCWP FWD Sea Water Pump Breakdown
ACCWP FWD Sea Water Pump Motor Overheat
ACCWP FWD Compressor 1 Oil Pressure Low
ACCWP FWD Compressor 1 Refrigerant Pressure High
ACCWP FWD Compressor 1 Refrigerant Pressure Low
ACCWP FWD Compressor 1 Motor Overheat
ACCWP FWD Compressor 2 Oil Pressure Low
ACCWP FWD Compressor 2 Refrigerant Pressure High
ACCWP FWD Compressor 2 Refrigerant Pressure Low
ACCWP FWD Compressor 2 Motor Overheat

RESULT of the FAULT

CHILLED WATER PUMP FAILURE indicator lights up on the control panel ACCW UNIT.
CHILLED WATER PUMP FAILURE indicator lights up on the control panel ACCW UNIT.
FAILURE CHILLED WATER FLOW indicator lights up on the control panel ACCW UNIT Compressor stops.
SEA WATER PUMP FAILURE indicator lights up on the control panel ACCW UNIT.
COMPRESSOR 1 FAILURE OIL PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 1 stops.
COMPRESSOR 1 FAILURE HIGH PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 1 stops.
COMPRESSOR 1 FAILURE LOW PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 1 stops.
COMPRESSOR 1 FAILURE indicator lights up on the control panel ACCW UNIT. Compressor 1 stops.
COMPRESSOR 2 FAILURE OIL PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 2 stops.
COMPRESSOR 2 FAILURE HIGH PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 2 stops.
COMPRESSOR 2 FAILURE LOW PRESSURE indicator lights up on the control panel ACCW UNIT. Compressor 2 stops.
COMPRESSOR 2 FAILURE indicator lights up on the control panel ACCW UNIT. Compressor 2 stops.

10.2. GT Booster FO Pumps Starters
Description of the simulator display is given in the Chapter 2, paragraph 3.3.5.
FAULT

GT Booster Pump 1 Breakdown
GT Booster Pump 1 Motor Temperature Failure
GT Booster Pump 2 Breakdown
GT Booster Pump 2 Motor Temperature Failure

RESULT of the FAULT

Booster pressure drops; stand-by pump will start. If this does not help and the GT manifold
pressure continues to fall, then alarm is invoked and GT stops.
MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. Drop of pressure.
After 3 min the indicator lights down and alarm goes away automatically.
Booster pressure drops; stand-by pump will start. If this does not help and the GT manifold
pressure continues to fall, then alarm is invoked and GT stops.
MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. Drop of pressure.
After 3 min the indicator lights down and alarm goes away automatically.

371

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. Gsec Page
Fuel Oil Purifier 1

10.3. Fuel Oil Purifier 1
Description of the simulator display is given in the Chapter 2, paragraph 3.3.6.
FAULT

FO Purifier 1 4G Motor Temperature Failure

RESULT of the FAULT

MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Purifier stops.

10.4. CCGB LO Panel
Description of the simulator display is given in the Chapter 1, paragraph 7.4.
FAULT

Gas Turbine Input Shaft FWD Wear

RESULT of the FAULT

GT INPUT SHAFT FORE END red indicator lights up on the panel, and the distance thermometer shows tem-

perature rise.
Gas Turbine Input Shaft AFT Wear

GT INPUT SHAFT AFT END red indicator lights up on the panel, and the distance thermometer shows tempera-

ture rise.
Gas Turbine Input Pinion FWD Wear
Gas Turbine Input Pinion AFT Wear
Idler Gear Wheel FWD Wear
Idler Gear Wheel AFT Wear
Stbd Intermediate Gear Wheel FWD Wear

PINION FORE END red indicator lights up on the panel, and the distance thermometer shows temperature rise.
PINION AFT END red indicator lights up on the panel, and the distance thermometer shows temperature rise.
IDLER FORE END red indicator lights up on the panel, and the distance thermometer shows temperature rise.
IDLER AFT END red indicator lights up on the panel, and the distance thermometer shows temperature rise.
STBD GEAR WHEEL FORE END red indicator lights up on the panel, and the distance thermometer shows tem-

perature rise.
Stbd Intermediate Gear Wheel AFT Wear

STBD GEAR WHEEL AFT END red indicator lights up on the panel, and the distance thermometer shows tem-

Port Intermediate Gear Wheel FWD Wear

PORT GEAR WHEEL FORE END red indicator lights up on the panel, and the distance thermometer shows tem-

perature rise.
perature rise.
Port Intermediate Gear Wheel AFT Wear

PORT GEAR WHEEL AFT END red indicator lights up on the panel, and the distance thermometer shows tem-

perature rise.

10.5. Fuel Transfer Pump 1
Description of the simulator display is given in the Chapter 2, paragraph 3.1.5.
FAULT

Fuel Oil Transfer Pump 1 Breakdown
Fuel Oil Transfer Pump 1 Motor Temperature Failure

RESULT of the FAULT

MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops.
MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops.After 3 min the in-

dicator lights down and alarm goes away automatically.

372

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. Gsec Page
HP and FWD LP Compressors

10.6. HP and FWD LP Compressors
Description of the simulator display is given in the Chapter 2, paragraph 14.5.
FAULT

RESULT of the FAULT

LP Air Compressor 1 Lube Oil Failure
LP Air Compressor 1 Motor TemperatureFailure

OIL PRESSURE FAULT indicator lamp lights up on the LOP and C+M. Compressor stops.
H1 MOTOR TEMPERATURE FAULT alarm indicator lights up on LOP and C+M; compressor stops.

HP Air Compressor Lube Oil Failure
HP Air Compressor Motor Overload
HP Air Compressor High Temperature 3/4 Stage
HP Air Compressor High Temperature Final Stage

OIL PRESSURE FAULT indicator lamp lights up on the LOP and C+M. Compressor stops.

After 3 min the indicator lights down and alarm goes away automatically.
Indicator lamp lights up on the LOP. and C+M Compressor stops.
Indicator lamp lights up on the LOP and C+M. Compressor stops.
Indicator lamp lights up on the LOP and C+M. Compressor stops.

10.7. RO Plant FWD
Description of the simulator display is given in the Chapter 2, paragraph 9.4.1.
FAULT

RO Plant FWD High Conductivity

RESULT of the FAULT

The plant will stop in 5 min if salinity of the fresh water >1000 ppm. Fault reset indicator lights
up on the RO control panel.

10.8. Fire Pump 6 and Salvage Pump 2 Starter Boxes
Description of the simulator display is given in the Chapter 2, paragraph 6.6.
FAULT

Fire Pump 6 Motor Temperature Failure

RESULT of the FAULT

MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. After 3 min the

indicator lights down and alarm goes away automatically.
Description of the simulator display is given in the Chapter 2, paragraph 11.3.
FAULT

Salvage Pump 2 Motor Temperature Failure

RESULT of the FAULT

MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Pump stops. After 3 min the

indicator lights down and alarm goes away automatically.

373

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. Gsec Page
GT LOP & LCS

10.9. GT LOP & LCS
Description of the simulator display is given in the Chapter 1, paragraph 6.2.
FAULT

Gas Turbine Lube Oil Leakage
GT Lube Oil Pump Break
GT PLA Control Failure
Loss Of Both GT PT Overspeed Channels
GT High Vibration Gas Generator
GT High Vibration Power Turbine
GT GG Blades Fouling
GT GG Flame Out

GT Vent Damper Damage Closed
GT Pneumatic Starter Failure
GT Enclosure Fan Fault
GG Stall/Surge
GG Fuel Shut Off Vv1 Overcurrent
GG Fuel Shut Off Vv2 Overcurrent
GTShut Off Vv leakage

RESULT of the FAULT

Pressure drops below 1 bar for greater than 5 secs
Pressure falls below 0.42 bar
PLA does not move or drops to idle position
GT shuts down, unless Battle Override is selected
GG vibration alarm at 4 mils, GT step to idle at 7 mils. PT vibration alarm at 7 mils, GT step to idle
at 10 mils
GG vibration alarm at 4 mils, GT step to idle at 7 mils. PT vibration alarm at 7 mils, GT step to idle
at 10 mils
T5.4 rises above 918 +/- 5 ° C
Rapid fall in T5.4 and GG speed, or no indication of T5.4 above 204°C within 40 secs after fuel/
ignition is initiated during start sequence. During acceleration T5.4 and GG speed may hang
(stall) or fall
Emergency GT shutdown if BATTLE OVERRIDE button is not used.
No start air is supplied to GT.
Vent damper maybe closed, GT Fan in local or shut down and enclosure temperature will rise
Fluctuating parameters, sluggish throttle response, high T5.4 or rapid rise in T 5.4 and high
vibration
GT shuts down, unless Power Turbine Speed Interlock Bypass is selected
GT shuts down, unless Power Turbine Speed Interlock Bypass is selected
T5.4 is above 204ºC after 90 sec’s, indicates Post Shutdown fire in the GT combustor, or FMP is
above 0 bar

374

ANZAC Ship Model. Trainee Manual
Chapter 6. Faults Introduced by the Instructor. Gsec Page
LC 4G1

10.10. LC 4G1
Description of the simulator display is given in the Chapter 4, paragraph 6.4.15. Load Shedding Reset at LC is described in the Chapter 4, paragraph 9.4.
FAULT

RESULT of the FAULT

Load Shedding Control Voltage Failure
Fault Short Circuit
Fault Over Current
Fault Bad Insulation

Alarm is invoked. Indicating lamp lights up on the respective LC. Non-vital consumers are not switched off and
therefore the load does not fall. C&M displays E300 and E302 show alarm signals when this failure occurs.
Alarm is invoked. Circuit Breaker trips without time delay. Mechanism stops.
Alarm is invoked. Circuit Breaker trips after a certain time delay. Mechanism stops. 
Alarm is invoked. Indicating lamp lights up on the respective MSB panel. C&M display E300 shows alarm signal.

The described faults are related to the following equipment.
FAULT

LC 4G 1 Fault Short Circuit
LC 4G 1 440V Load Shedding Control Voltage Failure
LC 4G 1 Panel 1 Load Shedding Control Voltage Failure
LC 4G 1 Panel 2 Load Shedding Control Voltage Failure
LC 4G 1 Panel 1 Distrib. Box Valves Fault Bad Insulation
LC 4G 1 Panel 1 Distrib. Box Valves Fault Bad Insulation
LC 4G 1 Panel 1 Power Isolation Trafo Unit Fault Bad Insulation
LC 4G 1 Panel 1 Fin Stab ACH Fault Bad Insulation
LC 4G 1 Panel 1 Central Control Unit Fault Bad Insulation
LC 4G 1 Panel 1 FWD ER Lighting Fault Short Circuit
LC 4G 1 Panel 1 FWD ER Lighting Fault Bad Insulation
LC 4G 1 Panel 2 Emcy Air Flaps Fault Bad Insulation
LC 4G 1 Panel 2 GT Ice Detector Fault Bad Insulation
LC 4G 1 Panel 2 GT Ignition Unit Fault Short Circuit
LC 4G 1 Panel 2 GT Ignition Unit Fault Bad Insulation
LC 4G 1 Panel 2 GT Flame Vibration Detector Fault Bad
Insulation
LC 4G 1 Panel 3 Fan Group 3G Fault Bad Insulation
LC 4G 1 Panel 3 Power Isolation Trafo Unit Fault Bad Insulation
LC 4G 1 Panel 4 LO Pump Fault Short Circuit
LC 4G 1 Panel 4 LO Pump Fault Over Current
LC 4G 1 Panel 4 LO Pump Fault Bad Insulation
LC 4G 1 Panel 4 Mask Air Compressor Fault Short Circuit

LC 4G 1 Panel 4 Mask Air Compressor Fault Over Current
LC 4G 1 Panel 4 Mask Air Compressor Fault Bad Insulation
LC 4G 1 Panel 4 Boat Crane Motor Fault Short Circuit
LC 4G 1 Panel 4 Boat Crane Motor Fault Over Current
LC 4G 1 Panel 4 Boat Crane Motor Fault Bad Insulation
LC 4G 1 Panel 4 Cas Power Riser Fault Bad Insulation
LC 4G 1 Panel 4 FO Booster Pump 1 Fault Short Circuit
LC 4G 1 Panel 4 FO Booster Pump 1 Fault Over Current
LC 4G 1 Panel 4 FO Booster Pump 1 Fault Bad Insulation
LC 4G 1 Panel 4 FO Purifier Fault Bad Insulation
LC 4G 1 Panel 4 AFFF Concents Pump 1 Fault Bad Insulation
LC 4G 1 Panel 4 Hot Water Circ Pump 1 Fault Short Circuit
LC 4G 1 Panel 4 Hot Water Circ Pump 1 Fault Over Current
LC 4G 1 Panel 4 Hot Water Circ Pump 1 Fault Bad Insulation
LC 4G 1 Panel 4 Hot Water Circ Pump 2 Fault Short Circuit
LC 4G 1 Panel 4 Hot Water Circ Pump 2 Fault Over Current
LC 4G 1 Panel 4 Hot Water Circ Pump 2 Fault Bad Insulation
LC 4G 1 Panel 4 RO Plant Sea Water Pump Fault Short Circuit
LC 4G 1 Panel 4 RO Plant Sea Water Pump Fault Over Current
LC 4G 1 Panel 4 RO Plant Sea Water Pump Fault Bad Insulation
LC 4G 1 Panel 5 Fin Stab Hydr Pump Fault Short Circuit
LC 4G 1 Panel 5 Fin Stab Hydr Pump Fault Over Current
LC 4G 1 Panel 5 Fin Stab Hydr Pump Fault Bad Insulation
LC 4G 1 Panel 5 Radar Transmit Fault Short Circuit

LC 4G 1 Panel 5 Radar Transmit Fault Over Current
LC 4G 1 Panel 5 Radar Transmit Fault Bad Insulation
LC 4G 1 Panel 5 Hot Water Gen Fault Short Circuit
LC 4G 1 Panel 5 Hot Water Gen Fault Over Current
LC 4G 1 Panel 5 Hot Water Gen Fault Bad Insulation
LC 4G 1 Panel 5 Fresh Water Pump 1 Fault Bad Insulation
LC 4G 1 Panel 5 Fresh Water Pump 2 Fault Bad Insulation
LC 4G 1 Panel 5 FWG Plant Fault Bad Insulation
LC 4G 1 Panel 5 Sea Water Cooling Pump Fault Bad Insulation
LC 4G 1 Panel 5 GT Enclosure Heater Fault Short Circuit
LC 4G 1 Panel 5 GT Enclosure Heater Fault Over Current
LC 4G 1 Panel 5 GT Enclosure Heater Fault Bad Insulation
LC 4G 1 Panel 5 Rectifier & Charging Unit Fault Short Circuit
LC 4G 1 Panel 5 Cooling Skid Fault Bad Insulation
LC 4G 1 Panel 5 Ras Capstan Motor Fault Short Circuit
LC 4G 1 Panel 5 Ras Capstan Motor Fault Over Current
LC 4G 1 Panel 5 Ras Capstan Motor Fault Bad Insulation
LC 4G 1 Panel 6 GT LOP LCS Fault Bad Insulation
LC 4G 1 Panel 6 Fan Group 3G Fault Bad Insulation
LC 4G 1 Panel 6 GT El Control Module Fault Bad Insulation
LC 4G 1 Panel 6 GT Substation Fault Bad Insulation
LC 4G 1 Panel 6 CCG Monitoring Panel Fault Bad Insulation
LC 4G 1 Panel 6 Fwd ER Lighting Fault Short Circuit
LC 4G 1 Panel 6 Fwd ER Lighting Fault Bad Insulation

375

Load Shedding Reset at LC is described in the Chapter 4. The described faults are related to the following equipment. FAULT LC 4G 2 Fault Short Circuit LC 4G 2 440V Load Shedding Control Voltage Failure LC 4G 2 Panel 1 Load Shedding Control Voltage Failure LC 4G 2 Panel 1 Test W&E Work Shop Fault Bad Insulation LC 4G 2 Panel 1 Distrib Box Valves Fault Bad Insulation LC 4G 2 Panel 1 Distrib Box Valves Fault Bad Insulation LC 4G 2 Panel 1 Stbd Torpedo Tubes Fault Bad Insulation LC 4G 2 Panel 1 Stbd Torpedo Tubes Fault Bad Insulation LC 4G 2 Panel 2 Control Unit Fault Bad Insulation LC 4G 2 Panel 2 Mask Air Compressor Fault Short Circuit LC 4G 2 Panel 2 Mask Air Compressor Fault Over Current LC 4G 2 Panel 2 Mask Air Compressor Fault Bad Insulation LC 4G 2 Panel 2 LP Air Compressor Fault Bad Insulation LC 4G 2 Panel 2 HP Air Compressor Fault Bad Insulation LC 4G 2 Panel 2 Test W&E Work Shop Fault Bad Insulation LC 4G 2 Panel 2 AWM Air Compressor Fault Bad Insulation LC 4G 2 Panel 2 Turning Motor Cross GB Fault Short Circuit LC 4G 2 Panel 2 Turning Motor Cross GB Fault Over Current LC 4G 2 Panel 2 Turning Motor Cross GB Fault Bad Insulation LC 4G 2 Panel 2 LO Purifier Fault Short Circuit LC 4G 2 Panel 2 LO Purifier Fault Over Current LC 4G 2 Panel 2 LO Purifier Fault Bad Insulation LC 4G 2 Panel 2 Ras Capstan Motor Fault Short Circuit LC 4G 2 Panel 2 Ras Capstan Motor Fault Over Current LC 4G 2 Panel 2 Ras Capstan Motor Fault Bad Insulation LC 4G 2 Panel 2 FO Booster Pump 2 Fault Short Circuit LC 4G 2 Panel 2 FO Booster Pump 2 Fault Over Current LC 4G 2 Panel 2 FO Booster Pump 2 Fault Bad Insulation LC 4G 2 Panel 2 Sea Water Pump Fault Short Circuit LC 4G 2 Panel 2 Sea Water Pump Fault Over Current LC 4G 2 Panel 2 Sea Water Pump Fault Bad Insulation LC 4G 2 Panel 2 Vent Module 2G Fault Short Circuit LC 4G 2 Panel 2 Vent Module 2G Fault Over Current LC 4G 2 Panel 2 Vent Module 2G Fault Bad Insulation LC 4G 2 Panel 2 Double Grinding Machine Fault Bad Insulation LC 4G 2 Panel 3 Degaussing Cabinet Fault Bad Insulation LC 4G 2 Panel 4 Fire Pump 6 Fault Short Circuit LC 4G 2 Panel 4 Fire Pump 6 Fault Over Current LC 4G 2 Panel 4 Fire Pump 6 Fault Bad Insulation LC 4G 2 Panel 4 Boat Crane Motor Fault Short Circuit LC 4G 2 Panel 4 Boat Crane Motor Fault Over Current LC 4G 2 Panel 4 Boat Crane Motor Fault Bad Insulation LC 4G 2 Panel 4 Hot Water Gen Fault Short Circuit LC 4G 2 Panel 4 Hot Water Gen Fault Over Current LC 4G 2 Panel 4 Hot Water Gen Fault Bad Insulation LC 4G 2 Panel 4 Fin Stab Hydr Pump Fault Short Circuit LC 4G 2 Panel 4 Fin Stab Hydr Pump Fault Over Current LC 4G 2 Panel 4 Fin Stab Hydr Pump Fault Bad Insulation LC 4G 2 Panel 4 FO Transfere Pump 1 Fault Short Circuit LC 4G 2 Panel 4 FO Transfere Pump 1 Fault Over Current LC 4G 2 Panel 4 FO Transfere Pump 1 Fault Bad Insulation LC 4G 2 Panel 4 Rectifier & Charging Unit Fault Short Circuit LC 4G 2 Panel 5 Substation DCS 3 Fault Bad Insulation LC 4G 2 Panel 5 GT Fuel Flow Transmit Fault Bad Insulation LC 4G 2 Panel 5 Alarm Switch Box Fault Bad Insulation LC 4G 2 Panel 5 Degaus Cabinet Fault Bad Insulation LC 4G 2 Panel 5 HalonBox GT Room Fault Short Circuit LC 4G 2 Panel 5 HalonBox GT Room Fault Bad Insulation LC 4G 2 Panel 5 GT Room Release Box Halon Fault Short Circuit LC 4G 2 Panel 5 GT Room Release Box Halon Fault Bad Insulation 376 . C&M displays E300 and E302 show alarm signals when this failure occurs.4. Non-vital consumers are not switched off and therefore the load does not fall. Mechanism stops. Circuit Breaker trips without time delay. Alarm is invoked. paragraph 6.ANZAC Ship Model.11. Mechanism stops.16. C&M display E300 shows alarm signal. FAULT RESULT of the FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked.  Alarm is invoked.4. Gsec Page LC 4G2 10. Indicating lamp lights up on the respective MSB panel. Trainee Manual Chapter 6. Circuit Breaker trips after a certain time delay. paragraph 9. LC 4G2 Description of the simulator display is given in the Chapter 4. Alarm is invoked. Faults Introduced by the Instructor. Indicating lamp lights up on the respective LC.

CB on converter SWBD and on E302 trips.6. 377 . paragraph 4. CB on converter SWBD and on E302 trips. alarm lights up.13. LC 3M Description of the simulator display is given in the Chapter 3. Faults Introduced by the Instructor.ANZAC Ship Model. paragraph 4.4 and Chapter 4. paragraph 4. Gsec Page LC 2D 10.4 and Chapter 4. alarm lights up. FAULT LC 2D 400Hz Fault Short Circuit LC 2D Fault Bad Insulation RESULT of the FAULT CB on converter SWBD and on E302 trips. Trainee Manual Chapter 6.6. alarm lights up. FAULT LC 3M 400Hz Fault Short Circuit LC 3M Fault Bad Insulation RESULT of the FAULT CB on converter SWBD and on E302 trips.12. LC 2D Description of the simulator display is given in the Chapter 3. alarm lights up. 10. paragraph 4.

Fsec Page Fire Pump 5 and Diving Air Comp Starter Boxes 11.6. Description of the simulator display is given in the Chapter 2. 378 . Toxic Gas alarm is activated. PUMP MOTOR M1 FAILURE indicator lights up. 11. 11. Compressor stops. Pump stops. Trainee Manual Chapter 6. Faults Introduced by the Instructor.1.2. Fire Pump 5 and Diving Air Comp Starter Boxes Description of the simulator display is given in the Chapter 2. System Alarm indicator lights up on the LOP. paragraph 10. Toxic Gas alarm is activated. after actuation of the Vacuum Collection Units meter. paragraph 14.ANZAC Ship Model. High Pressure Alarm indicator lights up on the LOP. paragraph 6. HIGH LEVEL FAILURE indicator lights up in 60 sec. High Temperature Alarm indicator lights up on the LOP.4. FAULT Vacuum Failure FWD SWT Low Salinity FWD SWT Orifice Plate fouling FWD SWT High Temperature FWD SWT Surge Tank V1 High Level FWD Motor M1 Overload FWD High Level Vacuum Collection Units FWD RESULT of the FAULT VACUUM FAILURE indicator lights up if the circulation pump runs continuously for >15 min. SWT High Level indicator lights up on the LOP. Fsec Page FAULT 3F Hydrogen Sulfide Concentration > 10 ppm 3F Hydrogen Sulfide Concentration > 15 ppm 3F CH4 Medium Concentration 3F CH4 High Concentration RESULT of the FAULT Toxic Gas alarm is activated.. After 3 min the indicator lights down and alarm goes away automatically. Sewage Treatment System Description of the simulator display is given in the Chapter 2. FAULT Diving Air Compressor 1 Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP.3. FAULT Fire Pump 5 Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Toxic Gas alarm is activated.

The described faults are related to the following equipment.ANZAC Ship Model. Circuit Breaker trips after a certain time delay. Faults Introduced by the Instructor. paragraph 6. FAULT RESULT of the FAULT MSB ACB Spring Charge Motor Fault Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked. Trainee Manual Chapter 6. Alarm is invoked. C&M display E300 shows alarm signal. Indicating lamp lights up on the respective MSB panel. Alarm is invoked. Mechanism stops. FMSB Description of the simulator display is given in the Chapter 4. Circuit Breaker trips without time delay. Fsec Page FMSB 11.3. FAULT DG 2 ACB Spring Charge Motor Fault DG 2 Excitation Fault DG 2 Voltage Regulator Failure DG 2 Speed Regulator Failure Shore 2 ACB Spring Charge Motor Fault LC 2E Normal Feeding MSB ACB Spring Charge Motor Fault Fwd Water Chiller Fault Short Circuit Fwd Water Chiller Fault Over Current Fwd Water Chiller Fault Bad Insulation Fwd Water Chiller ACB Spring Charge Motor Fault LC 3L Alternative Feeding MSB ACB Spring Charge Motor Fault LC 4G 1 Normal Feeding MSB ACB Spring Charge Motor Fault LC 3K Alternative Feeding MSB ACB Spring Charge Motor Fault LC 01F Normal Feeding MSB ACB Spring Charge Motor Fault LC 4G 2 Normal Feeding MSB ACB Spring Charge Motor Fault LC 3F Normal Feeding MSB ACB Spring Charge Motor Fault LC 4H 2 Alternative Feeding MSB ACB Spring Charge Motor Fault 379 .2.  Alarm is invoked. Mechanism stops. The ACB should be operated manually when this failure occurs.

Faults Introduced by the Instructor. The ACB should be operated manually when this failure occurs. No voltage after starting diesel engine. FAULT Fwd Bus Coupler ACB Spring Charge Motor Fault Fwd Bus Tie ACB Spring Charge Motor Fault RESULT of the FAULT Alarm is invoked. No voltage after starting diesel engine. FAULT Converter Swdb 1 Short Circuit  RESULT of the FAULT The ACB trips without time delay. Trainee Manual Chapter 6. Fwd BUS TIE & COUPLER Description of the simulator display is given in the Chapter 4.2. paragraph 6. 380 . Alarm lights up on E302.4. The ACB should be operated manually when this failure occurs. paragraph 4. 11. FAULT DG 1 ACB Spring Charge Motor Fault DG 1 Speed Regulator Failure DG 1 Excitation Fault DG 1 Voltage Regulator Failure Shore 1 ACB Spring Charge Motor Fault RESULT of the FAULT Alarm is invoked. paragraph 4.2.6. paragraph 4. Engine speed is not automatically adjusted when frequency drops. Converter Swbd 1 Description of the simulator display is given in the Chapter 4. 11. The ACB should be operated manually when this failure occurs.4. The ACB should be operated manually when this failure occurs. 11. Voltage does not adjust automatically after drops. AGE2 Shore2 Description of the simulator display is given in the Chapter 4. Not possible to manually control voltage.6. Alarm is invoked. FAULT DG 2 ACB Spring Charge Motor Fault DG 2 Excitation Fault DG 2 Voltage Regulator Failure DG 2 Speed Regulator Failure Shore 2 ACB Spring Charge Motor Fault RESULT of the FAULT Alarm is invoked. The ACB should be operated manually when this failure occurs.2. Engine speed is not automatically adjusted when frequency drops. The ACB should be operated manually when this failure occurs. Fsec Page AGE2 Shore2 11.7. Alarm is invoked.ANZAC Ship Model.3. AGE1 Shore1 Description of the simulator display is given in the Chapter 4.5. Direct result of engine speed Alarm is invoked.4.

Voltage measurement on the display SHORE CABLE TESTING page shows actual voltage <440 V. All CONNECTION C VOLTAGE AVAILABLE indicator lamp(s) is not illuminated. Indicator PHASE-SEQUENCE rotates counterclockwise. One of three indicators CONNECTION A VOLTAGE AVAILABLE will be not illuminated. Faults Introduced by the Instructor. Fsec Page FWD Shore Connection Box 11. The same explanation refers to the faults introduced for Portside connection box.ANZAC Ship Model. Test insulation on the display SHORE CABLE TESTING page by the megometer. Indicator PHASE-SEQUENCE rotates counterclockwise. Trainee Manual Chapter 6. paragraph 4. FAULT Fwd Port Shore Plug A Fault Voltage Low Fwd Port Shore Plug B Fault Voltage Low Fwd Port Shore Plug C Fault Voltage Low Fwd Port Shore Plug A Fault Phase Break Fwd Port Shore Plug B Fault Phase Break Fwd Port Shore Plug C Fault Phase Break Fwd Port Shore Plug A Fault Wrong Phase Sequence Fwd Port Shore Plug B Fault Wrong Phase Sequence Fwd Port Shore Plug C Fault Wrong Phase Sequence FAULT Fwd Port Shore Plug A Fault Bad Insulation Between Phase Fwd Port Shore Plug B Fault Bad Insulation Between Phase Fwd Port Shore Plug C Fault Bad Insulation Between Phase Fwd Port Shore Plug A Fault Bad Insulation Phase with Earth Fwd Port Shore Plug B Fault Bad Insulation Phase with Earth Fwd Port Shore Plug C Fault Bad Insulation Phase with Earth 381 .8. Voltage measurement on the display SHORE CABLE TESTING page shows actual voltage <440 V. FWD Shore Connection Box Description of the simulator display is given in the Chapter 4. One of three indicators CONNECTION B VOLTAGE AVAILABLE will be not illuminated One of three indicators CONNECTION C VOLTAGE AVAILABLE will be not illuminated Indicator PHASE-SEQUENCE rotates counterclockwise. Test insulation on the display SHORE CABLE TESTING page by the megometer. FAULT Fwd Stbd Shore Plug A Fault Voltage Low Fwd Stbd Shore Plug B Fault Voltage Low Fwd Stbd Shore Plug C Fault Voltage Low Fwd Stbd Shore Plug A Fault Phase Break Fwd Stbd Shore Plug B Fault Phase Break Fwd Stbd Shore Plug C Fault Phase Break Fwd Stbd Shore Plug A Fault Wrong Phase Sequence Fwd Stbd Shore Plug B Fault Wrong Phase Sequence Fwd Stbd Shore Plug C Fault Wrong Phase Sequence Fwd Stbd Shore Plug A Fault Bad Insulation Between Phase Fwd Stbd Shore Plug B Fault Bad Insulation Between Phase Fwd Stbd Shore Plug C Fault Bad Insulation Between Phase Fwd Stbd Shore Plug A Fault Bad Insulation Phase with Earth Fwd Stbd Shore Plug B Fault Bad Insulation Phase with Earth Fwd Stbd Shore Plug C Fault Bad Insulation Phase with Earth RESULT of the FAULT All CONNECTION A VOLTAGE AVAILABLE indicator lamp(s) is not illuminated.4. Test insulation on the display SHORE CABLE TESTING page by the megometer. Test insulation on the display SHORE CABLE TESTING page by the megometer. Voltage measurement on the display SHORE CABLE TESTING page shows actual voltage <440 V. Test insulation on the display SHORE CABLE TESTING page by the megometer. All CONNECTION B VOLTAGE AVAILABLE indicator lamp(s) is not illuminated. Test insulation on the display SHORE CABLE TESTING page by the megometer.

Aux cooling water pressure low on COOLANT gauge. COOLANT gauge shows drop of pressure. paragraph 4. AGE will shut down LUB. Load shed if no other generators are available to start in automatic. COOLANT gauge shows drop of pressure. then lube oil and coolant water temperature rise. Fsec Page AGE1 LOP 11. AGE will shut down.ANZAC Ship Model. AGE2 LOP Description of the simulator display is given in the Chapter 4.1.1. Trainee Manual Chapter 6. FAULT DG 2 Seawater Leakage DG 2 Fuel Leakage DG 2 Fresh Water Leakage DG 2 LO Cooler Fouling DG 2 LO Pump Breakdown DG 2 LO Pump Wear DG 2 FW Pump Wear DG 2 Failure DG 2 Sea Chest Fouling RESULT of the FAULT RAW WATER gauge shows drop of pressure. then temperature rise. LUB OIL OUT gauge shopws rise of LO temperature. Rising AGE coolant temperature 382 .OIL gauge shows drop of pressure. FUEL OIL gauge shows drop of FO pressure. Aux cooling water pressure low on COOLANT gauge. AGE1 LOP Description of the simulator display is given in the Chapter 4.10. Faults Introduced by the Instructor. Loss of local and C+M pressure. load shed will occur. Alarms are indicated also on C+M display E312. In semi or local control. Rising AGE coolant temperature DG 1 Sea Chest Fouling 11.  Generator failure indicated and engine shuts down. then lube oil and coolant water temperature rise. then temperature rise. FUEL OIL gauge shows drop of FO pressure.9. Alarms are indicated on C+M display E322. load shed will occur. LUB OIL OUT gauge shopws rise of LO temperature. LUB.OIL gauge shows drop of pressure. FAULT DG 1 Seawater Leakage DG 1 Fuel Leakage DG 1 Fresh Water Leakage DG 1 LO Cooler Fouling DG 1 LO Pump Breakdown DG 1 LO Pump Wear DG 1 FW Pump Wear DG 1 Failure RESULT of the FAULT RAW WATER gauge shows drop of pressure. Load shed if no other generators are available to start in automatic. Loss of local and C+M pressure. In semi or local control.  Generator failure indicated and engine shuts down. paragraph 4.

  Alarm is invoked. Circuit Breaker trips after a certain time delay. The described faults are related to the following equipment. paragraph 6. Faults Introduced by the Instructor. Load Shedding Reset at LC is described in the Chapter 4.11. Indicating lamp lights up on the respective LC. paragraph 9.21. LC 01F (II) Panel 1 Load Shedding Control Voltage Failure LC 01F (II) Panel 2 Load Shedding Control Voltage Failure LC 01F (II) Panel 3 Load Shedding Control Voltage Failure LC 2E (II) Panel 1 Load Shedding Control Voltage Failure LC 01F (II) Panel 1 Switchboard FE07 Fault Bad Insulation LC 01F (II) Panel 2 Analisis Cabinet Fault Bad Insulation LC 01F (II) Panel 2 Switchboard FE08 Fault Bad Insulation LC 01F (II) Panel 2 Primery Fire Control Panel Fault Bad Insulation LC 01F (II) Panel 3 Switchboard FE04 Fault Bad Insulation LC 2E (II) Panel 1 Secondary Fire Control Panel Fault Bad Insulation LC 2E (II) Panel 2 Distrib Box Valves Fault Bad Insulation LC 2E (II) Panel 1 Switchboard FE09 Fault Bad Insulation 383 . Alarm is invoked. LC 01F(II) 2E(II) Description of the simulator display is given in the Chapter 4. FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation RESULT of the FAULT Alarm is invoked. C&M display E300 shows alarm signal. Non-vital consumers are not switched off and therefore the load does not fall.4.ANZAC Ship Model.4. Trainee Manual Chapter 6. Alarm is invoked. C&M displays E300 and E302 show alarm signals when this failure occurs. Fsec Page LC 01F(II) 2E(II) 11. Mechanism stops. Indicating lamp lights up on the respective MSB panel. Circuit Breaker trips without time delay. Mechanism stops.

C&M display E300 shows alarm signal. paragraph 9.12. Mechanism stops. Alarm is invoked. Trainee Manual Chapter 6.20. Indicating lamp lights up on the respective LC. The described faults are related to the following equipment. LC 01F Fault Short Circuit LC 01F 440V Load Shedding Control Voltage Failure LC 01F (I) Panel 1 Switchboard FE04 Fault Bad Insulation LC 01F (I) Panel 1 Switchboard FE07 Fault Bad Insulation LC 01F (I) Panel 4 Switchboard FE04 Fault Bad Insulation LC 01F (I) Panel 4 Switchboard FE08 Fault Bad Insulation LC 01F (I) Panel 1 Switchboard FE07 Fault Bad Insulation LC 01F (I) Panel 7 TI Power Panel Fault Bad Insulation LC 01F (I) Panel 7 Switchboard FE08 Fault Bad Insulation LC 01F (I) Panel 4 Rectifier & Charging Unit 1 Fault Short Circuit LC 01F (I) Panel 4 Rectifier & Charging Unit 2 Fault Short Circuit LC 01F (I) Panel 7 Bridge Lighting Fault Short Circuit LC 01F (I) Panel 7 Primery Fire Control Panel Fault Bad Insulation LC 01F 400Hz Fault Short Circuit LC 01F (I) Panel 3 FE 08 Fault Bad Insulation 384 . Non-vital consumers are not switched off and therefore the load does not fall. C&M displays E300 and E302 show alarm signals when this failure occurs. Circuit Breaker trips without time delay. Fsec Page LC 01F(I) 11. Alarm is invoked.4. Load Shedding Reset at LC is described in the Chapter 4. FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation RESULT of the FAULT Alarm is invoked. Mechanism stops. Faults Introduced by the Instructor.ANZAC Ship Model. Indicating lamp lights up on the respective MSB panel. paragraph 6. Circuit Breaker trips after a certain time delay.4. LC 01F(I) Description of the simulator display is given in the Chapter 4.  Alarm is invoked.

The described faults are related to the following equipment. FAULT RESULT of the FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked. C&M displays E300 and E302 show alarm signals when this failure occurs. Trainee Manual Chapter 6.  Alarm is invoked.4. Non-vital consumers are not switched off and therefore the load does not fall.4. Mechanism stops. paragraph 6. Alarm is invoked. Faults Introduced by the Instructor. paragraph 9. Circuit Breaker trips without time delay. Indicating lamp lights up on the respective MSB panel.22.ANZAC Ship Model. Indicating lamp lights up on the respective LC. Circuit Breaker trips after a certain time delay. Load Shedding Reset at LC is described in the Chapter 4. Mechanism stops. FAULT LC 3F Fault Short Circuit LC 3F 440V Load Shedding Control Voltage Failure LC 3D (I) Panel 2 Load Shedding Control Voltage Failure LC 3D (II) Panel 2 Load Shedding Control Voltage Failure LC 3F (I) Panel 1 LOP AGE DE1 Fault Bad Insulation LC 3F (I) Panel 1 Substation AGE1 Fault Bad Insulation LC 3F (I) Panel 1 Substation AGE2 Fault Bad Insulation LC 3F (I) Panel 1 LOP AGE DE2 Fault Bad Insulation LC 3F (I) Panel 1 Gas Commander Panel 1 Fault Short Circuit LC 3F (I) Panel 1 Control Gen1 Fault Bad Insulation LC 3F (I) Panel 1 Fire Alarm Control Panel A5 Fault Bad Insulation LC 3F (I) Panel 1 Halon Box Fwd Gen Fault Short Circuit LC 3F (I) Panel 1 Halon Box Fwd Gen Fault Bad Insulation LC 3F (I) Panel 1 Control Gen2 Fault Short Circuit LC 3F (I) Panel 1 Control Gen2 Fault Bad Insulation LC 3F (I) Panel 1 Converter 1 SWBD PLC Fault Short Circuit LC 3F (I) Panel 1 Converter 1 SWBD PLC Fault Bad Insulation LC 3F (I) Panel 3 Fire Pump 5 Fault Short Circuit LC 3F (I) Panel 3 Fire Pump 5 Fault Over Current LC 3F (I) Panel 3 Fire Pump 5 Fault Bad Insulation LC 3F (I) Panel 3 Fan Group 2F 1 Fault Bad Insulation LC 3F (I) Panel 3 Sewage Treatment Plant Fault Bad Insulation LC 3F (I) Panel 3 Sewage Collection Plant Fault Bad Insulation LC 3F (I) Panel 4 Fan Group 2F 2 Fault Bad Insulation LC 3F (I) Panel 4 Vent Module 3F Fault Bad Insulation LC 3F (I) Panel 4 Salvage Pump Motor Fault Bad Insulation LC 3F (I) Panel 4 Cooling Water Preheater 1 Fault Short Circuit LC 3F (I) Panel 4 Cooling Water Preheater 1 Fault Over Current LC 3F (I) Panel 4 Cooling Water Preheater 1 Fault Bad Insulation LC 3F (I) Panel 4 Cooling Water Preheater 2 Fault Short Circuit LC 3F (I) Panel 4 Cooling Water Preheater 2 Fault Over Current LC 3F (I) Panel 4 Cooling Water Preheater 2 Fault Bad Insulation LC 3F (I) Panel 4 Rectifier & Charging Unit Fault Short Circuit LC 3F (I) Panel 4 HW Circ Pump Fault Short Circuit LC 3F (I) Panel 4 HW Circ Pump Fault Over Current LC 3F (I) Panel 4 HW Circ Pump Fault Bad Insulation LC 3F (I) Panel 6 Waste Heat Circ Pump 1 Fault Short Circuit LC 3F (I) Panel 6 Waste Heat Circ Pump 1 Fault Over Current LC 3F (I) Panel 6 Waste Heat Circ Pump 1 Fault Bad Insulation LC 3F (I) Panel 6 Waste Heat Circ Pump 2 Fault Short Circuit LC 3F (I) Panel 6 Waste Heat Circ Pump 2 Fault Over Current LC 3F (I) Panel 6 Waste Heat Circ Pump 2 Fault Bad Insulation LC 3F (I) Panel 6 SW Pump FU Cool Fault Bad Insulation LC 3F (I) Panel 6 Air Compr Diving Fault Bad Insulation LC 3F (II) Panel 1 Heating Gen 1 Fault Short Circuit LC 3F (II) Panel 1 Heating Gen 1 Fault Bad Insulation LC 3F (II) Panel 1 Heating Gen 2 Fault Short Circuit LC 3F (II) Panel 1 Heating Gen 2 Fault Bad Insulation LC 3F (II) Panel 1 Lighting Capsule AGE 1 Fault Bad Insulation LC 3F (II) Panel 1 Lighting Capsule AGE 2 Fault Bad Insulation LC 3F (II) Panel 1 Distrib Box Valves Fault Bad Insulation LC 3F (II) Panel 1 Distrib Box Valves Fault Bad Insulation 385 . C&M display E300 shows alarm signal. Alarm is invoked. Fsec Page LC 01F(I) LC 3F Description of the simulator display is given in the Chapter 4.

After 3 min the indicator lights down and alarm goes away automatically. 3. Pump stops.1 Page Fire Pumps 1. DCS.1. 4 and Salvage Pump 1 Starter Boxes 12. FAULT Fire Pump 1 Motor Temperature Failure Fire Pump 2 Motor Temperature Failure Fire Pump 3 Motor Temperature Failure Fire Pump 4 Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP.3. DCS. paragraph 6.6. FAULT Salvage Pump 1 Motor Temperature Failure RESULT of the FAULT MOTOR TEMPERATURE FAILURE indicator lights up on the LOP. Description of the simulator display is given in the Chapter 2. Faults Introduced by the Instructor. 386 . 2. Pump stops. paragraph 11. Trainee Manual Chapter 6. After 3 min the indicator lights down and alarm goes away automatically. 3.1 Page 12.ANZAC Ship Model. Fire Pumps 1. 2. 4 and Salvage Pump 1 Starter Boxes Description of the simulator display is given in the Chapter 2.

1 Page LC 2E(I) 12. paragraph 9.2.17.  Alarm is invoked.4.4. paragraph 6. FAULT LC 2E Fault Short Circuit LC 2E 440V Load Shedding Control Voltage Failure LC 2E (I) Panel 2 Load Shedding Control Voltage Failure LC 2E (I) Panel 6 Load Shedding Control Voltage Failure LC 2E (I) Panel 1 Bridge Control Console Fault Bad Insulation LC 2E (I) Panel 1 Bridge Control Substation Fault Bad Insulation LC 2E (I) Panel 1 Stbd Emcy Telegraph Fault Short Circuit LC 2E (I) Panel 1 Stbd Emcy Telegraph Fault Bad Insulation LC 2E (I) Panel 1 Auto Steering Unit Fault Short Circuit LC 2E (I) Panel 1 Auto Steering Unit Fault Over Current LC 2E (I) Panel 1 Auto Steering Unit Fault Bad Insulation LC 2E (I) Panel 3 Food Lift Fault Bad Insulation LC 2E (I) Panel 3 Ext Nav LightsTrafo Fault Bad Insulation LC 2E (I) Panel 3 Fog Horn Fault Bad Insulation LC 2E (I) Panel 3 Vent Module 1E Fault Bad Insulation LC 2E (I) Panel 5 Toaster Fault Bad Insulation LC 2E (I) Panel 5 Gun EP1 Emcy Fault Bad Insulation LC 2E (I) Panel 5 Ward Room Satellite Board Fault Bad Insulation LC 2E (I) Panel 5 Rectifier & Charging Unit 1 Fault Short Circuit LC 2E (I) Panel 5 Rectifier & Charging Unit 7 Fault Short Circuit LC 2E (I) Panel 5 Warming Cabinet Fault Short Circuit LC 2E (I) Panel 5 Warming Cabinet Fault Over Current LC 2E (I) Panel 5 Warming Cabinet Fault Bad Insulation LC 2E (I) Panel 7 Lighting Fault Bad Insulation LC 2E (I) Panel 7 Port Engine Order Telegraph Fault Short Circuit LC 2E (I) Panel 7 Port Engine Order Telegraph Fault Bad Insulation LC 2E (I) Panel 7 Stbd Engine Order Telegraph Fault Short Circuit LC 2E (I) Panel 7 Stbd Engine Order Telegraph Fault Bad Insulation LC 2E (I) Panel 7 Port Emcy Telegraph Fault Short Circuit LC 2E (I) Panel 7 Port Emcy Telegraph Fault Bad Insulation 387 . Alarm is invoked. DCS. The described faults are related to the following equipment. Circuit Breaker trips without time delay. Non-vital consumers are not switched off and therefore the load does not fall. C&M display E300 shows alarm signal. Mechanism stops. Faults Introduced by the Instructor. Alarm is invoked.ANZAC Ship Model. Load Shedding Reset at LC is described in the Chapter 4. Indicating lamp lights up on the respective LC. Circuit Breaker trips after a certain time delay. Mechanism stops. Indicating lamp lights up on the respective MSB panel. Trainee Manual Chapter 6. C&M displays E300 and E302 show alarm signals when this failure occurs. FAULT RESULT of the FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked. LC 2E(I) Description of the simulator display is given in the Chapter 4.

Module 3D Fault Bad Insulation LC 3D (I) Panel 4 Fan Group 2D Fault Bad Insulation LC 3D (I) Panel 5 Damage Console DCP1 Fault Bad Insulation LC 3D (I) Panel 5 Switchboard FE01 Fault Bad Insulation LC 3D (I) Panel 5 Switchboard FE12 Fault Bad Insulation LC 3D (I) Panel 5 Damage Control Substation Fault Bad Insulation LC 3D (I) Panel 5 Switchboard FE01 Fault Bad Insulation LC 3D (II) Panel 1 Switchboard FE12 Fault Bad Insulation LC 3D (II) Panel 1 Distrib. paragraph 6. DCS. Mechanism stops.18. Circuit Breaker trips after a certain time delay. Box Valves Fault Bad Insulation LC 3D (II) Panel 1 Control Panel Fault Bad Insulation LC 3D (II) Panel 1 Fog Bell Fault Bad Insulation 388 . Non-vital consumers are not switched off and therefore the load does not fall.4. Alarm is invoked.1 Page LC 3D 12. C&M display E300 shows alarm signal. LC 3D Description of the simulator display is given in the Chapter 4. FAULT LC 3D Fault Short Circuit LC 3D 440V Load Shedding Control Voltage Failure LC 3D (I) Panel 1 Load Shedding Control Voltage Failure LC 3D (I) Panel 1 C. Alarm is invoked. paragraph 9. Load Shedding Reset at LC is described in the Chapter 4.ANZAC Ship Model.T. FAULT RESULT of the FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked. Indicating lamp lights up on the respective MSB panel. The described faults are related to the following equipment. Faults Introduced by the Instructor.E Load Shedding Control Voltage Failure LC 3D (II) Panel 1 Load Shedding Control Voltage Failure LC 3D (I) Panel 2 Rectifier & Charging Unit 1 Fault Short Circuit LC 3D (I) Panel 2 Switchboard FE01 Fault Bad Insulation LC 3D (I) Panel 2 Anchor Capstan Motor S Fault Bad Insulation LC 3D (I) Panel 4 Fire Pump 1 Fault Short Circuit LC 3D (I) Panel 4 Fire Pump 1 Fault Over Current LC 3D (I) Panel 4 Fire Pump 1 Fault Bad Insulation LC 3D (I) Panel 4 Fire Pump 2 Fault Short Circuit LC 3D (I) Panel 4 Fire Pump 2 Fault Over Current LC 3D (I) Panel 4 Fire Pump 2 Fault Bad Insulation LC 3D (I) Panel 4 Fire Pump 3 Fault Short Circuit LC 3D (I) Panel 4 Fire Pump 3 Fault Over Current LC 3D (I) Panel 4 Fire Pump 3 Fault Bad Insulation LC 3D (I) Panel 4 Switchboard FE12 Fault Bad Insulation LC 3D (I) Panel 4 Anchor Capstan Motor P Fault Bad Insulation LC 3D (I) Panel 4 Motor Salvage Pump Fault Bad Insulation LC 3D (I) Panel 4 Vent. Circuit Breaker trips without time delay.3. Trainee Manual Chapter 6. Box Valves Fault Bad Insulation LC 3D (II) Panel 1 Distrib. Indicating lamp lights up on the respective LC. C&M displays E300 and E302 show alarm signals when this failure occurs.4.  Alarm is invoked. Mechanism stops.

Alarm is invoked. Non-vital consumers are not switched off and therefore the load does not fall.4.4. Alarm is invoked. The described faults are related to the following equipment.1 Page LC 3E 12. Mechanism stops. Faults Introduced by the Instructor. Indicating lamp lights up on the respective LC.ANZAC Ship Model. LC 3E Description of the simulator display is given in the Chapter 4.  Alarm is invoked.19. paragraph 9. Circuit Breaker trips without time delay. FAULT RESULT of the FAULT Load Shedding Control Voltage Failure Fault Short Circuit Fault Over Current Fault Bad Insulation Alarm is invoked. C&M display E300 shows alarm signal. FAULT LC 3E Fault Short Circuit LC 3E 440V Load Shedding Control Voltage Failure LC 3E (I) Panel 1 Load Shedding Control Voltage Failure LC 3E (II) Panel 2 Load Shedding Control Voltage Failure LC 3E (I) Panel 1 Fire Pump 4 Fault Short Circuit LC 3E (I) Panel 1 Fire Pump 4 Fault Over Current LC 3E (I) Panel 1 Fire Pump 4 Fault Bad Insulation LC 3E (I) Panel 1 Vent Module 3E Fault Bad Insulation LC 3E (I) Panel 1 Warming Cabinet Fault Short Circuit LC 3E (I) Panel 1 Warming Cabinet Fault Over Current LC 3E (I) Panel 1 Warming Cabinet Fault Bad Insulation LC 3E (II) Panel 1 Lighting Fault Bad Insulation 389 . Trainee Manual Chapter 6. Circuit Breaker trips after a certain time delay. paragraph 6. C&M displays E300 and E302 show alarm signals when this failure occurs.4. Load Shedding Reset at LC is described in the Chapter 4. Mechanism stops. Indicating lamp lights up on the respective MSB panel. DCS.