199661225-KongsBerg Maskinrumssimulator PDF

Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
Engine Room Simulator

ERS-L11 MAN B&W-5L90MC-VLCC
Version MC90-III
Users Manual
Department/Author:
Approved by:
Arild Hermansen (s)
Harald Kluken (s)
2005 Kongsberg Maritime AS

All rights reserved
No part of this work covered by the copyright
hereon may be reproduced or otherwise copied
without prior permission from
Kongsberg Maritime AS
ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
DOCUMENT STATUS
Issue No.
SO-0622-A
SO-0622-B
SO-0622-C
SO-0622-D
SO-0622-D1
SO-0622-E
SO-0622-F
SO-0622-G
Date/Year
11-Mar-97
15-Jul-97
4-May-99
3-May-00
24-Sep-02
28-Jan-03
24-Mar-03
10-Jun-03
Inc. by
VBJ/beba
AHE/beba
AHE/beba
AHE/BEBA
HK/beba
AHE/beba
AHE/beba
AHE/beba
Issue No.
H
H1
Date/Year
4-Oct-04
2-May-05
Inc. by
HD/beba
AHE/beba
CHANGES IN DOCUMENT
Issue
No.
A
ECO
No.
MP-1098
MP-1287
MP-1347
D1
E
MP-1438
MP-1450
MP-1452
MP-1516
H1
Paragraph
No.
Paragraph Heading/
Description of Change
First issue
Supercedes Doc.no.TSO-0001-A/01-Jun-96
Chapter 4: Upgraded PowerChief & Steam
Plant
Chapter 5: Upgraded pictures.
All
General updating and correction of text.
Added new chapter of Inert Gas Plant.
Major changes in chapter 4 & 5.
New layout in document. Changes in
chapter 4 & 5 and Trip Codes. New pictures.
Minor changes in text and diagram ch.4.5.10
and 5.3.10
Minor changes in text 4.5.32 and 5.3.30.
Removed 5.3.22
Added start/stop of Fire pumps from Mimic
diagram 111, 4.5.24 and 5.3.45
4.5.23 and 5.3.26 (steering Gear) is new
All
Changed logo, company name and title.
Added
new Added new chapters, 4.5.8, 4.5.29, 4.5.34,
chapters; 4.5.8, 4.5.46 to comply with release 3.9.
4.5.29, 4.5.34,
4.5.46
Added
Added ch. 4.5.39 Fresh Water Sanitary
ch.4.5.39
System.
Ch.
4.5.37, Manual updated to comply with release
5.3.32, 4.5.4 & 3.10.
5.3.6
All
Upgraded to latest version. Reorganised
User Manual, removed ch. 1, 2 & 3.
1.3.47.1
Removed 2.7-2.10 under CO2 Alarm.
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
TABLE OF CONTENTS
SECTION .................................................................................PAGE
1
1.1
1.1.1
1.2
1.2.1
1.2.2
1.3
1.3.1
1.3.2
1.3.3
1.3.4
1.3.5
1.3.6
1.3.7
1.3.8
1.3.9
1.3.10
1.3.11
1.3.12
1.3.13
1.3.14
1.3.15
1.3.16
1.3.17
1.3.18
1.3.19
1.3.20
1.3.21
1.3.22
1.3.23
1.3.24
1.3.25
1.3.26
1.3.27
1.3.28
1.3.29
1.3.30
1.3.31
1.3.32
1.3.33
ii
FUNCTIONAL DESCRIPTION ............................................... 1-1

Introduction ................................................................ 1-1
Main Engine Data ......................................................... 1-3
Engine Control Room (ECR) ........................................... 1-4
ME Remote Control (AutoChief) ...................................... 1-4
Main Switchboard (HW, if present).................................1-38
Engine Room Systems..................................................1-49
General Information ....................................................1-49
Shore Power ...............................................................1-50
Sea Water System.......................................................1-52
Fresh Water System ....................................................1-54
Start Air and Air Compressors .......................................1-56
Diesel Engine Driven Generator no. 1 and 2 ....................1-58
Electric Power Plant .....................................................1-60
Synchroscope Panel .....................................................1-64
Electrical Consumers....................................................1-66
Steam Generation Plant................................................1-70
Boiler Combustion .......................................................1-72
Oil Fired Boiler ............................................................1-78
Steam Condenser ........................................................1-80
Steam Generator.........................................................1-82
Fuel Oil Service Tanks ..................................................1-84
Fuel Oil Settling Tanks .................................................1-86
Fuel Oil Transfer System ..............................................1-88
HFO Separator System.................................................1-90
DO Purifier System ......................................................1-94
LO Purifier System.......................................................1-96
Stern Tube System ......................................................1-98
Propeller Servo Oil System ...........................................1-99
Ship Propulsion System .............................................. 1-100
Steering Gear System ................................................ 1-102
Ship Course Control ................................................... 1-104
Main Engine Lubricate Oil System ................................ 1-106
ME Bearing System.................................................... 1-108
Fuel Oil System ......................................................... 1-109
ME Fuel Oil High Pressure System................................ 1-112
Main Engine Turbocharger System ............................... 1-114
ME Control System .................................................... 1-116
Main Engine Local Control........................................... 1-121
ME Cylinder no. 1 - no. 5............................................ 1-122
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.3.34
1.3.35
1.3.36
1.3.37
1.3.38
1.3.39
1.3.40
1.3.41
1.3.42
1.3.43
1.3.44
1.3.45
1.3.46
1.3.47
1.3.48
Piston Ring Monitor ................................................... 1-123

Exhaust Boiler .......................................................... 1-124
Shaft Generator/Motor ............................................... 1-126
Waste Heat Recovery System ..................................... 1-128
Fresh Water Generator............................................... 1-129
Fresh Water Sanitary System...................................... 1-130
Bilge Wells ............................................................... 1-132
Bilge Separator ......................................................... 1-134
Ship Load................................................................. 1-136
Turbo Generator ....................................................... 1-138
Inert Gas Plant ......................................................... 1-140
Cargo Turbines ......................................................... 1-142
Refrigeration ............................................................ 1-144
Remote Emergency Operating Panel ............................ 1-146
Cylinder Indications ................................................... 1-148
2
2.1
2.1.1
2.1.2
2.1.3
2.1.4
2.1.5
2.1.6
2.1.7
2.1.8
2.1.9
2.1.10
2.1.11
2.1.12
2.1.13
2.1.14
2.1.15
2.1.16
2.1.17
2.1.18
2.1.19
2.1.20
2.1.21
2.1.22
2.1.23
2.1.24
2.1.25
2.1.26
2.1.27
GENERAL INFORMATION ...................................................2-1

Operation of the Propulsion Plant Trainer ..........................2-1
Shore Power.................................................................2-3
Emergency Generator ....................................................2-5
Sea Water System.........................................................2-7
Start Air and Air Compressor ........................................ 2-11
Diesel Generator no. 1 and 2 ........................................ 2-15
ME Freshwater System................................................. 2-29
Electric Power Plant ..................................................... 2-33
Electrical Consumers ................................................... 2-35
Steam Generation Plant ............................................... 2-37
Boiler Combustion ....................................................... 2-39
Oil Fired Boiler ............................................................ 2-43
Steam Condenser........................................................ 2-45
Steam Generator ........................................................ 2-47
Fuel Oil Service Tanks.................................................. 2-49
Fuel Oil Settling Tanks ................................................. 2-51
Fuel Oil Transfer System .............................................. 2-53
HFO Purifier System .................................................... 2-57
DO Purifier System ...................................................... 2-59
Lub Oil Purifier System................................................. 2-63
Stern Tube System...................................................... 2-67
Propeller Servo LO System ........................................... 2-69
Main Engine Lubrication Oil System ............................... 2-71
Main Engine Bearing System......................................... 2-73
Main Engine Fuel Oil System ......................................... 2-75
Main Engine Turbocharger System ................................. 2-79
Steering Gear System.................................................. 2-81
Main Engine Control System ......................................... 2-83
iii
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
2.1.28
2.1.29
2.1.30
2.1.31
2.1.32
2.1.33
2.1.34
2.1.35
2.1.36
2.1.37
2.1.38
2.1.39
2.1.40
2.1.41
2.1.42
2.1.43
2.1.44
2.1.45
2.1.46
2.1.47
2.1.48
2.1.49
2.1.50
2.1.51
2.1.52
ME Local Control .........................................................2-87

Main Engine Cylinder No 1-5 .........................................2-89
Exhaust Boiler.............................................................2-91
Shaft Generator/Motor .................................................2-93
Waste Heat Recovery System........................................2-97
Fresh Water Generator .................................................2-99
Bilge Wells ............................................................... 2-101
Bilge Separator ......................................................... 2-103
Ship Load ................................................................. 2-105
Turbo Generator........................................................ 2-107
Inert Gas Plant.......................................................... 2-111
Cargo Turbines ......................................................... 2-113
Refrigeration System ................................................. 2-115
Power Chief/Gen. Control ........................................... 2-117
Power Chief/Pump/Comp. Control ................................ 2-123
Auto Chief/Indicator Panel .......................................... 2-125
Auto Chief Control Panel............................................. 2-127
Main Engine Bridge Control ......................................... 2-133
Ship Course Control ................................................... 2-135
Cylinder Indication Press/Angle ................................... 2-137
Cylinder Indication Press/Vol....................................... 2-139
Weak Spring diagram................................................. 2-141
Cylinder Indication Delta-Press/Angle ........................... 2-143
Pen Recorder ............................................................ 2-145
Description of Legends ............................................... 2-147
3
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
TRIP CODES - APPENDIX A ............................................... 3-1

Main Engine................................................................. 3-1
Diesel Generators ......................................................... 3-3
Turbo-Generator .......................................................... 3-4
Breakers ..................................................................... 3-4
Compressors................................................................ 3-5
Trip Codes for Refrigeration Compressors ........................ 3-6
Boiler.......................................................................... 3-6
Cargo Turbines ............................................................ 3-7
HFO Separators............................................................ 3-7
4
4.1
4.1.1
4.1.2
4.1.3
4.1.4
4.1.5
4.1.6
CONTROLLERS AND ACTUATORS - APPENDIX B ...................... 4-1

Control System ............................................................ 4-1
PID Controller .............................................................. 4-1
Controller Tuning.......................................................... 4-2
Actuator...................................................................... 4-3
Valve Dynamics ........................................................... 4-4
Hysteresis/Stiction........................................................ 4-4
Valve Characteristics..................................................... 4-6
APPENDIX C ALARM LIST ................................................ 5-1
iv
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
APPENDIX D MALFUNCTION LIST .......................................6-1
APPENDIX E VARIABLE LIST .............................................7-1
8
8.1
8.2
APPENDIX F OBSERVATION REPORT ...................................8-1

Introduction .................................................................8-1
Observation Report .......................................................8-2
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05

ERS-L11 MAN B&W 5L90MC-VLCC
Version MC90-III
USER'S MANUAL
Chapter 1
Functional Description
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
FUNCTIONAL DESCRIPTION
1.1
Introduction
Main Engine is a B&W 5L90 MC, 5 cylinder in-line, low speed, two stroke engine with
turbo-charging and scavenging air cooling. The main engine model (cylinder model) is a
comprehensive, semiempiric software program module where the result of the combustion
process is calculated. Important variables are:
-
mean indicated cylinder pressures

mean effective cylinder pressures
total shaft torque
exhaust temperatures
total heat to liners (FW)
total heat to pistons (LO)
total heat to bearings (LO)
engine speed
injected amount of fuel
fuel heat value/viscosity
scavenging air pressure
luboil inlet flow/temperature
fresh water inlet flow/temperature
mean liner metal temperature
The overall shaft torque is computed from the mean cylinder pressures. The torque balance
differential equation between the propeller torque and the shaft torque is then solved by
integration to give the engine RPM.
If the cooling water flow is reduced or cooling water pumps are stopped, the liner
temperatures will be very high. If the engine is operated without cylinder oil lubrication,
the mechanical friction between liner and piston increases, and the piston may finally
seizure in the liner.
Reduced lubrication oil flow to the piston (cooling) may result in piston seizure/damage.
Loss of sufficient oil flow to the bearings will finally result in damaged bearings.
Long operation at extreme high exhaust temperatures will cause damage to the exhaust
valves.
Stop of the main engine caused by physical damage on the engine is indicated by ME
damage.
over-over speed
piston seized
crank casing oil mist explosion
ruined bearing
engine room fire damage
exhaust valve damage
1-1
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
The speed of the engine is controlled by an electronic PI controller mounted on the engine.
The setpoint of the speed controller is normally set remotely by the AutoChief system, but
it can also be set by a speed knob on the local control panel if the control mode is in
LOCAL.
The remote control system, AutoChief, is described in a separate volume. It takes care of
the safety of the engine (slow down/shut down) and the start/stop functions.
Slow down action based on:
-
low
low
high
high
high
high
low
LO pressure
FW pressure
LO temperature
FW temperature
scav air temperature
bearing temperature
cylinder LO flow
Shut down action based on:

-
low-low LO pressure
high-high FW temperature
overspeed
The second half of this chapter comprises a functional description of the engine room
systems and related subsystems. The process diagrams with corresponding information
such as temperature, flow, pressure, setpoints, etc. are presented on the colour graphic
workstation. Additional diagrams and information giving insight to the simulated models
are available and can be addressed by using the functional keyboard.
The Process Diagrams presented have the following colour code for pipelines:
-
1-2
Light Blue:
Blue:
Dark Blue
Green:
Yellow:
Brown:
Dark brown
Orange:
Pink:
Black
Steam
High Temp Fresh Water
Low temp Fresh Water
Sea Water
Diesel Oil
Fuel Oil
Heavy Fuel Oil
Lube Oil
Gas
Passive
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
The Process Diagrams comprise abbreviations such as, T, G, P etc. meaning:

T:
G:
P:
N:
Q:
I:
F:
E:
V:
L:
X:
Z:
W:
C:
D:
H:
M:
R:
1.1.1
-
Temperature
Flow
Pressure
Speed
Force
Current
Frequency
Electrical Power
Valve/Voltage
Level
Position
Signal/Concentration
Viscosity
Constant
Density
Heat Transfer
Mass
Pump, Fan Status
Main Engine Data

Type
Cyl Bore
Piston Stroke
Number of Cylinders
Number of Air Coolers
Number of Turbo Chargers
Continuous Service Rating ME
Corresponding Engine Speed
Mean Indicated Pressure
Scavenge Air Pressure
Turbine Speed
Number of Prop. Blades
Propeller Pitch
Specific Fuel Oil Consumption
B&W 5L90 MC
900 mm
2900 mm
5
2
2
17.4 MW
74 rpm
13.0 Bar
2.1 Bar
8000 rpm
5
0.9 P/D
168 g/kwh
1-3
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2
Engine Control Room (ECR)
The functions and the design of the Control Room Console are based on Kongsberg
Maritimes broad experience with ship instrumentation and monitoring system.
The Control Room Console comprises the following sections:
-
ME remote control (AutoChief)

ME monitoring (DataChief)
Generators and Pumps/Compressors control
1.2.1
ME Remote Control (AutoChief)
The Main Engine Remote Control Console is based on Kongsberg Maritimes
AutoChief. This section includes:
-
1-4
Indicator Panel
ME Control Panel
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1 AutoChief - Indicator Panel

The AutoChief - Indicator Panel includes the following readings:
-
Fuel Consumption
Propeller Speed
Pitch Indicator
Shaft Power
Ship Speed
Ship Course
Rudder Position
Main Engine Smoke Indicator
Main Engine NOx indicator
Main Engine Exhaust Gas Temperature
Main Engine Fuel Oil Flow
Main Engine Scav. Air Temperature
Main Engine Scavenging. Air Pressure
Main Engine Turbocharger 1 Speed
Main Engine Turbocharger 2 Speed
Main Engine Lubricating Oil inlet Temperature
Main Engine Lubricating Oil inlet Pressure
Main Engine Cam Shaft Lubricating Oil Pressure
Main Engine LTFW Temperature
Main Engine HTFW Inlet Temperature
Main Engine HTFW Outlet Temperature
Main Engine LTFW Water Pressure
Main Engine HTFW Water Pressure
Main Engine Fuel Oil Pressure
Main Engine Fuel Oil Temperature
Fuel Oil Temperature inlet of the Heaters
Main Engine Fuel Oil Viscosity
Start Air Pressure
Service Air Pressure
Steam Generator Drum Level
Secondary Steam Pressure
Main Engine Air Flow
FO Temperature HFO Service Tank
ME SOx Indicator
1-5
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.1 AutoChief - ME Control Panel

The following commands are present at the AutoChief - ME Control Panel:
Commands
-
Throttle RPM/Pitch
Emergency Run/Stop
Responsibility Transfer
Control Mode
Main Engine Start/Stop/Slow turn
Status
-
1-6
Fuel Link Command

Control Mode Combi/Fixed Speed/ECO/Fixed Pitch
RPM Setpoint
Emergency Telegraph
Main Engine Slow Down
Main Engine Shut Down
Main Engine Fail Status
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.2 Description of AutoChief Functions

Main Engine can be controlled from different modes. These modes are as follows:
Combinator, Fixed Speed, Economy, Fixed Pitch and Shaft Generator mode.
In all modes both the rpm and pitch are controlled by the AutoChief. As illustrated in the
figure below, raw signals are given to both rpm and pitch controller from the lever.
Refer to flow sheet for pitch control figure 4.10.
Note that the Shaft Generator Mode is not valid for models with static frequence
converter.
Fig. 4 - 1
Flow sheet for rpm control
1-7
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
Fig. 4 - 2
1-8
Flow Sheet for Pitch Control
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.3
Combinator Mode
RPM
100%
PITCH %
100
Fig. 4 - 3
100
Relation Between Pitch And Rpm
In this mode the rpm and the propeller pitch are controlled by a computer based
Controllable Propeller Pitch (CPP) system. The power set-point is taken from the dial and
the commands for the rpm/pitch are taken from the CPP system.
Note that only the cargo and ballast tank contents can be changed from the variable page
5700 (3). The tanks on page (1) and (2) are calculated by the model (level and tank size).
1-9
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.4 Fixed Speed

The rpm is set to fixed value. Pitch adjusted by the throttle. See chapter 5.3.43 for
operational description.
PITCH
RPM
%
RPM
DIAL
COMMAND
0
Fig. 4 - 4
100
Fixed Speed, Dial & Rpm - Setpoint
1.2.1.1.5 ECO Mode

This mode makes the most efficient use of the combinator control, where the pitch/RPM
settings are optimized by the computer. However, the acceleration is slower than with
normal combinator control. The ship draft affects as well the final RPM.
RPM
SHIP
DRAFT
DEPENDENT
%
DIAL POSITION
Fig. 4 - 5
1-10
ECO Mode
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.6 Fixed Pitch

The RPM setpoint is taken from the Main Engine throttle command. The Pitch setpoint is
coming from the model and is not changeable.
RPM
%
PITCH
0,9
DIAL
RPM
COMMAND
0
Fig. 4 - 6
100
Fixed Pitch, & Rpm - Setpoint
1.2.1.1.7 Shaft Generator Mode

This mode is intended to be used for plants with a Shaft Generator not driven by a constant
speed drive or not equipped with an electronic static frequency converter.
In this mode the RPM is adjusted to 60 RPM which gives 60 Hz.
In order to select the mode for connecting the shaft generator to the main Bus Bar, the
following procedure has to be followed:
-
When the ME is running, press the push-button fixed rpm and adjust the rpm by
the increase and decrease button for the Main Engine rpm.
The Pitch may now be controlled by the dial.
When the rpm is close to 60 rpm, press Shaft Gen. at the AutoChief Panel.
The rpm will automatically be adjusted to the right rpm (60 Hz).
By using the Lower/Raise switch on the Main Switch Board, the frequency can be
adjusted for synchronization of the Shaft Generator to the Main Bus.
1-11
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.8 Rate Limitations

There are rate limitations both for the rpm and for the pitch with the following settings:
Basic Speed Setpoint Rate Limit: 3.7 rpm/sec.
Basic Pitch Setpoint Rate Limit: 3.6 P/sec.
These limits can be inspected and changed by the instructor in picture MD 19.
1.2.1.1.9 Thermal Limiter
NOTE! When program override button is pressed on the AutoChief panel, the heat index
is automatically set to 100%. As illustrated in the figure this is controlled by the heat
index. Running the main engine at heat index below 100% involves that there is a max
speed setpoint reduction. This max speed reduction can be read in the Thermal Monitor
pop-up in MD 19.
NOTE! Since we have defined the heat index up to 40% to be cold engine, only the
shaded area in the figure below is active area for max speed setpoint reduction. The
indicated 33.3 rpm reduction is the mathematical value at 0% heat index. Refer also to
figure 4.15.
NOTE! When in emergency run mode, the heat index is automatically set to 100%.
Fig. 4 - 7
1-12
Max Speed Setpoint Reduction
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
As illustrated in figure 4.15, the heat index is decreasing when the load is below Low
load, which is set to 5.4 Mw, and when the load is above High load, the heat index is
increasing. The thermal heat up constant is set to 15% per min., while the thermal cool
down constant is set to 5% per min. These values may be inspected and changed in the
pop-up window in MD 19. As shown in the figure, the rate of the heat index is decreased
when the load of the engine is above High load which is set to 12.6 Mw.
Fig. 4 - 8
Thermal Monitor
1-13
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.10 Critical Speed Adjustment

The critical speed for this engine is between 40 and 42 rpm. We do not allow the engine to
run within this rpm range. The AutoChief solves this by ignoring speed commands within
the critical speed range. The AutoChief waits for a speed command outside the critical
rpm range before carrying out the new speed setting. Refer to figure 4.17.
Fig. 4 - 9
Critical Speed
1.2.1.1.11 PID Controller

The PID controller keeps the actual speed as close to the speed command as possible. This
is carried out by reading the actual speed and compare it with the active setpoint. The
result of this calculation gives a signal out of the PID controller which varies with the size
and direction of the deviation. The response for the PID controller can be adjusted in the
pop-up window in picture MD 19.
1.2.1.1.12 Load Limiter
The scavenging air limiter prevents the engine from accepting too much fuel oil when the
scavenging air pressure is low, to avoid engine sooting and excessive exhaust
temperatures. As shown in the figure below, the max fuel link position at 0.2 bar
scavenging air pressure is 50%. When exceeding 0.2 bar, the max fuel link position limit
increases until scav. air pressure exceeds 1.0 bar. These limits can be changed by the
instructor in the MD 19 picture.
1-14
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
Fig. 4 - 10
Scav. Air Limiter
For the same purpose as for the scav.air limiter, there is also included a speed limiter
which sets the max fuel link position limit to 70% when the engine rpm is below 40% of
full speed. The AutoChief permits a fuel link position of 100% when the speed is more
than 95% of full speed. These values can be changed by the instructor in MD 19. See
figure 4.19.
Fig. 4 - 11
Rpm Limiter
NOTE! There are three different signals into the load limiter: PID controller, scav. air
limiter and the speed limiter. A minimum signal selector will select the lowest value and
transfer this to the governor (Adjusted speed command). Refer to figure 4.9.
1-15
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.13 Pitch Overload Controller

If the reduction of rpm is too high according to the given command, (ex. because of heavy
sea) we have to reduce the pitch command.
In the figure below, y is reduction of pitch and delta is deviation of rpm. If we have a
reduction of rpm (delta), then we will have reduction of pitch (y).
The pitch control system will consider the weather (rough sea) such that we allow a larger
rpm deviation without any pitch reduction. This to avoid a constant pitch adjusting.
Fig. 4 - 12
1-16
Pitch Overload Controller
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
1.2.1.1.14 Main Engine Control

- Start / Stop:
Start and Stop the ME from the Remote Control, when

the combine mode is selected.
- Direct Fuel Link:
In this mode it is possible to control the fuel link

directly. (only from MD picture)
- Locked Fuel Link:
This function locks the fuel link to a fixed position to

avoid further movement caused by the RPM governor.
This function is useful when setting faults on the main
engine (only from MD picture).
- Slowdown:
When a slowdown occurs, this button starts flashing.
- Shutdown:
When a shutdown occurs, this button starts flashing.
- Fail:
Indicates when other faults from the groups occur.
1.2.1.1.15 Emergency Stop

When this switch is activated, the engine is stopped since the fuel pumps are forced into
Stop position.
1.2.1.1.16 Emergency Run
Shut Down Override: All shut downs except for tor Overspeed are cancelled.
Slow Down Override: All slow downs are cancelled.
Program Override: Load program is cancelled, heat index is automatically set to
100%.
Limits Override:
Scavenge air and rpm limiters are overridden.
Start setpoint is increased.
Start fail is cancelled.
The rpm level for Brake Air ON is increased.
1.2.1.1.17 Fuel Link Command
These two instruments show the actual fuel link command and the limited fuel command
which setpoint is used by the governor controller.
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1.2.1.1.18 Responsibility Transfer

-
Bridge
Transfer of the responsibility from the Engine

Room to Bridge. (md 110)
Eng. Control Room
Engine Control Room responsibility. Control of

the actual command is from the engine room
control console.
Local Control
Control of the main engine is done from the local

control console in the engine room, responsibility
is transferred to and from the local console by
using the push-button on the local control console.
1.2.1.1.19 Transfer of Responsibility from ECR to Bridge

To transfer the control from ECR to bridge, press the push-button BRIDGE on
AutoChief panel. The button then starts to flash.
Answer by pressing the button BRIDGE on the AutoChief Bridge Control panel. The
button BRIDGE turns to steady light.
or:
Open variable Page 9010 and set the tag X07540 to 1 . The push-button BRIDGE
turns to steady light.
The ship is now controlled from the bridge and may be run on the emergency telegraph or
by the control handle or from the variable pages.
To transfer back to ECR, just press ECR on the AutoChief panel.
NOTE!
To change the operation of Emergency Telegraph between Engine room and

Engine Control room to operate between Engine Control room and Bridge, the
Bridge Telegraph has to be enabled on the variable Page 9010.
1.2.1.1.20 Safety System

To operate the main engine safely, all critical parameters must be monitored in order to
activate alarm and, if required, initiate automatic slowdown- or shutdown procedures.
Parameters to be included in these procedures, and their setting of limitations, are decided
by the engine maker in co-operation with classification and national navigation authorities.
The Slowdown - Shutdown are monitored by the DataChief and transferred to AutoChief
for initiation of slowdown/shutdown. Each of the slowdown and shutdown parameters is
grouped and represented by an indicator light on the AutoChief panel.
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When the indicator light starts flashing, slowdown/shutdown procedures are initiated.
-
The safety system gives the operator the possibility to override Shutdowns and
Slowdowns by pressing the Override SHD/SLD buttons.
The system will (depending on set-up) give the operator a warning on slow down
and shut down.
The default time delay for slow down to be activated is 120 seconds. Within this
period the operator may cancel the slow down. The actual diode will flash as long as
the cause for slow down is present.
The default time delay for shut down to be activated is 30 seconds. Within this
period the operator may cancel the shut down (except for the overspeed). The
actual diode will flash as long as the cause for shut down is present.
The slow down/shut down logic with delays are available from the Safety Override
pop-up window in MD13 (ME Control System) and from the variable page 19141915. The settings can be adjusted by the customer. See slow down and shut down
logic selection below.
-
0 = overrideable, with delay

1 = delayed signal, not overrideable
2 = instant signal (no delay), overrideable
3 = instant signal and not overrideable
1.2.1.1.21 Main Engine Shutdown

Shutdown of Main Engines occurs if:
-
Main LO Inlet Pressure

Cam Shaft LO Pressure
Thrust Bearings Temperature
Cylinder cooling water temperature
Main Engine overspeed
<
<
>
>
>
1,0
1,5
85
96
80
bar
bar
C
C
rpm
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1.2.1.1.22 Main Engine Slowdown

Slowdown of Main Engine occurs if:
-
Main LO Inlet Pressure

Cam Shaft LO Pressure
Thrust Bearing Temperature
Piston Cooling Oil Flow
Scav. Air Cyl. Inlet Temperature
Main LO Inlet Temperature
Cam Shaft LO Temperature
Piston LO Outlet Temperature
Main Bearing Temperature
Cyl. Exhaust Temperature
<
>
>
<
>
>
>
>
>
>
1,2
2.0
75
17
75
60
70
70
80
460
bar
bar
C
t/h
C
C
C
C
C
C
12
2
bar
bar
1.2.1.1.23 Main Engine Start Inhibited

Start from AutoChief is inhibit if:
-
1-20
Main Engine in Local Control

Start failure
Reversing failure
Breaking failure
Turning Gear in
Start Air press
Control Air press
<
<
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1.2.1.2 PowerChief
The consumption of and demand for electric power is constantly monitored and compared
to the present possible power production. When deviation from preset limits arises, the
system will act in order to normalize the situation. Thereby the possibility for black-out is
reduced and a more economical use of the auxiliary engines is achieved. The system also
performs continuous control of the frequency and load-sharing.
The following commands are available from the PowerChief - Generator Control panel:
Remote Start/Stop of Diesel Generators

Connect/Disconnect of all generators
Automatic Control of demand for power
Priority selection
Non Essential Trip
Constant Frequency mode
Three different control modes of load-sharing:
Equal-, Optimum- and Cyclic mode
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1.2.1.2.1 General Description

The preferred mode of operation is with Shaft Generator as base generator, the Turbogenerator as an auxiliary generator and with diesel generator 1/2 in AUTO as stand by
generators.
Whenever possible, the Turbo-generator should be prepared and connected and put to
AUTO mode. In AUTO it will be loaded according to available steam pressure.
The recommended priority setting is priority 1 for the Shaft Generator, priority 2/3 for
diesel generator 1/2.
If only the Shaft Generator and Turbo-generator are connected, there is no difference
between operation in EQUAL or OPTIMAL mode. In any case the Turbo-generator will
take as much power as possible.
The load limiting function is as shown in the figure. See also model variable page 7012.
100%
max
TG
trottle
valvepos
15%
min
9,0
low
Steampressure
(bar)
9,2
high
Fig. 4 - 13 Load Limiting Function

Blackout Condition
Only diesel generator 1 and 2 act as stand by generators in case of a blackout situation.
The generator with the highest priority (lowest number) will be the first to be connected.
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Operating on Shaft Generator and Turbo-generator only.

Special Considerations
If the speed command from the AUTO Chief speed control level is lower than required for
producing the present electric power, the speed command is delayed 20 seconds while a
standby diesel generator is started and connected. The PowerChief control mode will be
set to Equal mode, for maximum safety. The new diesel generator will be kept connected,
as the normal stop logic of the PowerChief is overridden.
Below 35 rpm the Shaft Generator will be taken out of AUTO. If the ME is stopped or
reversed, the Shaft Generator clutch will disconnect. At low ME power the oil fired boiler
will normally start and keep the steam pressure above 8 bar.
The Turbo-generator throttle valve is limited to a value sufficient for keeping it connected
at minimum steam pressure and close to zero power.
The Turbo-generator is not disconnected unless driver alarms arise.
Figure 4-25 indicates the mechanism for auto start of diesel generator at manoeuvring.
Special action is released while crossing boarder from high to low area.
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80%
High
area
MEspeed
command
Action
HoldMEspeed
Start DG
transfer toEQUAL
Low
area
50%
20%
80%
E : effective generator power

Fig. 4 - 14
E
k
100 %
Effective Generator Power
= ESG + k.ETG
= 0.20
= 700 kw
Single Turbo-generator Operation

If the total electric load is so low that it can be handled by the Turbo-generator, all other
generators will be disconnected if in AUTO, and the Turbo-generator control changed
from maximum load to frequency control mode.
Before the last (diesel or shaft) generator is disconnected, a special check is made to
ensure that the Turbo-generator power reserve is sufficient:
The steam pressure must be higher than 8,5 bar and the steam throttle valve more
than 15% lower than limiting value.
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1.2.1.2.2 Control Mode

The PowerChief operates in one of the following control modes which are selectable from
a mode selector on the remote panel:
Equal load
Optimal load
Cyclic load
Frequency control
1.2.1.2.3
Equal load (Symmetric loadsharing)
Highpower
limit
Actual
power
Lowpower
limit
SG
DG1
Fig. 4 - 15 EQUAL Load Situation.

The group consists of the SG and DGI. If the mean group load is higher than high limit
(for some time), a new generator will be connected.
If the mean group load is lower than low limit (for some time), one generator will be
disconnected.
In this mode the load is equally distributed between the connected generators. This mode
is the recommended mode while manoeuvring because the range (start/stop limits) is much
wider (St. by generator will stop at low load at 140 kW, while in Optimal load at 480 kW).
These limits may be adjusted in the variable page 7013.
NOTE! Onboard, the main regulation is carried out by the regulators on the auxiliary
engines while the fine adjustment is carried out by the PowerChief.
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1.2.1.2.4
Optimal Load (Asymmetric loadsharing)
Highpower
limit
Actual
power
Lowpower
limit
SG
DG1
"group"
Fig. 4 - 16
DG2
"slave"
Optimal Load Situation
The generator with the lowest priority (the slave) will take load within its full power
range while the remaining generator(s) (the group) will be operated within a narrow
power band, close to optimum conditions.
The generators will be operated as the mean group power and the slave power will have
the same relative power margins within their respective load ranges.
When the mean group power is higher than high limit, and at the same time, the slave
power is higher than its high limit, a new generator will be connected (if possible).
In the same way at low load, the slave generator will be disconnected and a new slave
selected within the original group.
The asymmetric loadsharing modes are used to avoid fouling of intake channels of the
diesel engine because of low load.
In this mode the following actions will take place: The generator with the highest priority
will take all the load up to 70% of normal rating, while the other generator takes the rest of
the load. If more than two generators are connected, the generators with the highest
priority will take the load up to 70% and the generator with the lowest priority (slave) will
take the rest of the load.
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NOTE! The Turbo and Shaft generator can never become a slave generator. This is taken
care of by the PowerChief. However, as one of the high priority generators, the
shaft generator will act as one of the high priority diesel generators (take load up
to 70%). The Turbo-generator has its own logic which means that the Turbogenerator does not take any notice of the different load limits in the different
loadsharing modes. This because of the fact that the most economical way to run
the Turbo-generator is running at full load all the time.
The load limits (the PowerChief keeps the load for these generators within these limits) for
the highest priority generators are 480 to 600 kW. The load limits for the slave generator
are 50 to 600 kW. When load dependent stop (because of low load) of generator, the slave
generator will stop and the generator with the lowest priority of the remaining generators
will become the new slave.
If only one generator is running (because of the load situation), the load limits in Optimal
load mode will automatically change to the High single load limit which is set to 680kW.
This means that the generator has to be loaded with 680 kW before a stand by generator
start request will be carried out. See variable page 7013. As we can see, we allow a single
running generator to take more load in this mode. This mode is not recommended while
manoeuvring.
1.2.1.2.5 Cyclic Load (Asymmetric loadsharing)
This mode is identical with optimal load except for the mechanism for slave function
selection. The slave function is no longer fixed by priority but will pass from generator to
generator (cyclic) according to a timer. The slave period can be adjusted on model
variable page 7012.
The function is intended used to avoid that the same generator is being operated at low
unfavourable load conditions for too long periods, risking sooting and burning of inlet air
valves due to low scavenging pressure.
As for Optimal load this mode is not recommended while manoeuvring because of the
narrow load range (480-600).
1.2.1.2.6 Frequency Control
Normally, when in Auto Mode, the frequency adjustment is carried out by the master
generator while the stand by generator takes care of the loadsharing. In the ERS simulator
this function is separated for that purpose to show the student the connection between the
frequency (rpm) and the load (speed-droop).
When this mode is used, the PowerChief controls the frequency and adjusts it continuously
to maintain 60 Hz.
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1.2.1.2.7
Run:
Operating Mode
This lamp is lit when the generator is running.
Start:
This is a manual start initiated from the PowerChief panel. Note

that it is only possible to start the generator when the READY
lamp is on, and that the AUTO-function is switched off.
Stop:
This is a manual stop initiated from the PowerChief panel. Note

that the generator has to be disconnected from the bus before it is
possible to stop the diesel generator.
In:
This lamp is lit when the generator is connected to the bus bar.
Connect:
To connect a running diesel generator to the bus bar, press this

push-button. The PowerChief will then automatically
synchronize and connect it to the bus bar. Load sharing takes
place according to the mode selected.
Disconnect:
To disconnect the generator from the bus bar, switch off the
AUTO function followed by pressing the DISCONNECT. The
PowerChief will automatically reduce the load of the generator
to minimum, followed by disconnection.
Ready:
This lamp is on when the following conditions are present:

- DG in Remote Control at the local panel.
- Priming Pump running.
- No alarms in the Diesel-generator system
For the Shaft Generator to be ready for remote operation there

must be power on the main bus bar 2 (bus tie breaker must be
connected!) The clutch air supply valve must be open and the
clutch control in remote. The ME must be running faster than
34 rpm.
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Auto:
To select automatic operation of the diesel generators, press this

push-button. Then the PowerChief will take care of Start/Stop,
Connect/Disconnect and load sharing of the generator. If this
lamp is flashing, the Auto mode is cancelled because of local
disturbance i.e. manually start/stop of pumps or open/close of
valves belonging to the diesel generator system.
If the generator driver exceeds its capacity, a new generator will
be started and connected if possible. For the diesel generators the
maximum fuel link position can be set less than 100 % if
desired, see governor display, MD71/72, load limit setting, or
model variable page 7110/7210.
The Shaft generators static converter generates a load limit
signal at high loads (relative to generator speed). This signal is
used by PowerChief for starting up another generator when
required.
If a driver alarm arises while a generator is in AUTO and
connected, a new generator will be started and connected before
the generator with problems is disconnected. If no stand by
generator is available, the alarmed generator will be taken out of
AUTO control (indicated by flashing AUTO) but kept
connected.
Diesel generators that are in AUTO mode and not connected
within a given period, will be stopped. The maximum idling
period can be adjusted, see model variable page 7012.
The Turbo-generator can only be started or stopped locally.
The following alarms are diesel generator driver alarms:
T03020
P03012
T03057
T03060
T03051
P03066
P03032
T03037
T03034
T03035
:
:
:
:
:
:
:
:
:
:
Fw temp outlet DG
Fw pressure inlet DG
Exhaust temp onlet TBCH
Exhaust temp outlet TBCH
Air temp outlet AIRC
FO filter dp
LO press inlet DG
LO temp inlet DG
bearing 1 temp
bearing 2 temp
high
low
high
high
high
high
low
high
high
high
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Turbo-generator driver alarms are as follows:

P04601
T04600
P04640
T04632
P04617
L04703
P04700
:
:
:
:
:
:
:
steam pressure inlet TG

steam temp inlet TG
LO press inlet bearings
LO tank temp
sealing steam pressure
condenser hotwell level
condenser pressure
low
low
low
high
low
high
high
SG driver alarms are:

N06974 : ME rpm
ME slow down
ME shut down
low
Priority 1:
This generator has the highest priority, i.e. first in and last out.
Priority 2:
This generator has the second priority, i.e. will connect later than
no. 1 and disconnect earlier than number 1.
This generator has the third priority, i.e. will connect later than
no. 2 and disconnect earlier than no. 2.
Priority 3:
Non Essen. Trip:
This lamp is on when the non-essential load is tripped due to

high load.
- Main Air Condition
- Main Ventilation 1 & 2
- Ventilation 1& 2
- Main Refrig. System
High Power:
This lamp is on when the power rating is higher than normal

rating for the generator.
Gen. S/S Request:
This lamp is on when the load of generators connected to the

main bus bar is too high, and the PowerChief requests start of the
stand-by generator. All consumers connected to the PowerChief +
Bow Thruster will give start request to st. by generator when need
of power. However, there is not included a start inhibit of
heavy consumer in the system.
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1.2.1.2.8 Safety System for the Auxiliary Engines

The safety system for the auxiliary engines is located in the engine room at the DG local
panels. It operates as a back-up system for the PowerChief and protects the auxiliary
engines if the latter fails; if the process is disconnected or if the engines run in manual
mode.
The back-up safety system is monitoring the same parameters by binary sensors as the
computer system is monitoring using analogue sensors, and in it also monitors the
overspeed safety system. When this system is activated, the TRIP lamp flashes and cannot
be reset until a normal situation is established.
1.2.1.2.9 Alarms and Messages from PowerChief
Alarms
An alarm is announced by an acoustic buzzer signal, a flashing light in the group alarm
lamp at the alarm console and logging of the alarm at the printer. PowerChief generates
alarms when automatic actions fail, i.e. the result of the action is not obtained within the
normal period of time.
Messages
A message is announced by logging of the message. PowerChief generates important
messages when manual actions, initiated from the Data Safe panel fail, and when manual
and automatic actions are successfully executed.
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1.2.1.2.10 Pump Control
All pumps can be started and stopped from their local panel or mimic independently of the
AUTO/MANUAL. The pump monitoring is made independently of this AUTO/MANUAL
setting.
1.2.1.2.11 Auto
In this mode the pumps are automatically started and stopped by the PowerChief control
functions which include:
-
Stand-by start at low pressure.
Stand-by start of trip.
Restart after black-out (start order for the different consumers is not specified).
Power check on heavy consumers. Start inhibit of the pump if the generators are at
High Power limit at start attempt. See PowerChief Generator Control panel.
NOTE!
1-32
As for AUTO mode, it is not possible to carry out a manual start of the
pump if the generators are at High Power limit.
Generation of the start and stop messages.
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
If there has been a disturbance in the AUTO system, for instance, a local start/stop or an
alarm has occurred, the auto lamp and the start lamp start flashing, which means that the
auto function has been turned off.
1.2.1.2.12 Manual
In this mode (Auto lamp is off) starting and stopping of the pumps have to be done
manually from the control panel.
1.2.1.2.13 Stand-by of Low Pressure
When pressure drops below the stand-by start limits, the stand-by unit is started
automatically. The stand-by limits may be changed by the instructor. Most of the low
pressure alarms are subject to Automatic alarm blocking. The stand-by start function
will as well be blocked during the same period of time.
1.2.1.2.14 Automatic Restart after Black-out
After recovery from black-out, the PowerChief will restart all units which were running at
the time black-out occurred. Start conditions like AUTO-mode, no active alarms etc., also
apply for this start. The restart procedure follows a present time sequence.
1.2.1.2.15 Compressor Control
The compressor control is based on the same principles as for the pump control system.
Auto Mode:
In this mode the compressors are automatically

started and stopped by the PowerChief. Automatic
start takes place when the pressure drops below a
certain limit.
The compressors are also connected to the power
check system, so that a compressor start may be
delayed if the generators are at High Power
limit at start attempt.
NOTE! As for AUTO mode, it is not possible to
carry out a manual start of the compressor if the
generators are at High Power limit.
The start air compressors will automatically alter
to be the Master/Slave compressor.
If the Master compressor is not able to increase
the pressure within a certain period of time
(approx. 2-2.5 minutes) the slave compressor will
also start.
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The start/stop limits for the compressors can be

changed from the PowerChief variable pages.
A flashing AUTO or START lamp indicates there
has been a disturbance in the system. To reset the
fault, press the start push-button to check whether
the compressor is running or not, then press the
auto push-button to get back to auto mode.
Manual Mode:
In this mode (AUTO lamp extinguished) starting

and stopping of the pumps have to be done
manually from the control panel.
NOTE! The above start inhibitations will
normally not occur when running the generators in
AUTO mode since the PowerChief will start a
stand-by generator before the connected
generators reach the High Power limit.
1.2.1.2.16 PowerChief Pump - Compressor Control

The Pump - Compressor Control panel includes automatic control of:
-
Sea Water Pumps 1 and 2

Low Temp Fresh Water Pumps 1 and 2
High Temp Fresh Water Pumps 1 and 2
Main Engine Auxiliary Blowers 1 and 2
Main Lubrication Pumps 1 and 2
Camshaft Lubrication Pumps 1 and 2
FO Booster Pumps 1 and 2
FO Supply Pumps 1 and 2
Steering Gear Pump 1 and 2
Start Air Compressor 1
Start Air Compressor 2
Service Air Compressor
Propeller Servo Pump 1 and 2 (only visible when CPP is active)
Thermal Oil Pumps
1.2.1.2.17 Manual Start and Stop

Each of the above individual components can be started and stopped from the PowerChief
Pump - Compressor Control panel. There will be a start inhibit if the power rating of
generators is higher than normal rating (High Power is indicated on the PowerChief
Generator Control panel).
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1.2.1.2.18 Automatic Start and Stop

In this mode the pumps and compressors are automatically started and stopped by the
control functions including:
-
Stand-By Start at Low Pressure

Auto Stop at High Pressure
Restart after Black-Out
Power Check (start inhibit at High Power) on generators
Cyclic operation of units
The pumps and compressors with st.by logic included are as follows:
-
Main SW Pump
ME Aux. Blower
Main LTFW Pump
Main HTFW Pump
FO Booster pump
FO Supply pump
Main LO Pump
/start /start/stop
/start /start /start /start /start
Thermal Oil Pump

Cam Shaft LO Pump
Prop Servo LO Pump
Steering Gear Pump
Start Air Compr.
Service Air Compr.
/start
/start
/start
/start
/start/stop
/start/stop
1.2.1.2.19 Automatic Restart, Boiler System Pumps

The following pumps, not found on the PowerChief Pump/Compressor console, will also
automatically restart after blackout:
-
Exhaust boiler water circ. pump 1/2

Boiler combustion air fan
Boiler HFO pump
Boiler DO pump
Main condensate pump
Condenser vacuum pump 1/2
Main feed water pump
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1.2.1.3 Boiler Control

The Boiler comprises the following sections:
Condenser
Steam Generator
Oil Fired Boiler
Exhaust Boiler
The following functions are available on the Steam Condenser (MD 85):
Indication of condenser pressure
Control of SW flow
Vacuum pump start/stop
Main condensate pump start/stop
Aux condensate pump start/stop
The following functions are available on the Steam Generator (MD 82):
Indication of Steam Flow, Feed Water Flow and Water level
Control of Feed Water Flow
Steam Generator safety valve open/close
Main Steam Line safety valve open/close
Steam Dump valve open/close
Steam Generator Vent valve open/close
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Main Steam Shut Off valve open/close

Main Feed Water Pump start/stop
Aux Feed Water Pump start/stop
Steam Generator Drain valve open/close
Main Steam Line Drain
The following functions are available on the Boiler Combustion (MD 84):
Indication of Fuel Oil Flow, Combustion Air Flow, Primary Steam Pressure,
Secondary Steam Pressure, Steam Temperature, Oxygen Content, Water Level,
Boiler Trip and Smoke Density
Combustion Air Fan start/stop
Selection of Burner type
Change over valve DO/HFO
DO pump start/stop
HFO pump start/stop
HFO Heater Steam valve open/close
-
Atomizing Steam valve open/close

Control of Oil Flow
Control of Air Flow
Master Controller
Excess Air Controller
Burner no 1 on/off
Burner no 2 on/off
Burner Management selector Ready/Auto
Purging operation and indication
Primary Drum Safety valve open/close

Primary Drum Vent valve open/close
Superheater vent/drain valve open/close
Primary FW shut off valve open/close
Primary FW Make Up pump start/stop
Primary Drum Drain valve open/close
Primary Drum Vent valve open/close
Primary Water Heater on/off
Soot Blowing Steam on/off
The following functions are available on the Exhaust Boiler (mD 81):
Indication of Exhaust inlet temp, Exhaust outlet temp, Economizer FW outlet temp
and Superheater Steam outlet temp.
Control of Exhaust Damper including Auto/Man selection
Water Circulation Pump start/stop
Superheater Drain/Vent valve open/close
Soot Blowing Air on/off
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1.2.2
Main Switchboard (HW, if present)
The main switchboard is a full-scale model of a real switchboard. The generators are
protected with alarms, automatic stop and shut-downs.
Automatic disconnection of the generators from the bus bar is activated by the following
functions:
-
Overload of generator
Slow Overload of generator
Reversed Power
Low Voltage
Low Frequency
Each of the generator sections contains meters for V, A, kW, kVAr and Hz. A selector
switch enables the reading of the separate phases.
The field voltage (magnetization)-setting device enables voltage control and balancing
between active and reactive load when the generators are operating in parallel.
The rpm of each generator, except the shaft generator, can be adjusted from the main
switchboard.
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The main switchboard comprises all controls and indicators usually available on real
switchboards and includes the following sections:
-
Shaft Generator w/ Bus Bar 2

Diesel Generator 1 & 2
Turbo Generator
Synchronization w/ Shore power
Emergency Generator w/ Main Bus Bar and Emergency Bus Bar
Miscellaneous
1.2.2.1 Bus Bars

The power distribution is divided into two bus bars.
Consumers connected are:
Emergency Bus Bar:
-
Diesel Generators LO priming pumps

Turbo Generator LO priming pump
Shaft Generators LO priming pumps
Aux. FW pump
Aux. SW pump
Start Air Compressor no. 2
Fire pump
Bilge pump
Steering gear 1 & 2
Main Bus Bar 2:

-
Bow Thruster
Deck Machinery
Main Bus Bar 1:

-
All remaining consumers
The main bus bar is normally connected to the emergency bus bar. Isolation of the
emergency bus bar is only done when the emergency generator is running.
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1.2.2.2 Emergency Generator

The emergency generator section contains indicators for Voltage and Power consumption.
The emergency generator can be controlled automatically. When in AUTO, the emergency
generator starts and connects automatically after a blackout. As soon as one of the main
generators is connected, the emergency generator will be disconnected and stopped after
an idling period.
1.2.2.2.1
Emergency Panel Description
START
Indication that Emergency Generator is running.
IN
Indication lamp for the circuit breaker status.
The power distribution is divided into two bus bars; Main Bus Bar and the Emergency Bus
Bar. For the Main Bus Bar the main circuit breakers of vital pumps are available at lower
part of the panel section and for the Emergency Bus Bar, which indicates the connected
consumer.
Main Bus Bar 1 Circuit Breakers:

-
SW Pump No. 1 & 2

LTFW Pump No. 1 & 2
HTFW Pump No. 1 & 2
Main LO Pump No. 1 & 2
FO Supply Pump No. 1 & 2
FO Booster Pump No. 1 & 2
Boiler Combustion Air Fan
Auxiliary Feed water pump
Emergency Bus Bar consumers:

-
Diesel Generators LO priming pumps

Shaft Generators LO priming pumps
Aux. FW pump
Aux. SW pump
Start Air Compressor no. 2
Fire Pump
Bilge pump
Steering gear 1 & 2
The main bus bar is normally connected to the Emergency Bus Bar. Isolation of the
Emergency Bus Bar is only done when running the emergency generator.
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1.2.2.3 Diesel Generator 1 & 2

The el-power supply system comprises two identical diesel generators, modelled as
high/medium speed engines with all vital subsystems such as rpm governor, cooling water,
lubrication oil, start air, turbo-charger, air cooler and fuel oil.
Voltage and frequency readings of the Generator bus bar are available on the panel.
Together with speed adjustment, the operator is allowed to connect the generator with
verification of synchronizing to the main bus bar.
The Diesel Generator section contains a volt/ampere/watt/frequency/volt ampere reactive
meter. A selector switch enables reading of difference phase to the generator.
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1.2.2.3.1
Diesel Generator 1 & 2 Panel Description
V/A/kW/Hz
kVAr
This section is set up with instruments which are

all connected to the generator side.
R/S/T
By one of these switches, it is possible to select

from which phase the measurement shall take
place. If there is no light in this lamp, it is showing
the middle value.
O/RS/ST/TS
Switch to select the measurement for the

instrument. O is average value and RO/SO/TO
measure the value between the different phases.
MAGNETIZATION
ON and off of the magnetizing current to the

generator and an increase and decrease for
regulation of the magnetizing current.
CIRCUIT
BREAKER
DISCONNecting CONNecting of the circuit

breaker.
READY
An indication that prime pump is in auto mode, no

alarms and the generator is in remote control
START
START/stop of the DG. When the ready is OK.
IN
Indication lamp for the circuit breaker position.
LOWER
RAISE
Connected to the DG governor and lower/raise the

RPM for the diesel engine.
CIRCUIT
BREAKER
The Generator Breakers safety functions.

-TRIPPED: Breaker caused by one of the safety
function.
-READY:
None trip and breaker switch ready
for action.
-SAFETY:
Slow Overload
Fast Overload
Reverse Power
Low Voltage
Low Frequency
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1.2.2.4 Turbo Generator

The el-power supply system comprises one turbo-generator, modelled as high speed
turbines with all vital subsystems such as rpm governor, cooling water, lubrication oil and
steam system with condenser.
Voltage and frequency readings of the Generator bus bar are available on the panel.
Together with speed adjustment, the operator is allowed to connect the generator with
verification of synchronizing to the main bus bar.
The Turbo Generator section contains a volt/ampere/watt/frequency/volt ampere reactive
meter. A selector switch enables reading of difference phase to the generator.
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1.2.2.4.1
Turbo Generator Description
V/A/kW/Hz
kVAr

R/S/T

the middle value.
O/RS/ST/TS

MAGNETIZATION

CIRCUIT
BREAKER

breaker.
READY
An indication that prime pump is in auto mode, no

alarms and the generator is in remote control
RUN
Run indicates that the Turbo-generator has retched

its speed and ready for take power.
IN
LOWER
RAISE
Connected to the TG governor and lower/raise the

RPM.
CIRCUIT
BREAKER

function.
-READY:
for action.
-SAFETY:
Slow Overload
Fast Overload
Reverse Power
Low Voltage
Low Frequency
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1.2.2.5 Shaft Generator/Motor

A PTI/PTO arrangement consisting of a combined shaft motor/generator with converter
and compensator included.
In PTI mode the shaft motor is supplied from the diesel generators as well as the turbogenerator.
In PTO mode the shaft generator supplies the main bus bar II.
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1.2.2.5.1 Shaft Generator/Motor Panel Description

V/A/kW/Hz
kVAr
-
R/S/T

the middle value.
O/RS/ST/TS
PTI/PTO
MODE

Switch to select between PTI/PTO operation.
MAGNETIZATION
CIRCUIT
BREAKER
READY
RUN
IN
DECREASE
INCREASE
Increase/decrease the frequency converter speed.
CIRCUIT
BREAKER

function.
-READY:
for action.
-SAFETY:
Slow Overload
Fast Overload
Reverse Power
Low Voltage
Low Frequency
FUSE
BREAKER
BUS TIE
Breakers for Bow Thruster and Deck Machinery

with ampere meter.
Breaker for connection of main bus bars.
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breaker.
An indication that air to the clutch is present, no
alarms and clutch control is set to remote control.
Run indicates that the PTI/PTO is running and
ready to take power in/out.
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1.2.2.6 Synchronizing
Volt and frequency readings of the main bus bar are available on the panel. Together with
speed adjustment, the operator is allowed to connect a generator without verification of
synchronizing.
The synchronizing section contains a double-volt meter, a synchro-indicator and a doublefrequency meter. A selector switch enables readings of voltage, difference- voltage and
frequency of all the generators.
A mega-ohm meter indicates possible earth leakage on the main bus bars. A shoreconnecting device enables monitoring of the phase sequence and cross-coupling of the
leads (if needed) before the shore connection is made.
1.2.2.6.1
Synchronizing Panel Description
V/Hz

all connected to the generator side and to the main
bus bar.
O / DG1 / DG2 Selectable switch to enable readings of voltage

/SG
and frequency between the bus bar and the
different sources. O is the Bus bar.
O/RO/SO/TO

CIRCUIT
BREAKER
DISCONNecting/CONNecting
breaker (Shore connection).
IN
WRONG
ROTATION
ON SHORE
Wrong rotation on shore sources. Turning the

phase of the shore sources. Turning on the shoreconnection should be clock-wise.
SHORE CON
Indication lamp for the shore connection circuit.
SEMI AUTO
Automatic synchronizing of generators, except for

the voltage and frequency which has be done
manually;
Select generator, adjust voltage and frequency,
when these are within actual limits, the generator
connects to the bus bar.
of
the
circuit
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1.2.2.7 Shore Power

Shore connection can only be activated when ME rpm is set to zero by the STOP SHIP
function.
When the shore cable is connected, the electric phase will be selected at random by the
simulator. A wrong sequence is indicated by a lit red lamp. Activating the button on the
Shore Power Section of the switchboard interchanges the cables, and the light will
disappear.
When the electric phase is correct, the shore power can be connected to the main bus bar.
1.2.2.8 Miscellaneous
The miscellaneous section contains instruments that give information of the temperature
in the control and engine room and power consumption of the selected pumps. There is a
static converter which controls the connected pumps on the ship. Use of this converter
can give the pumps a higher efficiency. There is a fire monitor with indication and
activating of fire fighting equipment.
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1.3
Engine Room Systems
1.3.1
General Information
Alarms
Always accept alarms before starting a system (flashing lamps indicate alarms not
accepted).
Engine Room Systems

It is possible to run some of the systems as single, isolated units. No related systems are
then required to be operational, because external parameters are generated by the
computer. Isolation of a system is done by selecting it on the variable list (see functional
description for further information).
Fault
If a fault has been detected, it has probably been generated by instructor.
To rectify suspected faults: (Example from ME Fresh water system).
Fresh water pump no 1 running, and no 2 in stand-by. Fresh water pump 2 starts after drop
in coolant pressure.
Suspected fault : Worn fresh water pump no 1.
Malfunctions
In the different MD pictures there are one or more letters M, clicking on one of these
letters with tracker-ball centre button displays a window with malfunctions connected to
actual group. (Letters are coloured yellow when faults are activated.) When in operator
mode (student), only the possible malfunctions are displayed. In instructor mode, the
display shows active malfunctions and their settings. On the line where the suspected fault
is, click with RIGHT tracker-ball button to rectify fault. A prompt on the screen will verify
repair attempt. Having done this, pump should now be ready to be restarted.
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1.3.2
Shore Power
1.3.2.1 Shore Power Description

Shore connection can only be activated when ship speed is set to zero.
When the shore cable is connected, the electric phase will be selected at random by the
simulator. The phase sequence is indicated by a red light if wrong. By activating the button
on the phase panel, the cables will be interchanged and the light will disappear.
1.3.2.2 Emergency Generator Description
The emergency generator can be controlled automatically and manually. In Auto mode, the
emergency generator starts and connects automatically if black-out occurs. As soon as one
of the main generators is connected, the emergency generator will disconnect and stop. In
Manual mode, the generator has to be started, and stopped manually.
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1.3.3
Sea Water System
1.3.3.1 Sea Water System Variables

Sea water is pumped by two electrically driven SW pumps from sea chests through the sea
water filter. The flow from the pumps goes to five coolers, which are connected in parallel:
-
Fresh Water Cooler 1

Fresh Water Cooler 2
Steam Condenser
Fresh Water Generator
Air Conditioning
During cargo operations there will be an increasing load on the steam condenser. To meet
the additional need for cooling water, the system is equipped with an auxiliary pump.
The sea water temperature is automatically controlled by recirculation of sea water from
the overboard line to the suction line. The temperature controller can be set in auto/
manual mode.
The recirculation valve is controlled by a standard PID controller. The recirculation line is
smaller and has higher flow resistance than the overboard line. The total sea water flow
will therefore be reduced in the recirculation line.
The control valve has a pneumatic actuator.
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The standard valve actuator can be changed with a motor driven actuator. The motor
control interface is modelled as follows:
-
100 % controller signal gives full opening speed

50 % controller signal gives zero speed
0 % controller signal gives full closing speed
Studies comparing the dynamic behaviour of the standard actuator system with the motor
actuator system are recommended.
The SW pumps can be used as emergency bilge pumps. A separate pipe is provided for
this operation.
The fire pump has a separate suction from the sea chest.
The Sea Water system has an emergency suction main SW valve.
The Air condition is ready for use when the following criteria is fulfilled:
-
Valve to aircondition SW cooler is open.
The differential pressure (difference between the inlet SW pressure to coolers and
the SW pressure outside the hull (mWC)) is more than 0.5 bar.
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1.3.4
Fresh Water System
1.3.4.1 Fresh Water System Description

The fresh water cooling system is separated in two subsystems:
-
Low Temperature System

High Temperature System
The Low Temperature Fresh Water (LTFW) system cools all auxiliary equipment, such as:
-
two start-air compressors

service air compressors
lub.oil system for turbo-generator and cargo pump turbines
stern tube and propeller servo oil system
main engine air cooling system
cooling of the oil in the camshaft and main engine lub.oil system. The temperature
sensor can be moved from the outlet to the inlet of ME from variable page.
The LTFW pumps (normally only one in operation), pump the fresh water through the
above mentioned coolers. The FW system is cooled by the SW system. The effect of
cavitation is modelled for the LTFW pumps. The auxiliary LTFW pump is mainly used
when in harbour or during blackout.
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The fresh water temperature in the LTFW system is controlled by a PID controller, which
actuates a three-way mixing valve, placed after the two fresh water coolers. This controller
can be operated in manual or auto mode. The controller input signal is given by the
temperature before the LTFW pumps.
From the LT/HT junction, some of the LTFW is led directly to the FW coolers, while
some is led to the HTFW loop.
The High Temperature fresh water cools the liners of the main engine. Some of the
excessive heat is used for heating the fresh water generator. The fresh water through the
main engine is driven by a pair of HTFW pumps, of which only one is normally in
operation. If the HTFW pumps stop, a small cooling medium flow will still be present as
long as one of the LTFW pumps is running. If the main engine has been stopped for a long
period of time, it is required to permit the HTFW flow to pass the preheater, which is
supplied with steam.
The effect of cavitation is modelled for the HTFW pumps. The auxiliary HTFW pump is
mainly used when in harbour or during blackout.
The HTFW system is controlled by a PID controller, which operates a three way mixing
valve, mixing hot water from main engine outlet with cold water from the LT/HT junction.
The temperature sensor may be moved from the outlet to the inlet of ME.
If the FW of the main engine outlet is at boiling point, fresh water evaporation is
simulated. The resulting low water level in the expansion tank leads to low pressure in the
fresh water system. The HTFW pumps are especially liable to cavitate under these low
pressure conditions, causing a reduction in ME cooling.
The static pressure in the fresh water system is given by the water level in the fresh water
expansion tank. There is a small constant consumption of fresh water due to leakage and
evaporation. The expansion tank must be filled periodically. In bad weather, unsteady
expansion tank level is simulated, and false alarms may arise.
Actuator type can be changed from variable page.
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1.3.5
Start Air and Air Compressors
1.3.5.1 Start Air and Air Compressors Description

The compressed air system consists of two start air compressors, one service air
compressor, two start air receivers and one service air receiver.
All compressors are started and stopped automatically according to air consumption. The
compressor control system is included in the PowerChief system. If the mode selector
switches on, the central Console is in AUTO position.
The start air receivers can be operated in parallel or one of the receivers can be pressurized
and shut off to be kept as a standby receiver.
The start air leakage is set to give 2-3 compressor starts per hour.
The air flow from the start air or service air compressor is dependent on the discharge
(receiver) pressure.
The main and the auxiliary diesel engines are started from the same start air receivers, but
are supplied by separate air lines.
The start air consumption for a main engine start is depending on start attempt duration
and engine RPM.
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The start air consumption for the diesel generators is constant for each start.
The service air receiver supplies air to the control equipment in the engine room and to
deck work purposes and soot blowing of exhaust boiler. The air to the control equipment is
filtered and dried and its pressure reduced by a pressure reduction valve (part of the
filter/drier assembly).
All main control valves included in the simulated ship machinery are assumed to be air
actuated. As the control air pressure is reduced, these valves will operate slower and the
effective actuator time constants are increased. Various control loop problems may arise at
low control air pressure. Some of the loops will be slow and stable, others conditionally
unstable (unstable in an intermediate range).
If the service air compressor fails, make-up air can be taken from the start air receivers. An
automatic air reduction control valve reduces the make-up gradually at increasing service
air pressure.
The safety valves for the start air and service air receivers open at approximately 32 bar
and 8 bar, respectively.
The compressors are monitored by an independent local safety system.
All compressors are cooled by water. High air outlet temperature is indicated by a red
alarm light on the compressor panel. If the air temperature rises above an upper limit, the
compressor will trip.
The air receivers and the air coolers will gradually fill with water, depending on
compressed air production. The receivers and coolers must be drained regularly. When
operating the drain valves on the local panel, steady light indicates that water is being
drained while flashing light indicates that dry air is blowing.
Too much water in the start air receivers will lead to reduced starting capacity and
possibilities for main engine water strike at start of engine. Too much water in the
service air receiver will lead to problems with the oil viscosity controller.
If the intermediate air cooler is not drained regularly, it will gradually be filled with water
and overheat.
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1.3.6
Diesel Engine Driven Generator no. 1 and 2
1.3.6.1 Diesel Engine Driven Generator no. 1 & 2 Description

Two of the generators are driven by diesel engines, modelled as high speed engines with
all vital subsystems such as rpm governor, cooling water, lubrication oil, start air, turbo
charger, air cooler and fuel oil.
The diesel engines can run on both diesel and HFO by changing the position on the three
way valve.
The governor settings are available in a pop-up window with the following variables:
-
1-58
Speed-droop (speed controller droop setting): Default setting = 50% which

represents a speed droop approx. 2%. 100% = approx. 4% speed droop.
Speed setpoint (basic speed at unloaded engine): Default setting = 1212 rpm.
Load limit (speed controller max. Output limit): Default setting for the maximum
fuel lever position = 100%.
Compensation lever (speed controller gain): Default setting for the proportional gain
is set to 12.
Compensation valve (speed controller integral time): Default setting = 0,6 seconds.
The governor response at different settings can be studied by means of the pop-up
TREND window.
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Studies of the diesel engines behaviour while running in parallel, with different governor
settings are recommended.
NOTE!
Frequency regulation stops when the Engine is overloaded (when alarm is

activated).
The FW temperature controller is a proportional gain controller with BIAS setting. BIAS
default setting is 50% which means that 50% is added. (Deviation * P-Gain) + BIAS =
Output.
The prelubrication pump: Interval lubrication with default setting: 3 seconds on and 60
seconds off. The prelubrication pump will stop when the diesel starts, if lubrication oil
pump control is set to AUTO, and start when the diesel engine stops.
The Engine Control Panel has all the functions and information normally found on a local
control panel onboard:
-
Selection of local/remote control of diesel

Start/stop of diesel
Trip functions with reset of these
The trip limits can be inspected and changed from the variable page.
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1.3.7
Electric Power Plant
1.3.7.1 Electric Power Plant Description

The functions and information in this picture are similar to the functions and information
normally found on a real main switch-board onboard when it comes to controlling of
generators and their prime movers.
The ship's electric distribution is grouped in 3 separate bus bar sections:
Main Bus Bar 1 is powered by the diesel generators and turbo-generator. The shore supply
is also connected to this bus bar. All main consumers are fed from this section.
Main Bus Bar 2 is powered by the shaft generator. It is normally isolated from the bus bar
1 by a bus tie breaker. The consumers connected to bus bar 2 are all insensitive to
frequency/voltage variations and hence are suitable for shaft generator supply.
Some specially selected consumers are connected to the third bus bar section, the
Emergency Bus Bar. Normally the bus tie breaker separating bus bar 1 and the emergency
bus bar is closed.
In black-out conditions the bus bar breaker opens, the emergency generator starts and,
when ready, the generator is automatically connected to the emergency bus bar.
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The load of electric motors is generally not modelled in detail. Total electric load is
computed by adding the rated power of all running motors and then correcting this sum
with respect to the present line voltage/frequency.
The typical current increase during the starting phase of an asynchronous motor is
modelled.
Some of the pumps are modelled in more detail. These can be operated at variable speed.
The electric load is computed from hydraulic load based on pump characteristics and
operational conditions.
Some electric loads have no influence apart from that on the power generating system, like
general consumers (lighting, heating, etc.) specified by the instructor.
A static frequency converter is included. When active, it will convert the bus bar frequency
to a frequency specified by the converters setpoint. The speed of the variable speed
pumps will follow the output frequency. No variation in the electric slip is modelled, so
pump speed is strictly proportional to frequency.
The cable from shore can only be connected in port (no speed). The ship speed should be
kept to zero by STOP SHIP function (mooring condition).
At cable connection, the electric phase will be chosen at random. The phase sequence is
indicated by a rotating light wheel. Clockwise rotation is correct. Pressing on WRONG
PHASE light simulates a corrective phase change.
For a smooth transfer, shore power can be synchronized to the ships electric net by
adjusting the speed/phase of the ship generators before the generators are finally
disconnected.
The frequency and the load sharing between the generators are given through the joint
effect of the speed governors. By using the lower/raise switches on the Load Control, the
desired load sharing and network frequency can be obtained.
Due to the difference in the torque characteristics of the generators, it will not be possible
to keep the same load sharing over the whole power range (except by manual readjustment
or by control action from the PowerChief system).
The bus bar voltage and reactive load sharing between generators can be adjusted by
trimming the generator magnetization.
The main circuit breakers connecting each generator to the electric bus bar are
disconnected automatically for the following reasons:
-
connection shock
overload current
reverse current
low voltage
low frequency
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bus bar shock
The reverse current protection takes place if the generator's prime mover (diesel engine or
steam turbine) is shut down. The generator will then function as an electric motor driving
the steam turbine or diesel engine, if it is not disconnected.
Bus bar shock is most likely caused by a very rough connection to one of the other
generators.
Semi Synchronizing is a manual synchronizing to main bus. By selecting the generator to
be connected by pressing the corresponding button and then manually adjust voltage and
frequency until synchronization (READY lamp is lit), the generator is ready to connect.
Connecting the generator to main bus is carried out by the CONNECT button. (Generator
to be connected has to be selected and READY lamp must be lit.)
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1.3.8
Synchroscope Panel
1.3.8.1 Synchroscope Panel Description

The synchroscope panel is used for manual connection of the generators to the bus bar.
The panel consists of selector buttons for each generator, up/down control for excitation
and frequency and connect/disconnect buttons for the main circuit breakers. Selecting a
generator automatically connects the exitation, governor and breaker controls to that
generator.
The panel indicates the voltage and frequency of the bus and of the selected generator. A
sychroscope indicates the phase relationship between main bus and selected generator.
There is also an indicator to show that the selected generator is connected to the main bus.
1. Connection
1.1 The incoming generator must be running and not in AUTO on MD101.
1.2 Select incoming generator, voltage and frequency can be compared with bus.
1.3 Adjust excitation if necessary to give equal voltages.
1.4 Adjust governor control so that incoming generator is slightly faster than bus
frequency.
1.5 Synchroscope indicator should be turning slowly in a clockwise direction.
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1.6
1.7
1.8
Connect breaker when the top synschroscope indicator is lit. The breaker connected
light will show that the generator is now connected to the bus.
Increase the governor speed to give the incoming generator some load.
To manually share the load equally use the governor controls on MD70.
2.
2.1
2.2
2.3
2.4
Disconnection
Ensure generator to be disconnected is not in AUTO on MD101
Use governor controls on MD70 to reduce the load on outgoing generator to zero.
Select outgoing generator.
Disconnect, breaker connected light goes out.
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1.3.9
Electrical Consumers
1.3.9.1 Electrical Consumers Description

The circuit breakers for the different consumers are divided into seven separate groups.
The main bus bar is divided into two separate main bus bars, I and II. In Sea operation
both the Shaft generator and the Turbo generator have the capasity to serve the power
demand during normal running.
In stand-by operation (manoeuvring), it is recommended to connect an extra generator to
avoid black-out due to heavy changes in load from bow thruster and deck machinery.
In the consumer group number one and two, it is possible to simulate motor earth leakage
and/or cable earth leakage on the different consumers from the variable page 4700-4800.
Non-essential bus bar:
Breakers for main air condition, main refrigeration system (not MD64!), main ventilation 1
& 2 are available from the variable page 5800 and are meant for simulating electric load.
The ECR air condition is ready to start when the green indication lamp is lit (SW
differential pressure more than 0.5 bar and the valve to the air condition cooler is open).
Setpoint for ECR temperature is 25C. When ECR air condition is OFF, the temperature in
the ECR will gradually increase to ER temperature.
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The ER ventilation 1 and 2 is started by pressing the corresponding buttons.

The consumers will be disconnected by the non essential bus-bar breaker at overload on
generators to avoid black-out.
Total effect for these consumers is approximately 150 kW.
Lightning bus bar:
To be able to connect the Lightning Bus Circuit Breaker, the breakers to the transformer(s)
have to be connected. Carried out from the variable page 7007 or from the Main Switch
board panel.
Electric earth leakage can be set on the accommodation, deck and engine room light from
the malfunction page.
There is included an instrument for measuring resistance against earth. Selecting of bus bar
(440/220) and phase (R,S,T) by pressing the corresponding buttons.
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The groups are as follows:

- Bow Thruster
- Deck machinery
- FO Booster Pump 1
- FO Booster Pump 2
- FO Supply Pump 1
- FO Supply Pump 2
- Main LO Pump 1
- Main LO Pump 2
- Main SW Pump 1
- Main SW Pump 2
- Main HTFW Pump 1
- Main HTFW Pump 2
- Main LTFW Pump 1
- Main LTFW Pump 2
- Aux FeedW. Pump
- Comb. Air Fan
- DO Purifier
- LO Purifier
- HFO Purifier
- FO Transfer Pump
- LO Make Up Pump
- Start Air Compr. 1
- Service Air Compr.
- Stern Tube Pumps
- Propeller Servo
- Fresh Water Plant
- ER Ventilation 1
- ER Ventilation 2
- Main Air Condition

- Main Refrig. System
- Main Ventilation 1
- Main Ventilation 2
- ECR Air Condition
- Accommodation Light
- Deck Light
- Engine Room Light
- DG 1 LO Pump
- DG 2 LO Pump
- TG LO Pump
- SG LO Pump
- Aux LTFW Pump
- Aux HTFW Pump
- Aux SW Pump
- Fire Pump
- Start Air Compr. 2
- Bilge Pump
- Steering Gear
- Inert Gas Plant

- Boiler HFO Pump
- Boiler DO Pump
- Main Feed Water Pump
- Primary FW Pump
- FW Circ. Pump
- Cond. Vacuum Pump
- Aux Condensate Pump
- ME Air Blower
- Thermal Oil Pump
- Incinerator
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1.3.10
Steam Generation Plant
1.3.10.1 Steam Generation Plant Description

The system is to be operated in two main modes:
a)
Cargo pumping
The exhaust boiler and the TG are normally out of operation. The steam pressure of
the secondary steam drum is operated at approx. 13 bar, supplying steam to the
cargo pump turbines, capacity approx. 50 t/h. The primary steam pressure will vary
according to load from 15 to 50 bar.
b)
Fuel heating/TG operation

This mode is for miscellaneous steam heating purposes, and if the ME is running,
for utilizing waste heat in the exhaust gas. The steam pressure will vary according
to load conditions and exhaust energy, between 8 and 12 bar. The minimum
pressure of 8 bar is maintained by automatic operation of the oil fired boiler, while
the exhaust damper control limits the pressure to 12 bar.
The steam generation plant consists of an exhaust boiler and an oil-fired boiler connected
together by a common steam generator.
To simplify the model drawing, the steam generator is presented as a separate unit. Often
this is built together with the oil-fired boiler as a secondary drum placed over the primary
drum (double pressure boiler).
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Steam from the oil-fired boiler's primary system is condensed to water in the steam
generator and flows by gravity back to the primary drum.
The water in the steam generator (secondary steam drum) flows by forced circulation to
the evaporator section of the exhaust boiler and a mixture of water and steam returns to the
secondary steam drum.
The primary water system is hermetically sealed, and normally there is no consumption of
primary water. If, however, the primary steam pressure gets so high that the safety valve
opens or a water leakage occurs, the primary drum level will decrease.
Refilling of primary water can be achieved by starting the primary make-up pump and
opening the make-up valve.
There are two feed water pumps for the secondary system. The water from the main FW
pump is preheated in the exhaust boilers economizer section before entering the
secondary steam drum, while the water from the auxiliary FW pump goes directly to the
secondary drum. The auxiliary FW pump should be used only for high steam production
(cargo pumping). This auxiliary pump has approximately 5 times the capacity of the main
pump.
The water level in the secondary drum is controlled by a PID level controller, driving the
two feed water control valves in parallel from a common I/P converter.
Both feed water pumps trip at high-high secondary drum water levels to protect steam
consumers from water strike caused by water in the outlet steam.
The heat transfer in the exhaust boiler is controlled by exhaust dampers which by-pass
some of the exhaust from the main engine. The exhaust damper position is automatically
set by a PID controller thus controlling the secondary steam pressure.
The condensate from heating and miscellaneous service application returns to a condensate
filter/inspection tank and then flows back to the feed water tank.
The condensate from the condenser is pumped directly to the feed water tank.
When the oil-fired boiler is in operation, there will be a constant water consumption due to
the burners atomizing steam flow. Open drain/vent valves, blowing safety valves and
steam and condensate leakage all reduce the water content in the feed water tank.
Refill is taken from the distilled water tank. Note that consumption of FW in the distilled
FW tank is not modelled.
The feed water tank and the filter/inspection tank are modelled with heat loss to the
surroundings. They will therefore gradually cool down if the inlet flows are stopped.
The temperature of the condensate entering the inspection tank is assumed to have a
constant value (80C).
If the oil-fired boiler or exhaust boiler are dirty they must be cleaned (sootblowing).
Secondary steam is used to sootblow the oil-fired boiler and service air sootblows the
exhaust boiler.
The exhaust boiler sootblowing equipment represents a very heavy load on the service air
system when in operation.
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1.3.11
Boiler Combustion
1.3.11.1 Boiler Combustion Description

A safety system cuts off the fuel oil supply to the boiler by closing the trip valve at the
following conditions:
-
stopped combustion air fan

low primary water level
low steam atomizing pressure
no flame indication, both burners
furnace explosion (missing purge)
furnace explosion (DO operation)
Automatic combustion control with diesel oil is safe only when small burner nozzles are
used. No atomizing steam is needed at diesel oil operation.
The combustion control system consists of a master controller and two slave controllers,
and also an oxygen controller. Its objectives are:
to control the oil flow to the boiler to keep the secondary steam pressure as close to
the pressure setpoint as possible.
to supply correct amount of air relative to oil at any time to ensure efficient and
safe combustion.
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The master controller generates an energy signal to a high/low select logic box. This
computes the setpoints for the desired oil and air flow for the slave controllers. The master
controller is a PID acting controller with feed forward from steam flow out of secondary
steam drum and (optionally) primary steam pressure.
The slave controllers are fully acting PID controllers. They must be set in manual mode
during start-up.
The function of the high/low select logic is to ensure that air command increases before
oil command at load increase and that oil command is reduced before air command at load
reduction. This is a standard logic block found in most boiler control schemes.
Before start-up of the boiler the furnace must be air purged. The purging period is set long
enough to change the air volume in the furnace about 4 times in accordance with
classification societies safety requirements.
The automatic lighting sequence is as follows (the sequence is not modelled in detail).
-
air register is opened

electric spark ignitor turned on
oil shut off valve opened
If the flame detector does not see flame within approximately 6 seconds, the oil shut off
valve and the air register are closed. Flashing light is indicating burner fault.
When the burner is in operation the flame will be blown out if there is too much air
compared to oil and it will be killed by lack of air if there is too much oil compared to
air.
Burner Management
The boiler system includes a simple but efficient burner control system. It starts and stops
burner no 2 (slave burner) according to need. It is in function only if burner no 1 (base
burner) is on.
The slave burner is started if the secondary steam pressure is under low limit and is
stopped if the pressure is over high limit.
To avoid burner cycling (frequent start and stop of burners caused by the mutual influence
between combustion control and burner management), there is a time delay between start
and stop.
It is recommended to try several values of pressure limits and time delays to demonstrate
its effect on the overall combustion control performance.
If a burner fault occurs, the burner is shut down and the BURNER ON light is flashing.
The cause of a burner fault is found by inspecting the trip code:
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too much oil during ignition

too much air during ignition
unstable flame caused by lack of oil
unstable flame caused by lack of air
flame detector failure
The heavy fuel oil is taken from the common HFO service tank and heated in a fuel oil
heater. Normal operating temperature is 90C. If the heavy fuel oil gets colder than 80C,
the smoke content will increase because of poor oil atomization. The burners will require
more excess air for safe combustion.
Atomizing steam is supplied from the secondary steam system via a steam reduction valve.
At atomizing steam pressures lower than 3 bar the burners must be fired on diesel oil.
The diesel oil is taken from the common DO service tank and is pumped into the boilers
fuel oil line by a separate DO pump.
Criteria to be fulfilled before Burner management is ready to be put in AUTO.
- HFO selected (valve)
- HFO pump running
- HFO heater valve open
- Air fan running
- Atomizing steam valve open
- Burner trip reset (no trip)
- Primary heater valve open
- All 4 controllers in AUTO
- HFO temp > 80 degrC
- Steam press > 7 bar (for atomizing)
Note that the boiler fan and HFO pump are automatically started at reduced ME power i.e.
the exhaust boiler is not sufficient to maintain the steam pressure. When the exhaust boiler
is maintaining the steam pressure at increased ME power (oil fired boiler is stopped), the
fan and HFO pump must be stopped manually.
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Boiler Combustion Control

The objectives of the combustion control system are:
-
to supply oil according to steam load to keep the (secondary) steam pressure
constant.
to supply correct amount of air for clean and safe combustion.
A double cascade control structure is used, consisting of a master (energy) controller

generating the setpoints of two slave (air/oil) controllers working in parallel. This structure
will be recognized as the standard one for large boiler combustion control systems.
The feed back to the master controller is taken from the secondary steam pressure via a
separate control sensor.
An important feed forward signal is added to the master controller output, namely steam
flow at steam generator outlet. An auxiliary feed forward signal is taken from the primary
steam pressure.
The air/oil ratio is automatically adjusted by the oxygen controller.
The number of burners in operation will strongly influence the control performance. The
study of the combustion control and the burner management system should therefore be
coordinated.
The great change in primary steam pressure at change in steam load is associated with a
corresponding great change in energy content of the primary water system. This results in
a big time response lag between input of fuel and measured change in secondary steam
pressure which again makes the pressure control task job difficult.
By introducing a feed forward signal from the primary steam pressure to the master
controller and thus reduce the effective feed back information time delay, the pressure
control performance can be significantly improved. This should be demonstrated.
The software master controller can be exchanged by the external electronic controller.
Possible feed forward signals will then be inactive.
Note that the present boiler, like any large boiler, should be manually controlled (manual
energy master, automatic air/oil slaves) during pressure raising. Not before the secondary
steam pressure deviates less than 1-2 bar from the setpoint should the combustion control
system be turned to full automatic control.
Note finally that adjustments/studies of the combustion system should be coordinated with
the steam generator level control system because of the mutual disturbance.
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The feed forward signal to master controller:

Steam flow out (G05002*C05510) and:
(Steam flow out - feed water flow in) * constant =
(G05002-(G05011+G05012) * C05524
and optionally primary steam pressure (P05416*C05511)
All feed forward signals are individually adjustable. Can be switched off by setting the Cvariable to zero (0).
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1.3.12
Oil Fired Boiler
1.3.12.1 Oil Fired Boiler Variables Description

The oil-fired (double pressure) boiler is equipped with two steam atomizing oil burners
and can produce approximately 50 t/h secondary steam at 15 bar (217,5 lbs sq.") and
410C (770F).
The primary steam is condensed in the secondary drum (steam generator) and the
condensate flows back to the primary drum by gravity.
The steam pressure varies in the range 20-50 bar (290 - 725 lbs sq.") depending on load.
Generally speaking one third of the released oil energy is transferred to the water cooled
boiler walls by radiation in the furnace.
The heat transfer in the steam generating bank and the superheater is mostly done by
convection (direct contact between hot gas and heating surface). The steam generating
bank is modelled in three sections.
The superheater is fed by saturated secondary steam, temperature approximately 190C
and delivers steam to the cargo turbines at a temperature above 400C. It consists of four
sections arranged in counter flow with the flue gas.
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The water transport within the boiler is based on natural circulation. The panel wall tubes
and steam generating tubes are riser tubes. The down-comer tubes connecting the upper
and lower drum are placed outside the boiler walls (not shown in the drawing).
The boiler must be fired with correct oil/air ratio, and carefully so that the superheater is
not damaged (serious steam leakage ). Highest safe metal temperature in the superheater is
480C.
Note that the superheater is cooled by its steam flow. When this is low, greater attention is
required from the operator with respect to overheating.
The boiler has an oxygen analyser and a smoke indicator. The combustion control system
should be trimmed to give approximately 1% oxygen in flue gas (5% excess air).
Combustion at more than 5% oxygen results in great flue gas energy losses and is very
uneconomic. Less than 1% oxygen results in sooting tendencies with increasing smoke
content in the flue gas.
The system is furnished with soot blowing equipment to clean the heat transfer surfaces
and increase the boiler efficiency.
A steam heater supplied by secondary steam is installed in the lower primary water drum.
The primary water can therefore be heated when the boiler is out of operation, to prepare
for a short and safe firing up period.
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1.3.13
Steam Condenser
1.3.13.1 Steam Condenser Description

The vacuum condenser is sea water cooled. It condenses the exhaust steam from the turbogenerator, the steam dumping system and the cargo pump turbines.
There is no separate gland steam condenser in the system.
The condensate is collected in the hot well from which it is taken by the condensate
pumps to the feed water tank.
Normally just the main condensate pump is in operation. During cargo pumping the
auxiliary condensate pump, which has approximately 6 times the capacity, must be used.
The pumps are modelled as cavitation pumps and the delivery increases strongly with
hot well level. A separate level control system is therefore not required.
The pressure in the condenser shell can be regarded as composed by two components;
vapour pressure and pressure from non condensable gases. When the vacuum pump is
stopped, the gas pressure will gradually increase and the total pressure slowly move
towards atmospheric pressure.
The air leakage increases strongly if the sealing steam has not been turned on.
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The outlet valves of the cargo turbines should be closed when not in operation to stop air
leakage from cargo turbine glands.
The vapour pressure depends on the total steam flow to the condenser, the sea water flow
and the sea water temperature.
During cargo pumping a large amount of steam is required to be condensed and its heat of
condensation transferred to the sea water cooling flow.
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1.3.14
Steam Generator
1.3.14.1 Steam Generator Description

A steam dumping facility is provided. When it is activated, the steam is dumped directly to
the condenser, thus avoiding loss of feed water. A flashing light indicates that dumping is
activated.
Dumping starts at approximately 17 bar.
If the steam generator for some reason has been overfilled, excess water can be drained to
the feed water tank by a separate drain line. If the steam generator is cold, there will be
less than atmospheric pressure in the drum, and water will not flow unless the steam
generator vent valve is opened, permitting air to equalize the pressure.
Steam Generator Level Control

The performance of the water control loop is largely dependent on whether the main or the
auxiliary feed water pump/control valve is in operation, and on valve and pump
characteristics.
When the water is supplied through the auxiliary line there will be no preheating of the
water and a drop in steam pressure will occur if the cold feed water flow increases rapidly.
A reduction in steam pressure tends to increase the feed water flow even more, due to the
increased differential pressure across the feed valve.
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There is therefore a mutual disturbing interaction between the combustion control and the
water level control system. The water flow influences the steam pressure and the steam
pressure the water flow.
The three-point level control includes the feed forward signal from the difference
between steam flow (outlet steam generator) and feed water flow (total). This control
reduces the sensitivity to the disturbance set up by varying steam pressure, and to
conditions like mismatched control valve (flow characteristic/hysteresis) or oversized feed
water pump. Refer ro figure on next page and appendix C.
NOTE! The feed forward is inactive if the external hardware controller is used.
It is of vital importance that the steam pressure is steady when the level controller is
adjusted. It is therefore recommended that the master combustion controller is set to
MANUAL during level control trimming. This breaks the mutual interaction between
pressure and level control.
Feed forward: Z05052 = (steam flow out - feed water flow in) * C05041
The feed forward signal is switched off when setting C05041 to zero (0).
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1.3.15
Fuel Oil Service Tanks
1.3.15.1 Fuel Oil Service Tanks Description

The HFO service tank supplies clean heavy fuel to the engine fuel oil system (both ME &
auxiliary engines) and the boiler. It is filled via the HFO separators system, taking suction
from the HFO settling tanks. The separator(s) can also take oil from the HFO service tanks
for reseparation, as well as reseparation of the settling tanks. The DO service tank supplies
the main engine, the boiler and the auxiliary engines. Light fuel from the DO storage tank
is transferred to the DO service tank by the DO purifier.
The service tanks are equipped with steam heaters. The heat effect is proportional to the
steam flow, which depends on the control valve position and the steam pressure. The
temperature of the service tanks depends on steam heating, loss to surroundings and
temperature of inlet flow from purifier and return flows. The fuel oil viscosity in the
service tanks is computed.
Drain or overflow from the service tanks goes to the spill oil tank. The HFO service tank
has return pipes from boiler and from mixer tank inlet.
The temperature of the fuel in the tanks is controlled by simple P-controllers, positioning
the steam control valves according to tank temperature and setpoint.
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1.3.16
Fuel Oil Settling Tanks
1.3.16.1 Fuel Oil Settling Tanks Description

A HFO transfer pump transports the fuel oil from the bunker tanks or the spill oil tank to
one of two settling tanks. The transfer pump should be started locally at low settling tank
level or high spill oil tank level.
By means of flexible piping system the HFO separators can suck oil from one or both
settling tanks, separate it and discharge it back to either of the settling tanks, or to the HFO
service tank.
The heating of the settling tanks is handled by automatic thermostatic control valves with
an adjustable proportional band and setpoint. BIAS default setting is 40% which means
that 40% is added. (Deviation * P-Gain) + BIAS=Output.
If the temperature of the oil in the settling tank cools below a certain limit, it will be
difficult for the separators feed pump to transport the oil.
The process of water precipitation in the settling tanks is properly modelled so that the
water in the oil from the bunker tank will gradually fall towards the tank bottom by force
of gravity.
The water content in the oil from the bunker tank can be adjusted from the variable page.
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If the collected water is not discharged regularly, HFO separators problems will finally be
experienced (such as a broken water seal).
The drain valves can be opened at the local panel. In order to simulate visual inspection of
the water/oil mixture, use is made of the valve's panel light. A steady light indicates that
the valve is open and water is flowing. A flashing light indicates that the valve is open and
mostly oil is flowing. Note that the flashing light function is available only when Local
Panel is used for operating the fuel oil settling tanks, in the engine room.
The fuel oil quality (heat value, viscosity and density) in the settling tanks is set manually
by the instructor. Studies of how the fuel oil quality influences on the Main Engine
(governor response) are recommended.
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1.3.17
Fuel Oil Transfer System
1.3.17.1 Fuel Oil Transfer System Description

The heavy fuel oil transfer system includes four bunker tanks, one spill oil tank, a transfer
pump and necessary piping. The transfer pump can suck oil from any of the bunker tanks
or the spill oil tank and discharge it to the settling tanks or back to the bunker tanks.
The bunker tanks are heated by steam. The heat transfer is proportional to the steam
pressure which is set by manually controlled throttle valves. If the heating is turned off, the
bunker tank temperature will slowly cool down towards ambient (SW) temperature.
The flow resistance in the heavy fuel oil lines is dependent on temperature. The resistance
increases at temperatures below 60C (140F); below 20C (68F) no flow is possible.
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The spill oil tank input comes from the following tanks:
over flow:
-
HFO settling tank 1

HFO settling tank 2
HFO service tank
DO service tank
drain flow:
-
Mixer tank
HFO service tank
DO service tank
discharge flow:
-
Main Engine(s) lub.oil system
Engine room fire

If high alarm in the spill oil tank is disregarded and the tank starts to overflow, engine
room fire is likely to (will) develop. The fire can be extinguished after the following
actions have been taken:
-
the engine room ventilation fans stopped.

the main engine stopped.
the sea water fire line made operational.
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1.3.18
HFO Separator System
1.3.18.1 HFO Separator System Description

There are two HFO separators of ALCAP type. The two HFO separators that can be
operated in single or parallel clean heavy fuel oil, usually taken from the settling tanks and
discharge it to the HFO service tank.
ALCAP Operating Principle
The oil to be cleaned is continuously fed to the separator. Separated sludge and water
accumulate at the periphery of the bowl.
Normally a sludge discharge takes place at specific time intervals, but if the water
contamination is high, an earlier discharge may be initiated.
When separated water reaches the disk stack, some water escapes with the cleaned oil. The
increase in water content is sensed by a water transducer installed in the clean oil outlet.
When the water content in the cleaned oil reaches a specific trigger level, the control
program will initiate an automatic discharge of the water in the bowl. The water is
discharged with the sludge through the sludge ports at the periphery of the bowl.
If the water contamination is so high that the trigger level is reached within 15 minutes
(adjustable) after the last sludge discharge, the water drain opens. The valves remain open
for a specific time after the water content has passed the trigger level on its way down.
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If the water content in the cleaned oil does not decrease below the trigger level within 2
minutes after a sludge discharge or a water discharge through the water drain valve, there
will be an alarm and the inlet oil valve will close.
On the ALCAP control panel there are indications of the following alarms:
-Water Transducer Failure
-Sludge Discharge Failure
-High Oil Pressure
-Low Oil Pressure
-High/Low Oil Temperature
-No Displ. Water
-High Vibration
Water transducer failure alarm is activated if the transducer is measuring less than 0.05%
water content in the outlet oil. Since it is not possible to measure a water content below
this value in this separator system, this limit is used to indicate a fault condition of the
transducer. Onboard, this failure could be loose connections, faulty oscillator unit, etc.
This malfunction is set by the instructor in the malfunction page M0603.
After repair of transducer, we have to reset the ALCAP before it is possible to start the
separator.
High oil outlet pressure alarm is indicated when oil pressure out is more than 1.9 bar.
Low oil outlet pressure alarm is indicated when oil pressure out is less than 1.45 bar.
When we have open for free flow, we have to reset the ALCAP before start.
High/Low oil temperature alarm is activated if the oil temperature differs more than 5%
from setpoint. This malfunction can be triggered from the malfunction page M0604
(Heater failure) or by changing setpoints directly on the heater controller when the
controller is set to manual operation.
When the oil temp is within 5% from setpoint we have to reset the ALCAP before start.
No displ. water alarm is activated when the ALCAP control system tries to fill water but
there is no water supply caused of a shut water supply valve.
When we have open for water supply we have to reset the ALCAP before start.
High vibration alarm is activated when we have high vibration in the separator bowl.
When this alarm is activated, the separator will be emptied, the ALCAP control system
will be shut down, the oil will be recirculated (three way valve will close against separator)
and the electrical motor will stop. This malfunction is set from the malfunction page
M0602.
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After repair attempt, we have to reset the ALCAP before start.

Sludge discharge failure alarm is activated if the separator is not able to empty the
separator for water and sludge. The ALCAP control system will directly try a new
sludge/discharge sequence. If the water transducer still measures to high water content in
the oil, the separator will be emptied, the ALCAP control system is shut down and the oil
will be recirculated. This malfunction is set from the malfunction page M0601.
After repair attempt, we have to reset the ALCAP before start.
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1.3.19
DO Purifier System
1.3.19.1 DO Purifier System Description

The DO purifier cleans diesel oil, usually taken from the DO storage and discharges it to
the DO service tank.
The feed flow to the purifier is driven by separate variable speed pump. In case of purifier
break down, the purifier can be by-passed and the feed pump operated as a transfer pump.
The oil will be circulated through the heater by the feed pump.
If the oil temperature is correct and full speed is reached, the purifier can be put in service
by following the procedure for purifier shooting (ejection cycle).
The DataChief pressure and temperature alarms are inhibited in By-pass mode.
The oil discharge pressure will build up to normal value when the separation process starts
functioning properly.
The oily water sludge and the drain from the shooting are collected in a sludge tank
common for all purifiers. At loss of water seal, the oil/water will drain through sludge line
to sludge tank. The oil discharge pressure will be low and the central alarm system will be
activated.
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The purifier is modelled with an automatic dirt build-up within the bowl. After each
ejection cycle the bowl is cleaned. If the dirt cumulative exceeds an upper limit, lost water
seal will occur. The purifier therefore must be cleaned regularly. The rate of dirt build-up
can be adjusted by the instructor.
If the oil inlet temperature drops under a given limit or increases above a given limit, the
normal separation process is disturbed, resulting in lost water seal. If the flow resistance of
the discharge line is too high, the water seal will break.
If the oil temperature reaches a critical low limit the purifier will stop due to motor
overload.
There is a constant consumption of operating water and the operating water tank must be
manually refilled on low alarm or before.
The efficiency of the purifier is much dependent on the gravity ring setting and the feed
flow. Low feed flow and large gravity ring result in better purification while small gravity
ring increases the maximum flow admitted before broken water seal is probable to occur.
The cleaning procedure described will be done automatically at regular intervals by the
PowerChief central monitoring system if the selector switch on the local purifier panel is
in AUTO position.
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1.3.20
LO Purifier System
1.3.20.1 LO Purifier System Description

The LO purifier cleans lubricating oil, usually taken from the main engine sump tanks
(drain tanks) and discharges it to engine sump tanks.
The feed flow to the purifier is driven by separate variable speed pump. In case of purifier
break down, the purifier can be by-passed and the feed pump operated as a transfer pump.
The oil will be circulated through the heater by the feed pump.
If the oil temperature is correct and full speed is reached, the purifier can be put in service
by following the procedure for purifier shooting.
The DataChief pressure and temperature alarms are inhibited in by-pass mode.
The oil discharge pressure will build up to normal value when the separation process starts
functioning properly.
The oily water sludge and the drain from the ejection cycle is collected in a sludge tank
common for all purifiers.
At loss of water seal, the separation process within the rotating bowl breaks down and all
the oil supplied to the purifier will occur in the sludge line. The oil discharge pressure will
be low and the central alarm system will be activated. Much oil discharging through the
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sludge line (broken water seal) is indicated by flashing oil inlet light. The oil inlet valve
should be closed immediately.
The purifier is modelled with an automatic dirt build-up within the bowl. After each
cleaning sequence the bowl is cleaned. If the dirt cumulative exceeds an upper limit, lost
water seal will occur. The purifier must therefore be cleaned regularly. The rate of dirt
build-up can be adjusted by the instructor.
If the oil inlet temperature drops under a given limit or increases above a given limit, the
normal separation process is disturbed, resulting in lost water seal.
If the flow resistance of the discharge line is too high, the water seal will break. If the oil
temperature reaches a critical low limit, the purifier will stop due to motor overload. There
is a constant consumption of operating water, and the operating water tank must be
manually refilled on low alarm or when needed.
The efficiency of the purifier is much dependent on the gravity ring setting and the feed
flow. Low feed flow and large gravity ring result in better purification while small gravity
ring increases the maximum flow admitted before broken water seal is probable to occur.
The cleaning procedure described will be done automatically at regular intervals by the
PowerChief central monitoring system if the selector switch on the local purifier panel is
in AUTO position.
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1.3.21
Stern Tube System
1.3.21.1 Stern Tube System Description

The stern tube bearings are lubricated by two separate gravity LO tanks, one high and one
low gravity. These are selectable and should be chosen according to vessel draft.
Oil cooling occurs when refilling the tanks. The heat exchanger is a LT fresh water cooled
LO cooler.
The gravity tanks are automatically refilled at low level in tanks.
These levels are found and can be adjusted from the variable page. In Auto mode, the
pumps will act as stand-by pumps (will start if the running pump fails to maintain the level
in the gravity tank). Stopping of pumps has to be carried out manually. Refilling of LO
sump tank by starting the make up pump.
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1.3.22
Propeller Servo Oil System
1.3.22.1 Propeller Servo Oil System Description

The propeller pitch servo is operated by high pressure hydraulic oil supplied by a shaft
driven pump. An electric pump is used at start.
The pitch control is dependent on hydraulic pressure. At low oil pressure, the maximum
rate of pitch change is reduced correspondingly. If the oil is cold, the pitch servo acts more
slowly.
The generated heat is removed by fresh water cooled LO cooler, controlled by a
P - controller. The arrangement is similar to that of the gear LO system.
The propeller shaft bearings are lubricated via a separate gravity LO tank.
Default settings for the controller are:
P-gain = 10
BIAS = 50%
Stand-by data is found in the variable page 7023 (PowerChief).
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1.3.23
Ship Propulsion System
1.3.23.1 Ship Propulsion Description

The ship represents a very large crude oil carrier (VLCC) and is powered by a slow speed
engine.
The propeller characteristics are realistically modelled. The propeller torque and thrust
depend on ship speed, propeller revolution, propeller pitch and rudder deflection. The hull
resistance is typical for a VLCC. It is made dependent on ship speed, ship, draft, heel and
trim, depth of water, weather condition (wave/wind) and the hulls degree of fouling.
The basic ship speed response constant is correctly modelled to be dependent on the load
condition. By selecting the FAST or VERY FAST button in the SHIP DYNAMICS
menu, in Operating Condition page, the instructor can change the apparent response speed
to save time:
-
1 times true response

NORMAL
FAST
VERY FAST
The steady state thrust or propulsion power is not influenced by the time scale.
The hull model includes a dynamic description of the ship's movement ahead, its speed
and rate of turn, its yawing, rolling and pitching, etc.
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The hull drag force includes water resistance due to waves, wind and ice.
The weather condition sets the general level of wave disturbance. There is no directional
influence.
The wind force is specified by mean wind speed and wind direction.
The influence of the sea waves, set by the instructor, is modelled in three ways:
(1)
The wave effect on the propeller is simulated by adding the hydrodynamic
propeller torque random disturbances (low-pass filtered, white noise). The revolution will
vary somewhat and the AutoChief system will be disturbed in its speed controlling
function.
(2)
The pitch and roll movement of the ship is simulated by adding to the liquid level
in the following tanks periodic random disturbances (band-pass filtered, white noise):
-
ME FW expansion tank
ME LO service tank
HFO service tank
DO service tank
engine room bilge well
steam generator water drum
(3)
The breaking effect of the waves on ship speed is simulated by increasing the
propulsion resistance. Ship speed will drop and the main engines will thus be more heavily
loaded.
The water depth can be specified and the shallow water effect demonstrated. The effect
is noticeable only if the depth is less than 2-3 times ship draft.
A bow thruster can be operated from the bridge. The thruster pitch is adjustable. Note that
the bow thruster force will decrease at increasing speed ahead and at full speed the bow
thruster hardly has any effect. Electric power is taken from Main Bus Bar 2, normally
supplied by the shaft generator.
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1.3.24
Steering Gear System
1.3.24.1 Steering Gear System Description

The steering gear system is of the IMO model with the functionality required according
to Classification Societies for gas carriers and oil tankers above 100000 tons.
The steering gear will automatically split into two (2) separate systems in case of a leakage
in one of the hydraulic systems. At major leakage in one of the systems, the affected
system will, after the separation, be shut down (pump stops, control valve block will close,
and by pass valves will open).
When the fault is identified and repaired, the valves have to be manually put back to
normal position.
The systems can also be separated manually by means of the Safematic valve block and
the by-pass valves.
The steering gear pressure is controlled by the pressure control valve. Default setting is 75
bar. Above this pressure, the hydraulic oil will be by-passed back to the oil sump.
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Emergency steering is carried out from this diagram, in case of system communication
failure with the bridge.
The steering gear is able to change the rudder position from 35 deg. to 30 within 48 sec.
with one pump and 24 sec. with two pumps, undependant of ship speed (the increased
demand of thrust on the rudder at higher ship speed is taken care of by increased pump
pressure).
For studies of mutual influence between the steering gear and autopilot the autopilot is
made available in the mimic diagram 58.
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1.3.25
Ship Course Control
1.3.25.1 Ship Course Control Description

An auto pilot controls the rudder position. Like most modern auto pilots it is in principle a
PD controller. The proportional gain (course gain) and the derivative gain (rate
gain/counter rudder gain) can be adjusted. The weather adjustment feature often found is
represented by the course deadband. The rate of turning is displayed in non-dimensional
form. It can be interpreted as the inverse of the current turning radius (measured in ship
lengths).
Example : rate = 0.2 means turning radius is 5 ship lengths.
The steering gear pumps create necessary hydraulic power for the rudder. The rudder rate
is dependent on hydraulic flow.
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Ambient Temperatures
The ambient sea water and air temperature can be set from the instructors Console.
The sea water temperature affects the operational conditions of all FW, LO and air coolers.
At high sea water temperature, problems may develop, especially if the heat exchangers
are dirty.
A modified sea water temperature is used as an equilibrium temperature to which the
temperatures of different tanks, etc. gradually will drop if left without heating for a
sufficient period of time.
The air temperature in the machinery space is modelled, depending on total main engine
and auxiliary engine power, ambient air temperature and number of engine room
ventilation fans in operation. If an engine room fire occurs, the temperature will rapidly
increase to very high levels.
The machinery space air temperature affects the scavenging air temperature of all diesel
engines and also affects the combustion temperature of the oil-fired boiler.
A simple model of the engine control room (ECR) air conditioning system is included. If
the air conditioner is not on or has failed, the engine control room temperature will
gradually approach machinery space temperature. If an engine room fire occurs, the air
conditioning system becomes overloaded and will fail.
A simulated break down of the control monitor system (DataChief, AutoChief and
PowerChief) occurs if the engine control room temperature exceeds the equipment's
ultimate design temperature, 55C.
Note that the air conditioning system requires sea water for cooling. This is taken from the
SW system. Lack of sea water is indicated by a flashing light.
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1.3.26
Main Engine Lubricate Oil System
1.3.26.1 Main Engine Lubricate Oil System Description

The lubrication oil from the main engine sump is collected in a service tank below the
engine.
The LO pumps are protected by a pressure relief valve which opens for pressure over a
preset value. These valves are not modelled in detail and are not available from the
variable list.
The service tank oil can also be cleaned in a LO purifier.
New oil is entered by a make-up pump with flow directly to the service tank.
The lubrication oil is cooled in two LT fresh water cooled LO coolers and is then passing a
double filter before it enters the main engine. The LO temperature is controlled by a PI
controller, which regulates a by-pass valve for the LO coolers.
The LO filters must be cleaned regularly to avoid pressure/flow reduction.
The service tank oil level will gradually decrease due to oil consumption and possible
drain/sludge discharge from the purifier.
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The level is unstable in poor weather and if the level is low, there may be false alarms/shut
downs.
If the purifier is operated with broken water seal, much oil is continuously discharged to
the sludge tank and there is a risk of emptying the LO well completely. The oil pressure
after the pumps will be reduced towards zero as the LO service well runs dry.
The oil temperature in the service tank is affected by the return oil flow/temperature from
the main engine, the oil flow/temperature from the purifier and the heat loss to the
surroundings. If all inlet flows stop, the temperature will gradually approach ambient air
temperature. Low oil temperature gives reduced pressure at main engine.
Cylinder Lubrication
A simple cylinder lubrication model is included. There will be a steady consumption of
cylinder oil, dependent on main engine speed.
The cylinder LO tank must be refilled periodically. At low cylinder LO tank level there
will be ME slow down/shut down.
Cam Lubrication
The lubrication oil from the main engine cam shaft is collected in a cam shaft LO tank.
The LO pressure is controlled after the two cam LO pumps by a pressure control valve
with return flow to the cam LO tank.
Cam LO tank make-up is taken from the LO inlet main engine line. Discharge of the tank
is directly to the spill oil tank.
The cam lubrication oil is cooled by a LT fresh water cooled LO cooler and is then passing
a double filter before it enters the main engine. The LO temperature is controlled by a P
controller, which regulates a by-pass valve for the cam LO cooler.
The LO filters must be cleaned regularly to avoid pressure/flow reduction.
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1.3.27
ME Bearing System
1.3.27.1 ME Bearing System Description

The bearing system includes:
-
6 main journal bearings

5 crankshaft bearings
5 cross-head bearings
1 thrust bearing.
The bearing temperature depends on the cylinder power, the lubricating oil flow and
temperature, and ambient temperature.
The shaft friction includes static friction as well as speed-dependent friction.
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1.3.28
Fuel Oil System
1.3.28.1 Fuel Oil System Description

Fuel oil from the Heavy Fuel Oil service tank and the Diesel Oil service tank are mixed in
an oil mixing valve. Two fuel oil supply pumps with 4 bar outlet pressure transport the
fuel oil to the venting tank.
The two booster fuel oil pumps connected to the venting tank and the heaters, operate at 8
bar outlet pressure. Two fuel oil filters in parallel permit repair/cleaning of one of them
during normal operations.
The flow from the pressure control valve at the main engine returns fuel oil to the venting
tank.
The fuel flow to the main engine and diesel generators is measured by a flow meter
(totalizer) mounted in the common inlet pipe to the venting tank. The FO totalizer can be
by-passed to permit repair.
If the plant is shut down with no heating, the oil in the venting tank will cool down
because of heat loss to the surroundings. The oil viscosity in the venting tank, depending
on temperature and possible dilution by DO is computed.
If the viscosity at booster pump inlet is high, the FO pump discharge pressure will
decrease.
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The flow resistance in FO heaters and filters are dependent on viscosity.

The FO pipe line and the venting tank can be heated by steam (steam tracing). The steam
has to be turned on/off manually.
If the oil in the FO pipe gets too cold, the pressure drop across the FO filter and FO heater
increases strongly. The oil pressure from the booster pumps will drop correspondingly.
The oil delivery from the booster pumps is reduced if the suction pressure drops below a
certain limit.
Because of the steam tracing facility, the main engine can be stopped and restarted on
HFO. The normal procedure, however, is to change to DO a short time before shut down
of engine. This has a cleaning effect by filling the piping system with diesel oil and
ensures a safe start-up at a later time.
The change over from HFO to DO or vice versa should be performed gradually. If the rate
of temperature reduction during transfer from HFO to DO is too high, some of the HP
injection plungers might stick due to plunger liner contraction / reduced lubrication.
The heavy fuel oil tank and the venting tank can be drained to the spill oil tank.
If a water leakage in the service tank heater has occurred, it will be necessary to empty the
HFO tank and to drain water from the venting tank.
Fuel Oil Gassing
If the fuel oil temperature after the FO heaters rises higher than the fuels boiling
temperature, gassing of the oil is simulated. Oil viscosity is taken as a gassing
indicator. As this falls under approximately 2 cSt, gassing of the fuel oil gradually starts,
leading to:
-
The running of the main engine is disturbed.

The signal from the viscosity meter becomes very noisy.
Normally HFO gassing develops above 135C and for DO above 80C (adjustable).
Fuel Oil Viscosity Control

The viscosity controller positions the steam valve of the FO heater directly (single PID
loop), or indirectly by adjusting the setpoint of a separate slave controller (cascade
control).
The slave controller is of PID type. The feed back signal to the slave controller is the mean
tube metal temperature of the FO heaters (high selected).
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The viscosity sensor can be mounted any place between the FO heater and ME inlet by
specification of nominal transport time delay. Note that the actual time delay will be
adjusted according to FO flow. The delay will increase rapidly at low FO flow and may
then cause oscillations.
At low load it may prove necessary to stabilize the control by reducing the steam supply to
the FO heaters.
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1.3.29
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1.3.29.1 ME Fuel Oil High Pressure System

The screen indicates the Variable Injection Timing (VIT) system for the engine. VIT will
advance the fuel timing to raise the combustion pressure at engine loads below 100%, and
hence improve the fuel efficiency. The start and finish of the fuel advancement can be
adjusted over the range of the engine, by means of the starting and ending point.
Air
pressure to
advance
fuel timing
Break point @
52% fuel rack
Starting point @
40% fuel rack
Ending point @
61% fuel rack
Fuel rack
position
To adjust the timing of the fuel pumps, three options are available:
a) The individual adjustment at the upper control lever (to compensate for the wear
within the fuel pump the timing would be advanced. 1mm reduction in the fuel pump
setting is approximately 0.8o advancement.)
b) The collective adjustment input (to compensate for the quality of the supplied fuel.
Reducing the collective setting by 10% would advance all fuel pumps by 0.8o)
c) The variable adjustment due to fuel rack position (to increase the fuel efficiency of the
engine. Dependant upon the start, break and end points, with default settings of 40, 52
and 61% to achieve actual engine characteristics).
The actual VIT advancement applied to each fuel pump is displayed beside the upper fuel
pump control lever, and is the summation of the above three options.
Hence each individual fuel pump can be adjusted to provide the optimum fuel timing with
regard to fuel type and quality, and engine load. Excess fuel timing advancement should be
avoided as this will:
a) Increase the maximum combustion pressure, and hence cylinder and bearing loading
b) Affect the ability of the engine to start effectively.
Following adjustments to the VIT system the operator should monitor the combustion
pressure over the complete engine load range, especially from 50 100% load using the
Cylinder Indication screen MD120.
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1.3.30
Main Engine Turbocharger System
1.3.30.1 Main Engine Turbo-charger System Description

The main engine is supercharged by double, constant pressure turbo-chargers. The turbocharged air is cooled in a Fresh water cooled air cooler before entering the main engine.
The air cooler must be kept clean to enable it to provide a sufficient amount of cool air to
the engine. Hot air will lead to high exhaust temperatures, greater heat losses and increased
specific fuel oil consumption.
Dirty turbo-charger air filters throttle the scavenging air flow and will result in reduced
engine performance.
The exhaust gas from all main engines enters a common exhaust boiler. The exhaust boiler
must be kept clean. High back pressure reduces scavenging air flow and engine efficiency,
especially at high power.
The turbo-charger model is composed of two separate units, a centrifugal air compressor
and a single stage gas turbine.
Major variables influencing the compressor torque:
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suction pressure
(air filter diff. pressure)
air inlet temperature (density)
compressor speed
Major turbine torque variables:

-
exhaust receiver pressure

exhaust receiver temperature
back pressure
(exhaust boiler diff. pressure)
turbine speed
The turbo-charger speed is computed on the basis of the torque balance differential
equation shared by the turbine and the compressor model units.
Preset value for start stop of aux. blower is respectively 0.2 bar and 0.4 bar.
Slide valves can be changed to auto or manual from variable page 1301. Limits for
open/close of second slide valve is available from variable page 1301, preset values
are low limit = 0.4 bar and high limit = 1.5 bar.
Waste Heat Recovery: See separate description.
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1.3.31
ME Control System
1.3.31.1 Main Engine Control System Description

The main engine remote system is based on AutoChief, which was developed by
Kongsberg Maritime and installed onboard several hundred ships.
AutoChief is designed for remote control of both reversible and non reversible engines, i.e.
engines with CPP.
For educational purposes both are built into the simulator.
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The ME Control System consists of the following:

ME Control State Display
- The ME Control state display (upper part of AutoChief control panel) which shows
by lit diodes:
- The command position (bridge or engine control room)
- Stop, stop command is given, throttle is set to stop position
- Ahead if throttle is set to ahead position
- Astern if throttle is set to astern position
- Start blocked, if one or more of the following is activated:
Start failure: After 3 start attempts and the engine is
still not running
Start air pressure to low (default setting = 12 bar)
Control air pressure to low (default setting = 2 bar)
Reversing failure
Start too long
Braking failure
Turning Gear engaged
Engine tripped
-
Above reversing level: When running ahead and astern command is given, the
braking air is not supplied before the rpm is below the reversing level which is
set to 33 rpm. When in Emergency Run, the reversing level is set to 40 rpm. If
the engine is not stopped within the Brake Air Time Limit which is set to 8
seconds a Brake Air Failure alarm will be activated. This will probably happen
if we at full speed ahead give an astern command because the ship
speed/propeller effect will delay the rpm decreasing.
Indication of cam position ahead/astern
Indication of slow turning
Indication of start attempts
Indication of fuel off (the fuel pumps are punctured), when setting the throttle
to stop position.
Indication of direction of propeller rotation.
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Additional Information and Adjustable Parameters

AC CONTROL STATE Pop-up Window
-
Indication of Engine running/stopped
Indication of starting (start air is supplied)
Waiting for ignition
Waiting for reversing speed (waiting for the rpm to come below 33)
Reversing cam (camshaft is changing position)
Braking air on (rpm below 33 or 40 in emergency run)
Indication of Start/Revers/Brake failure
When popping up the AC CONTROL STATE window:

-
The governors PID settings are available. These parameters are also available
when popping up the governor directly. Changes of parameters at one place
will automatically update the other.
AC start air Off Speed (setting of rpm for start air cut off and fuel is supplied,
default = 33rpm for normal, 40 rpm for emergency)
Start air Time Limit (max. time for start air supply, default = 8 seconds). If the
engine is not started within 8 seconds, Start failure alarm is activated
Brake Air Time Limit (max. time for braking air supply, default = 8 seconds.
If the engine is not stopped within 8 seconds, Braking failure alarm is activated
Critical speed Low and high limits (default = 40-42 rpm)
ME Shut Down Indication

Indication of Low LO Pressure Shut Down
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Indication of High Temp. Thrust Bearing Shut Down
Indication of High Temp. Cyl. Cooling Water Shut Down
Indication of Overspeed Shut Down

Indication of Turning Gear In
When popping up the ME SHUT DOWN window, the settings for the
parameters are available.
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Thermal Monitor
Indication by lit diode when Thermal limiter is active.
-
Indication of actual Speed Setpoint (speed command)
Indication of Thermal rpm limit (will vary according to heat index)
Indication of Thermal index (will vary according to load)
All settings for the thermal limiter are available when popping up the Thermal monitor
window. Refer to description and figures in chapter 1.2.1.1.9.
Load Monitor
Indication, by lit diode, when Scav air limiter is active
-
Indication, by lit diode, when Torque limiter is active
All settings for the scav. air and torque limiter are available when popping up
the window in MD19 picture.
ME Slow Down
Indication of ME Slow Downs, by lit diodes
-
ME Fail
-
When popping up the window, all the different shut downs (10) with the
different settings are available.
Indication of Start failure
Indication of Reversing failure
Indication of Braking failure (engine not stopped within 8 sec.)
Indication of Start air pressure (to low)
Indication of Control Air pressure (to low)
The settings for minimum start air and control air pressure are available when
popping up the window.
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Safety Overrides
If override of safety function(s) has been carried out from ECR or Bridge, this will be
indicated on the ME Control System by lit diode(s):
-
ME Shut Down (override of thrust bearing temperature and cyl. cool. water)
ME Slow Down (all slow downs are overrided)
Thermal Load Program (overrides the load program)
Control Limiters (overrides the ME Fail start inhibiters and load limiters)
Note taht the above slow down and shut down overrides van be changed in the safety
override pop-up. Refer to 1.3.1.1.20 for details.
All settings are available both from the pop-up windows and the variable pages.
Fixed Propeller
The propeller pitch is fixed to 0.9 P/D and the RPM is controlled from the dial on the
AutoChief panel.
Engine Speed Control

The RPM set-point has different modes. These modes can be selected on the AutoChief
panel, and are based on:
-
Shaft generator
the RPM is set fixed to 60 Hz on the shaft generator (not present for the PTI/PTO
system)
Locked Fuel Link

the fuel link is locked to avoid movement caused by the RPM governor
Direct Fuel Link

controls the fuel link directly from the throttle
Emergency Stop
The fuel oil pumps are forced to Stop position.
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1.3.32
Main Engine Local Control
1.3.32.1 ME Local Control Description

The main engine is modelled with Starting air valve to open and close manually, it is also
possible to engage and disengage turning gear. The stop cylinder and start air distributor
can be operated separately. This may be necessary when the ship has been stopped for a
long time, i.e. during docking. When carrying out work on the main engine during
individual teating, it is normal to block the fuel rack manually.
The auxiliary blowers can be operated manually by setting the control system to manual
and then start the blowers one by one.
The most important engine information is displayed.
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1.3.33
ME Cylinder no. 1 - no. 5
1.3.33.1 ME Cylinder no. 1 - no. 5 Description

Each of the cylinders is modelled separately. The cylinders are modelled with uniflow
scavenging and exhaust valves.
The cylinder space, the piston, the cylinder liner, the injection valve and the top cover are
modelled explicitly.
The mean exhaust temperature depends on the amount of oil injected, air charged,
thermodynamic cylinder efficiency, jacket cooling water and piston cooling oil
temperature.
The injection valve metal temperature and the cooling water outlet temperature are
dependent on the cooling water inlet temperature, the cylinder power, the top cover metal
temperature and the cooling water flow.
Generated mean indicated pressure from each cylinder contributes to the crankshaft torque.
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1.3.34
Piston Ring Monitor
1.3.34.1 Piston Ring Monitor

The screen provides an indication of the piston ring condition within each cylinder. Two
bar charts are provided for each cylinder. The cylinder can be selected, and provides a
display for each piston ring for sealing and movement.
Under normal circumstances the ring sealing and movement will be high. Should the ring
wear increase then ring sealing will reduce, whereas should the cylinder lubrication be
reduced, then the ring movement will reduce.
When the ring sealing and movement reduce below an acceptable level, then an alarm will
be activated.
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1.3.35
Exhaust Boiler
1.3.35.1 Exhaust Boiler Description

The exhaust from the main engine(s) is cooled in an exhaust boiler before entering the
stack. At full power, the steam generated in the exhaust boiler is sufficient to drive the
turbo-generator and supply steam for various heating purposes.
At reduced ME power and/or dirty exhaust boiler, the oil-fired boiler may have to be
operated in parallel with the exhaust boiler. Note that the Boiler fan and FO supply pump
will start automatically when Burner Management is active. When oil fired boiler stops at
increased ME power, the pump and fan have to be stopped manually.
The exhaust boiler consists of a superheater section, a two folded evaporator section, and
an economiser section.
Saturated steam from the secondary steam drum (steam generator) is heated in the
superheater and is then fed to the turbo-generator.
Water at a temperature close to boiling is pumped from the secondary drum through two
evaporator passes. A mixture of steam and water returns to the secondary drum for
separation.
The economiser is supplied with water from the feed water tank by the main FW pump.
The water is heated by the hot gases in the economiser and the preheated water produced
continues into the secondary steam drum. Normally no boiling occurs in the economiser.
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The exhaust flow passing the heating surfaces is dependent on the total exhaust flow and
the exhaust damper position which is controlled by a PID controller.
Transferred heat at each section depends on the local gas temperature and flow.
The heat transfer in the evaporator is sharply reduced if the recirculation pump stops; this
reduction causes a gradual drop in steam pressure.
The exhaust boiler should be cleaned regularly, by using the air driven sootblowing
equipment, if full turbo-generator power capability is to be maintained.
Exhaust Boiler Damper Control

When the exhaust boiler is in operation, the secondary steam pressure is kept constant by a
PID controller which sets the position of the boilers gas dampers. When the steam load is
low, more exhaust gas is by-passed and vice versa.
When both boilers are in operation, there will be an indeterminate load sharing and
possible oscillations if the pressure setpoints of the master controller and the damper
controller are set equally.
Realistically, large backlash in the damper positioning gear can easily be simulated by
adjustment of the hysteresis element.
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1.3.36
Shaft Generator/Motor
1.3.36.1 Shaft Generator/Motor (PTO/PTI) Description

Shaft Generator
The shaft generator/motor system consists of the following main components:
-
Control system
Static converter
Shaft generator/motor
Synchronous condenser
Smoothing reactor
The power from the shaft of the main engine drives the shaft generator via a gear and a
clutch. The Shaft Generator can already supply the ships network with electrical energy at
40% of main engine speed.
A symmetrical three phase system with frequency proportional to speed and constant
voltage is supplied by the separately excited shaft generator. The converter on the
generator side produces from that the D.C. link current. The D.C. link voltage within the
speed range of 40% - 75% is proportional to the speed of the shaft generator. Within the
speed range of 75% - 100% the D.C. link voltage is stabilized by controlling of the
excitation of the shaft generator.
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The power output of the shaft generator is controlled within the speed range of 40% - 75%
via the firing angle of the network side converter. Within the speed range of 75% - 100%
the power output control is achieved by the excitation of the shaft generator at constant
firing angle of the network side converter.
The output power of the shaft generator is reduced automatically when lowering the speed
of the main engine below 75%. When lowering the main engine speed below 40%, the
shaft generator system is switched off. See figure below.
Power
100%
50%
Shaft Generator
shut off
Reduced
Capacity
40%
Rated
Power
75%
100%
ME speed
The clutch is driven by control air and will not operate if the control air is missing.
The shaft generator is designed for continuous parallel operation with conventional
auxiliary generators and exhaust gas turbo-generator sets.
Shaft Motor
When suitable dimensioning, the turbo-generator, dependent on the main engine exhaust
gas power and by consideration of the power demand of the ships network, the unused
electrical output power of the turbo-generator is available as additional propulsion power
for the ship.
Static converter and shaft generator become during motor operation a converter-fed motor.
Current is impressed on the synchronous machine stator by the converter on the machine
side which is connected to the windings such as to form a rotating field.
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1.3.37
Waste Heat Recovery System
1.3.37.1 Waste Heat Recovery System Description

The Waste Heat Recovery model, is modelled for calculation purpose. The two heat
exchangers are mounted in the main air cooler inlet before the LTFW heat exchangers.
The Thermal Oil circulates through the heat exchanger with the help of two pumps, which
may be started and stopped automatically. The controlable three way valves for the
recirculation and the various heater elements are controlled by thermostatic P-gain
controllers. These controllers are available in separate pop-up windows.
To avoid excessive heat generation in the fuel tanks, and by this assure sufficient low oil
temperature on the oil return to the ME air coolers, a PID controlled oil cooler is included.
The controller is available in an own pop-up window.
This model is made to observe the saved amount of fuel in case of installation of a
recovery system.
It should be noted that this control loop is a very slow system when installed, but may be
speeded up in the simulator (from the variable page 9000, C07073).
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1.3.38
Fresh Water Generator
1.3.38.1 Fresh Water Generator Description

Very huge waste heat sources may be utilized when connecting a fresh water generator to
the main engine jacket cooling water system. Normally, this temperature is 80 - 85C (149
- 158F). The function is as follows:
A controlled amount of sea water is channelled to the heat exchanger tubes where it is
heated by the surrounding heating media. The supply from the sea water system evaporates
under vacuum conditions in order to reduce the evaporation temperature, thus avoiding
scale formations inside the tubes. The vacuum permits utilization of low temperature
heating sources. The vapours generated pass to the separator where the sea water drops are
separated. The dry and fresh vapours raise to the condenser, which is cooled by water. The
vapours condense on the outside of the tubes, where by gravity they fall to the collection
shell of the condenser, and flow into the suction of the fresh water pump.
Note that the efficiency of the Fresh Water generator increases when venting off the SW
cooling and FW heating.
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1.3.39
Fresh Water Sanitary System
1.3.39.1 Fresh Water Sanitary System Description

The FW sanitary system is modelled with the following fresh water tanks:
-
Destilled FW tank no 1 and 2

Hydrophore tank
Drinking water tank including a potabilizer
Hot water tank
The hydrophore tank is supplied with service air to obtain suitable pressure to consumers.
When pump control is in auto mode the pumps start/stop automatically to maintain the
water level in the tank. The start/stop functions are controlled by the tank pressure (start at
3 bar, stop at 4 bar). However, there is a small air leakage modelled such that the water
level will raise over some time. When the water level has reached alarm level, alarm is
released, and we have to open for air supply to again obtain correct tank pressure.
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The following functions are available on the pump control panel:

-
Manual/auto selection of start/stop of pumps

Start priority of pumps (master)
Cyclic start of pumps
If the pump control is in cyclic mode and one of the pumps is not able to maintain correct
tank pressure (less than 2 bar) the pump control automatically leaves the cyclic mode and
selects the proper pump as the master pump.
The hot water tank is heated either by steam or by an electric heater. The temperature is set
and maintained by means of temperature controllers.
Both the hydrophore tank and the hot water tank are secured by safety valves with
adjustable open/close pressure.
Instructor may set the fresh water consume to a fixed or random value in the variable list.
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1.3.40
Bilge Wells
1.3.40.1 Bilge Wells Description

The following bilge wells are included:
-
fore hold
refrig. plant room
engine room
aft hold
A sludge tank and an incinerator are also part of the bilge system.
The bilge pump can take suction from any of the four bilge wells, or from the sludge tank,
and discharge it to the bilge separator.
A small amount of oil and water is constantly leaking into the bilge wells (from
unspecified sources). The engine room bilge well, in addition, receives possible overflow
from the sludge tank and miscellaneous fresh water leakages/overflows from the engine
room systems.
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Sludge Tank
The input to the sludge tank is from the following sources:
-
HFO purifier sludge

DO purifier sludge
LO purifier sludge
HFO settling tank 1 drain
HFO settling tank 2 drain
The total water and oil input flows are summed up and displayed as two separate variables
(oil, water) for convenience.
Oily return flow from the bilge water separator also enters the sludge tank. The content of
the sludge tank is assumed to separate immediately into oil and water.
Incinerator
The incinerator takes suction from the oil (top) part of the sludge tank by means of a float
device. To initiate incinerator operation, start the pump and ignite the burner. If the pump
light begins to flash, this flashing indicates automatic stop of the pump. Auto stop can be
caused by:
-
no oil in the sludge tank

time out for burner ignition
Flashing burner light indicates that the burner is ready for ignition.
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1.3.41
Bilge Separator
1.3.41.1 Bilge Separator Description

The bilge separator separates oily water taken from the sludge tank or from the bilge wells.
Clean water is pumped overboard, while the oil is returned to the sludge tank.
The main components consist of bilge pump, separator vessel including electric heater, a
filter and oil ppm detector unit.
Under the influence of gravity, heat and filter pads the oil separates from the water and
collects at the top of the separator vessel. From there it can be drained off by the sludge
valve and returned to the sludge tank.
If the separator is operated in AUTO mode, the following functions are automatic:
-
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The overboard valve is closed and the recirculation valve opened if the ppm limit in
the overboard water is above a preset limit.
If the oil/water interface sensor detects low level (much oil), the sludge valve is
opened.
The bilge separator pump will be started/stopped according to the bilge well level.
This function is dependent on suction from the engine room bilge well.
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A flashing AUTO light indicates functional failure. The cause can be high oil content
(low-low oil/water interface level) or low separator temperature. The separator pump will
then be stopped, the sludge valve opened and the overboard and recirculation valves
closed.
The heating power is turned on/off according to temperature, by a thermostatic switch as
long as the main switch is on. This switch works independently of the AUTO mode.
The settling process in the separator vessel is modelled to be dependent on settling time,
inlet flow oil content, temperature and position of oil/water interface level.
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1.3.42
Ship Load
1.3.42.1 Ship Load Description

The ship load system is based on a program for calculating of draft, trim and heel from
hydrostatic hull data and tank/cargo loads.
This vessel has exactly the same hull as CHS-VLCC. Loaded data from the CHS-VLCC
can be used by the ERS-MC90. The trim, heel and draft will influence ship economy and
efficiency.
The system comprises:
4 cargo centre tanks
2x4 cargo wing tanks
2x1 slop tank
And the ballast system:
2x1 ballast wing tank
1 fore peak tank
In addition the following tanks are included:
FO settling tanks
FO bunker tanks
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Ship load override

The instructor can override the calculated load condition through the SHIP LOAD
parameters on variable page 9002, variable X07015.
-
0 = load set by hull program, the ship load is calculated on the basis of masses (M)
1 = load set by a percentage value, this was originally a potmeter input (P), instead
of the potmeter the value is set in the variable X06317. The heel is set to 0 in
this mode. 0% is empty with no ballast, 20% is empty with standard ballast.
2 = the load is set to standard full load (F)
3 = the load is set to empty with standard ballast (E)
Note that changing tank contents directly from variable page 5700 have only effect when
in default mode (0). Only the cargo and ballast tank contents can be changed from the
variable page 5700 (3). The tanks on page (1) and (2) are calculated by the model (level
and tank size).
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1.3.43
Turbo Generator
1.3.43.1 Turbo-generator
One turbo-generator and two cargo pump turbines are connected to the common vacuum
steam condenser. The turbo-generator is fed with superheated steam from the exhaust
boiler. The exhaust fired boiler produces steam of approximately 290C.
The turbine is modelled realistically with torque dependent on steam flow, inlet steam
pressure/temperature and condenser vacuum. The throttle valve is controlled by a speed
governor. The speed can be remotely adjusted by lower/raise signals from the electric
switch board.
Before start of turbo-generator, vacuum must be established and the condenser drained
empty by starting the vacuum pump and main condensate respectively.
It is not possible to obtain sufficient vacuum if the sealing steam has not been put on,
because of strong air leakage through the shaft sealings.
If the cargo turbines are out of operation, their exhaust shut off valves should be closed to
avoid extra air leakage into the condenser.
When the turbo-generator is shut down, a gradual collection of water in the steam
line/turbine casing is modelled. Before start of cold turbo-generator the main steam line
and turbine casing therefore should be drained for water.
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If the turbo-generator is started with much water present in the steam line, water strike
will occur. This can ruin the turbine rotor. It is indicated by turbine trip due to axial
displacement of rotor. The turbo-generator lub. oil tank should be drained off regularly and
new oil added. Very low/high lub. oil temperature or very high water content will reduce
the lubrication ability of the oil and cause trouble (high vibration trip).
To start the turbine, the emergency stop valve should be manually opened slowly and the
turbine run at a few hundred RPM for at least one minute if the turbine is cold. This is to
reduce thermal tension during start up. If the turbine speed is taken up too fast, high
vibration will occur and the turbine will trip.
The turbo-generator is protected by a separate safety system, and trip signal is given on the
following conditions:
high condenser water level
high condenser pressure (low vacuum)
high steam generator water level
turbo-generator overspeed
high stator temperature
low lub.oil pressure
rotor displacement (drain water strike)
high vibration (cold start)
rotor displacement (carry over water strike)
high vibration (poor lubrication)
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1.3.44
Inert Gas Plant
1.3.44.1 Inert Gas Plant Description

The Propulsion Plant Trainer is modelled with a steam boiler where flue gas is taken from
the boiler uptake and directed through the scrubber, fans and deck water seal to the main
inert gas deck line. The capacity of the inert gas plant is approximately 40,000 cbm/h,
provided sufficient flue gas is available from the boiler. Flue gas is produced by steam
consumption to aux. Systems.
The scrubber washes and cools the flue gas in order to reduce soot and SO2 content. The
oxygen content will vary with the boiler load.
In order to avoid O2 exceeding 5% to enter the tank, an automatic valve will close and
route the flue gas to the funnel. Another valve controlling the mainline pressure will also
regulate the flow to the tanks by bypassing to the funnel. For ventilation purposes the
system can be used by opening ventilation valves from deck. This will automatically shut
off the flue gas suction valves in order to avoid mix.
The oxygen content in the inert gas is dependent on the boiler load and the boiler
combustion control.
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1.3.45
Cargo Turbines
1.3.45.1 Cargo Turbines Description

The cargo turbines should be run only when the oil-fired boiler is in operation. The steam
will then be superheated to approximately 410C.
The two cargo turbines are modelled schematically. They can be started by opening the
stop valve and the exhaust shut off valve and then manually opening the steam throttle
valve.
The steam flow depends on the throttle valve position and the steam pressure.
Each turbine consumes 18 t/h at full throttle and steam pressure.
When one cargo turbine has been started, a small pause should be made before start of the
next turbine to permit the boiler system to recover from the shock caused by the sudden
steam load increase. With all turbines in operation, special attention should be paid to the
boiler system which is then working at its ultimate capacity limits.
The main condensate pump is sufficient for the turbo-generator load, at cargo pumping the
auxiliary condensate pump must be started.
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A simple safety system for the cargo turbines is modelled (common for all turbines), and
cargo turbine trip is given on the following conditions:
high condenser water level
high condenser pressure
high steam generator water level
rotor displacement (by water strike)
Note that the cargo pump turbines are less sensitive to low condenser vacuum than the
turbo-generator. It is recommended to shut this off during cargo pumping.
Cargo pump turbine trip is indicated by flashing stop valve light on local panel. The trip is
reset by pressing the push button.
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1.3.46
Refrigeration
1.3.46.1 Refrigeration Description

The refrigeration plant is based on R22 and consists of the following main components:
-
Electrically driven screw compressor

Compressor lubrication system
Sea water cooled condenser
Refrigerant liquid receiver
Evaporators (2)
Nominal capacities are as follows:

Cooling capacity:
400 kW at - 25C
Screw compressor motor:
240 kW (67hp)
Refrigerant flow:
2.5 kg/sec (1 lbs/sec)
Sea water cooling flow:
100 t/h
The compressor is lubricated and cooled by oil and refrigerant gases. The lub. oil is
separated from the compressed refrigerant gas in the oil separator. The bottom part of the
separator serves as an oil reservoir. If the oil level is less than 20% of full, new oil must be
added.
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A substantial part of the compressor heat is transferred to the cooling oil in the compressor
screw, and the oil must be cooled. This is done by sea water in the LO cooler.
The electric load on the compressor motor varies according to compressor condition,
suction pressure, discharge pressure and gas flow. Electric overload will occur if the load
is higher than a preset limit.
The effective (internal) compression ratio of the screw compressor is adjustable by means
of a suction slide valve. It is positioned by a PID controller, controlled by the refrigerated
room temperature.
The sea water flow to the condenser is supplied by two SW pumps. Normally just one is
active, while the other is stand-by. The sea water flow can be adjusted by a throttle valve
at the condenser inlet. Normally 50% valve setting is used, giving a flow of approx. 100
ton/h.
The condensed refrigerate flows by gravity down to the liquid receiver. The valve called
vapor valve is for pressure equalizing between condenser and the liquid receiver vessel.
If it is closed, the draining of the condenser will be obstructed.
Heat loss to surroundings is dependent on ambient temperature. At steady state condition
this is the only heat load modelled, in addition to the air circulation power dissipation. To
enable more versatile steady state operations, an extra heat load can be activated. This
extra load can be interpreted as a secondary brine system cooled by the circulating air.
The load setting represents the rate of flow circulation on the brine side. The additional
heat flow is computed as being proportional to load setting and to the difference between
the brine temperature (= 0C) and refrigerated air temperature.
Start Inhibit:
- AUTO selected
: X06615 = 1
- High contrl. setting : Z06616 > 26%
- Low LO Pressure : P06571 < 0.75 bar
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1.3.47
Remote Emergency Operating Panel
1.3.47.1 Remote Emergency Operating Panel Description

This panel has an indicator for Fire Alarm and CO2 Alarm and is situated outside of the
engine room.
The Emergency Shutoffs can stop Main Engine and Auxiliary engines, Fuel and
Lubricating oil pumps, Oil tank Outlet valves, Engine room supply and exhaust fans.
Opening the CO2 cabinet door will activate the CO2 alarm and stop Engine Room supply
and Exhaust fans.
The CO2 release is also available.
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1.
1.1
1.2
1.3
1.4
2.
2.1
2.2
2.3
2.4
2.5
2.6
Fire
For Engine Room fire ensure emergency generator is running. (It should start
automatically if main generators are stopped.)
Stop pumps.
Close tank outlet valves.
Engine room supply and exhaust fans may be required for smoke control if fire is
being fought by fire parties.
CO2
If Engine Room fire is serious it may be necessary to use the fixed installation.
Ensure all fire shut offs are operated.
Ensure engine room is battened down.
Ensure all personnel are accounted for.
Open CO2 cabinet and release CO2.
After release of CO2 the Engine Room must be allowed to cool until there is no
possibility of the fire re-igniting before re-entry.
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1.3.48
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Cylinder Indications
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1.3.48.1 Cylinder Indication Diagram Description

Cylinder Indication Press/Angle (MD 120)
This picture contains three diagrams; fuel injection, compression and combustion
pressure/angle (p-a) which indicates the combustion in the cylinders during one revolution
(two stroke engines).
Injection diagram which is used to indicate the following parameters:
Injector opening pressure (PINJO)
Maximum pressure (PINJM)
Injector opening time (TINJO)
Lenght of injector opening time (LINJ)
Compression diagram which is used to indicate the cylinder pressure (PCOMPR) without
combustion (shut off fuel). Note that the PCOMPR is lower for a cylinder without
combustion because this cylinder has a lower temperature.
Press/angle diagram which is used to indicate compression pressures (PCOMPR) and

maximum pressures (PMAX), and it illustrates clearly the pressure changes during fuel
combustion. This diagram shows also the time of ignition (TIGN) and time of maximum
combustion pressure (TMAX). Studies on injector faults, different fuel qualities and
different injector time settings are recommended.
The horizontal axis represents the crank angle. We define the top dead center (TDC) as
zero, the value before TDC as minus, and the value after TDC as plus. The vertical axis
represents the cylinder pressure and injection pressure.
Information about Main Engine speed (SPEED), index of fuel pump (INDEX), mean
indicated pressure (MIP) and indicated power (IKW) in the top left corner of picture.
Information from p-a diagram:
Diagram display (1): Pmax low, but Pcom normal.
Deduction:
Fuel injection too late.
Possible causes:
-- Fuel pressure too low.

-- Defective fuel valve(s) or nozzles.
-- Defective fuel pump suction valve or shock absorber.
-- Exceptionally poor fuel (bad ignition properties).
-- VIT index wrong.
-- Fuel pump lead too little.
Diagram display (2): Pmax high, but Pcom normal.
Deduction:
Fuel injection too early.
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Possible causes:
-- VIT index wrong.

-- Fuel pump lead too large.
Diagram display (3): Both Pcom and Pmax are low.

Deduction:
Leakages, increased cyl.volume, or fouling.
Possible causes:
-- Piston ring blow-by.

-- Exhaust valve leakage.
-- Piston crown burnt.
-- Low scavenge pressure, fouling of exhaust and/or air system.
Three cylinder curves may be displayed at the same time. On the lower part of the picture,
the soft button Zoom can be used to zoom the diagram 300% in horizontal direction. The
soft button Spread is used to move overlaying curves apart.
NOTE! When taking a cylinder indication by pressing the button I 1 to I 5, the indication
represents the state of the cylinders at the time the button was pressed. Five states of the
main engine can be recorded and stored.
Cylinder Indication Delta-Press/Angle (MD 123)
This is not a diagram normally found onboard, but is included in the simulator to illustrate
the rate of pressure change related to crank angle (the numerical derivative to the Cylinder
Indication Press/Angle curve).
Mathematical Definition: dy/dx = lim/dx 0
Calculate the derivative: We want to find the derivative of the curve between 60 and 90
bar for the cylinder 1 (See Cylinder Indication Press/Angle picture): By marking the curve
at 60 and 90 bar (compression), and by drawing straight lines from these points to the
horizontal axis we will find the corresponding angles (-30 dgr and - 20 dgr). We are now
able to calculate the derivate for this part of the curve:
dy/dx = 90-60/-20-(-30) = 30/10 = 3
Find the derivative by MD 123: Instead of calculating this value we can find the rate of
pressure change at any crank angle by drawing a straight line from the horizontal axis to
the curve. The numeric value is then read on the vertical axis.
Three cylinder curves may be displayed at the same time.
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Cylinder Indication Press/Vol (MD 121)

This diagram illustrates the pressure variations in the engine cylinder. The diagram area
can be integrated and the mean indicated pressure calculated. The power developed in the
particular cylinder can then be found by multiplying the engine speed with the cylinder
constant.
The horizontal axis represents the volume of the cylinder, and the vertical axis represents
the cylinder pressure.
Data Indication of cylinders: As for Cylinder Indication Press/Angle.
Information from p-v diagram: As for Cylinder Indication Press/Angle.
Weak Spring Diagram (MD 122)

This is not a diagram normally found onboard vessels with 2 stroke engines but is included
in the simulator as we consider it as a useful tool from a pedagogical point of view.
By using the weak spring diagram, we are able to have a closer look at the lower pressures
of the exhaust gas and the scavenging air and the moment of gas change.
Data Indication of cylinders: In addition to the combustion data, there are readings for
scavenging air and exhaust gas pressure.
On the lower part of the picture, the soft button Zoom 1 can be used to zoom the diagram
300% in vertical position. Zoom 2 is used to zoom the diagram 600% in vertical position.
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OPERATION
of

Version MC90-III
ENGINE ROOM SYSTEMS
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GENERAL INFORMATION
2.1
Operation of the Propulsion Plant Trainer

The main objective in the following sections, is to describe the start-up procedure for all
subsystems included in the Propulsion Plant Trainer. To describe all the subsystems, we feel
it is an advantage to start with a dead ship condition, where all subsystems are shut down.
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2.1.1
Shore Power
Related systems required to be in
operation:
None.
Preparations before connecting "Shore Power":

The shore power can also be operated from the main switchboards shore power section (if
main switchboard is installed).
Select picture Electric Power Plant.
Press IN button on the CABLE panel.
If the phase is wrong (WRONG PHASE lamp on PHASE panel lit), press button TWIST. If
the breaker is tripped (TRIPPED lamp on shore BREAKER panel lit), press button RESET.
Starting procedure:
MANUAL mode:
Press button IN on the shore BREAKER panel.
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2.1.2
Emergency Generator
operation:
None.
Preparations before connecting

"Emergency generator":
Select picture Electric Power Plant.
The Emergency generator can also be started and connected on the main switchboards
Emergency Gen. section.
Starting procedure:
MANUAL mode:
Press button START on ENGINE CONTROL panel.
Press button IN on emergency generator BREAKER panel.
If shore power is connected, disconnect it by pressing the OUT button on the shore
BREAKER panel.
AUTO mode:
Press button AUTO on the ENGINE CONTROL panel.
When the emergency generator is connected, only the consumers connected to the
emergency bus bar can be started. Normally, the control of the emergency generator is set in
AUTO mode, the engine will then start automatically in case of a black out.
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2.1.3
Sea Water System
operation:
Shore Power, Emergency generator or an auxiliary generator connected to the switchboard.
Preparations before operating
"Sea Water System":
Select picture Sea Water System.
The Sea water pumps can also be started from the PowerChief panels pump section (if
diesel generator(s) is running and connected).
Open one of three sea water pump suction valves from sea chests.
Open sea water discharge overboard valve. Open valves before and after coolers/condensers.
Open sea water recirculation valve. Open sea water inlet valve(s) to cooler(s). Air cond
cooler, Fresh water generator, steam condenser and one Fresh Water Cooler.
Select MAN or AUTO position on the sea water temp controller, and set to a suitable
temperature. (Should be slightly above sea water ambient temperature.) Auxiliary sea water
pump is connected to emergency bus bar.
Adjust outlet pressure controller to a desired flow (not valid for aux. SW pump).
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Starting procedure:
MANUAL mode:
Start SW pump(s).
AUTO (STAND BY START) mode:
NOTE! This mode is only available when diesel generator(s) is running and connected.
Select the picture Power Chief - Pump/Compr. Control.
Press the button AUTO on the SEA WATER PUMPS panel. If the pump in service stops,
the stand by pump will start only if the AUTO mode is selected. If in an emergency
situation, emergency suction can be used to empty engine room bilges with sea water pump
or fire pump.
Emergency suction also from cargo holds and sludge tank. Open emergency suction and
overboard from pumps, and start pump.
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2.1.4
Start Air and Air Compressor
operation:
Main Sea Water and FW system in operation.
Operation as an isolated system is not available.
Preparations before starting
"Starting air compressor":
Select picture Fresh Water System and open valve to Air compressor coolers.
Select picture Start Air and Air Compressor.
The Starting air compressor can also be started from the "PowerChief" panels compressor
section (if diesel generator(s) is running and connected). When starting from shore power or
emergency generator, only start air compressor 2 can be started.
Open FW inlet valve(s) to start air cooler(s)
Drain start air cooler(s)
Open air inlet valve(s) to start air receiver(s)
Open air outlet valve(s) from start air receiver(s)
Drain start air receiver(s)
When pressure is obtained, open air supply valve(s) to selected consumer(s)
Starting procedure:
MANUAL mode:
If the selected compressor is tripped (TRIPPED lamp lit), press RESET button on the
compressor panel. Start the compressor by pressing button ON. Close drain valves.
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AUTO mode:
Close drain valves.
Select picture Power Chief Pump/Compressor Control. Press AUTO on the selected
START AIR COMPRESSOR panel.
"Service air compressor":
Select picture Start Air and Air Compressor.
Open FW inlet valve to service air cooler.
Drain service air cooler.
Open air inlet valve to service air receiver.
Open air outlet valve from service air receiver.
Open air inlet valve to service air filter and dryer.
Drain service air dryer.
Starting procedure:
MANUAL mode:
If the service air compressor is tripped (TRIPPED lamp lit), press RESET button on the
compressor panel. Start the compressor by pressing button ON. Close service air make-up
valve from start air receiver no.1(see note). Close drain valves.
AUTO mode:
Close drain valves. Select picture Power Chief Pump/Compressor Control. Press button
AUTO on the SERVICE AIR COMPRESSOR panel.
The service air compressor in this system is normally called an instrument air compressor
and is usually of the oil free type. In addition there is often a working air compressor
supplying consumers not including delicate instrument systems.
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Under certain conditions starting air compressors produce a considerable amount of water.
The starting air also contains a small amount of oil. This will gradually reduce the efficiency
of the air dryer/cooler and is therefore not desirable.
The air make-up valve is usually left open for safety reasons. If the service air compressor
trips, service air pressure is not lost, but supplied through the starting air receivers. This may
prevent a serious situation like a shutdown of the main engine. The valve is normally
pressure controlled, with an opening setpoint set slightly lower than the auto start setpoint of
the service air compressor. This prevents dirty air from the starting air compressors to
enter the control air system during normal operating conditions.
Carefully consider if or when to close the service air make-up valve.
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2.1.5
Diesel Generator no. 1 and 2
operation:
Emergency Bus Bar active.
Start Air Compressors, with a minimum of 15 bar (218 psi) pressure on the starting air line
and DG air supply valve open. Sufficient level in the fuel oil service tanks.
Preparations before starting the first
"Diesel generator":
Select picture Fuel Oil Service Tanks.
All diesel generators can be started from the PowerChief panels generator section.
Check water level in the fuel oil service tanks and drain if necessary (md03).
Ensure that DO supply valve to generator engine(s) (md03) is open.
Select picture Diesel Generator no. 1 (or no. 2).
Check level in LO sump tank, refill from storage tank if necessary.
Ensure that lub. oil valve to spill oil tank is closed.
Open lub. oil valve(s) after lub. oil filter(s).
Check level in expansion tank and refill if necessary.
Open SW pump suction valve from sea chest.
Open sea water discharge valve (overboard after cooler).
Open FO valve(s) before FO filter(s).
Open FO inlet valve to FO pump.
Check that three way valve is open for DO.
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Start the electrically driven LO pump (priming pump), and check that the lub. oil pressure is
increasing.
Set the electric LO pump in AUTO mode by pressing the AUTO button on the PUMP. CTR.
panel.
If the lamp TRIPPED on the BREAKER panel is lit, reset the breaker by pressing the button
RESET.
If any of the alarm lamps (red) are lit, press the RESET button. Press the button LOCAL on
the ENGINE CONTROL panel.
Starting procedure for the first
"Diesel Generator":
MANUAL mode:
If the starting air pressure is above 15 bar (218 psi), the engine is ready to be started. Press
START button on the ENGINE CONTROL panel. If start is carried out from the
PowerChief Generator Panel, the engine control has to be set to Remote control.
The lub. oil priming pump may be set directly in AUTO mode. FW controller setpoint is
normally set to 75-80C, depending on the engine type.
Modern engines are normally operating on blended or heavy fuel oil. On the fuel/blended
oil engines, diesel is only used to prepare the engine for repair (overhaul), or when steam is
not available.
When steam is available and sufficient temperature on the HFO, changing to HFO is carried
out by opening the HFO supply valves (MD03) and changing position on the three way
valve (MD71-72).
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Connecting the first Diesel Generator:

operation:
Corresponding diesel engine running.
Connecting procedure for the

first generator:
MANUAL mode:
Select picture Electric Power Plant (The engines may also be started from this picture, if
in REMOTE mode).
Locate the panels of the running engine.
Ensure that magnetization is ON.
Adjust frequency by pressing the buttons RAISE/LOWER on the LOAD CONTRL panel
until the reading of the network frequency is slightly above 60 Hz.
If tripped, reset the BREAKER panel by pressing the button RESET on the BREAKER
panel. Press the IN button on the BREAKER panel.
Readjust the frequency, if necessary.
If the shore connection is connected, disconnect it by pressing the button OUT on the shore
BREAKER and the CABLE panels. The emergency generator is automatically disconnected
in both AUTO and MAN mode.
AUTO/STAND BY mode:
Is only permitted when at least one generator is connected.
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Starting the second Diesel Generator:

operation:
Start Air Compressors, with a minimum of 15 bar (218 psi) pressure on the Starting air line
and DG air supply valve open. Sufficient level in the FO oil service tanks.
Preparations before starting the second
"Diesel generator":
Select picture Diesel Generator no. 1 (or no. 2). Check level in LO sump tank, refill from
storage tank if necessary.
Close lub. oil valve to spill oil tank. Open lub. oil valve(s) after lub. oil filter(s). Check level
in expansion tank and refill if necessary.
Open SW pump suction valve from sea chest. Open sea water discharge valve (overboard
after cooler).
Open FO valve(s) before FO filter(s). Open FO inlet valve to FO pump. Start the electrically
driven LO pump (priming pump), and check that the lub. oil pressure is increasing. Set the
electric LO pump in auto mode by pressing the AUTO button on the PUMP. CTR. Panel. If
the lamp TRIPPED on the Engine Control panel is lit, reset by pressing the button RESET.
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Starting procedure for the second

"Diesel Generator":
MANUAL mode:
If the starting air pressure is above 15 bar(218 psi), the engine is ready to be started. Press
START button on the ENGINE CONTROL panel if in Local mode. May be started both
from MD70 and MD101 when in Remote mode.
AUTO mode:
Ref: Connecting the second diesel generator.
Connecting the second Diesel Generator:
operation:
Corresponding diesel engine running.
Connecting procedure for the
second generator:
SEMI AUTO SYNCHRONIZING:
Select picture Electric Power Plant (The engines may also be started from this picture, if
in REMOTE mode). Locate the panels of the started engine. Check if the button ON on the
MAGN panel is active (ON). If not, press it now. Press the button RESET on the BREAKER
panel, if necessary. Press button D62 on the SEMI AUTO SYNCH. Panel. Adjust voltage
and frequency until Ready lamp is lit. Press connect button.
If the breaker is not connecting, fine adjustment of frequency and voltage may be necessary
until breaker connects.
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AUTO/STAND BY mode:
Press button REMO on the ENGINE CONTROL panel. Select picture Power Chief Generator Control. Locate DIESEL GENERATOR panels and check that the READY
lamps on the running diesels are lit. Press buttons AUTO on the panels. To get READY
indication, the diesel must be in remote mode and possible alarms must be acknowledged.
Priorities
The PRIOR (priority) buttons determine the starting/stopping sequence of the diesel
generators (in AUTO mode). Select the desired priority by pressing one button in each
panel.
Normal priority solution is:
1: Shaft Generator
2: Diesel Generator 1
3: Diesel Generator 2
The Turbo-generator should be started/connected whenever possible. It has formally always
highest priority when in AUTO.
Control Mode
Desired load sharing is selected by pressing the buttons on the CONTROL MODE panel.
Equal Load
Is normally selected when safety is the most important issue (during manoeuvring, loading,
discharging etc.).
Optim Load (optimum load)
Is selected for economy, usually during sea voyages. Diesel(s) is running at max. Load.
First priority takes max load while second priority takes the rest of the load.
Refer to chapter 4.
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Cyclic Load (cycling load)

Is selected when it is necessary to run more than one diesel on low power. This mode will
cycle the load between the engines in such way that one of the diesels is running at max.
load while the other diesel handles the remaining load and thereby prevents coxing of the
cylinders, valves etc.
Freqr Contr (frequency control)
Is selected to automatically perform network frequency control. This mode is normally
always selected in addition to one of the above mentioned modes.
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2.1.6
ME Freshwater System
operation:
Main bus bar to be active.
Main sea water system.

"ME Freshwater System":
Select picture Sea Water System and ensure that valves are opened to one cooler. The Fresh
water pumps can also be started from the PowerChief panels pump section.
Select ME fresh water system and open valves before and after high temperature fresh water
pumps.
Open valves before and after low temperature fresh water pumps. Open valves before and
after desired coolers/condensers:
-
Thermal Oil (MD65)

Stern tube LO cooler (MD54)/ Propeller servo oil cooler(MD53)
Turbogenerator/Cargo Turbines LO cooler (MD86/87)
Air compressor coolers (MD60)
Main engine LO coolers (MD12) and cam shaft LO cooler (MD12)
Main engine turbo-charger coolers (MD13)
Refill expansion tank if needed by starting FW transfer pump until sufficient level is
obtained. If fresh water coolant is cold when filling, risk of overflowing when water is
heating, must be observed.
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NOTE!
Only valves with drawn handles can be opened, generally coolers can be
closed off with inlet valves. When inlet valves are closed, cooler is sealed off for
cleaning attempt. Where two coolers are placed under one symbol, check with
respective pictures to ensure that valves are actually opened.
Starting procedure:
MANUAL mode:
HTFW controller and LTFW controller in MANUAL. Start selected fresh water pumps, one
for high and one for low temperature systems. Set controllers to appropriate temperature.
High temp: 80C. (As guide only) Low temp: 35C (As guide only).
If starting circulation from cold ship status, heat water with steam heater by opening valve
on heater. Circulate with aux pump until main engine is sufficiently hot to be started. Set
flow controllers for Turbo-charger air coolers main engine to desired flow.
Observe scavenging air temperature after main engine start to avoid condensation if
temperature drops below dew point.
AUTO mode:
Preparation as in MANUAL.
Select AUTO on controller after setting temperature setting to a suitable temperature. Select
picture Power Chief/Pump-Compressor Control and press AUTO for HTFW pumps and
LTFW pumps. Aux pumps are not part of stand by start panel.
Close steam preheater after engine start. During stay in port, auxiliary pump is sufficient for
cooling.
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2.1.7
Electric Power Plant
operation:
Aux. Engines are ready and in remote control.
Preparations before starting:
All generator breakers can be connected from the main switchboards generator section.
Magnetization must be ON and set to a value were output voltage is 440 volt. Load control
must be operated RAISE or LOWER to obtain 60 Hertz.
Breakers to be RESET if necessary.
Starting procedure:
MANUAL mode:
Diesel engines can be started/stopped by pressing the S/S button if they are in Remote
control.
Turbo-generator, Diesel generators, shaft generator or emergency generator can be
connected to bus bar by pressing the desired generator to be connected on the SEMI AUTO
SYNCH. Panel. Adjust frequency and voltage until Ready lamp is lit. Press connect button.
Readjust voltage and frequency until breaker connects.
Synchronization is not modelled when connecting generators from Electric Power Plant
picture. Bus Tie IN or OUT depending on load.
Note! As a general rule, when manoeuvring or running heavy consumers on deck, shaft
generator is separated from Main Switchboard to carry this load alone.
See Emergency Generator and Shore Power for detailed instruction for these.
AUTO mode:
See operation of PowerChief (MD101).
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2.1.8
Electrical Consumers
Related systems required to
be in operation:
Operating procedure:
MANUAL mode:
Selected consumers are represented with their main breakers. Pressing buttons IN will toggle
breakers IN / OUT.
If, in other system pictures, a pump will not start when activated, main breaker may be
switched OFF.
Select picture Electrical Consumers and toggle breaker ON on selected pump. Button will
change colour when breaker is ON.
Bus tie switch and emergency generator breaker can be operated from this picture. Main bus
bar 2 can be separated from main bus bar 1 when conditions demand this.
The Main Air con., Main Refrig. Syst., Main Ventilation 1 & 2 are available from the
variable pages and are meant for simulating electric load.
The ECR air condition is ready for connection when the green led is lit (SW pressure more
than 0,5 BAR and valve to cooler is open). Lighting bus bar can be connected when
breakers to transformers are connected (from variable page 7007).
Testing of isolation impedance can be checked selecting 220/440 V plant and then each
phase against earth by pressing the corresponding button.
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2.1.9
Steam Generation Plant
be in operation:
"Steam generation plant":
Select picture Sea Water system and ensure that there is sea water cooling opened to
condenser. Flow controller adjusted to a suitable value.
Select picture Steam Condenser. Start vacuum pump, and wait until alarm high pressure in
condenser is off.
Start one condensate pump.
Select picture Steam generation plant. Ensure sufficient level in Feed Water Tank, if not
refill by running feed water pump.
Ensure sufficient level in primary drum, if not, run primary make-up pump and open valve
after pump. When refilling a cold boiler, water will expand when heated. Do not overfill
when boiler is cold.
If primary or secondary drum has too high water level, water can be drained to feed water
tank by opening drain valve(s).
Start feed water pump, RESET if tripped, set level controller to AUTO.
Starting procedure:
Start circulation pump to exhaust evaporator.
Open steam outlet valve from secondary drum.
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2.1.10 Boiler Combustion

be in operation:
Sea water cooling system to be active.
Air compressor system to be active.
Note that there has to be sufficient control air to the operating of boiler fan flap.
Starting procedure:
The Boiler Combustion can also be controlled from the boiler control console.
Select picture Fuel oil service tanks. Open supply valves from HFO and DO service tanks
to boiler.
Press Boiler Air Fan ON. Reset any tripping functions on boiler panel and burner panel. All
controllers in MANUAL. Burner type on DO.
Press purge START, open Air Flow controller to maximum, otherwise purging will not be
done. When purging is finished, start DO pump and select DO on three way valve by
clicking on diesel line with left tracker-ball button. Set desired values on Air Flow
Controller and Oil Flow Controller. (Wait until flap has positioned to set value before
starting of burner.)
Start one burner by pressing burner ON. If for any number of reasons, burner fails to ignite,
purge again and repeat procedure. Adjust air and oil to obtain burning with as little smoke as
possible, and as little oxygen content as possible.
When you have steam pressure, commence heating of fuel oil by heating tanks. See service
tank instruction.
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When pressure rises, start second burner and adjust air/oil again. Keeping a boiler within
limits when operating manually is a continuous task. When required steam pressure is
achieved, switch controllers to AUTO.
Auto mode:
When burner controls are switched to AUTO, adjust master controller, air flow controller,
and oxygen controller to maintain correct readings.
Changing to heavy fuel oil:
Sufficient preheating of HFO is essential. Start HFO pump.
Switch to HFO with three way valve.
Burner Management:
Select the load setting that corresponds to mode of operation: high setting is required for
cargo pump turbine operation, else low setting.
In high setting the steam pressure will be controlled at 13 bar. The exhaust boiler and the TG
are assumed inactive.
In low setting the steam pressure will float according to TG load. The oil fired boiler will
start if pressure drops less than 8 bar.
Ensure that there is steam on steam atomization line. Press burner type to HFO.
Set Burner management to AUTO.
Burner management will now start and stop burners automatically when required.
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2.1.11 Oil Fired Boiler

Related systems to
be in operation:
Boiler fan must have sufficient power, since start of fan generates a heavy load. DO tanks
and HFO tanks to have sufficient level.
Preparations before start:
The oil fired boiler can be controlled from the boiler control console.
See instruction Steam generation plant before operating Steam generator Boiler
combustion.
Starting procedure:
For actual firing of boiler see Boiler Combustion.
Check water level and refill if necessary. Reset any tripping functions if any.
Drain superheater until dry saturated steam after boiler start.
Sootblowing:
Once daily when in operation. Ensure that air is opened before sootblowing.
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2.1.12 Steam Condenser

Related systems required
to be in operation:
"Steam Condenser":
Select picture Sea Water system and ensure that there is sea water cooling opened to
condenser. Flow controller adjusted to a suitable value.
Select picture Steam Condenser.
Starting procedure:
Start vacuum pump, and wait until alarm high pressure in condenser is off. Start one
condensate pump. Vacuum pressure must be kept constant low by regulating sea water flow
with controller.
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2.1.13 Steam Generator

to be in operation:
Oil fired boiler or exhaust boiler to be operational. Feed water pumps running.
Ensure sufficient water level in secondary drum.
Starting procedure:
MANUAL mode:
Open vent valve until excess oxygen is expelled from secondary drum when starting. Level
control in MANUAL.
When pressure starts to rise, open steam valve to consumers. Open delivery valves to
selected consumers.
Set controller for pressure in Low Pressure line to suitable pressure.
AUTO mode:
Level controller in AUTO, with suitable level set (0).
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2.1.14 Fuel Oil Service Tanks

operation:
Shore Power, Emergency generator or an auxiliary generator connected to the switchboard.
Boiler system with sufficient steam pressure.
"FO Service Tanks":
None
Starting procedure:
MANUAL mode:
Select picture FO Service Tanks. Picture contains HFO service tank, DO service tank and
DO storage tank. Filling of each tank with either PURIFIER systems or purifier feed pumps
in by-pass.
When switching tanks, always open inlet/outlet valves to new tanks before closing
respectively on old tank. To operate purifiers, see separate instructions in this chapter.
To use or pump HFO, oil must have sufficient temperature. To obtain heating of tanks:
Select picture STEAM GENERATOR MD 82. Open process steam valve.
Select picture FO Service Tanks. Open steam valves to heating coils in tank bottom. Click
with centre button on tracker ball on SETPOINT on chosen controller. Adjust setpoint and
press enter. As a guide: HFO 65C and DO 35C.
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2.1.15 Fuel Oil Settling Tanks

operation:
Steam system for heating of oil.
Preparations before starting heating:
Sufficient oil level in tanks.
Starting procedure:
MANUAL mode:
Select one tank to be in service. From this tank open outlet valve to HFO Separator. Open
recirculation into tank from HFO Separator.
Open heating valves to and from heating coils and set desired temp on controller. HFO
requires above 40C to be pumped.
Drain water from tanks periodically, or when alarms activate (at 0.80m). Water content can
be read from picture.
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2.1.16 Fuel Oil Transfer System

operation:
Main bus bar active.
Steam system running.
DO/HFO purifier running.
Diesel oil transferring
from DO storage tank to DO service tank:
Select picture Fuel Oil Service Tanks. Open diesel oil suction valve from DO storage tank
to DO purifier. Close diesel oil suction valve from DO service tank to DO purifier. Open
diesel oil discharge valve to DO service tank from DO purifier. Close diesel oil discharge
valve to DO storage tank from DO purifier.
Always open diesel outlet valve on DO storage tank before closing outlet valve on DO
service tank.
NOTE! Transfer of diesel oil is done with DO purifier on separate instruction.
Heating of DO service tank is normally set to 35C.
Transferring of HFO
operation:
Boiler running with normal steam pressure.
HFO Separator running.
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Heavy fuel oil transferring

from HFO settling tanks to
HFO service tank:
Select picture Fuel Oil Settling Tanks. Open fuel oil outlet valve from HFO settling tank
to HFO separator.
Select picture Fuel oil Service Tanks. Open fuel oil separator suction valve from HFO
settling tanks. Close fuel oil separator suction valve from HFO service tank. Open fuel oil
discharge valve from separator to HFO service tank. Close fuel oil discharge valve to HFO
settling tanks.
Always open valves on HFO settling tank before closing valves on HFO service tank.
Heavy fuel oil transferring from
bunker tanks to settling tanks:
Select picture Fuel Oil Settling tanks Open inlet to selected tank from HFO transfer pump.
Open outlet from selected bunker tank.
Start transfer pump after opening of outlet valve. Observe that transfer of oil between
bunker tanks is possible. Ensure that valves going to bunker tanks are closed when
transferring to settling tanks.
NOTE! On actual ships, oil is preheated only on bunker tanks in present use. Prolonged
heating when oil is not consumed are both waste of energy and also opens
possibility for polymerization of oil.
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2.1.17 HFO Purifier System

operation:
Main bus bar active and Boiler running with normal steam pressure.
Preparation before start:

Open outlet valve from selected HFO settling tank (MD04).
Open HFO SEP oil inlet valve to separator (MD03).
Open HFO SEP oil outlet valve to HFO service tank (MD03).
Open HFO SEP HEATER STEAM shut off valve (MD06).
Open valve for displacement water.
Starting procedure:
Start HFO SEP feed pump. Adjust desired flow.
Set temperature controller to AUTO and adjust setpoint to 98C.
Start electric motor (centrifuge).
When the centrifuge speed has stabilized (observe waiting for speed indication on
ALCAP control panel), put the ALCAP into operation by pressing the start button on the
control panel.
When correct oil temperature (observe indication on the ALCAP control panel), the three
way valve will open for delivery to the separator. Observe flow after separator.
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2.1.18 DO Purifier System

operation:
Select Fuel oil service tanks (MD 03). Open outlet valve from selected DO settling tank.
Open inlet valve to DO service tanks.
Select DO purifier system. Start purifier feed pump. Adjust desired flow. (When starting less
than 10 %).
Set temp. controller in auto and adjust setpoint to 60C. Start purifier by pushing purifier
button on.
Fill operating water tank if necessary.
Starting procedure:
MANUAL mode:
After purifier has reached full revolutions, and purifier controller is in manual. Open makeup valve and wait until mimic reads CLOSED BOWL SEALING.
Open seal/flush valve for 15 seconds to ensure proper water seal in bowl after mimic reads
CLOSED BOWL SEALING.
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When mimic reads CLOSED BOWL SEALED, open oil flow to purifier by clicking open
on three way recirculation valve towards purifier. Oil must have sufficient temperature.
Start purifying process with gravity ring less than 20 % of full scale. Adjust gravity ring to
maximum value without loosing water seal and adjust oil flow gradually to 100 %.
Ejection cycle:
Close recirculation valve by pointing to valve flange facing purifier and click the close
button. (Right tracker-ball button) After lost seal appears, open seal/flush valve for 5
seconds to empty bowl.
Close make-up valve. Open operating valve for 5 seconds, mimic reads OPEN BOWL
DISHARGE and OPEN BOWL EMPTY. Close operating valve. Wait 15 seconds. Open
make-up valve, mimic reads CLOSED BOWL SEALING. When CLOSED BOWL
SEALING appears, open seal/flush valve until mimic reads CLOSED BOWL SEALED.
When CLOSED BOWL SEALED appears, open recirculation valve towards purifier.
All the while operating valves, indicating lamps must be observed to prevent rushing the
procedure of Starting Cycle/Ejection Cycle.
AUTO mode:
Preparation as in manual mode.
When purifier has reached full speed, push AUTO button on purifier control.
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Repurification of DO service tank:

Select picture Fuel Oil Service Tanks. Open fuel oil purifier suction valve from DO
service tank. Close fuel oil purifier suction valve from DO settling tanks.
Open fuel oil discharge valve from purifier to DO service tank. Close fuel oil discharge
valve to DO settling tanks.
Always open valves on DO service tank before closing valves on DO settling tanks.
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2.1.19 Lub Oil Purifier System

operation:
Select one of main engine lub. oil systems. Open outlet valve from selected lub. oil drain
tank. Open inlet valve to selected lub. oil drain tank.
Select LO purifier system. Start purifier feed pump. Adjust desired flow. (Less than 10 %
when starting).
Set temp. controller in auto and adjust setpoint to 86C. Start purifier by pushing purifier
button on.
Fill operating water tank if necessary.
Starting procedure:
MANUAL mode:
After purifier has reached full revolutions, and purifier controller is in manual, open makeup valve and wait until mimic reads CLOSED BOWL SEALING.
Open seal/flush valve for 15 seconds to ensure proper water seal in bowl after mimic reads
CLOSED BOWL SEALING.
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When mimic reads CLOSED BOWL SEALED, open oil flow to purifier by clicking open
on three way recirculation valve towards purifier. Oil must have sufficient temperature.
Start purifying process with gravity ring less than 20% of full scale. Adjust gravity ring to
maximum value without loosing water seal and adjust oil flow gradually to 100%.
Ejection cycle:
Close recirculation valve by pointing to valve flange facing purifier and click the close
button. (Right tracker-ball button) After lost seal appears, open seal/flush valve for 5
seconds to empty bowl. Close make-up valve.
Open operating valve for 5 seconds, mimic reads OPEN BOWL DISHARGE and OPEN
BOWL EMPTY. Close operating valve. Wait 15 seconds. Open-make-up valve, mimic
reads CLOSED BOWL SEALING. When indicator reads CLOSED BOWL SEALING,
open seal/flush valve until mimic reads CLOSED BOWL SEALED. When CLOSED
BOWL SEALED appears, open recirculation valve towards purifier.
All the while operating valves, indicating lamps must be observed to prevent rushing the
procedure of Starting Cycle/Ejection Cycle.
AUTO mode:
When purifier has reached full speed, push AUTO button on purifier control.
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2.1.20 Stern Tube System

to be in operation:
Low temp fresh water cooling system to be active.
Ensure that LTFW system is opened to LO cooler. Refill circulation tank (sump tank) when
needed by running make-up pump.
Upper or Lower gravity tank must be selected depending on ship draught. Selection of tank
based upon differential pressure between sea water (outside ship) and LO pressure.
Remember to change both inlet and outlet three way valves.
Starting procedure:
MANUAL mode:
Start one LO pump in MANUAL mode.
AUTO mode:
After first pump is started, select other pump AUTO mode.
The stand-by pump will start automatically if the running pump is not able to maintain the
level in the gravity tank. Stopping of pump to be carried out manually.
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2.1.21 Propeller Servo LO System

operation:
LTFW cooling system.
Open valve before one LO filter. Ensure sufficient cooling water to cooler, and that valve is
opened.
Setting of temp controller to 45C.
Setting of pressure controller to wanted pressure. (45 bar).
Refill Servo Oil Tank if needed by running make-up pump.
Starting procedure:
MANUAL mode:
Pitch control in LOCAL.
Start one servo oil pump.
AUTO mode:
Select power chief pump control. After starting one pump, push AUTO button. Set pitch
controller in REMOTE.
NOTE! Most AutoChief plants (main engine remote controls) do not permit engine to be
started unless pitch is in zero position.
NOTE! PowerChief: Propeller servo auto visible only if CPP mode is selected.
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2.1.22 Main Engine Lubrication Oil System

operation:
Bus bar active
Main Engine cooling water system in operation.
Heating:
Heating of Lubricating oil can be obtained with LO purifier, only required when ambient
temperature is very low.
Refill cylinder oil day tank by running pump. Refill service tank to alarm free level if
needed by running make-up pump. Refill cam shaft tank by bleeding off from main LO
system if needed.
Starting procedure:
MANUAL mode:
The ME lub. oil pumps can also be started from the PowerChief panels pump section.
Open LO inlet valve to main engine from filter. Open valve to one of the main filters. Open
cooler inlet valve and cooler bypass valve.
Set temperature control to desired value both main LO controller and cam shaft LO
controller. Start one of two pumps for main LO system.
Repeat procedure for cam shaft LO system.
Pressure controller cam shaft set to 4 barG.
AUTO mode:
Preparation as in manual mode. Set temp. controller in auto with desired value. Select Power
Chief Pump Control. Push AUTO button for lub. oil pumps to obtain stand by function.
NOTE! Cylinder LO daytank must be periodically refilled as this oil is for consumption
and not recirculation.
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2.1.23 Main Engine Bearing System

operation:
Bus bar active.
Main Engine running.
Read only. Used for readout of LO pressures and temperatures while main engine is
running.
Thrust bearing LO pressure readout.
Main engine speed and power readout.
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2.1.24 Main Engine Fuel Oil System

operation:
Bus bar active.
Heating:
Steam pressure for heating when using HFO.
Oil can be circulated by opening three way valve return to service tank.
Select diesel oil operation on three way mixing valve. Click on window with centre trackerball button and enter 100% for pure diesel oil and 0% for pure heavy fuel oil operation.
Make sure that valves are opened and oil is flowing to booster pumps from HFO and DO
service tanks.
Starting procedure:
MANUAL mode:
The ME fuel oil pumps can also be started from the PowerChief panels pump section.
Close bypass valve on fuel oil flow meter. Close drain valve from ventilation tank. Open
valves into one of FO heaters. Open valve to one filter. Open valve to main engine high
pressure fuel pumps.
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Viscosity controller in MANUAL: Fuel oil back pressure controller set to less than 10 barG.
(Above 10 barG prevents recirculation of oil in fuel injectors since they close above 12
barG.) Three way return valve set with return to ventilation tank. Click open on desired flow
direction with left tracker-ball button.
Start one fuel oil booster pump.
AUTO mode:
Select Power Chief pump control panel and set pumps in AUTO.
Select AUTO on viscosity controller panel.
NOTE! Viscosity controller can be varied from SINGLE to CASCADE mode. Varying
flow/temperature conditions may need different settings. When using CASCADE
control, remember to set slave controller setpoint to less temperature than viscosity
settings would reflect. Depending largely on viscosity index chart, consult this for
setting with emphasis on actual oil quality.
Changing to heavy fuel oil:
Open steam valves to FO heaters. Open steam valve to steam tracing lines. Steam line
pressure controller to desired setting. (8 barG) Ensure steam consumer valve is opened.
Gradually change value in three way mixing valve to pure HFO.
Quicker change-over can be obtained with return to service tank opened. This, however,
may cause needle valves to stick in fuel injectors.
Changing from HFO to DO:
Lower temperature on HFO by setting on viscosity controller. When temperature drops,
gradually mix in diesel oil.
All the while observing that change-over is not too rapid. This can also cause needles in fuel
injectors to stick.
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2.1.25 Main Engine Turbocharger System

operation:
LTFW cooling system
Starting procedure:
Valves from exhaust gas receiver to turbo-chargers must be opened before attempting to
start engine, or when blowing through with starting air prior to start.
MANUAL mode:
Open LTFW to air coolers, with low setting of flow.
While running engine, care must be taken not to cool air below dew point in order to avoid
water droplets in scavenging air resulting in high cylinder wear. (Sulphuric corrosion and
loss of cylinder lubrication.)
Check that Slide valve controller is set to MANUAL. (Variable page 1301)
Open slide valves.
Close Waste Heat Recovery valves.
AUTO mode:
After start of engine, set Slide Valve Controller to AUTO. (Variable page 1301)
The slide valves will open/close depending on exhaust gas flow.
NOTE! When running full power on main engine, fuel tanks can be heated by Waste Heat
Recovery system. Open valves and consult Waste Heat Recovery picture (MD 65)
for operation.
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2.1.26 Steering Gear System

operation:
Bus bar active.
Check content in hydraulic oil tanks, refill if necessary.
Check that steering gear shut off valves are open.
Check that Safematic valve block valve is open (position is change from VP5812)
Start procedure:
Start steering gear pump(s) locally (by point and click on pump symbol) or remotely from
conrol room or bridge (by pressing the buttons)..
Testing of steering gear should be carried out before leaving port. This is normally carried
out from the bridge.
Emergency steering to be carried out by pressing the port/stbd buttons, remotely from bridge
or locally by manually control the control valve block position.
Note that if a failure of automatic control of by-pass and safematic valves should occur,
these valves have to be operated locally and by hand.
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2.1.27 Main Engine Control System

operation:
Bus bar active.
Main Engine running with subsystems operational.
Pitch Control system active.
Steering gear system active.
Sufficient starting air pressure and control air pressure.
Heating:
Heating of Lubricating oil can be obtained with LO purifier, only required when ambient
temperature is very low.
Heating of main engine can be done with steam heater. (Water side)
If on HFO, oil must be of correct viscosity.
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Starting procedure:
Check if subsystems are operational.
MANUAL mode:
Choose between FIXED PITCH or COMBINATOR CONTROL.
Governor Control in LOCAL.
Pitch Control in LOCAL. (Only to selected in combinator control.)
Control lever can be set from this position, operation from AutoChief panel suggested.
AUTO mode:
Governor control in REMOTE.
Pitch control in REMOTE.
Run the ME from MD104 or MD105.
NOTE! The control lever position is reading of the position of the lever in AutoChief
Main Engin Control MD04.
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2.1.28 ME Local Control

operation:

Main engine subsystems to be operational.
Main engine to be READY with correct temperatures and alarm free condition.
Starting procedure main engine:

NOTE! Before starting engine after prolonged stop, always blow through engine with
starting air with indicator cocks open. When stoppage exceeds 30 minutes while
manoeuvring, it is recommended to perform a Slow Turning of engine before
starting attempt is commenced. Slow turning is carried out by pressing the slow
turning button. Observe that slow turning valve opens and that ME rotates slowly.
MANUAL mode:
Turning gear OUT. Select cam position Fuel Puncture Valve OPEN. This valve will
automatically close when lever is passing start and gives fuel index. Indicator cocks
CLOSED. Main engine auxiliary blowers MANUAL. Main engine auxiliary blowers both
ON. Open Start air block valve. Open start air distr. block valve. Autochief will determine
when to close after a starting attempt. Set lever to start position by pressing the button
START POS. When ME rotates on start air, type in lever position.
AUTO mode:
Main engine auxiliary blowers AUTO. This position suggested at all times when
manoeuvring is expected, or when engine is running steady.
From Ahead to Astern and vice verca: Press stop position button, change cam position, press
start button and type in handle command in numeric window. Note the above reversing
level before supplying brake air.
If Wrong Way alarm is activated, the camshaft direction does not correspond with command
from bridge.
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2.1.29 Main Engine Cylinder No 1-5

operation:
N/A.
Read only of engine running parameters.
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2.1.30 Exhaust Boiler

operation:
Main engine to be running.
Oil fired boiler to be operating.
Heating:
Running of circulating pumps with oil fired boiler running.
Drain of water in superheater before opening steam pressure.
Starting procedure:
MANUAL mode:
Damper control in MANUAL, with by pass positioned open.
When main engine is running and oil fired boiler to be stopped. Gradually open damper flap
valves to exhaust boiler.
AUTO mode:
When Oil fired boiler stops (in AUTO ), and pressure increases in secondary drum steam
pressure, switch damper controller to AUTO, stop boiler fan and FO supply pump. Note,
that the fan and FO pump will start automatically at decreased ME power (if burner
management is active).
NOTE! When in operation, daily sootblowing of smoke uptake must be done. Ensure air
valves are opened before attempting to soot blow.
Bleed off water from superheater until dry saturated steam is the only content in superheater.
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2.1.31 Shaft Generator/Motor

PTO operation:
operation:
Power available on bus bar 1.
Main Engine running.
Connect bus bar 2 to bus bar 1 (MD70).
Open for control air to clutch (MD73).
Starting procedure:
Manual:
Set clutch control to LOCAL on Clutch Control Panel (MD73).
Connect clutch (press button IN/OUT).
NOTE! When ME speed is more than 45% (34 rpm), the PTI/PTO panel will indicate
READY. If less than 30 rpm, ME Speed Low will be lit.
Press Synch. Cond. start button (MD73).
Select SG on the SEMI AUTO SYNCH. panel. When ready lamp on the panel is lit, the SG
is ready for connection.
NOTE! It may be necessary to adjust voltage and frequency to achieve the ready signal.
Connect SG to bus bar by pressing the CONN. button. on the SEMI AUTO SYNCH. panel.
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NOTE! Since the Connect conditions are more restrictive than the Ready conditions, it may
be necessary to adjust voltage and frequency even more before the SEMI AUTO
connection is carried out.
AUTO:
Set clutch to remote control on the Clutch Control Panel (MD73).
Observe that READY lamp on PowerChief panel is lit (MD101).
Set SG to AUTO on PowerChief panel (MD101).
Set priority.
PTI Operation:
As for PTO operation.
Start procedure:
Local start:
Set clutch control to Local on the Clutch Control Panel MD (73).
Connect clutch by pressing the IN/OUT button.
Observe that Ready lamp is lit.
Select PTI operation by pressing PTI button.
Connect the Shaft Motor to the main bus bar by pressing the START button on the PTI/PTO
panel.
NOTE Setting Mode is the default mode for the PTI operation. If available power
operation is required, press Available Mode button. In this mode the Shaft Motor
will take all the available power up to a certain power margin which is set to 50
kW.
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Start from PowerChief:

Set clutch control to REMOTE on the Clutch Control Panel.
Press PTI button on the PowerChief Panel (MD101).
Press CONNECT on the PowerChief Panel.
Stop of PTI/PTO operation:
From PTI/PTO control panel:
Press Synch. Cond. STOP button.
From PowerChief:
Press DISCONNECT button.
NOTE! In PTO operation the SG will unload before disconnection.
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2.1.32 Waste Heat Recovery System

operation:
Main engine running.
Main engine must have reached a load where sufficient temperature on turbo-charger is
available.
Starting procedure:
Select picture ME Turbo-charger System and open valves for thermal oil on waste heat
exchangers.
Select FW system and open for cooling water to thermal oil cooler.
Start one of two circulating pumps. When oil has reached sufficient temperature, controller
will open for thermal oil to fuel tanks by the recirulation three way valve.
Set desired temperature on the heating elements and the thermal oil cooler.
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2.1.33 Fresh Water Generator

operation:
Main engine running.
Operation as an isolated system, see page 6107 on the variable list.
Preparations before starting the
"Fresh Water Generator":
Select picture Fresh Water Generator. Set load controller to OFF. Set salinity controller to
MAN.
Set sea water flow adjustment valve set-point to 0. Set fresh water by-pass valve set-point to
100.
Close fresh water inlet valve from main engine system to generator. Close fresh water outlet
valve from generator to main engine system. Close sea water make-up inlet valve from
ejector pump.
Select picture Sea Water System. Open sea water inlet valve to FW generator cooler.
Starting procedure:
MANUAL mode:
Select picture Fresh Water Generator. Open ejector pump suction valve from sea. Open
sea water overboard valve from ejectors.
Start ejector pump.
Wait for the total pressure in the generator to drop to approx. 0.20 bar. (3.Psi). Open sea
water feed valve to heater. Open sea water flow adjusting valve, gradually to 100. Open
fresh water generator outlet shut of valve (to ME cooling system). Open fresh water
generator inlet shut of valve (from ME cooling system). Close fresh water by-pass valve
gradually to 0. Activate the automatic vacuum control valve by pressing ON on LOAD
CTR. panel. Activate salinity control by pressing AUTO on SALINITY CTR. panel. Start
distillate pump.
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2.1.34 Bilge Wells

operation:
Starting procedure:
MANUAL mode:
There are 4 bilge wells and one sludge tank which can be emptied by bilge pump. From the
sludge tank the oil can be pumped to the Incinerator.
Select one of the bilge wells and start the bilge pump (MD63).
AUTO mode:
As in manual.
After start of bilge pump, set pump control in AUTO.
Incinerator operation:
Open valve from sludge tank to burner pump. Open valve to incinerator.
Start incinerator by pushing flame ON.
Incinerator will automatically stop at low level in sludge tank.
When the ship is stopped and moored, the shore connection ready lamp will be lit, and we
are able to pump the sludge to shore.
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2.1.35 Bilge Separator

operation:
Starting procedure:
MANUAL mode:
Select picture open valves to bilge separator and overboard.
START electric heating of bilge separator, set separator operation in MANUAL. When
sufficient temperature, start bilge pump in manual.
Observe PPM-meter to avoid pumping oil overboard.
AUTO mode:
As in manual mode.
After start of bilge pump, set pump control in AUTO.
Set separator operation in AUTO to automatically discharge water overboard or return to
sludge tank.
When PPM-meter detects values above set limit, return will flow to suction side of bilge
pump.
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2.1.36
Ship Load
Read only, no actions available.
To change data, access to tank contents in instructor mode only through variable list pages
5700.
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2.1.37 Turbo Generator

Related systems to be in
operations:
Steam generation plant.
Steam condenser.

Vacuum must be established and the condenser drained empty by starting the vacuum pump
and main condensate pump. It is not possible to obtain sufficient vacuum if the sealing steam
has not been opened, because of air leakage through shaft sealings.
If the cargo turbines are out of operation, their exhaust valves should be closed to avoid
extra air leakage into the condenser.
The main steam line and turbine should be drained. The turbo-generator lub. oil. tank should
be drained, and new oil added if necessary.
Start the LO pump and set pump controller to AUTO.
Starting procedure Turbo-generator:

Press ON button (TG start/stop control oil).
Open emergency stop valve slowly. Run the turbine at approximately 1200 RPM during a
period of 2 minutes.
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Increase the speed to approximately 4000 RPM during a period of 2 minutes. Open
emergency stop valve completely and the governor will control the RPM according to the
setpoint.
Check the lub oil temperature. If it is below 25C (77F) wait, otherwise proceed to next
step. Open the emergency stop valve completely. The governor will take control as the
speed approaches setpoint.
Check temperature in lub. oil tank. Open up for water flow to the lub oil cooler when the
temperature is above 40C (104F).
Stop procedure Turbo-generator:

Close the emergency stop valve. Close the sealing steam stop valve.
Stop the electric lub. oil pump. Stop the vacuum pump and the condensate pump. Close the
lub. oil cooler water supply valve. Close exhaust valves on the turbo-generator.
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2.1.38 Inert Gas Plant

Related system to be in operation:
Oil fired boiler.
Preparation before starting:
Open SW valves to deck seal start pump.
Stop pump and close valves when water level is reached in deck seal.
Open Inert Gas scrubber pump sea chest valve and discharger valve.
Starting Procedure:
Start scrubber pump.
Line up for inert gas, start fan.
Set pressure controller to AUTO.
Set O2 controller ON.
Inert Gas flow is dependent on Cargo flow.
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2.1.39 Cargo Turbines

Starting procedure cargo turbine:
Open the exhaust stop valve. Open main steam valve inlet. Before opening, be sure that the
throttle valve is closed. Open the throttle valve slowly.
Run the turbine at approximately 800 RPM during a period of 2 minutes. Increase the speed
to approximately 4000RPM during a period of 2 minutes. Open the throttle valve
completely.
Stop procedure cargo turbine:

Close the throttle valve slowly.
Run the turbine at approximately 800 RPM for about 5 minutes. Close the throttle valve.
Close main inlet and exhaust valves.
When one cargo turbine has been started, a small pause should be made before start of next
turbine to permit the boiler system to recover from the shock caused by the sudden steam
load increase. With all cargo turbines in operation, special attention should be paid to the
boiler system which is then working at its ultimate capacity limits.
The main condensate pump is sufficient for the turbo-generator load. At cargo discharging
the auxiliary condensate pump must be started.
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2.1.40 Refrigeration System

operation:

Sea water cooling system to be active.
Starting procedure:
MANUAL mode:
Open valves in lub. oil system and start pump. Check and refill lub oil if necessary. Refilling
of lub. oil by running make-up pump.
Open vapour valve between compressor and condenser. Open vapour and liquid valves
between condenser and receiver.
Open sea water cooling valves to lub oil cooler and condenser. Condenser regulator must be
set to a suitable level to maintain steady condensation pressure. As refrigerant is used R22,
but R12 can be selected in variables list. Pressures to be set accordingly.
Start compressor, reset tripping functions if necessary by pressing RESET on compressor
panel. Start forced draft fans in compartment.
Open liquid valve out from receiver. The supply valves to evaporators open automatically
when the compressor is starting or stopping. Normal refrigeration pressure for R22 is appr. 4
to 5 barG. Refill refrigerant by opening make-up valve if necessary.
Operational note: Pressure control must be set to less than 10% when starting, otherwise
compressor will overload.
AUTO mode:
Set Pressure control to less than 10% before compressor start. (Compressor will overload
also in auto mode unless the compressor is started with low load.)
Set Temp. control in AUTO.
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2.1.41 Power Chief/Gen. Control

operation:
Sufficient starting air pressure.
"Power Chief-Generator control":
Diesel generators to be ready in alarm free condition.
Valves for fuel and lub. oil etc. must be opened and ready for use when starting diesel
generators. (Ready lamp is lit.)
Starting procedure:
MANUAL mode:
Push START button for respective generator engine. When running light appears, generator
is ready for connection to main bus bar.
Push button CONNECT to connect generator to main bus bar. Emergency generator will
automatically disconnect and stop.
Shore power must be manually disconnected.
NOTE! On an actual plant, generators have to be synchronized before connecting to a live
switchboard. This feature is not modelled here, and therefore generators can be
connected indiscriminately. When connecting a generator to shore power, proper
frequency must be observed. More often than not, shore power frequency are 50
hertz, while ship power is 60 hertz.
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Starting and connecting second generator as described for the first one. Also without
synchronization.
After connection of generator(s), voltage and frequency must be checked.
Select picture ELECTRIC POWER PLANT. Frequency is adjusted with buttons RAISE
and LOWER while observing load sharing. Voltage is adjusted with MAGN.
(magnetization). Click inside numeric values with centre button on tracker-ball, enter new
values and press ENTER. Keep adjusting until frequency is slightly above 60 hertz and
voltage slightly above 440 volt.
NOTE! On an actual ship adjusting frequency and load sharing is a continuous task unless
switchboard is automated. When load changes, so does bus bar values.
Ref. also DIESEL GENERATOR NO 1 and 2
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Automatic power management:

There are 2 main Diesel Generators. After completion of starting preparations as described,
first generator is started and connected. Press buttons AUTO and PRIORITY 1 for this
generator set. Second generator set after preparing for start, READY signal will be lit on
POWER CHIEF panel. Press buttons AUTO and PRIORITY 2 for this generator.
CONTROL MODE selects various automated power management functions.
Shaft generator:
The static converter permits flexible operation of the Shaft Generator. It can be connected
when the ME speed is above 34 rpm. (45%) Full power is available when ME speed is
higher than 56 rpm. (75%).
It should be operated as a base generator with priority selection 1. Note that it will not act as
a stand by generator in a black out situation. Therefore be sure always to have at least one
diesel generator in AUTO (stand by) when operating only on the Shaft Generator.
When running, connects and disconnects as diesel generators. When READY, can be placed
in AUTO as other generators.
Turbo generator:
When the steam pressure produced in the exhaust boiler is higher than 8 bar, start the turbogenerator locally. Connect the turbo-generator manually and adjust load from the main
switch board. When steam conditions are stable, transfer to AUTO.
The boiler combustion control should be prepared and in AUTO mode, ready for automatic
start up of burners. The Burner Management load setting selection should be LOW. The
essence of a turbo-generator is to utilize excess energy (waste heat) in main engine exhaust
gases. Therefore T/G is mainly run when waste heat is to be recovered.
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Equal Load
Balances load evenly between generator sets when 2 is running simultaneously.
Optimal Load
Provides maximum fuel economy. (Highest priority takes max load while lower priority
takes the rest of the load.) Refer to chapter 4.
Cyclic Load (Asymmetric load sharing)
Runs one generator maximum load alternately in preset intervals. This function prevents
fouling of engine internal since engines are periodically run full load with full scavenging
air pressure and flow.
Frequency Control
Controls frequency on both or one generator.
Non Essential Load Trip
Flashes when alternators have been overloaded and non essentials are tripped. Reset function
by clicking on button.
High Power
Flashes when generator set reaches upper limit (appr. 780 kW). To reset/acknowledge alarm
click flashing button.
Generator Stand-by
Start Request
Flashing button indicates upper load limit (appr. 600 kW) is near for running set. If in
manual mode, start second generator set.
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2.1.42 Power Chief/Pump/Comp. Control

operation:
Select respective system pictures for pumps and compressors and prepare for start of
components. Valves and operating conditions must be within operating specifications.
Starting procedure:
MANUAL mode:
Push START button. When steady light, pump/compressor is running. Pushing button on
running pump/compressor will stop the pump/compressor, and light will extinguish.
AUTO mode:
As in manual mode. When first pump/compressor is running push button AUTO. Changing
pumps/compressors in AUTO, push AUTO. Start selected pump/compressor and stop
running pump/compressor. Push button AUTO.
NOTE! If an object has developed faults, or attempting to run object without f.ex. opening
valves, stand by pump/compressor will start. Indicated by flashing start button. To
remedy condition, stop object. Locate problem and repair. After a repair attempt
or rectifying of running condition, follow normal AUTO procedure.
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2.1.43
Auto Chief/Indicator Panel

Read only, no actions.
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2.1.44 Auto Chief Control Panel

operation:
Main engine with related subsystems.
Starting procedure:
Note that Slow turning should be performed if the ME has stand still for more than 30
minutes. ME Slow turning is carried out by pressing the Slow Turn. button.
Check that start air block valve is open.
Check that start air distributor block valve is open.
Check that indicator cocks are closed.
Check that turning gear is disengaged.
Reset any slow down or shut down alarms. The speed lever must be set to stop position to be
able to reset any shut downs.
Check that no safety overrides are present.
Start in fixed pitch mode:
Move handle to Slow by point and click on the interactive field or by typing in desired
command in the numeric window.
Start in Combinator mode:
Press the combi start/stop button. Move speed lever or type in desired command in the
numeric window.
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Speed Command
Limiting graph shows any speed limiter active in the system. Actuator graph can not exceed
limiting graph.
Fuel Link Command
Actuator graph can not exceed limiting graph. Limiting graph is present when either torque
limiter or scavenging air limiter is active.
Fixed Speed
Shows set speed from numeric window either as a graph or numeric values in percentage of
load. To select FIXED SPEED: Enter new speed by clicking on numeric window and enter
desired speed. Press FIXED SPEED button.
Responsibility Transfer
Acknowledge either conditions from bridge by clicking flashing button.
Either Engine control room, Bridge control or Local control related to manoeuvring
positions or Engine control room stand by or Finished with engines as related to engine staff
preparedness level.
Governor/regulator response
-Fixed pitch
When this mode is chosen by clicking the button, propeller pitch will be
fixed and the only variable by manoeuvring is propeller speed.
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-Combi
Meaning combinator mode. When chosen, a preset curve with both propeller speed and
related propeller pitch will be chosen. This mode ensures lesser stress in propulsion
engine during manoeuvring.
-Shaft generator
This mode is intended to be used only if the present plant has a directly driven Shaft
Generator. When chosen, this means that shaft generator is active and connected to main
bus bar. When a slow down occurs, slow down of engine is halted in order for
PowerChief/Generator Control to start additional auxiliary engines and connect to Main
Switchboard in order to prevent a blackout condition.
-Thermal limiter
Active when engine load is increasing too fast or when engine is overloaded. The thermal
limiter can, if necessary due to an emergency situation, be overridden by pressing the
Program Override button.
-Direct fuel link
To be activated when fault occurs in main engine governor unit. Acts as if engine control
handle and fuel linkage are directly related to each others position. I.e. when ECR handle
is 50%, fuel link responds with 50% output.
RPM WILL NOT BE CONTROLLED IN THIS MODE. CONTROL OF RPM IS
OPERATORS ACTIONS WITH HANDLE.
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-Lock fuel link

Lock fuel linkage in present position when activated.
Manoeuvring of engine in ECR mode
Acknowledge desired speed either direction or stop by clicking the flashing button. Button
will then get steady light.
Speed and direction of thrust are then carried out by point and click on the interactive fields
along the speed lever or by typing in desired direction and speed in the numeric window.
Minus in front of numeric value sets thrust in ASTERN.
Mimic diodes to the right of handle will show position of cam shaft and direction of handle.
Actuation of START/STOP switches internally in handle will also be mimicked with diodes.
If Wrong Way alarm is activated, the camshaft direction does not correspond with command
from bridge. In the same way the Lever Mismatch alarm will come.
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2.1.45 Main Engine Bridge Control

operation:
Main engine related subsystems are running.
Starting procedure:
As for AutoChief Control Panel.
Transferring responsibility:
As for AutoChief Control Panel
Ordering with emergency telegraph:

The Bridge Telegraph Enable indication lamp has to be lit (green). This is set in the variable
list, page 9010. Press selected button at emergency telegraph, the lamp is flashing until
Engine Control room/Engine room answers.
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2.1.46 Ship Course Control

operation:
Main bus bar active
Propulsion machinery
Operating procedure:
To set Autopilot, press button ON (can also be set from picture MD 56&58). Course can be
set in numeric window either from MD 111 or MD 56 or MD58. To set Manual steering,
press button MAN (can also be set from picture MD 56 and 58). Rudder position can be set
or altered by clicking into numeric window (can also be set from MD 111). Rudder angle to
port is set with prefixed MINUS.
Emergency Steering is executed by pressing Emergency Rudder Control buttons PORT and
STBD. Rudder positions can be read in the Rudder Position window. Emergency steering
can also be executed from picture MD 56.
Bow Thruster is started from this picture. Bow thruster propeller pitch is set in the numeric
window. Bow thruster load and pitch are displayed in the bar-graphs.
To start fire pumps, press desired button(s).
Ambient temperature, Wind force and Wind direction are set from the variable page 9002.
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2.1.47 Cylinder Indication Press/Angle

Related systems to be
in operation:
ME running
Operation of recording:
In the column of INDICATE (cyl.1-5), press field button(s) (I 1 to I 5), write your
comments to the indication in the field to the right of buttons I 1 to I 5.
Make your selection in the three columns of SELECT CURVE (blue, magenta, and brown),
press the cylinder number to be indicated and one of the buttons I 1 to I 5 which has to
correspond with the one selected in the column of INDICATE.
On the lower part of the diagram, the soft button Zoom can be used to zoom the diagram in
horizontal direction to 300%. The soft button Spread is used to move overlaying curves
apart.
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2.1.48 Cylinder Indication Press/Vol

in operation:
ME running
press the cylinder number to be indicated and one of the buttons I 1 to I 5 which has to
correspond with the one selected in the column of INDICATE.
On the lower part of the diagram, the soft button Zoom can be used to zoom the diagram in
horizontal direction to 300%. The soft button Spread is used to move overlaying curves
apart.
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2.1.49 Weak Spring diagram

in operation:
ME running
press the cylinder number to be indicated and one of I 1 to I 5 which has to correspond with
the one selected in the column of INDICATE.
In the lower part of the picture, the soft button Zoom 1 can be used to zoom the diagram in
vertical direction to 300%. The soft button Zoom 2 can be used to zoom the diagram in
vertical direction to 600%.
NOTE: The operation of recording mentioned above is identical to the operation of
recording of Cylinder Indication Press/angle. If you have taken the diagrams of
Cylinder Indication Press/angle, you can get the diagrams of High Resolution at
the same time.
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2.1.50 Cylinder Indication Delta-Press/Angle

in operation:
ME running
press the cylinder number to be indicated and one of I 1 to I 5 which has to correspond with
the one selected in the column of INDICATE.
NOTE: The operation of recording mentioned above is identical to the operation of
recording of Cylinder Indication Press/angle. If you have taken the diagrams of
Cylinder Indication Press/angle, you can get the diagrams of Delta-Press/Angle
at the same time.
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2.1.51 Pen Recorder

operation:
The system(s) which tag(s) is to be recorded.
Preparations before recording:
Select tag(s) for recording. The recorder may record six tags simultaneously. All tags in the
system may be recorded.
Operation:
Press button Channel 1.

Type tag no. in corresponding column (big letters).
Type tag units (kg, degrees, tons, etc.).
Type high limit.
Type low limit.
Press Start button.
The graph is drawn in the same colour as the indicator lamp at the channel 1 button.
Channel 2-6: As channel 1.
NOTE!
Paper speed can only be adjusted when an external pen recorder is connected.
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2.1.52
Description of Legends
This picture explains the symbols used in the different mimic pictures.
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Version MC90-III
USER'S MANUAL
Appendix A
Trip Codes
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
TRIP CODES - APPENDIX A
3.1
Main Engine
ME TBCH 1 Serious Damage (X01642)
Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
Normal Condition
Rough Washing Damaged
High Vibration Damage
TBCH Overspeed
ME TBCH 2 Serious Damage (X01643)

Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
Normal Condition
Rough Washing Damaged
TBCH Overspeed
NOTE!
Trip No. 1: Rough Washing Damage
Washing of turbine at ME Power
> 13.5 MW (75%)
Consequence: Turbine blade damage, reduced eff. and some vibration

Trip No. 2:

High vibration > 90% over a substansial period
Approx. 6. min.
NOTE! ME will Slow Down if Vibration > 50%.

Trip No. 3:
TBCH Overspeed
Speed > 130%
Caused by shaft rupture ( TBCH Break Down) or exh. receiver fire.
AutoChief Shut Down Limits (X02444)

1) LL Lub Oil Pressure
2) HH Thrust Bearing temp
3) HH Cyl Cool Water Temp
4) Overspeed
Bearing LO press 1.0 bar

Cam shaft LO press 1.5 bar
Thrust bearing 85C
Cylinder temp 96C
ME 80 RPM
3-1
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
Slow Down Limits (X02445)

1) Low LO Pressure
2)
3)
4)
5)
High Thrust Bearing Temp

Piston Cool Flow
High Scav Air Temp
Miscellaneous
1)
Main Lo Temp Inlet ME
2)
Cam Lo Temp Inlet ME
3)
Piston Lo Temp High
4)
Oil Mist
5)
Main Bearing Temp High
6)
Cylinder Lubricatior High
7)
Cylinder Exh Temp High
8)
High TBHC Vibration50 %
Bearing LO press 1.2 bar

Cam shaft LO press 2.0 bar
Thrust bearing 75C
Cylinder no flow
Cylinder temp 75C
60C
70C
70C
On/Off
80C
No flow
460C
Fail (Z02446)
Start Failure
Reversing Failure
Breaking Failure
Low Start Air Pressure
Low Control Air Pressure
MV 5801 Z0570 (0-2) Fire Detection Eng Area
MV 5801 Z0571 (0-2) Fire Detection Deck Area
(2= Serious)
(2= Serious)
ME Serious Damage Indicator (X02413)

1) Over - Overspeed
130 g. = 120 RPM.
2) Piston Seizure
Liner overheat
3) Eng Room Fire Damage
4) Cyl Water Strike
At start
5) Cranc Shaft Damage
HH temp bearing
6) Cranc Casing Explosion
Scav air fire
7) Cranc Casing Explosion
Oil mist
8) Sinking Ship
Deck fire
NOTE!
3-2
Piston Seizure:
Liner temp 240C+ Delay 2.5 min.
Cyl Water Strike:
Leakage fault set (Not implemented)

Delay approximately 60 min.
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
3.2
Cranc Shaft Damage
Main Bearings High 170C

Cross Bearings High 170C
Cranc Bearings High 170C
Delay 2.5 Min.
Cranc Casing Explosion:
Three or more scav air fires
Cranc Casing Explosion:
Oil Mist Detection

ME Running 20 Min.
Oil Mist if Bearings 100 - 120C
Or opening of casing doors too
early after stop (Hot Oil Mist +
Air).
Diesel Generators
Diesel Generator no. 1 (X03160)
Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
Trip No. 4:
Trip No. 5:
Trip No. 6:
Normal Condition
Over speed
Low Lub Oil Pressure
High Lub Oil Temp
High Fresh Water Temp
High Exhaust Temp
Eng Room Fire Damage
112.5% = 67.5 Hz
0.63 bar
85C
96C
700C
Diesel Generator no. 2 (X03360)

Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
Trip No. 4:
Trip No. 5:
Trip No. 6:
Normal Condition
Over speed
High Lub Oil Temp
High Fresh Water Temp
High Exhaust Temp
Eng Room Fire Damage
112.5% = 67.5 Hz
0.63 bar
85C
96C
700C
3-3
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
3.3
Turbo-Generator
Turbo-Generator (X04651)
3.4
Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
Trip No. 4:
Trip No. 5:
Trip No. 6:
Normal Condition
High Hot Well Level
High Back Pressure
High Steam Generator Level
Over Speed
Spare
Trip No.7:
Axial Displacement Water Strike
Trip No. 8:
High Vibration During Start Up
Trip No. 9:
Trip No. 10:
Axial Displacement Carry Over

High Vibration Poor lubrication
Trip No. 11
Turning Gear Engaged
Level > 800 mm.

Press > 0.20 bara
Level > 300 mm
Speed > 112.5%
Press < 1.0 bar
and TG Run
High Wate Content in
Exh SH
50% or TG line > 25%
and TG run
TG high speed and
cold TG high speed >
40%
St.Gen level >400mm
Fast run > 87%
Cold oil < 21C
Hot Oil > 85C
Bad oil water index >
87%
Breakers
DG 1 Circuit Breaker (X06013)
Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
Trip No. 4:
Trip No. 5:
Normal condition
Fast Overload
Slow Overload
Under load, Reverse Power
Low Voltage
Low Frequency
DG 2 Circuit Breaker (X06014)

Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
3-4
Normal condition
Fast Overload
Slow Overload
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
Trip No. 4:
Low Voltage
Trip No. 5:
Low Frequency
TG Circuit Breaker (X06053)
Trip No. 0:
Normal condition
Trip No. 1:
Fast Overload
Trip No. 2:
Slow Overload
Trip No. 3:
Trip No. 4:
Low Voltage
Trip No. 5:
Low Frequency
SG Circuit Breaker (X06073)
Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
Trip No. 4:
Trip No. 5:
NOTE!
Normal condition
Fast Overload
Slow Overload
Low Voltage
Low Frequency
Generators Trip limits is equal to each other
Current Trip:
Voltage Trip:
Freqency Trip:
Normal Limits 100% Load:
Normal Current:
Normal Voltage:
Normal Freqency:
3.5
1205.4 A
330 V - 600 V
52.5 HZ - 70 Hz
700 kW
1063A / cos = 0.864
440 V
60 Hz
Compressors
SA Compressor no. 1 (R04470)
Trip No. 0:
Trip No. 1:
Trip No. 2:
Normal condition
High Air discharge Temp
>110C
<0.75 bar
SA 2 Compressor no.2 (R04471)

Trip No. 0:
Trip No. 1:
Trip No. 2:
Normal condition
>110C
<0.75 bar
3-5
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Service Air Compressor (R04472)

Trip No. 0:
Trip No. 1:
Trip No. 2:
3.6
Normal condition
Trip Codes for Refrigeration Compressors

Compressor Trip Limits
- Low LO Pressure
- High LO Temp
- High Disch. Temp
- High Disch. Press.
- High El. Load
3.7
>100C
<0.75 bar
:
:
:
:
:
P06571
T06567
T06532
P06527
E06533
<0.75 bar
>80C
>120C
>29 bar
>240 kW
Boiler
Oil Fired Boiler (X05663)
Trip No. 0: Normal Condition
Trip No. 1: Combustion Air Fan Stopped
Trip No. 2: Low Water Level
Primary drum < -300 mm.
Trip No. 3: Low Atomizing Steam Pressure
bar
Trip No. 4: Burner Flame Out
Trip No. 5: Furnace Explosion:
Missing purge
Trip No. 6: Furnace Explosion:
DO operation
Trip No. 7: High High Water Level
Primary Drum > 300mm.
NOTE! Furnace Explosion at DO:
By using HFO burners
High DO flow > 2.5 t/h
Burner no. 1 (X05655)
Trip No. 1: Too Much Oil At Ignition
Trip No. 2: Too Much Air At Ignition
Trip No. 3: Too Much Smoke When Burner On
Trip No. 4: Too Much Oxygen When Burner On
Trip No. 5: Flame Detector Fault
Burner no. 2 (X05656)
Trip No. 1: Too Much Oil At Ignition
Trip No. 2: Too Much Air At Ignition
Trip No. 3: Too Much Smoke When Burner On
Trip No. 4: Too Much Oxygen When Burner On
3-6
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Doc.no.: SO-0622-H1 / 2-May-05
Trip No. 5: Flame Detector Fault

Feed Water Pumps (X05627)
Trip No. 1: High Water Level Steam Generator
NOTE!
3.8
Feed Water Pumps Trip If Steam Generator Level > 300 mm.
Cargo Turbines
Cargo Turbines (X04750)
Trip No. 0:
Trip No. 1:
Trip No. 2:
Trip No. 3:
Trip No. 4:
3.9
Normal Condition
High Condenser Pressure
> 0.25 bara
High Steam Generator Level
> 300 mm.
Water Strike (Oil Boiler Super Heater)
Low Inlet Steam Pressure
< 5.0 bar
HFO Separators
HFO Separator 1 (X04026)
Trip No. 0
Trip No. 1
Trip No. 2
Trip No. 3
Trip No. 4
Trip No. 5
Trip No. 6
Trip No. 7
Normal Condition
Water Trancducer Fault
High Oil Outlet Pressure
Sludge Discharge Failure
High Low Oil Temperature
No Displacement Water
High Vibration
Low Oil Outlet Pressure
Presssure > 1.9 bar
Pressure < 1.45 bar
HFO Separator 2 (X24026)

Trip No. 0
Trip No. 1
Trip No. 2
Trip No. 3
Trip No. 4
Trip No. 5
Trip No. 6
Trip No. 7
Normal Condition
Water Trancducer Fault
High Oil Outlet Pressure
Sludge Discharge Failure
High Low Oil Temperature
No Displacement Water
High Vibration
Low Oil Outlet Pressure
Presssure > 1.9 bar
Pressure < 1.45 bar
3-7
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05

Version MC90-III
USER'S MANUAL
Appendix B
Controllers and Actuators
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
CONTROLLERS AND ACTUATORS - APPENDIX B
4.1
Control System
A standard single controller loop consists of the following parts:

-
PID controller
Actuator
Process
Sensor
4.1.1
PID Controller
The basic PID controller action can be modified by including feed forward signal(s).
This is another efficient way of improving control functions. These modifications are
found in the Steam system. See figure below.
4-1
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
It is also possible to improve the quality of control further by introducing cascade

control. The control function is then carried out in two steps. The slave controller controls
the front part of the process and the master controller checks the final result and sends
correction signal as a setpoint command to the slave controller. See figure below.
4.1.2
Controller Tuning
The controllers can be tuned according to Siegler Nichols procedure:
a.
Remove the reset action by putting the Integral (I) = 0
b.
Remove the derivate action by putting Derivat (D) = 0
c.
Increase the gain (P) until the control loop is oscillating
d.
Note the gain (GO) and the period of oscillation (TO)
A usable controller setting is then found by:

P = 1.7 * GO,
I = 0.5 * TO,
D = 0.12 * TO
Low gain gives slow control action. Short integration time gives fast reset action but
reduced stability. Too high derivate function gives nervous, unsteady controller action.
4-2
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
Changing from SW PID to HW PID: Note that feed forward signals are not included when
using the HW PID. See figure below.
4.1.3
Actuator
The control valves are assumed to be positioned by valve actuators driven by air via
electric-pneumatic converters (I/P).
The actuator system is divided into three subsystems;
-
Valve Dynamics
Valve Hysteresis
Valve Characteristics
The variables for actuators and the time response for sensors can be changed by the
instructor from variable pages.
4-3
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
4.1.4
Valve Dynamics
The Time Constant (TC) can be changed from the variable page. The Time Constant is
defined as the time it takes for the valve to reach 63 % of the controller output signal.
Final Value
63%
4.1.5
Hysteresis/Stiction
A hysteresis element is included in the description of all main control valves, to account
for unlinear dynamic effects so often encountered in real life control problems.
The unlinear effect can be of 3 kinds: Negativ, positiv and stiction. Type of unlinearity and
the value of it can be selected from the variable page.
Negative hysteresis: The actual valve position will be less or equal to the setpoint
(controller output).
4-4
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
Positiv hysteresis: The actual valve position will be greater or equal to the setpoint
(controller output).
The actual valve position is frozen until the setpoint is greater than the slack value. In
other words we can say that the valve has to tighten up the slack before the valve moves
(both ways). When the controller output signal changes direction, the valve has to tighten
up the slack again before the valve moves. The value of the slack can be set from the
variable page.
4-5
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
4.1.6
Valve Characteristics
A valve usually has different gain in different working ranges, which can be seen when
drawing the valves characteristics. In other words; the connection between the in signal to
the valve and the flow through the valve.
Valve characteristics to be selected from the variable page.
effective flow area
1,0
pe
O
st
Fa e a r
lin
w
Slo
e
Op
0,0
0,0
4-6
valve position
1,0
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05

Version MC90-III
USER'S MANUAL
Appendix C
Alarm List
Doc.no.: SO-0437
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04

Version MC90-III
ALARM LIST
Department/Author:
Berit Baggerud (s)
Approved by:
Arild Hermansen (s)
2004 Kongsberg Maritime AS

All rights reserved
ERS-L11 MAN B&W 5L90MC-VLCC Ver. MC90-III Alarm List
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
DOCUMENT STATUS
Issue No.
SO-0437-A
SO-0437-B
SO-0437-C
SO-0437-D
SO-0437-E
SO-0437-F
SO-0437-G
SO-0437-H
Date/Year
17.10.95
08.07.96
21.03.97
25.10.99
16.05.00
25-Sep-02
28-Jan-03
10-Jun-03
Inc. by
Issue No.
ASJ/td
SO-0437-I
ASJ/td
ASJ/beba
AHE/beba
AHE/beba
AHE/beba
AHE/beba
AHE/beba
Date/Year
8-Oct-04
Inc. by
HD/beba
CHANGES IN DOCUMENT
Issue
No.
A
B
C
D
E
F
G
H
I
ECO
No.
Paragraph
No.
MP36-96
MP-1052
MP-1301
MP-1357
MP-1431
MP-1439
MP-1452
MP-1517
All
All
All
All
All
All
All
All
Paragraph Heading/
First issue.
Upgrade Alarm list to last revision.
Upgrade Alarm List to latest version.
Upgrade Alarm List to latest version
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
ii
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
TABLE OF CONTENTS
1
DIRECTORY LIST ....................................................................... 1
2
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
2.17
2.18
2.19
2.20
2.21
2.22
2.23
2.24
2.25
2.26
2.27
2.28
2.29
2.30
2.31
2.32
2.33
2.34
2.35
2.36
2.37
2.38
2.39
2.40
2.41
2.42
VARIABLE LIST PAGES ................................................................ 2

Page:0101 AG01** FUEL OIL SUPPLY SYSTEM (1 - 4)................. 2
Page:0102 AG01** FO SERVICE TANKS (2 - 4).......................... 2
Page:0103 AG01** HFO SETTLING TANKS (3 - 4) ....................... 3
Page:0104 AG01** SPILL OIL TANK / BUNKER TANKS ( 4 - 4) ...... 3
Page:0201 AG02** ME LO SYSTEM (1 - 2) ................................. 4
Page:0202 AG02** ME CYL OIL LUBRICATION (2 - 2).................. 4
Page:0301 AG03** ME CONTROL SYSTEM (1 - 1) ....................... 5
Page:0401 AG04** ME CYLINDER LINER COOLING (1 - 3) .......... 5
Page:0402 AG04** ME CYLINDER PISTON COOLING (2 - 3) ......... 6
Page:0403 AG04** ME CYLINDER METAL TEMPS (3 - 3) .............. 6
Page:0501 AG05** LTFW / HTFW SYSTEM (1 - 1) ....................... 7
Page:0601 AG06** START AIR SYSTEM (1 - 2)........................... 7
Page:0602 AG06** SERV AIR SYSTEM (2 - 2) ............................ 8
Page:0701 AG07** ME EXHAUST SYSTEM (1 - 1) ....................... 8
Page:0801 AG08** ME SCAVENGING AIR SYSTEM (1 - 2) ............ 9
Page:0802 AG08** ME TURBOCHARGERS (2 - 2)........................ 9
Page:0901 AG09** ME BEARING SYSTEM (crossh/cranc) (1 - 3) .10
Page:0902 AG09** ME BEARING SYSTEM (main/thrust) (2 - 3) ..10
Page:0903 AG09** ME CRANC CASING OIL MIST + MISC (3 - 3) .11
Page:1001 AG10** FIRE DETECTION SYSTEM (1 - 1) .................11
Page:1101 AG11** PROPELLER SERVO OIL SYSTEM (1 - 1).........12
Page:1201 AG12** STERN TUBE SYSTEM (1 - 1) .......................12
Page:1301 AG13** SEA WATER SYSTEM (1 - 1) ........................13
Page:1401 AG14** FRESH WATER GENERATOR (1 - 1)...............13
Page:1501 AG15** WASTE HEAT RECOVERY SYSTEM (1 - 1).......14
Page:1601 AG16** BILGE WELLS / SLUDGE TANK (1 - 1) ...........14
Page:1602 AG16** BILGE WATER SEPARATOR (1 - 1) ................15
Page:1701 AG17** PURIFIER SYSTEM (1 - 1)............................15
Page:1801 AG18** AIR CONDITION SYSTEM (1 - 1) .................16
Page:1901 AG19** ELECTRIC POWER SYSTEM 1 (1 - 3) .............16
Page:2001 AG20** DIESELGENERATOR 1.................................18
Page:2005 AG20** SHAFTGENERATOR - PTI / PTO ....................20
Page:2101 AG21** TURBOGENERATOR (1 - 3) ..........................20
Page:2102 AG21** CARGO PUMP TURBINES (2 - 3) ...................21
Page:2103 AG21** STEAM CONDENSER (3 - 3).........................21
Page:2201 AG22** EXHAUST BOILER (1 - 1) ............................22
Page:2301 AG23** OIL FIRED BOILER (1 1)...........................22
iii
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
2.43
2.44
2.45
2.46
2.47
2.48
2.49
iv
Page:2401
Page:2501
Page:2502
Page:2601
Page:2701
Page:2801
Page:2802
AG24**
AG25**
AG25**
AG26**
AG27**
AG28**
AG28**
STEAM GENERATOR (1 - 1)......................... 23

REFRIGERATION SYSTEM (1 - 2) ................. 23
REFRIGERATION SYSTEM (2 - 2) ................. 24
INERT GAS SYSTEM (1 - 1 )......................... 24
STEERING GEAR SYSTEM (1 - 1) ................ 25
FRESH WATER SANITARY (1 - 1) ................. 25
REMOTE EMERGENCY PANEL (1 - 1) ............. 26
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
1
Page:0101
Page:0201
Page:0301
Page:0401
Page:0501
Page:0601
Page:0701
Page:0801
Page:0901
Page:1001
Page:1101
Page:1201
Page:1301
Page:1401
Page:1501
Page:1601
Page:1602
Page:1701
Page:1801
Page:1901
Page:2001
Page:2101
Page:2201
Page:2301
Page:2401
Page:2501
Page:2601
Page:2701
Page:2801
Page:2802
DIRECTORY LIST
FUEL OIL SYSTEM
(4 pages)
ME LO SYSTEM
(2 pages)
ME CONTROL SYSTEM
(1 page )
ME COOLING
(3 pages)
LTFW / HTFW SYSTEM
(1 page )
START AIR SYSTEM
(2 pages)
ME EXHAUST SYSTEM
(1 page )
ME SCAVENGING AIR SYSTEM (2 pages)
ME BEARING SYSTEM
(3 pages)
FIRE DETECTION SYSTEM
(1 page )
PROPELLER SERVO OIL SYSTEM (1 page )
STERN TUBE SYSTEM
(1 page )
SEA WATER SYSTEM
(1 page )
FRESH WATER GENERATOR
(1 page )
WASTE HEAT RECOVERY SYSTEM (1 page )
BILGE WELLS / SLUDGE TANK (1 page )
BILGE WATER SEPARATOR
(1 page )
PURIFIER SYSTEM
(1 page )
AIR CONDITION SYSTEM
(1 page )
ELECTRIC POWER SYSTEM
(3 pages)
GENERATORS
(3 pages)
STEAM TURBINES
(3 pages)
EXHAUST BOILER
(1 pages)
OIL FIRED BOILER
(1 pages)
STEAM GENERATOR
(1 page )
REFRIGERATION SYSTEM
(2 pages)
INERT GAS SYSTEM
(1 page )
STEERING GEAR SYSTEM
(1 page )
FRESH WATER SANITARY
(1 page )
MISCELLANEOUS
(1 page )
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
VARIABLE LIST PAGES
2.1
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P00023
bar
L=7.0
H=9.5
FO pressure at ME
T00002
W00011
degC
cSt
L=20.0
L=10.0
H=150.0
H=17.0
FO temp inlet ME
FO visco inlet ME
P00021
bar
L=---
H=1.5
FO filter diff pressure
P00024
bar
L=3.0
H=6.0
FO supply pump pressure
T00043
T00044
degC
degC
L=--L=---
H=140.0
H=140.0
FO supply pump 1 casing temp

Z00055
<0-1>
L=---
H=1.0
FO pipe rupture detector (leakage)
2.2
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Page:0101 AG01** FUEL OIL SUPPLY SYSTEM

(1 - 4)
Page:0102 AG01** FO SERVICE TANKS (2 - 4)
L00300
T00302
G00305
m
degC
ton/h
L=1.8
L=60.0
L=---
H=5.8
H=90.0
H=0.1
HFO service tank level

HFO service tank temp
HFO service tank overflow
L00340
T00342
G00345
m
degC
ton/h
L=1.5
L=30.0
L=---
H=5.8
H=70.0
H=0.1
DO service tank level

DO service tank temp
DO service tank overflow
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
2.3
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
L00400
T00401
L00402
G00404
m
degC
m
ton/h
L=2.0
L=60.0
L=--L=---
H=5.8
H=90.0
H=0.8
H=0.1
Settling tank 1 level

Settling tank 1 temperature
Settling tank 1 water level
Settling tank 1 overflow
L00440
T00441
L00442
G00444
m
degC
m
ton/h
L=2.0
L=60.0
L=--L=---
H=5.8
H=90.0
H=0.8
H=0.1

2.4
A:
B:
C:
D:
E:
F:
G:
H:
I:
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L:
M:
N:
O:
P:
Q:
R:
S:
T:
Page:0103 AG01** HFO SETTLING TANKS (3 4)
Page:0104 AG01** SPILL OIL TANK / BUNKER

TANKS ( 4 - 4)
L00263
G00256
m
ton/h
L=--L=---
H=1.5
H=1.0
Spill oil tank level

Spill oil tank overflow ( fire !!! )
L00202
L00216
L00232
L00246
m
m
m
m
L=--L=--L=--L=---
H=19.0
H=19.0
H=19.0
H=19.0
Aft bunker tank FO level

Port bunker tank FO level
Stbd bunker tank FO level
Fore bunker tank FO level
T00205
T00221
T00235
T00251
degC
degC
degC
degC
L=40.0
L=40.0
L=40.0
L=40.0
H=--H=--H=--H=---
Aft bunker tank FO temp

Port bunker tank FO temp
Stbd bunker tank FO temp
Fore bunker tank FO temp
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
2.5
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P01303
T01350
P01304
bar
degC
bar
L=1.5
L=35.0
L=---
H=--H=54.0
H=1.0
Main LO press inlet ME bearings

Main LO temp inlet ME
Main LO filter diff press
L01340
G01353
m
ton/h
L=0.8
L=---
H=1.8
H=0.1
Main LO service tank level

Main LO service tank overflow
Z01342
L=---
H=40.0
Main LO contamination index
P01440
T01443
bar
degC
L=2.0
L=---
H=--H=56.0
Camshaft LO press inlet ME

Camshaft LO temp inlet ME
P01441
bar
L=---
H=0.5
Camshaft LO filter diff press
L01455
G01456
m
ton/h
L=0.3
L=---
H=0.9
H=0.1
Camshaft LO tank level

Camshaft LO tank overflow
L01500
L=0.3
H=0.9
ME cyl LO tank level
2.6
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Page:0201 AG02** ME LO SYSTEM (1 - 2)
Page:0202 AG02** ME CYL OIL LUBRICATION

(2 - 2)
G01510
G01511
G01512
G01513
G01514
kg/h
kg/h
kg/h
kg/h
kg/h
L=0.3
L=0.3
L=0.3
L=0.3
L=0.3
H=--H=--H=--H=--H=---
ME cyl 1 liner lubrication flow

Z17011
Z17021
Z17031
Z17041
Z17051
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
L=--L=--L=--L=--L=---
H=1.0
H=1.0
H=1.0
H=1.0
H=1.0
ME cyl 1
ME cyl 2
ME cyl 3
ME cyl 4
ME cyl 5
piston ring alarm

piston ring alarm
piston ring alarm
piston ring alarm
piston ring alarm
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
2.7
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X02413
<0-8>
L=---
H=1.0
ME serious damage ( trip )
X02444
X02445
X02446
<0-2>
<0-2>
<0-2>
L=--L=--L=---
H=1.0
H=1.0
H=1.0
Autochief : Shut down

Autochief : Slow down
Autochief : Fail
X07077
<0-2>
L=---
H=1.0
Powerchief pump control (stby start)
N02015
rpm
L=---
H=82.0
ME speed
E02005
MW
L=---
H=20.0
ME shaft power ( to propeller
X07509
<0-1>
L=---
H=1.0
Bridge control loss of response
2.8
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Page:0301 AG03** ME CONTROL SYSTEM (1 1)
Page:0401 AG04** ME CYLINDER LINER

COOLING (1 - 3)
G02053
G02113
G02153
G02213
G02253
ton/h
ton/h
ton/h
ton/h
ton/h
L=5.0
L=5.0
L=5.0
L=5.0
L=5.0
H=--H=--H=--H=--H=---
ME cyl 1 wtr flow

ME cyl 2 wtr flow
ME cyl 3 wtr flow
ME cyl 4 wtr flow
ME cyl 5 wtr flow
T02043
T02103
T02143
T02203
T02243
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=90.0
H=90.0
H=90.0
H=90.0
H=90.0
ME cyl 1 wtr outlet temp

(liner)
(liner)
(liner)
(liner)
(liner)
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
2.9
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
G02052
G02112
G02152
G02212
G02252
ton/h
ton/h
ton/h
ton/h
ton/h
L=10.0
L=10.0
L=10.0
L=10.0
L=10.0
H=--H=--H=--H=--H=---
ME cyl 1 oil flow

ME cyl 2 oil flow
ME cyl 3 oil flow
ME cyl 4 oil flow
ME cyl 5 oil flow
T02044
T02104
T02144
T02204
T02244
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=65.0
H=65.0
H=65.0
H=65.0
H=65.0
ME cyl 1 oil outlet temp

2.10
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Page:0402 AG04** ME CYLINDER PISTON

COOLING (2 - 3)
(piston)
(piston)
(piston)
(piston)
(piston)
Page:0403 AG04** ME CYLINDER METAL

TEMPS (3 - 3)
T02046
T02106
T02146
T02206
T02246
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=200.0
H=200.0
H=200.0
H=200.0
H=200.0
ME cyl 1 liner temp

ME cyl 2 liner temp
ME cyl 3 liner temp
ME cyl 4 liner temp
ME cyl 5 liner temp
(mean)
(mean)
(mean)
(mean)
(mean)
T02045
T02105
T02145
T02205
T02245
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=250.0
H=250.0
H=250.0
H=250.0
H=250.0
ME cyl 1 cover temp

ME cyl 2 cover temp
ME cyl 3 cover temp
ME cyl 4 cover temp
ME cyl 5 cover temp
G01510
G01511
G01512
G01513
G01514
kg/h
kg/h
kg/h
kg/h
kg/h
L=0.3
L=0.3
L=0.3
L=0.3
L=0.3
H=--H=--H=--H=--H=---

(mean)
(mean)
(mean)
(mean)
(mean)
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
2.11
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
L01150
G01154
m
ton/h
L=0.4
L=---
H=1.7
H=0.1
ME FW exp tank level

ME FW exp tank overflow
P01005
T01010
T01011
bar
degC
degC
L=1.4
L=60.0
L=---
H=--H=--H=88.0
HTFW press inlet ME

HTFW temp inlet ME
HTFW temp outlet ME
Z01164
L=---
H=5.0
ME FW system gas detector (cyl crack)
Z01160
Z01161
ppm
ppm
L=--L=---
H=50.0
H=50.0
ME FW system salinity
ME FW system oil content
P01001
T01015
bar
degC
L=2.2
L=26.0
H=--H=36.0
LTFW pump discharge pressure

LTFW temp outlet LTFW pumps
2.12
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Page:0501 AG05** LTFW / HTFW SYSTEM (1 1)
Page:0601 AG06** START AIR SYSTEM (1 - 2)
P04300
Z04312
V04446
bar
%
<0-1>
L=22.0
L=--L=---
H=32.0
H=50.0
H=1.0
Start air receiver 1 pressure

Start air receiver 1 water content
Start air receiver 1 safety valve
P04301
Z04313
V04450
bar
%
<0-1>
L=22.0
L=--L=---
H=32.0
H=50.0
H=1.0

X04503
P04335
T04342
Z04350
<0-3>
bar
degC
%
L=--L=1.5
L=--L=---
H=1.0
H=--H=90.0
H=80.0
Start air compr 1 trip (temp,press,curr)

Start air compr 1 LO inlet press
Start air compr 1 air outlet temp
Start air compr 1 airc water content
X04504
P04336
T04343
Z04351
<0-3>
bar
degC
%
L=--L=1.5
L=--L=---
H=1.0
H=--H=90.0
H=80.0

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P04306
Z04314
V04454
bar
%
<0-1>
L=5.0
L=--L=---
H=8.0
H=50.0
H=1.0
Serv air receiver press

Serv air receiver water content
Serv air receiver safety valve
X04505
P04337
T04344
Z04352
<0-3>
bar
degC
%
L=--L=1.5
L=--L=---
H=1.0
H=--H=90.0
H=80.0
Serv
Serv
Serv
Serv
P04311
bar
L=2.5
H=4.5
Control air pressure
2.14
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Page:0602 AG06** SERV AIR SYSTEM (2 - 2)
air compr trip (temp,press,curr)

air compr LO inlet press
air compr air outlet temp
air compr airc water content
Page:0701 AG07** ME EXHAUST SYSTEM (1 1)
T02040
T02100
T02140
T02200
T02240
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=450.0
H=450.0
H=450.0
H=450.0
H=450.0
ME cyl 1 exh outlet temp

T02041
T02101
T02141
T02201
T02241
degC
degC
degC
degC
degC
L=-40.0
L=-40.0
L=-40.0
L=-40.0
L=-40.0
H=40.0
H=40.0
H=40.0
H=40.0
H=40.0
ME cyl 1 exh outlet temp deviation

T01613
T01623
degC
degC
L=--L=---
H=420.0
H=420.0
ME TBCH 1 exh outlet temp

ME TBCH 2 exh outlet temp
Kongsberg Maritime
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T02042
T02102
T02142
T02202
T02242
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=55.0
H=55.0
H=55.0
H=55.0
H=55.0
ME cyl 1 air inlet

ME cyl 2 air inlet
ME cyl 3 air inlet
ME cyl 4 air inlet
ME cyl 5 air inlet
T01601
degC
L=---
H=55.0
ME air receiver temp
2.16
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Page:0801 AG08** ME SCAVENGING AIR

SYSTEM (1 - 2)
temp
temp
temp
temp
temp
Page:0802 AG08** ME TURBOCHARGERS (2 2)
N01610
Z01617
T01614
P01615
T01705
P01703
L13040
rpm
%
degC
mmWC
degC
mmWC
%
L=--L=--L=--L=--L=--L=--L=---
H=9000.0
H=50.0
H=220.0
H=300.0
H=90.0
H=300.0
H=40.0
ME TBCH 1 speed
ME TBCH 1 vibra index
ME TBCH 1 air outlet temp
ME TBCH 1 air filter diff press
ME airc 1 air outlet temp
ME airc 1 air flow press drop
ME TBCH 1 airc water level (demister)
N01620
Z01627
T01624
P01625
T01725
P01723
L13050
rpm
%
degC
mmWC
degC
mmWC
%
L=--L=--L=--L=--L=--L=--L=---
H=9000.0
H=50.0
H=220.0
H=300.0
H=90.0
H=300.0
H=40.0
ME TBCH 2 speed
ME TBCH 2 air outlet temp
ME TBCH 2 air filter diff press
X01642
X01643
<0-3>
<0-3>
L=--L=---
H=1.0
H=1.0
ME TBCH 1 serious damage

Kongsberg Maritime
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T02060
T02120
T02160
T02220
T02260
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=70.0
H=70.0
H=70.0
H=70.0
H=70.0
ME cyl 1 crossh bearing temp

T02061
T02121
T02161
T02221
T02261
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=70.0
H=70.0
H=70.0
H=70.0
H=70.0
ME cyl 1 crank
ME cyl 2 crank
ME cyl 3 crank
ME cyl 4 crank
ME cyl 5 crank
2.18
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Page:0901 AG09** ME BEARING SYSTEM

(crossh/cranc) (1 - 3)
bearing temp
bearing temp
bearing temp
bearing temp
bearing temp
Page:0902 AG09** ME BEARING SYSTEM

(main/thrust) (2 - 3)
T02340
T02341
T02342
T02343
T02344
T02345
degC
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=--L=---
H=70.0
H=70.0
H=70.0
H=70.0
H=70.0
H=70.0
ME main bearing 1 temp

T02350
degC
L=---
H=75.0
ME thrust bearing temp (axial )
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
2.19
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X02062
X02122
X02162
X02222
X02262
2.20
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E: Z00571
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Page:0903 AG09** ME CRANC CASING OIL

MIST + MISC (3 - 3)
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
L=--L=--L=--L=--L=---
H=1.0
H=1.0
H=1.0
H=1.0
H=1.0
ME cyl 1 oil mist

ME cyl 2 oil mist
ME cyl 3 oil mist
ME cyl 4 oil mist
ME cyl 5 oil mist
Page:1001 AG10** FIRE DETECTION SYSTEM

(1 - 1)
<0-2>
L=---
H=1.0
Fire detection engine area (2=serious)
<0-2>
L=---
H=1.0
Fire detection deck area (2=serious)
11
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2.21
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P03701
bar
L=25.0
H=---
Prop servo oil press inlet servo
P03703
bar
L=---
H=1.5
Prop servo oil filter diff press
T03713
degC
L=---
H=50.0
Prop servo oil tank temp
L03712
G03722
%
ton/h
L=30.0
L=---
H=90.0
H=0.1
Prop servo oil tank level

Prop servo oil tank overflow (to bilge)
2.22
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Page:1101 AG11** PROPELLER SERVO OIL

SYSTEM (1 - 1)
Page:1201 AG12** STERN TUBE SYSTEM (1 1)
T03552
T03553
degC
degC
L=--L=---
H=60.0
H=60.0
Stern tube fore bearing temp

Stern tube aft bearing temp
P03465
mWC
L=1.5
H=11.0
Stern tube LO - SW diff press
L03451
L03452
%
%
L=40.0
L=40.0
H=--H=---
Stern tube low grav tank level

Stern tube high grav tank level
T03453
L03450
G03476
degC
%
ton/h
L=--L=30.0
L=---
H=60.0
H=90.0
H=0.1
Stern tube LO sump temp

Stern tube LO sump level
Stern tube LO sump overflow (to bilge)
Z03555
L=---
H=30.0
Stern tube LO contamination
X03565
<0-1>
L=---
H=1.0
Stern tube serious damage
Kongsberg Maritime
Doc.no.: SO-0437-I / 8-Oct-04
2.23
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P00632
bar
L=1.6
H=---
Main SW line supply
T00617
degC
L=10.0
H=40.0
SW temp inlet main SW line
P00630
P00631
bar
bar
L=--L=---
H=0.8
H=0.8
SW filter diff pressure (low suction)

SW filter diff pressure (high suction)
2.24
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Page:1301 AG13** SEA WATER SYSTEM (1 1)
pressure
Page:1401 AG14** FRESH WATER GENERATOR

(1 - 1)
Z06674
ppm
L=---
H=15.0
Produced fresh water flow salinity
T06710
T06704
degC
degC
L=--L=40.0
H=100.0
H=---
Fresh w gen cooling flow outlet temp

Fresh w gen heating flow outlet temp
L06671
L=---
H=90.0
Fresh w gen cooler distillate level
P06661
bara
L=---
H=0.5
Fresh w gen pressure (total)
P06660
bar
L=4.0
H=---
Ejector pump discharge pressure
13
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Doc.no.: SO-0437-I / 8-Oct-04
2.25
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F: T10666
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H: T10665
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2.26
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Page:1501 AG15** WASTE HEAT RECOVERY

SYSTEM (1 - 1)
bar
L=3.5
H=---
Thermal oil circ pump press
degC
L=---
H=---
Thermal oil supply line temp
degC
L=---
H=---
Thermal oil return line temp
Page:1601 AG16** BILGE WELLS / SLUDGE

TANK (1 - 1)
L06400
L06405
L06414
L06422
m
m
m
m
L=--L=--L=--L=---
H=0.5
H=0.5
H=0.5
H=0.5
Aft bilge well level

Eroom bilge well level
Refrig. bilge well level
Fore bilge well level
L06432
L=---
H=1.5
Sludge tank level (total)
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T06466
degC
L=65.0
H=95.0
Bilge sep oil/water settling temp
L06465
L=---
H=40.0
Bilge sep oil/water interface level
Z06463
ppm
L=---
H=15.0
Bilge sep flow oil ppm (measuring cell)
X06496
L06490
%
m
L=--L=---
H=20.0
H=0.8
Bilge pump auto time on (% of offtime)

Clean bilge water tank level
2.28
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Page:1602 AG16** BILGE WATER SEPARATOR

(1 - 1)
Page:1701 AG17** PURIFIER SYSTEM (1 - 1)
T04021
L04041
X04026
Z04018
T24021
L24041
X24026
Z24018
degC
m
<0-7>
%
degC
m
<0-7>
%
L=90.0
L=0.3
L=--L=0.1
L=90.0
L=0.3
L=--L=0.1
H=105.0
H=0.9
H=1.0
H=0.8
H=105.0
H=0.9
H=1.0
H=0.8
HFO sep 1 heater outlet temp

HFO sep 1 water tank level
HFO sep 1 trip indicator
HFO sep 1 outlet oil flow water content
T04221
L04241
Z04216
X04256
degC
m
%
<0-1>
L=80.0
L=0.3
L=--L=---
H=95.0
H=0.9
H=90.0
H=1.0
LO
LO
LO
LO
purif heater outlet temp

purif operating water tank level
purif sludge flow oil index
purif lost seal (low pressure)
T04121
L04141
Z04116
X04156
degC
m
%
<0-1>
L=45.0
L=0.3
L=--L=---
H=70.0
H=0.9
H=90.0
H=1.0
DO
DO
DO
DO
purif heater outlet temp

purif operating water tank level
purif sludge flow oil index
purif lost seal (low pressure)
P05250
bar
L=5.0
H=---
Purif steam supply press
15
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2.29
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2.30
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Page:1801 AG18** AIR CONDITION SYSTEM

(1 - 1)
degC
L=---
H=40.0
Control room air temp
Page:1901 AG19** ELECTRIC POWER SYSTEM

1 (1 - 3)
V06140
F06141
V06144
F06145
Volt
Hz
Volt
Hz
L=410.0
L=56.0
L=410.0
L=56.0
H=460.0
H=64.0
H=460.0
H=64.0
Main bus bar 1 voltage

Main bus bar 1 frequency
X06250
<0-1>
L=---
H=1.0
Pchief none ess load trip
E06000
I06003
kW
A
L=--L=---
H=780.0 DG 1 active load

H=1100.0 DG 1 current
E06020
I06023
kW
A
L=--L=---
H=780.0 DG 2 active load

H=1100.0 DG 2 current
E06040
I06043
kW
A
L=--L=---
H=780.0 TG active load

H=1100.0 TG current
E06060
I06063
kW
A
L=-780.0
L=---
H=780.0 SG active load

H=1100.0 SG current
Kongsberg Maritime
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I06142
I06143
mA
mA
L=--L=---
H=20.0
H=20.0
Earth leakage current - 440V

Earth leakage current - 220V
X06014
X06034
<0-6>
<0-6>
L=--L=---
H=1.0
H=1.0
DG 1 circuit breaker trip

X06054
X06074
<0-6>
<0-6>
L=--L=---
H=1.0
H=1.0
TG circuit breaker trip

SG circuit breaker trip
E06130
I06138
kW
A
L=--L=---
H=200.0
H=280.0
Emergency generator power

Em.gen current
X06166
E06163
<0-2>
kW
L=--L=-100.0
H=1.0
H=800.0
Shore connection trip

Shore connection power
X06220
X06224
X06230
X06234
<0-2>
<0-2>
<0-2>
<0-2>
L=--L=--L=--L=---
H=2.0
H=2.0
H=2.0
H=2.0
DG 1 auto control
DG 2 auto control
TG auto control
SG auto control
2.32
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2 (2 - 3)
X38001
X38002
X38003
X38004
X38005
X38006
X38007
X38008

3 (3 - 3)
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
L=--L=--L=--L=--L=--L=--L=--L=---
H=1.0
H=1.0
H=1.0
H=1.0
H=1.0
H=1.0
H=1.0
H=1.0
Tripped (el. power loss) :HFO sep1

Tripped (el. power loss) :HFO sep2
Tripped (el. power loss) :DO purif
Tripped (el. power loss) :LO purif
Tripped (el. power loss) :FWG
Tripped (el. power loss) :Refrig
Tripped (el. power loss) :Vent fan1
Tripped (el. power loss) :Vent fan2
17
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X03160
<0-6>
L=---
H=1.0
N03100
T03020
P03012
rpm
degC
bar
L=--L=--L=0.7
H=1400.0 DG 1 speed
H=85.0
DG 1 FW temp outlet DG
H=--DG 1 FW press inlet DG
T03057
T03060
T03051
degC
degC
degC
L=--L=--L=---
H=610.0
H=520.0
H=90.0
DG 1 exhaust temp inlet TBCH

DG 1 exhaust temp outlet TBCH
DG 1 air temp outlet airc
P03066
P03032
T03037
L03045
bar
bar
degC
%
L=--L=1.4
L=--L=30.0
H=1.0
H=--H=75.0
H=90.0
DG 1 FO filter diff press

DG 1 LO press inlet DG
DG 1 LO temp inlet DG
DG 1 LO sump level
T03034
T03035
degC
degC
L=--L=---
H=85.0
H=85.0
DG 1 bearing 1 temperature
L03026
P04425
%
bar
L=30.0
L=10.0
H=90.0
H=---
DG 1 FW exp tank level

DG 1 start air supply press
2.34
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Page:2001 AG20** DIESELGENERATOR 1

DG 1 trip indication
T03081
T03082
T03083
T03084
T03085
T03086
degC
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=--L=---
H=610.0
H=610.0
H=610.0
H=610.0
H=610.0
H=610.0
DG 1 exhaust temp cyl 1

T03091
T03092
T03093
T03094
T03095
T03096
degC
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=--L=---
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
DG 1 FW temp outlet cyl 1

Kongsberg Maritime
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2.35
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X03360
<0-6>
L=---
H=1.0
N03300
T03220
P03212
rpm
degC
bar
L=--L=--L=0.7
H=1400.0 DG 2 speed
H=85.0
H=--DG 2 FW press inlet DG
T03257
T03260
T03251
degC
degC
degC
L=--L=--L=---
H=610.0
H=520.0
H=90.0
DG 2 exhaust temp inlet TBCH

DG 2 exhaust temp outlet TBCH
P03266
P03232
T03237
L03245
bar
bar
degC
%
L=--L=1.4
L=--L=30.0
H=1.0
H=--H=75.0
H=90.0

DG 2 LO sump level
T03234
T03235
degC
degC
L=--L=---
H=85.0
H=85.0
L03226
P04426
%
bar
L=30.0
L=10.0
H=90.0
H=---

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T03281
T03282
T03283
T03284
T03285
T03286
degC
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=--L=---
H=610.0
H=610.0
H=610.0
H=610.0
H=610.0
H=610.0

T03291
T03292
T03293
T03294
T03295
T03296
degC
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=--L=---
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0

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20
Page:2005 AG20** SHAFTGENERATOR - PTI /

PTO
rpm
L=35.0
H=---
PTO ME speed low
Page:2101 AG21** TURBOGENERATOR (1 - 3)
X04651
<0-11> L=---
H=1.0
TG trip indication
N04613
rpm
L=---
H=7200.0 TG shaft speed
P04601
T04600
bara
degC
L=7.0
L=170.0
H=17.0
H=420.0
Steam press inlet TG (supply line)

Steam temp inlet TG
P04640
T04632
L04631
bar
degC
%
L=1.5
L=--L=30.0
H=--H=75.0
H=90.0
TG LO press inlet bearings

TG LO tank temp
TG LO tank level
P04617
bar
L=0.1
H=0.2
TG sealing steam pressure
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X05833
L05840
T05841
P05838
<0-5>
%
degC
bar
L=--L=40.0
L=--L=1.5
H=1.0
H=90.0
H=60.0
H=---
Cargo pump turbine 1 trip

Cargo pump turb 1 LO sump tank level
Cargo pump turb 1 LO sump tank temp
Cargo pump turb 1 LO press inlet bearings
X05883
L05890
T05891
P05888
<0-5>
%
degC
bar
L=--L=40.0
L=--L=1.5
H=1.0
H=90.0
H=60.0
H=---

2.40
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Page:2102 AG21** CARGO PUMP TURBINES (2

- 3)
Page:2103 AG21** STEAM CONDENSER (3 - 3)
P04700
L04703
bara
mm
L=--L=---
H=0.2
H=650.0
Condenser pressure
Condenser hot well level
Z04711
ppm
L=---
H=50.0
Condensate salinity
T04730
degC
L=---
H=36.0
Steam condenser SW outlet temp
21
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P05321
mmWC L=---
H=300.0
Exhaust boiler pressure drop
T05320
degC
L=---
H=300.0
Exhaust temp after boiler (inlet stack)
T05323
degC
L=---
H=350.0
Steam temp outlet ex. boiler sh
G05382
ton/h
L=30.0
H=---
Exh boiler water circ flow
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Page:2201 AG22** EXHAUST BOILER (1 - 1)
Page:2301 AG23** OIL FIRED BOILER (1 1)
X05663
X05655
X05656
<0-7>
<0-4>
<0-4>
L=--L=--L=---
H=1.0
H=1.0
H=1.0
Boiler trip indication

Burner 1 trip indication
L05417
P05416
mm
bar
L=-150.0
L=---
H=150.0
H=50.0
Boiler steam drum level

Boiler steam drum pressure
T05420
degC
L=---
H=450.0
Boiler superheater steam temp
T05440
degC
L=---
H=500.0
Sh metal temp section 1
Z05422
Z05423
%
%
L=0.5
L=---
H=21.0
H=80.0
Boiler flue gas oxygen content

Boiler flue gas smoke content
T05454
P05445
degC
bar
L=80.0
L=3.7
H=110.0
H=---
Boiler HFO heater outlet temp

Atomizing steam pressure
V05643
<0-1>
L=---
H=1.0
Boiler drum safety valve
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X05627
<0-1>
L=---
H=1.0
Feedw pump
P05001
L05003
bar
mm
L=7.0
L=-150.0
H=15.0
H=150.0
Stgen steam pressure

Stgen water level
V05101
V05102
V05106
<0-1>
<0-1>
<0-1>
L=--L=--L=---
H=1.0
H=1.0
H=1.0
Stgen safety valve

Main line safety valve
Steam dump valve
L05150
G05152
m
ton/h
L=1.0
L=---
H=2.8
H=0.1
Feed water tank level

Feed water tank overflow
2.44
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Page:2401 AG24** STEAM GENERATOR (1 - 1)
trip indication
Page:2501 AG25** REFRIGERATION SYSTEM

(1 - 2)
T06554
T16554
degC
degC
L=-35.0
L=2.0
H=-25.0
H=8.0
Refrig cargo hold air temp

Refrig prov store air temp
X06524
E06533
<0-5>
kW
L=--L=---
H=1.0
H=230.0
Refrig comp trip indication

Refrig comp electric power
P06530
P06527
T06532
bar
bar
degC
L=-0.7
L=--L=---
H=--H=15.0
H=90.0
Refrig comp suction press

Refrig comp discharge press
Refrig comp discharge temp
P06571
bar
L=1.5
H=---
Refrig comp LO inlet diff press
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P06500
P06511
P16511
L06501
L06542
L06512
L16512
L06537
T06567
T06535
bar
bar
bar
%
%
%
%
%
degC
degC
L=--L=-0.7
L=3.0
L=--L=10.0
L=--L=--L=20.0
L=10.0
L=---
H=29.0
H=--H=6.0
H=40.0
H=80.0
H=50.0
H=50.0
H=80.0
H=55.0
H=80.0
Refrig condenser pressure

Refrig cargo hold evap pressure
Refrig prov store evap pressure
Refrig condenser level
Refrig receiver level
Refrig cargo hold evap liquid content
Refrig prov store evap liquid cont
Refrig comp oil sep oil level
Refrig comp LO inlet temp
Refrig comp thrust bearing temp
T06504
degC
L=---
H=40.0
Refrig cond SW outlet temp
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Page:2502 AG25** REFRIGERATION SYSTEM

(2 - 2)
Page:2601 AG26** INERT GAS SYSTEM (1 - 1 )
L23534
L=0.5
H=0.8
IG deck seal SW level
P23555
X23556
bar
%
L=0.0
L=---
H=0.1
H=7.0
IG deck line gas pressure

IG deck line oxy content
P23550
X23552
bar
%
L=0.0
L=---
H=--H=6.0
IG discharge line pressure

IG discharge line oxy content
L23572
T23573
m
degC
L=0.2
L=---
H=1.5
H=100.0
IG scrubber SW level
IG scrubber gas outlet temp
Kongsberg Maritime
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P15809
P15810
bar
bar
L=--L=---
H=1.5
H=1.5
Steering gear oil filter 1 diff press

T15801
T15802
degC
degC
L=--L=---
H=50.0
H=50.0
Steering gear oil sump 1 temp

L15801
L15802
%
%
L=50.0
L=50.0
H=95.0
H=95.0
Steering gear exp tank 1 level

L15803
L15804
%
%
L=50.0
L=50.0
H=--H=---
Steering gear oil sump 1 level

2.48
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Page:2701 AG27** STEERING GEAR SYSTEM

(1 - 1)
Page:2801 AG28** FRESH WATER SANITARY

(1 - 1)
P09511
L09512
bar
%
L=2.2
L=20.0
H=5.5
H=90.0
HYDROPHORE TANK PRESSURE

HYDROPHORE TANK LEVEL
P09524
T09525
bar
dgrC
L=0.5
L=40.0
H=4.0
H=90.0
HOT WATER TANK PRESSURE

HOT WATER TANK TEMPERATURE
P09534
bar
L=0.5
H=4.0
DRINKING WATER TANK PRESSURE
25
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Page:2802 AG28** REMOTE EMERGENCY

PANEL (1 - 1)
X31001
X31002
X31003
X31004
<0-1>L=--<0-1> L=--<0-1> L=--<0-1> L=---
H=1.0
H=1.0
H=1.0
H=1.0
Emergency shut off : ME/DG

Emergency shut off : DO/FO/LO pumps
Emergency shut off : Tank shut off
Emergency shut off : Ventilation
X00580
<0-1>
H=1.0
CO2 door switch
L=---
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05

Version MC90-III
USER'S MANUAL
Appendix D
Malfunction List
Doc.no.: SO-0438
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04

Version MC90-III
MALFUNCTION LIST
Department/Author:
Approved by:
___________________
Berit Baggerud (s)
____________________
Arild Hermansen (s)
2004 Kongsberg Maritime as

All rights reserved
Kongsberg Maritime as
ERS-L11 MAN B&W 5L90MC-VLCC Ver. MC90-III Malfunction List
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
DOCUMENT STATUS
Issue No.
SO-0438-A
SO-0438-B
SO-0438-C
SO-0438-D
SO-0438-E
SO-0438-F
SO-0438-G
SO-0438-H
Date/Year
17.10.95
08.07.96
21.03.97
25-10-99
16-May-00
25-Sep-02
28-Jan-03
10-Jun-03
Inc. by
ASJ/td
ASJ/td
ASJ/beba
AHE/beba
AHE/beba
AHE/beba
AHE/beba
AHE/beba
Issue No. Date/Year

SO-0438-I 8-Oct-04
Inc. by
HD/beba
CHANGES IN DOCUMENT
Issue
No.
A
B
C
D
E
F
G
H
I
ECO
No.
Paragraph
No.
MP37-96
MP-1052
MP-1301
MP-1357
MP-1431
MP-1439
MP-1452
MP-1517
All
All
All
All
All
All
All
All
Paragraph Heading/
First issue.
Upgrade Malfunction list to last revision.
Upgrade Malfunction list to last revision.
Upgrade Malfunction list to latest version.
Upgrade Malfunction list to latest version
Upgrade Malfunction list to latest version
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
TABLE OF CONTENTS
1
DIRECTORY LIST ....................................................................... 1
2
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
2.17
2.18
2.19
2.20
2.21
2.22
2.23
2.24
2.25
2.26
2.27
2.28
2.29
2.30
2.31
2.32
2.33
2.34
2.35
2.36
2.37
2.38
2.39
2.40
2.41
2.42
VARIABLE LIST PAGES ............................................................... 2

Page:0100 MA01** SEA WATER SYSTEM....................................2
Page:0600 MA06** PURIFIER SYSTEM ......................................2
Page:0700 MA07** FRESH WATER GENERATOR ..........................3
Page:0800 MA08** WASTE HEAT RECOVERY ..............................3
Page:1000 MA10** ME LTFW/HTFW SYSTEM ..............................4
Page:1100 MA11** ME FUEL OIL SYSTEM (1) .............................4
Page:1200 MA12** ME FUEL OIL SYSTEM (2) .............................5
Page:1300 MA13** ME LUB OIL SYSTEM (1)...............................5
Page:1400 MA14** ME LUB OIL SYSTEM (2)...............................6
Page:2000 MA20** ME TURBOCHARGERS (1/2) .........................6
Page:2001 MA20** ME TURBOCHARGERS (2/2) .........................7
Page:2100 MA21** ME CYLINDER 1 COMBUSTION SYSTEM ..........7
Page:3000 MA30** ME CYLINDER COOLING / LUBRICATION....... 10
Page:3100 MA31** ME BEARING LUBRICATION ........................ 10
Page:3200 MA32** STEERING GEAR SYSTEM ........................... 11
Page:3300 MA33** PROPELLER SERVO SYSTEM........................ 11
Page:3400 MA34** STERN TUBE / HULL SYSTEM ...................... 12
Page:3500 MA35** FIRE SYSTEM + MISCELLANEOUS ................ 12
Page:3600 MA36** COMPRESSED AIR SYSTEM (1)................... 13
Page:3700 MA37** COMPRESSED AIR SYSTEM (2)................... 13
Page:3800 MA38** BILGE SYSTEM.......................................... 14
Page:3900 MA39** REFRIGERATION SYSTEM ........................... 14
Page:4000 MA40** DIESELGENERATOR 1 - TBCH/DO/LO ........... 15
Page:4100 MA41** DIESELGENERATOR 1 - FW/SW/MISC .......... 15
Page:4200 MA42** DIESELGENERATOR 2 - TBCH/DO/LO ........... 16
Page:4300 MA43** DIESELGENERATOR 2 - FW/SW/MISC .......... 16
Page:4400 MA44** SHAFT GENERATOR DRIVE ......................... 17
Page:4500 MA45** ELECTRIC SYSTEM (1) .............................. 17
Page:5000 MA50** TURBOGENERATOR / STEAM CONDENSER .... 19
Page:5100 MA51** EXHAUST BOILER SYSTEM.......................... 20
Page:5200 MA52** STGEN / FEEDW SYSTEM........................... 20
Page:5300 MA53** OIL FIRED BOILER SYSTEM (1) ................... 21
Page:5400 MA54** OIL FIRED BOILER SYSTEM (2) ................... 21
Page:5500 MG21**
CARGO PUMP TURBINES ........................ 22
Page:5600 MA56** FRESH WATER SANITARY ........................... 22
ii
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
1
Page:0100
Page:0600
Page:0700
Page:0800
Page:1000
Page:1100
Page:1200
Page:1300
Page:1400
Page:2000
Page:2100
Page:2200
Page:2300
Page:2400
Page:2500
Page:3000
Page:3100
Page:3200
Page:3300
Page:3400
Page:3500
Page:3600
Page:3700
Page:3800
Page:3900
Page:4000
Page:4100
Page:4200
Page:4300
Page:4400
Page:4500
Page:4600
Page:4700
Page:4800
Page:5000
Page:5100
Page:5200
Page:5300
Page:5400
Page:5500
Page:5600
DIRECTORY LIST
SEA WATER SYSTEM
PURIFIER SYSTEM
WASTE HEAT RECOVERY
ME LTFW/HTFW SYSTEM
ME FUEL OIL SYSTEM (1)
ME FUEL OIL SYSTEM (2)
ME LUB OIL SYSTEM (1)
ME LUB OIL SYSTEM (2)
ME TURBOCHARGERS
ME CYLINDER 1 COMBUSTION SYSTEM
ME CYLINDER COOLING / LUBRICATION
ME BEARING LUBRICATION
PROPELLER SERVO SYSTEM
STERN TUBE / HULL SYSTEM
FIRE SYSTEM + MISCELLANEOUS
COMPRESSED AIR SYSTEM (1)
COMPRESSED AIR SYSTEM (2)
BILGE SYSTEM
REFRIGERATION SYSTEM
DIESELGENERATOR 1 - TBCH/DO/LO
DIESELGENERATOR 1 - FW/SW/MISC
DIESELGENERATOR 2 - TBCH/DO/LO
DIESELGENERATOR 2 - FW/SW/MISC
SHAFT GENERATOR DRIVE
ELECTRIC SYSTEM (1)
ELECTRIC SYSTEM (2)
ELECTRIC SYSTEM (3)
ELECTRIC SYSTEM (4)
TURBOGENERATOR / STEAM CONDENSER
EXHAUST BOILER SYSTEM
STGEN / FEEDW SYSTEM
OIL FIRED BOILER SYSTEM (1)
OIL FIRED BOILER SYSTEM (2)
CARGO PUMP TURBINES
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
VARIABLE LIST PAGES
2.1
Page:0100 MA01** SEA WATER SYSTEM
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T:
M0101
M0102
M0103
M0104
M0105
M0106
M0107
M0110
M0111
M0112
M0113
M0114
M0115
M0116
M0091
M0092
M0093
M0094
2.2
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B:
C:
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Q:
R:
S:
T:
[0-100]
[0-100]
[0-1]
[0-1]
[0-100]
[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
[0-1]
SW pump 1 wear
SW pump 2 wear
SW pump 1 motor failure
SW pump 2 motor failure
SW temp contr unstable
SW temp contr failure
SW temp contr actuator wear (back lash) '
SW temp contr sensor bulb dirty
Low suction sea chest filter dirty
High suction sea chest filter dirty
FW cooler 1 dirty
FW cooler 2 dirty
SW leakage in FW cooler 1
SW leakage in FW cooler 2
Main SW fire pump no.1 wear
Main SW fire pump no.2 wear
Main SW fire pump no.1 failure
Main SW fire pump no.2 failure
Page:0600 MA06** PURIFIER SYSTEM
M0601
M0602
M0603
M0604
M0621
M0622
M0623
M0624
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
HFO separator 1 sludge discharge fail

HFO separator 1 motor failure
HFO separator 1 water transducer fault
HFO separator 1 heater failure
HFO separator 2 sludge discharge fail
HFO separator 2 motor failure
HFO separator 2 water transducer fault
HFO separator 2 heater failure
M0605
M0606
M0607
M0610
[0-1]
[0-1]
[0-100]
[0-1]
LO
LO
LO
LO
purifier lost seal

purifier motor failure
purifier heater contr unstable
purifier heater failure
M0611
M0612
M0613
M0614
[0-1]
[0-1]
[0-100]
[0-1]
DO
DO
DO
DO
purifier lost seal

purifier motor failure
purifier heater contr unstable
purifier heater failure
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.3
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M0701
M0702
M0703
M0704
M0705
M0706
M0707
2.4
A:
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T:
M1001
M1002
M1003
M1004
M1005
Page:0700 MA07** FRESH WATER GENERATOR

[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
Fresh w gen evaporator dirty

Fresh w gen condenser dirty
Fresh w gen ejector pump wear
Fresh w gen distil pump wear
Fresh w gen SW feed filter dirty
Fresh w gen SW leakage ( condenser )
Fresh w gen air leakage ( condenser )
Page:0800 MA08** WASTE HEAT RECOVERY

[0-100]
[0-100]
[0-1]
[0-100]
[0-100]
Thermal oil circ pump 1 wear

Thermal oil circ pump 2 wear
Thermal oil recirc valve fail (open)
WHR air cooler 1 dirty
WHR air cooler 2 dirty
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.5
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M1201
M1202
M1203
M1204
M1205
M1206
M1207
M1210
M1211
M1212
M1213
M1214
M1215
M1216
M1217
M1220
2.6
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M1301
M1302
M1303
M1304
M1305
M1306
M1307
M1310
M1311
M1312
M1313
M1314
Page:1000 MA10** ME LTFW/HTFW SYSTEM

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[0-100]
[0-1]
[0-1]
[0-100]
[0-100]
[0-1]
[0-1]
[0-100]
[0-1]
[0-100]
[0-100]
[0-100]
[0-1]
[0-100]
[0-100]
HTFW pump 1 wear

HTFW pump 2 wear
HTFW pump 1 motor failure
HTFW pump 2 motor failure
LTFW pump 1 wear
LTFW pump 2 wear
LTFW pump 1 motor failure
LTFW pump 2 motor failure
HTFW contr unstable
HTFW contr failure
HTFW contr actuator wear (back lash)
HTFW contr temp sensor bulb dirty
LTFW contr unstable
LTFW contr failure
LTFW pump 1 water leakage
LTFW pump 2 water leakage
Page:1100 MA11** ME FUEL OIL SYSTEM (1)

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[0-100]
[0-1]
[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
[0-100]
[0-100]
FO booster pump 1 wear

FO booster pump 2 wear
FO booster pump 1 motor failure
FO booster pump 2 motor failure
Main FO filter 1 dirty
Main FO filter 2 dirty
ME FO heater 1 dirty
ME FO heater 2 dirty
FO visco contr unstable
FO visco contr failure
FO visco contr actuator ( slow )
FO visco contr actuator ( stiction )
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.7
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M1401
M1402
M1403
M1404
M1405
M1406
M1407
M1410
M1411
2.8
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M1501
M1502
M1503
M1504
M1505
M1506
M1507
M1510
M1511
M1512
M1513
M1514
M1515
M1516
Page:1200 MA12** ME FUEL OIL SYSTEM (2)

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[0-100]
[0-1]
[0-1]
[0-100]
[0-100]
[0-100]
[0-1]
[0-1]
FO supply pump 1 wear

FO supply pump 2 wear
FO supply pump 1 motor failure
FO supply pump 2 motor failure
FO flow meter restriction
FO de-aerating valve malfunction
Water in fuel oil to ME
ME FO press control valve closed
ME FO press control valve open
Page:1300 MA13** ME LUB OIL SYSTEM (1)

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[0-1]
[0-1]
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[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
Main LO pump 1 wear

Main LO pump 2 wear
Main LO pump 1 failure
Main LO pump 2 failure
Main LO filter 1 dirty
Main LO filter 2 dirty
Main LO cooler 1 dirty
Main LO cooler 2 dirty
Main LO consumption high (leakage)
Main LO quality low ( high degrade rate)
Main LO cooler 1 leakage ( to LTFW )
Main LO cooler 2 leakage ( to LTFW )
Main LO temp contr unstable
Main LO temp contr failure
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.9
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M1601
M1602
M1603
M1604
M1605
M1606
M1607
M1610
M1611
2.10
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M2401
M2402
M2403
M2404
M2405
M2406
M2407
M2410
M2411
M2412
M2413
M2414
M2415
M2416
M2417
M2420
Page:1400 MA14** ME LUB OIL SYSTEM (2)

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[0-1]
[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
ME cam LO pump 1 wear

ME cam LO pump 2 wear
ME cam LO pump 1 motor failure
ME cam LO pump 2 motor failure
ME cam LO filter 1 dirty
ME cam LO filter 2 dirty
ME cam LO cooler dirty
ME cam LO consumption high (leakage)
ME FO leakage into cam LO
Page:2000 MA20** ME TURBOCHARGERS

(1/2)
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[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
ME TBCH 1 air cooler dirty (air side )

ME TBCH 1 air filter dirty
ME TBCH 1 air compr dirty
ME TBCH 1 exhturb dirty
ME TBCH 1 friction high
ME TBCH 1 air cooler dirty (air/water)
ME TBCH 1 vibration
ME TBCH 1 break down
ME TBCH 2 air cooler dirty (air side )
ME TBCH 2 air filter dirty
ME TBCH 2 air compr dirty
ME TBCH 2 exhturb dirty
ME TBCH 2 friction high
ME TBCH 2 air cooler dirty (air/water)
ME TBCH 2 vibration
ME TBCH 2 break down
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.11
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M2430
M2431
M2432
M2433
[0-100]
[0-100]
[0-1]
[0-100]
ME TBCH 1 air demister wear

ME TBCH 1 air demister drain resist
ME TBCH 1 air demister drain blocked
ME TBCH 1 air cooler leakage (wtr to air)
M2440
M2441
M2442
M2443
[0-100]
[0-100]
[0-1]
[0-100]
ME TBCH 2 air demister wear

ME TBCH 2 air demister drain resist
ME TBCH 2 air demister drain blocked
ME TBCH 2 air cooler leakage (wtr to air)
2.12
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Page:2001 MA20** ME TURBOCHARGERS

(2/2)
Page:2100 MA21** ME CYLINDER 1

COMBUSTION SYSTEM
M2501
M2502
M2503
M2504
M2505
M2520
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
Cyl 1 injection timing early

Cyl 1 injection timing late
Cyl 1 injection valve nozzle wear
Cyl 1 piston ring wear
Cyl 1 piston ring blow-by
Cyl 1 piston ring stiction
M2506
M2507
M2510
M2511
[0-100]
[0-100]
[0-1]
[0-100]
Cyl 1 exhaust valve leakage

Cyl 1 liner crack
Cyl 1 fuel oil pump sticking
Cyl 1 fuel oil pump wear
M2512
M2513
M2514
[0-100] Cyl 1 scavenging air port deposits

[0-1]
Cyl 1 scavenging air box fire
[0-1]
Cyl 1 FO high press pipe rupture
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.13
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M2601
M2602
M2603
M2604
M2605
M2620
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]

M2606
M2607
M2610
M2611
[0-100]
[0-100]
[0-1]
[0-100]

Cyl 2 liner crack
M2612
M2613
M2614

[0-1]
[0-1]
2.14
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COMBUSTION SYSTEM

COMBUSTION SYSTEM
M2701
M2702
M2703
M2704
M2705
M2720
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]

M2706
M2707
M2710
M2711
[0-100]
[0-100]
[0-1]
[0-100]

Cyl 3 liner crack
M2712
M2713
M2714

[0-1]
[0-1]
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.15
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M3001
M3002
M3003
M3004
M3005
M3020
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]

M3006
M3007
M3010
M3011
[0-100]
[0-100]
[0-1]
[0-100]

Cyl 4 liner crack
M3012
M3013
M3014

[0-1]
[0-1]
2.16
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COMBUSTION SYSTEM

COMBUSTION SYSTEM
M3101
M3102
M3103
M3104
M3105
M3120
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]

M3106
M3107
M3110
M3111
[0-100]
[0-100]
[0-1]
[0-100]

Cyl 5 liner crack
M3112
M3113
M3114

[0-1]
[0-1]
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.17
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M3601
M3602
M3603
M3604
M3605
M3606
M3607
M3610
M3611
M3612
M3613
M3614
M3615
M3616
M3617
2.18
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10
M3701
M3702
M3703
M3704
M3705
M3706
M3707
M3710
M3711
M3712
M3713
M3714
M3715
M3716
M3717
M3720
M3721
Page:3000 MA30** ME CYLINDER COOLING /

LUBRICATION
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[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
Cyl 1 piston cooling flow low

Cyl 1 liner cooling flow low
Cyl 1 liner lubric flow low
Page:3100 MA31** ME BEARING LUBRICATION

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[0-100]
[0-100]
[0-100]
[0-100]
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[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
Cyl 1 crosshead lubrication low

Cyl 1 crank shaft lubrication low
Main bearing 1 lubrication low
Thrust bearing lubrication low
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.19
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M4120
[0-1]
Rudder command ( remote control) failure
M1580
M1581
[0-1]
[0-1]
Steering gear pump 1 motor failure

Steering gear pump 2 motor failure
M1582
M1583
[0-100] Steering gear pump 1 wear

[0-100] Steering gear pump 2 wear
M1584
M1585
M1586
M1587
[0-100]
[0-100]
[0-100]
[0-100]
M1588
M1589
[0-100] Steering gear filter 1 dirty

[0-100] Steering gear filter 2 dirty
M1590
[0-1]
Steering gear safematic valve failure
M1591
M1592
[0-1]
[0-1]
Steering gear bypass valve 1 failure

Steering gear bypass valve 2 failure
2.20
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Page:3200 MA32** STEERING GEAR SYSTEM
M4101
M4102
M4103
M4104
M4105
M4106
M4107
M4110
M4111
M4112
M4113
M4114
M4115
Steering gear sump 1

Steering gear sump 2
Steering gear pump 1
Steering gear pump 2
leakage
leakage
leakage
leakage
Page:3300 MA33** PROPELLER SERVO SYSTEM

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[0-100]
[0-1]
[0-1]
[0-100]
[0-100]
[0-100]
[0-1]
[0-100]
[0-100]
[0-100]
[0-1]
[0-100]
Propeller servo LO pump 1 wear

Propeller servo LO pump 2 wear
Propeller servo LO pump 1 failure
Propeller servo LO pump 2 failure
Propeller servo LO filter 1 dirty
Propeller servo LO filter 2 dirty
Propeller servo LO cooler dirty
Propeller servo controller fail
Prop servo LO temp contr gain high
Prop servo LO press contr gain high
Propeller wear (low efficiency)
Propeller lost (shaft breakage)
Propeller seal (leaking hub seal)
11
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.21
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M4201
M4202
M4203
M4204
M4205
M4206
M4210
2.22
A: M4301
B: M4302
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12
Page:3400 MA34** STERN TUBE / HULL

SYSTEM
[0-1]
[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
Stern tube LO pump 1 failure

Stern tube LO pump 2 failure
Stern tube LO cooler dirty
Stern tube fore bearing lubri low
Stern tube aft bearing lubri low
Stern tube aft seal ring wear
Ship hull fouling
Page:3500 MA35** FIRE SYSTEM +

MISCELLANEOUS
[0-1]
[0-1]
Fire in engine room area

Fire in deck area
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.23
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M4401
M4402
M4408
M4403
M4404
M4405
M4406
M4407
M4409
M4410
M4411
M4412
M4413
M4414
M4418
M4415
M4416
M4417
2.24
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M4501
M4502
M4505
M4506
M4507
Page:3600 MA36** COMPRESSED AIR SYSTEM

(1)
[0-100]
[0-1]
[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
[0-1]
[0-100]
[0-100]
[0-100]
Start air compr 1 wear

Start air compr 1 failure
Start air compr 1 unloader failure
Start air compr 1 coolw flow low
Start air compr 1 LO pump wear
Start airc 1 water content high
Start air compr 2 wear
Start air compr 2 failure
Start air compr 2 unloader failure
Start air compr 2 coolw flow low
Start air compr 2 LO pump wear
Start airc 2 water content high
Service air compr wear
Service air compr failure
Service air compr unloader failure
Service air compr coolw flow low
Service air compr LO pump wear
Service airc water content high
Page:3700 MA37** COMPRESSED AIR SYSTEM

(2)
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
Start air leakage high

Control air leakage high
Serv air receiver water content
13
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.25
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M4601
M4602
M4603
M4604
M4605
M4606
M4607
M4610
M4612
M4613
M4614
2.26
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14
M4701
M4702
M4717
M4705
M4706
M4707
M4710
M4713
M4714
M4715
M4712
M4703
M4704
M4711
M4716
M4720
M4721
M4722
M4723
Page:3800 MA38** BILGE SYSTEM

[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
[0-1]
[0-1]
Aft
bilge wtr leakage
Aft
bilge oil leakage
Eng room bilge wtr leakage
Eng room bilge oil leakage
Refrig bilge wtr leakage
Refrig bilge oil leakage
Fore bilge wtr leakage
Fore bilge oil leakage
Big Aft SW leakage (grounding)
Big ER SW leakage (grounding)
Bilge separator heater failure
Page:3900 MA39** REFRIGERATION SYSTEM

[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
Refrig condenser dirty (SW-side)

Refrig condenser dirty (vapor-side)
Refrig condenser inert gas
Refrig compr wear
Refrig compr reduced LO cooling
Refrig compr high oil sep resistance
Refrig compr low oil sep efficiency
Refrig compr poor bearing lubrication
Refrig compr LO cooler dirty
Refrig compr LO filter dirty
Refrig liquid high leakage
Refrig exp valve 1 ice (low flow)
Refrig cargo hold evap dirty (vapor-side)
Refrig cargo hold low heat insulation
Refrig cargo hold evap surface ice
Refrig exp valve 2 ice (low flow)
Refrig prov store evap dirty (vapor-side)
Refrig prov store low heat insulation
Refrig prov store evap surface ice
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.27
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R:
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T:
M5001
M5002
M5003
M5006
M5007
M5010
M5014
M5015
M5016
M5017
2.28
A:
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F:
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R:
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T:
M5101
M5104
M5106
M5107
M5110
M5112
M5114
Page:4000 MA40** DIESELGENERATOR 1 TBCH/DO/LO

[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
DG 1 turbocharger dirty
DG 1 turbocharger airc dirty
DG 1 turbocharger air filter dirty
DG 1 DO pump wear
DG 1 DO filter 1 dirty
DG 1 LO pump wear
DG 1 LO filter 1 dirty
DG 1 LO cooler dirty
Page:4100 MA41** DIESELGENERATOR 1 FW/SW/MISC

[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
DG 1 speed controller gain high

DG 1 cyl efficiency low
DG 1 FW pump wear
DG 1 FW flow resistance high
DG 1 FW cooler dirty
DG 1 FW leakage
DG 1 SW pump wear
15
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.29
A:
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M:
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P:
Q:
R:
S:
T:
M5201
M5202
M5203
M5206
M5207
M5210
M5214
M5215
M5216
M5217
2.30
A:
B:
C:
D:
E:
F:
G:
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I:
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P:
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R:
S:
T:
16
M5301
M5304
M5306
M5307
M5310
M5312
M5314
Page:4200 MA42** DIESELGENERATOR 2 TBCH/DO/LO

[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
DG 2 turbocharger dirty
DG 2 turbocharger airc dirty
DG 2 turbocharger air filter dirty
DG 2 DO pump wear
DG 2 LO pump wear
DG 2 LO cooler dirty
Page:4300 MA43** DIESELGENERATOR 2 FW/SW/MISC

[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
DG 2 speed controller gain high

DG 2 cyl efficiency low
DG 2 FW pump wear
DG 2 FW flow resistance high
DG 2 FW cooler dirty
DG 2 FW leakage
DG 2 SW pump wear
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.31
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C:
D:
E:
F: M5406
G:
H:
I:
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L:
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T:
2.32
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B:
C:
D:
E:
F:
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O:
P:
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R:
S:
T:
Page:4400 MA44** SHAFT GENERATOR DRIVE
[0-1]
SG clutch failure
Page:4500 MA45** ELECTRIC SYSTEM (1)
M5501
M5502
M5503
M5504
[0-100]
[0-100]
[0-100]
[0-100]
DG 1 volt controller gain high

DG 2 volt controller gain high
TG volt controller gain high
SG volt controller gain high
M5511
M5512
M5513
M5514
[0-100]
[0-100]
[0-100]
[0-100]
DG 1 magnetization unbalance
DG 2 magnetization unbalance
TG magnetization unbalance
SG magnetization unbalance
M5520
M5521
M5522
[0-1]
[0-1]
[0-1]
Electric earth leakage

Short circuit - Busbar 1
Short circuit - Busbar 2
M5523
M5524
M5525
[0-1]
[0-1]
[0-1]
Electric earth leakage (r - Accom light)

Electric earth leakage (s - Deck light)
Electric earth leakage (t - ER light)
17
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.33
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D:
E:
F:
G:
H:
I:
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L:
M:
N:
O:
P:
Q:
R:
S:
T:
M5601
M5602
M5603
M5604
[0-100]
[0-100]
[0-100]
[0-100]
DG 1 misadjusted return power relay

DG 2 misadjusted return power relay
TG misadjusted return power relay
SG misadjusted return power relay
M5606
M5607
M5610
M5611
[0-100]
[0-100]
[0-100]
[0-100]
DG 1 misadjusted overload relay

DG 2 misadjusted overload relay
TG misadjusted overload relay
SG misadjusted overload relay
M5613
M5614
M5615
M5616
[0-1]
[0-1]
[0-1]
[0-1]
DG 1 exitation failure
DG 2 exitation failure
TG exitation failure
SG exitation failure
2.34
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C:
D:
E:
F:
G:
H:
I:
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L:
M:
N:
O:
P:
Q:
R:
S:
T:
18
M5701
M5702
M5703
M5704
M5705
M5706
M5707
M5710
M5711
M5712
M5713
M5714
M5715
M5716
M5717
M5720

[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
Deck crane motor earth leakage

Bow thruster motor earth leakage
Main SW pump 1 motor earth leakage
Main SW pump 2 motor earth leakage
Main LO pump 1 motor earth leakage
Main LO pump 2 motor earth leakage
LTFW pump 1 motor earth leakage
LTFW pump 2 motor earth leakage
HTFW pump 1 motor earth leakage
HTFW pump 2 motor earth leakage
FO booster pump 1 motor earth leakage
FO booster pump 2 motor earth leakage
FO supply pump 1 motor earth leakage
FO supply pump 2 motor earth leakage
Aux feedw pump motor earth leakage
Comb air fan motor earth leakage
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.35
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M6001
M6002
M6003
M6004
M6005
M6006
M6007
M6010
M6011
M6012
M6013
M6014
M6015
M6016
M6017
M6020
2.36
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O:
P:
Q:
R:
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T:
M6201
M6202
M6203
M6204
M6205
M6208
M6206
M6207
M6210
M6211
M6212
M6213
M6214
M6215
M6218
M6219
M6216
M6217
M6220

[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
[0-1]
Deck crane cable earth leakage

Bow thruster cable earth leakage
Main SW pump 1 cable earth leakage
Main SW pump 2 cable earth leakage
Main LO pump 1 cable earth leakage
Main LO pump 2 cable earth leakage
LTFW pump 1 cable earth leakage
LTFW pump 2 cable earth leakage
HTFW pump 1 cable earth leakage
HTFW pump 2 cable earth leakage
FO booster pump 1 cable earth leakage
FO booster pump 2 cable earth leakage
FO supply pump 1 cable earth leakage
FO supply pump 2 cable earth leakage
Aux feedw pump cable earth leakage
Comb air fan cable earth leakage
Page:5000 MA50** TURBOGENERATOR /

STEAM CONDENSER
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-100]
[0-100]
TG speed contr gain high

Turbine efficiency low
TG mech LO pump wear
TG LO cooler dirty
TG LO filter 1 dirty
TG LO filter 2 dirty
TG LO system water inlet leak
TG gland steam contr fail
Main condensate pump wear
Main condensate pump motor failure
Auxil condensate pump wear
Auxil condensate pump motor failure
Vacuum pump 1 wear
Vacuum pump 1 motor failure
Vacuum pump 2 wear
Vacuum pump 2 motor failure
Vacuum condenser air leakage
Vacuum condenser dirty (SW-side)
Vacuum condenser SW leakage
19
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.37
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O:
P:
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M6301
M6302
M6303
M6304
M6305
M6306
M6307
M6310
M6320
M6321
M6322
M6323
2.38
A:
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20
M6401
M6402
M6403
M6404
M6405
M6406
M6407
M6410
M6411
M6412
M6413
M6414
M6415
Page:5100 MA51** EXHAUST BOILER SYSTEM

[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
[0-1]
[0-1]
Ex damper contr gain high

Ex damper contr failure
Ex damper actuator stiction
Ex boiler water circ pump failure
Ex boiler dirty (eco/evap/sh)
Ex boiler economizer dirty
Ex boiler evaporator dirty
Ex boiler superheater dirty
Ex boiler circ pump 1 wear
Ex boiler circ pump 2 wear
Ex boiler circ pump 1 motor failure
Ex boiler circ pump 2 motor failure
Page:5200 MA52** STGEN / FEEDW SYSTEM

[0-100]
[0-1]
[0-100]
[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-1]
[0-1]
[0-1]
Stgen level contr gain high

Stgen level contr failure
Stgen level contr i/p converter fault
Main feedw pump wear
Main feedw pump failure
Aux feedw pump wear
Aux feedw pump failure
Prim/sec heat exchanger dirty
Stgen feedw drain valve open
Return condensate loss high
Stgen safety valve open
Main line safety valve open
Stgen dump valve open
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.39
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F:
G:
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N:
O:
P:
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T:
M6504
M6505
M6506
M6507
M6510
M6511
M6512
M6513
M6514
M6515
M6516
M6517
M6520
M6521
2.40
A:
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E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
M6601
M6602
M6603
M6604
M6605
M6606
M6607
Page:5300 MA53** OIL FIRED BOILER SYSTEM

(1)
[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-1]
[0-100]
[0-100]
[0-1]
[0-1]
[0-100]
[0-1]
[0-1]
[0-100]
Boiler HFO pump wear

Boiler HFO pump failure
Boiler DO pump wear
Boiler DO pump failure
Comb air fan wear
Comb air fan failure
Boiler evaporator dirty
Boiler superheater dirty
Atomizing steam failure
Boiler FO heater failure
Water in boiler HFO
Prim drum safety valve open
Boiler superheater leakage
Burner nozzle wear (poor atomization)
Page:5400 MA54** OIL FIRED BOILER SYSTEM

(2)
[0-100]
[0-1]
[0-100]
[0-100]
[0-100]
[0-100]
[0-100]
Master contr gain high

Master contr failure
Boiler FO contr valve wear (stiction)
Boiler air flow sensor signal low
Boiler air flow sensor signal high
Boiler oxygen sensor signal low
Boiler oxygen sensor signal high
21
Kongsberg Maritime
Doc.no.: SO-0438-I / 8-Oct-04
2.41
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O:
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T:
22
CARGO PUMP TURBINES
M5440
M5441
M5442
M5443
M5444
[0-100]
[0-1]
[0-100]
[0-100]
[0-100]
cargo pump 1 wear

cargo pump 1 speed governor unstable
cargo pump 1 LO filter 1 dirty
cargo pump 1 LO cooler dirty
M5450
M5451
M5452
M5453
M5454
[0-100]
[0-1]
[0-100]
[0-100]
[0-100]
cargo pump 2 wear

cargo pump 2 speed governor unstable
cargo pump 2 LO cooler dirty
2.42
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
Page:5500 MG21**
Page:5600 MA56** FRESH WATER SANITARY
M8001
M8002
[0-100] HYDROPHORE PUMP 1 WEAR

[0-100] HYDROPHORE PUMP 2 WEAR
M8003
[0-100] HYDROPHORE TANK AIR LEAKAGE
M8004
M8005
M8006
M8007
M8008
[0-100]
[0-100]
[0-100]
[0-1]
[0-1]
HOT WATER RECIRC PUMP WEAR

HOT WATER STEAM CONTROL VALVE FAIL
HOT WATER TANK STEAM FLOW RESTRICT
HOT WATER THERMO SWITCH FAIL (off)
HOT WATER THERMO SWITCH FAIL (on)
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05

Version MC90-III
USER'S MANUAL
Appendix E
Variable List
Doc.no.: SO-0439
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

Version MC90-III
VARIABLE LIST
Department/Author:
Approved by:
Berit Baggerud (s)
Arild Hermansen (s)
2004 Kongsberg Maritime as

All rights reserved
Kongsberg Maritime as
ERS-L11 MAN B&W 5L90MC-VLCC Ver. MC90-III Variable List
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
DOCUMENT STATUS
Issue No.
SO-0439-A
SO-0439-B
SO-0439-C
SO-0439-D
SO-0439-E
SO-0439-F
SO-0439-G
SO-0439-H
Date/Year
17.10.95
08.07.96
21.03.97
25.10.99
16.05.00
25-Sep-02
28-Jan-03
10-Jun-03
Inc. by
ASJ/td
ASJ/td
ASJ/beba
AHE/beba
AHE/beba
AHE/beba
AHE/beba
AHE/beba
Issue No. Date/Year

SO-0439-I 8-Oct-04
Inc. by
HD/beba
CHANGES IN DOCUMENT
Issue
No.
A
B
C
D
E
F
G
H
I
ECO
No.
Paragraph
No.
MP38-96
MP-1052
MP-1301
MP-1357
MP-1431
MP-1439
MP-1452
MP-1517
All.
All
All
All
All
All
All
All
Paragraph Heading/
First issue.
Upgrade Variable list to last revision.
Upgrade Variable list to last revision
Upgrade Variable list to latest revision
Upgrade Variable list to latest version
Upgrade Variable list to latest version.
Upgrade Variable list to latest version
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
ii
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
TABLE OF CONTENTS
SECTION
PAGE
DIRECTORY LIST ................................................................................. 1
2
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
2.17
2.18
2.19
2.20
2.21
2.22
2.23
2.24
2.25
2.26
2.27
2.28
2.29
2.30
2.31
2.32
2.33
2.34
2.35
2.36
2.37
2.38
2.39
2.40
2.41
2.42
2.43
2.44
VARIABLE LIST PAGES .......................................................................... 1

Page:0100 MD01** SEA WATER SYSTEM - PRESS/TEMP ....................... 1
Page:0101 MD01** SEA WATER SYSTEM - FLOWS ............................... 1
Page:0102 MD01** SEA WATER SYSTEM - VALVES/PUMPS.................... 1
Page:0103 MD01** SEA WATER SYSTEM - EMERGENCY / FIRE .............. 1
Page:0110 MD01** SEA WATER SYSTEM - TEMP CONTROL (1) .............. 1
Page:0111 MD01** SEA WATER SYSTEM - TEMP CONTROL (2) .............. 1
Page:0120 MD01** SEA WATER SYSTEM - PUMP POWER ...................... 1
Page:0190 MD01** CONFIGURABLE PAGE .......................................... 1
Page:0300 MD03** HFO SERVICE TANK - FLOW/LEVEL......................... 1
Page:0301 MD03** DFO SERVICE TANK - FLOW/LEVEL ........................ 1
Page:0302 MD03** FO SERVICE TANK - HEATING............................... 1
Page:0303 MD03** FO SERVICE TANK - PURIFIER ROUTING ................ 1
Page:0400 MD04** HFO SETTLING TANK 1 ......................................... 1
Page:0401 MD04** HFO SETTLING TANK 2 ......................................... 1
Page:0402 MD04** HFO SETTLING TANK 1/2 HEATING ....................... 1
Page:0500 MD05** HFO TRANSFER SYSTEM / SPILL OIL TANK ............. 1
Page:0501 MD05** BUNKER OIL TANK - AFT....................................... 1
Page:0502 MD05** BUNKER OIL TANK - PORT .................................... 1
Page:0503 MD05** BUNKER OIL TANK - STBD .................................... 1
Page:0504 MD05** BUNKER OIL TANK - FORE .................................... 1
Page:0600 MD06** HFO SEPARATOR 1 - MAIN VARIABLES ................... 1
Page:0601 MD06** HFO SEPARATOR 1 - FLOW CONTROL ..................... 1
Page:0602 MD06** HFO SEPARATOR 1 - AUXIL SYSTEMS ..................... 1
Page:0610 MD06** HFO SEPARATOR 1 - TEMP CONTROL...................... 1
Page:0611 MD06** HFO SEPARATOR 1 - ALCAP CONTROL .................... 1
Page:0700 MD07** HFO SEPARATOR 2 - MAIN VARIABLES ................... 1
Page:0701 MD07** HFO SEPARATOR 2 - FLOW CONTROL ..................... 1
Page:0702 MD07** HFO SEPARATOR 2 - AUXIL SYSTEMS ..................... 1
Page:0710 MD07** HFO SEPARATOR 2 - TEMP CONTROL...................... 1
Page:0711 MD07** HFO SEPARATOR 2 - ALCAP CONTROL .................... 1
Page:0800 MD08** DO PURIFIER SYSTEM - MAIN VARIABLES .............. 1
Page:0801 MD08** DO PURIFIER SYSTEM - FLOW CONTROL ................ 1
Page:0802 MD08** DO PURIFIER SYSTEM - AUXIL VALVES .................. 1
Page:0810 MD08** DO PURIFIER SYSTEM - TEMP CONTROL ................ 1
Page:0900 MD09** LO PURIFIER SYSTEM - MAIN VARIABLES............... 1
Page:0901 MD09** LO PURIFIER SYSTEM - FLOW CONTROL ................ 1
Page:0902 MD09** LO PURIFIER SYSTEM - AUXIL VALVES................... 1
Page:0910 MD09** LO PURIFIER SYSTEM - TEMP CONTROL ................. 1
iii
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.45
2.46
2.47
2.48
2.49
2.50
2.51
2.52
2.53
2.54
2.55
2.56
2.57
2.58
2.59
2.60
2.61
2.62
2.63
2.64
2.65
2.66
2.67
2.68
2.69
2.70
2.71
2.72
2.73
2.74
2.75
2.76
2.77
2.78
2.79
2.80
2.81
2.82
2.83
2.84
2.85
2.86
2.87
2.88
2.89
2.90
2.91
2.92
2.93
2.94
2.95
iv
Page:0990
Page:1000
Page:1001
Page:1002
Page:1003
Page:1004
Page:1005
Page:1006
Page:1007
Page:1010
Page:1011
Page:1012
Page:1013
Page:1020
Page:1021
Page:1022
Page:1090
Page:1100
Page:1101
Page:1102
Page:1103
Page:1104
Page:1107
Page:1110
Page:1111
Page:1120
Page:1129
Page:1190
Page:1200
Page:1201
Page:1202
Page:1203
Page:1204
Page:1205
Page:1207
Page:1210
Page:1211
Page:1220
Page:1221
Page:1290
Page:1300
Page:1301
Page:1303
Page:1320
Page:1321
Page:1390
Page:1900
Page:1901
Page:1910
Page:1911
Page:1912
MD09**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD10**
MD11**
MD11**
MD11**
MD11**
MD11**
MD11**
MD11**
MD11**
MD11**
MD11**
MD11**
MD12**
MD12**
MD12**
MD12**
MD12**
MD12**
MD07**
MD12**
MD12**
MD12**
MD12**
MD12**
MD13**
MD13**
MD13**
MD13**
MD13**
MD13**
MD19**
MD19**
MD19**
MD19**
MD19**
CONFIGURABLE PAGE .......................................... 1

ME FW SYSTEM - MAIN VARIABLES ....................... 1
ME FW SYSTEM - AUXIL VARIABLES ....................... 1
ME FW SYSTEM - HTFW FLOWS ............................ 1
ME FW SYSTEM - HTFW VALVES / PUMPS................ 1
ME FW SYSTEM - LTFW FLOWS.............................. 1
ME FW SYSTEM - LTFW VALVES / PUMPS ................ 1
ME FW SYSTEM - EXPANSION TANK ....................... 1
ME FW SYSTEM - SW ISOLATION ........................... 1
ME FW SYSTEM - HTFW CONTROL (1) .................... 1
ME FW SYSTEM - HTFW CONTROL (2) .................... 1
ME FW SYSTEM - LTFW CONTROL (1) ..................... 1
ME FW SYSTEM - LTFW CONTROL (2) ..................... 1
ME FW SYSTEM - HTFW PUMPS ............................. 1
ME FW SYSTEM - LTFW PUMPS .............................. 1
ME FW SYSTEM - FW COOLER 1/2.......................... 1
ME FO SYSTEM - MAIN VARIABLES........................ 1
ME FO SYSTEM - HEATING .................................... 1
ME FO SYSTEM - BOOSTER PUMPS......................... 1
ME FO SYSTEM - SUPPLY PUMPS............................ 1
ME FO SYSTEM - VENTING TANK ........................... 1
ME FO SYSTEM - FO ISOLATION ............................ 1
ME FO SYSTEM - VISCO CONTROL (1) .................... 1
ME FO SYSTEM - VISCO CONTROL (2) .................... 1
ME FO SYSTEM - FO HEATERS ............................... 1
ME FO SYSTEM - FUEL OIL DATA ........................... 1
ME LO SYSTEM - MAIN VARIABLES........................ 1
ME LO SYSTEM - VALVES/PUMPS ........................... 1
ME LO SYSTEM - LO SERVICE TANK ....................... 1
ME LO SYSTEM - CAM SHAFT LO (1)...................... 1
ME LO SYSTEM - CAM SHAFT LO (2)...................... 1
ME LO SYSTEM - CYL LUBRICATION ....................... 1
ME LO SYSTEM - LO ISOLATION ............................ 1
ME LO SYSTEM - LO TEMP CONTROL (1) ................. 1
ME LO SYSTEM - LO TEMP CONTROL (2) ................. 1
ME LO SYSTEM - MAIN LO PUMPS .......................... 1
ME LO SYSTEM - MAIN LO COOLERS ...................... 1
ME TBCH SYSTEM - TURBOCHARGERS (1)............... 1
ME TBCH SYSTEM - TURBOCHARGERS (2)............... 1
ME TBCH SYSTEM - CLEANING .............................. 1
ME TBCH SYSTEM - AIR COOLER 1......................... 1
ME TBCH SYSTEM - AIR COOLER 2......................... 1
ME CONTROL SYSTEM - LOCAL CONTROL (1) ......... 1
ME CONTROL SYSTEM - LOCAL CONTROL (2) ......... 1
ME CONTROL SYSTEM - REMOTE CONTROL (1)........ 1
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
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2.98
2.99
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2.101
2.102
2.103
2.104
2.105
2.106
2.107
2.108
2.109
2.110
2.111
2.112
2.113
2.114
2.115
2.116
2.117
2.118
2.119
2.120
2.121
2.122
2.123
2.124
2.125
2.126
2.127
2.128
2.129
2.130
2.131
2.132
2.133
2.134
2.135
2.136
2.137
2.138
2.139
2.140
2.141
2.142
2.143
2.144
2.145
2.146
Page:1913
Page:1914
Page:1915
Page:1920
Page:1990
Page:2000
Page:2001
Page:2002
Page:2003
Page:2020
Page:2090
Page:2100
Page:2101
Page:2190
Page:2200
Page:2201
Page:2290
Page:2300
Page:2301
Page:2390
Page:2400
Page:2401
Page:2490
Page:2500
Page:2501
Page:2590
Page:2700
Page:2701
Page:2790
Page:2900
Page:2901
Page:2990
Page:5300
Page:5301
Page:5302
Page:5310
Page:5390
Page:5400
Page:5401
Page:5402
Page:5490
Page:5600
Page:5601
Page:5610
Page:5611
Page:5690
Page:5700
Page:5701
Page:5702
Page:5790
Page:5800
MD19**
MD19**
MD19**
MD19**
MD19**
MD20**
MD20**
MD20**
MD20**
MD20**
MD20**
MD21**
MD21**
MD21**
MD22**
MD22**
MD22**
MD23**
MD23**
MD23**
MD24**
MD24**
MD24**
MD25**
MD25**
MD25**
MD27**
MD27**
MD27**
MD29**
MD29**
MD29**
MD53**
MD53**
MD53**
MD53**
MD53**
MD54**
MD54**
MD54**
MD54**
MD56**
MD56**
MD56**
MD56**
MD56**
MD57**
MD57**
MD57**
MD57**
MD58**
ME CONTROL SYSTEM - REMOTE CONTROL (4) ........ 1

ME CONTROL SYSTEM - EMERGENCY CONTROL ....... 1
ME POWER SYSTEM - MAIN VARIABLES .................. 1
ME POWER SYSTEM - CYL EXHAUST TEMP............... 1
ME POWER SYSTEM - CYL COOLING ....................... 1
ME POWER SYSTEM - CYL METAL TEMP................... 1
ME POWER SYSTEM - CYL FUEL PUMPS ................... 1
ME POWER SYSTEM - CYL 1 CONDITION (1) ............ 1
ME CYL 1 INDICATION RESULT .............................. 1
ME PISTON RING MONITOR (1/2) ......................... 1
ME PISTON RING MONITOR (2/2) ......................... 1
ME BEARING SYSTEM - CROSSH/CRANC ................. 1
ME BEARING SYSTEM - MAIN /THRUST ................... 1
PROPELLER SERVO OIL SYSTEM (1) ...................... 1
PROPELLER PITCH CONTROL ................................. 1
STERN TUBE SYSTEM - GRAVITY TANKS ................. 1
STERN TUBE SYSTEM - BEARINGS ......................... 1
STERN TUBE SYSTEM - LO COOLER ........................ 1
SHIP PROPULSION SYSTEM - HULL FORCES ............ 1
SHIP PROPULSION SYSTEM - STEERING GEAR......... 1
SHIP COURSE CONTROL (1) ................................. 1
SHIP COURSE CONTROL (2) ................................. 1
SHIP LOAD CONDITION (1) .................................. 1
SHIP VENTILATION SYSTEMS ETC ......................... 1
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.147
2.148
2.149
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2.152
2.153
2.154
2.155
2.156
2.157
2.158
2.159
2.160
2.161
2.162
2.163
2.164
2.165
2.166
2.167
2.168
2.169
2.170
2.171
2.172
2.173
2.174
2.175
2.176
2.177
2.178
2.179
2.180
2.181
2.182
2.183
2.184
2.185
2.186
2.187
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2.194
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2.197
vi
Page:5801
Page:5810
Page:5811
Page:5812
Page:5813
Page:5890
Page:6000
Page:6001
Page:6002
Page:6003
Page:6004
Page:6005
Page:6006
Page:6090
Page:6100
Page:6101
Page:6102
Page:6103
Page:6104
Page:6105
Page:6107
Page:6190
Page:6200
Page:6201
Page:6290
Page:6300
Page:6301
Page:6302
Page:6390
Page:6400
Page:6401
Page:6402
Page:6403
Page:6404
Page:6405
Page:6406
Page:6410
Page:6420
Page:6421
Page:6422
Page:6490
Page:6500
Page:6501
Page:6502
Page:6503
Page:6510
Page:6511
Page:6520
Page:6521
Page:6590
Page:6700
MD58**
MD58**
MD58**
MD58**
MD58**
MD58**
MD60**
MD60**
MD60**
MD60**
MD60**
MD60**
MD60**
MD60**
MD61**
MD69**
MD61**
MD61**
MD61**
MD61**
MD61**
MD61**
MD62**
MD62**
MD62**
MD63**
MD63**
MD63**
MD63**
MD64**
MD64**
MD64**
MD64**
MD64**
MD64**
MD64**
MD64**
MD64**
MD64**
MD64**
MD64**
MD65**
MD65**
MD65**
MD65**
MD65**
MD65**
MD65**
MD65**
MD65**
MD67**
SHIP FIRE EXTINGUISHING SYSTEM ...................... 1

STEERING GEAR SYSTEM...................................... 1
START AIR RECEIVER SYSTEM (1) ........................ 1
START AIR RECEIVER SYSTEM (2) ........................ 1
SERV AIR RECEIVER SYSTEM ............................... 1
START AIR COMPRESSOR 1................................... 1
START AIR COMPRESSOR 2................................... 1
SERVICE AIR COMPRESSOR .................................. 1
AIR RECEIVER SAFETY VALVE DATA ....................... 1
FRESH WATER GENERATOR - EJECTOR SYSTEM....... 1
FRESH WATER GENERATOR - SW FEED................... 1
FRESH WATER GENERATOR - HEATING................... 1
FRESH WATER GENERATOR - COOLING .................. 1
FRESH WATER GENERATOR - DISTILLATE ............... 1
FRESH WATER GENERATOR - LOAD CONTROL ......... 1
FRESH WATER GENERATOR - ISOLATION................ 1
SLUDGE TANK / INCINERATOR .............................. 1
BILGE WELL SYSTEM - LEVELS .............................. 1
BILGE SEPARATOR (1) ........................................ 1
BILGE SEPARATOR (2) ........................................ 1
CLEAN BILGE WATER TANK................................... 1
REFRIG SYSTEM - COMPRESSOR ........................... 1
REFRIG SYSTEM - CONDENSER ............................. 1
REFRIG SYS -EVAPORATOR CARGO H / PROV S ....... 1
REFRIG SYSTEM - LIQUID RECEIVER ...................... 1
REFRIG SYSTEM - COMPR LO SYSTEM .................... 1
REFRIG SYSTEM - SW SUPPLY ............................... 1
REFRIG SYSTEM - MISCELLANEOUS ....................... 1
REFRIG SYSTEM - CAPACITY CONTROL................... 1
REFRIG SYSTEM -CARGO HOLD / HEAT FLUXES ....... 1
REFRIG SYSTEM -PROV STORE / HEAT FLUXES ........ 1
REFRIG SYSTEM - PERFORMANCE .......................... 1
WASTE HEAT RECOVERY - THERMAL OIL CIRC......... 1
WASTE HEAT RECOVERY - SERV TANK HEATING ..... 1
WASTE HEAT RECOVERY - SETTL TANK HEATING..... 1
WASTE HEAT RECOVERY - BUNKER TANK HEATING.. 1
WASTE HEAT RECOVERY - TO COOLER ................... 1
WASTE HEAT RECOVERY - RECIRC CONTROL .......... 1
WASTE HEAT RECOVERY - AIR COOLERS ................ 1
WASTE HEAT RECOVERY - HEAT TRANSFER ............ 1
FRESH W SANITARY - HYDROPHORE PUMPS............ 1
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.198
2.199
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2.201
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2.206
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2.208
2.209
2.210
2.211
2.212
2.213
2.214
2.215
2.216
2.217
2.218
2.219
2.220
2.221
2.222
2.223
2.224
2.225
2.226
2.227
2.228
2.229
2.230
2.231
2.232
2.233
2.234
2.235
2.236
2.237
2.238
2.239
2.240
2.241
2.242
2.243
2.244
2.245
2.246
2.247
2.248
Page:6701
Page:6702
Page:6703
Page:6704
Page:6705
Page:6790
Page:7000
Page:7001
Page:7002
Page:7003
Page:7004
Page:7005
Page:7006
Page:7007
Page:7008
Page:7010
Page:7011
Page:7012
Page:7013
Page:7020
Page:7021
Page:7022
Page:7023
Page:7024
Page:7025
Page:7090
Page:7100
Page:7101
Page:7102
Page:7103
Page:7104
Page:7105
Page:7110
Page:7111
Page:7190
Page:7200
Page:7201
Page:7202
Page:7203
Page:7204
Page:7205
Page:7210
Page:7211
Page:7290
Page:7300
Page:7301
Page:7307
Page:7310
Page:7330
Page:7390
Page:8000
MD67**
MD67**
MD67**
MD67**
MD67**
MD67**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD70**
MD71**
MD71**
MD71**
MD71**
MD71**
MD71**
MD71**
MD71**
MD71**
MD72**
MD72**
MD72**
MD72**
MD72**
MD72**
MD72**
MD72**
MD72**
MD73**
MD73**
MD73**
MD73**
MD73**
MD73**
MD80**
FRESH W SANITARY - HYDROPHORE TANK.............. 1

FRESH W SANITARY - HYDROPHORE TANK.............. 1
FRESH W SANITARY - HOT WATER TANK ................ 1
FRESH W SANITARY - HEAT CONTROL .................... 1
FRESH W SANITARY - CONSUME............................ 1
ELECTRIC POWER PLANT - MAIN VARIABLES ........... 1
ELECTRIC POWER PLANT - DG 1 ............................ 1
ELECTRIC POWER PLANT - DG 2 ............................ 1
ELECTRIC POWER PLANT - TG ............................... 1
ELECTRIC POWER PLANT - SG ............................... 1
ELECTRIC POWER PLANT - SEMIAUTO SYNCH.......... 1
ELECTRIC POWER PLANT - EG / SHORE CONNECT .... 1
ELECTRIC POWER PLANT - MISCELLANEOUS ........... 1
ELECTRIC POWER PLANT - CIRCUIT BREAKERS........ 1
POWER CHIEF - GENERATOR LOGIC (1) .................. 1
POWER CHIEF - GENERATOR LOGIC (2) .................. 1
POWER CHIEF - GEN CONTROL DATA (1) ................ 1
POWER CHIEF - GEN CONTROL DATA (2) ................ 1
POWER CHIEF - PUMP CONTROL (1) ....................... 1
POWER CHIEF - PUMP STBY DATA.......................... 1
POWER CHIEF - PUMP CONTROL DATA ................... 1
POWER CHIEF - PURIFIER CONTROL DATA .............. 1
DIESELGENERATOR 1 - MAIN VARIABLES................ 1
DIESELGENERATOR 1 - FW SYSTEM ....................... 1
DIESELGENERATOR 1 - LO SYSTEM........................ 1
DIESELGENERATOR 1 - FO SYSTEM........................ 1
DIESELGENERATOR 1 - SW SYSTEM ....................... 1
DIESELGENERATOR 1 - ENGINE PROTECTION.......... 1
DIESELGENERATOR 1 - SPEED CONTROLLER ........... 1
DIESELGENERATOR 1 - TEMP CONTROLLER............ 1
DIESELGENERATOR 2 - MAIN VARIABLES................ 1
DIESELGENERATOR 2 - FW SYSTEM ....................... 1
DIESELGENERATOR 2 - LO SYSTEM........................ 1
DIESELGENERATOR 2 - FO SYSTEM........................ 1
DIESELGENERATOR 2 - SW SYSTEM ....................... 1
DIESELGENERATOR 2 - ENGINE PROTECTION.......... 1
DIESELGENERATOR 2 - SPEED CONTROLLER ........... 1
DIESELGENERATOR 2 - TEMP CONTROLLER............ 1
SHAFTGENERATOR - PTI / PTO (1) ........................ 1
SHAFTGENERATOR - PTI / PTO (2) ........................ 1
SHAFTGENERATOR - ISOLATION............................ 1
SHAFTGENERATOR - PTI CONTROL ........................ 1
SHAFTGENERATOR - MISC .................................... 1
STEAM PLANT - MAIN VARIABLES ......................... 1
vii
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.249
2.250
2.251
2.252
2.253
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2.255
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2.257
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2.259
2.260
2.261
2.262
2.263
2.264
2.265
2.266
2.267
2.268
2.269
2.270
2.271
2.272
2.273
2.274
2.275
2.276
2.277
2.278
2.279
2.280
2.281
2.282
2.283
2.284
2.285
2.286
2.287
2.288
2.289
2.290
2.291
2.292
2.293
2.294
2.295
2.296
2.297
2.298
2.299
viii
Page:8001
Page:8002
Page:8003
Page:8004
Page:8005
Page:8006
Page:8007
Page:8010
Page:8011
Page:8090
Page:8100
Page:8101
Page:8107
Page:8110
Page:8111
Page:8120
Page:8121
Page:8190
Page:8200
Page:8201
Page:8207
Page:8290
Page:8300
Page:8301
Page:8320
Page:8390
Page:8400
Page:8401
Page:8402
Page:8403
Page:8410
Page:8411
Page:8412
Page:8413
Page:8414
Page:8415
Page:8416
Page:8490
Page:8500
Page:8501
Page:8590
Page:8600
Page:8601
Page:8602
Page:8607
Page:8610
Page:8611
Page:8690
Page:8700
Page:8701
Page:8702
MD80**
MD80**
MD80**
MD80**
MD80**
MD80**
MD80**
MD80**
MD80**
MD80**
MD81**
MD81**
MD81**
MD81**
MD81**
MD81**
MD81**
MD81**
MD82**
MD82**
MD82**
MD82**
MD83**
MD83**
MD83**
MD83**
MD84**
MD84**
MD84**
MD84**
MD84**
MD84**
MD84**
MD84**
MD84**
MD84**
MD84**
MD84**
MD85**
MD85**
MD85**
MD86**
MD86**
MD86**
MD86**
MD86**
MD86**
MD86**
MD87**
MD87**
MD87**
STEAM PLANT - FEEDW SUPPLY ........................... 1

STEAM PLANT - MISC VALVES .............................. 1
STEAM PLANT - DRAIN/VENTING .......................... 1
STEAM PLANT - FEED WATER TANK....................... 1
STEAM PLANT - DISTILLED FW TANK..................... 1
STEAM PLANT - SAFETY VALVES ........................... 1
STEAM PLANT - ISOLATION.................................. 1
STEAM PLANT - LEVEL CONTROL (1) ..................... 1
STEAM PLANT - LEVEL CONTROL (2) ..................... 1
EXHAUST BOILER - MAIN VARIABLES ..................... 1
EXHAUST BOILER - CIRC PUMPS............................ 1
EXHAUST BOILER - ISOLATION ............................. 1
EXHAUST BOILER - PRESS CONTROL (1) ................ 1
EXHAUST BOILER - PRESS CONTROL (2) ................ 1
EXHAUST BOILER - HEAT TRANSFER ...................... 1
EXHAUST BOILER - SOOTBLOWING........................ 1
STEAM GENERATOR - MAIN VARIABLES.................. 1
STEAM GENERATOR - STEAM FLOWS...................... 1
STEAM GENERATOR - STEAM ISOLATION................ 1
OIL FIRED BOILER - MAIN VARIABLES .................... 1
OIL FIRED BOILER - AUXIL VARIABLES................... 1
OIL FIRED BOILER - HEAT TRANSFER ..................... 1
OIL FIRED BOILER - FUEL OIL SUPPLY .................... 1
OIL FIRED BOILER - COMBUSTION AIR SUPPLY ....... 1
OIL FIRED BOILER - BURNER MANAGEMENT (1) ...... 1
OIL FIRED BOILER - BURNER MANAGEMENT (2) ...... 1
OIL FIRED BOILER - MASTER CONTROL .................. 1
OIL FIRED BOILER - FO SLAVE CONTROL ............... 1
OIL FIRED BOILER - AIR SLAVE CONTROL............... 1
OIL FIRED BOILER - OXYGEN CONTROL .................. 1
OIL FIRED BOILER - MASTER CONTROL DATA.......... 1
OIL FIRED BOILER - LOW SETTINGS ...................... 1
OIL FIRED BOILER - HIGH SETTINGS ..................... 1
STEAM CONDENSER - MAIN VARIABLES ................. 1
STEAM CONDENSER - HEAT TRANSFER .................. 1
TURBO GENERATOR - STEAM SYSTEM (1) ............... 1
TURBO GENERATOR - STEAM SYSTEM (2) ............... 1
TURBO GENERATOR - LO SYSTEM .......................... 1
TURBO GENERATOR - ISOLATION .......................... 1
TURBO GENERATOR - SPEED CONTROL (1) ............. 1
TURBO GENERATOR - SPEED CONTROL (2) ............. 1
CARGO PUMP TURBINE 1 (1 of 3)....................... 1
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.300
2.301
2.302
2.303
2.304
2.305
2.306
2.307
2.308
2.309
2.310
2.311
2.312
2.313
2.314
2.315
2.316
2.317
2.318
2.319
2.320
2.321
2.322
Page:8703
Page:8704
Page:8705
Page:8710
Page:8790
Page:8900
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Page:8990
Page:9000
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Page:9002
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Page:9004
Page:9005
Page:9006
Page:9007
Page:9008
Page:9010
Page:9011
Page:9020
Page:9090
Page:9300
Page:9390
MD87**
MD87**
MD87**
MD87**
MD87**
MD89**
MD89**
MD89**
MD90**
MD90**
MD90**
MD90**
MD90**
MD90**
MD90**
MD90**
MD90**
MD90**
MD90**
MD90**
MD90**
MD93**
MD93**

CARGO PUMP TURBINE SPEED CONTROL ............ 1
INERT GAS GENERATOR (1) ................................. 1
INERT GAS GENERATOR (2) ................................. 1
SIM CONTROL : PROCESS DYNAMICS ..................... 1
SIM CONTROL : ISOLATIONS ................................ 1
SIM CONTROL : EXTERNAL CONDITIONS ................ 1
SIM CONTROL : AIR / STEAM / EL LOADS ............... 1
SIM CONTROL : LOG SETTING............................... 1
SIM CONTROL : MISCELLANEOUS .......................... 1
SIM CONTROL : AUTO PULSAR SYSTEM .................. 1
SIM CONTROL : TRIP STATE SURVEY (1) ................ 1
SIM CONTROL : TRIP STATE SURVEY (2) ................ 1
SIM CONTROL : ME BRIDGE CONTROL (1) .............. 1
SIM CONTROL : ME BRIDGE CONTROL (2) .............. 1
SIM CONTROL : DIRECT LEVEL ADJUST .................. 1
SCENARIO - FREE TAGS ....................................... 1
ix
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
1
Page:0100
Page:0300
Page:0400
Page:0500
Page:0600
Page:0700
Page:0800
Page:0900
Page:1000
Page:1100
Page:1200
Page:1300
Page:1900
Page:2000
Page:2100
Page:2200
Page:2300
Page:2400
Page:2500
Page:2700
Page:2900
Page:5300
Page:5400
Page:5600
Page:5700
Page:5800
Page:5801
Page:5810
Page:6000
Page:6100
Page:6200
Page:6300
Page:6400
Page:6500
Page:6700
Page:7000
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Page:7020
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Page:7200
Page:7300
Page:8000
Page:8100
Page:8200
Page:8300
Page:8400
Page:8500
Page:8600
Page:8700
DIRECTORY LIST
SEA WATER SYSTEM
FUEL OIL TANK SYSTEM
HFO SETTLING TANK SYSTEM
HFO TRANSFER SYSTEM
HFO SEPARATOR 1
HFO SEPARATOR 2
DO PURIFIER SYSTEM
LO PURIFIER SYSTEM
ME FW SYSTEM
ME FO SYSTEM
ME LO SYSTEM
ME TBCH SYSTEM
ME CONTROL SYSTEM
ME POWER SYSTEM - MAIN VARIABLES
ME POWER SYSTEM - CYL 1
ME PISTON RING MONITOR
ME BEARING SYSTEM
PROPELLER SYSTEM
STERN TUBE SYSTEM
SHIP PROPULSION SYSTEM
SHIP LOAD CONDITION
SHIP VENTILATION SYSTEMS
SHIP FIRE EXTINGUISHING SYSTEM
START AIR SYSTEM
SLUDGE TANK / INCINERATOR
BILGE SEPARATOR
REFRIG SYSTEM - COMPRESSOR
WASTE HEAT RECOVERY SYSTEM
ELECTRIC POWER PLANT
POWER CHIEF - GENERATORS
POWER CHIEF - PUMP CONTROL
DIESELGENERATOR 1 - MAIN VARIABLES
DIESELGENERATOR 2 - MAIN VARIABLES
SHAFTGENERATOR - MAIN VARIABLES
STEAM PLANT
EXHAUST BOILER
STEAM GENERATOR
OIL FIRED BOILER
OIL FIRED BOILER - MANAGEMENT
STEAM CONDENSER
TURBO GENERATOR
CARGO PUMP TURBINES
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
Page:8900
Page:9000
Page:9300
INERT GAS GENERATOR

SIM CONTROL
SCENARIO - FREE TAGS
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
VARIABLE LIST PAGES
2.1
Page:0100 MD01** SEA WATER SYSTEM PRESS/TEMP
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P00771
mWC
Static SW pressure
P00603
P00604
P00632
bar
bar
bar
L=1.6
H=---
Main SW pump suction pressure

Main SW pump discharge pressure
Main SW line supply pressure
P00630
P00631
bar
bar
L=--L=---
H=0.8
H=0.8
SW filter diff pressure (low suction)

SW filter diff pressure (high suction)
T00620
T00617
degC
degC
L=10.0 H=40.0
T00634
T00624
T00625
T00627
T00626
T00622
T00623
degC
degC
degC
degC
degC
degC
degC
2.2
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
SW temp inlet sea chests

SW
SW
SW
SW
SW
SW
SW
temp
temp
temp
temp
temp
temp
temp
inlet FW coolers
outlet FW cooler 1
outlet FW cooler 2
outlet steam condenser
outlet fresh w gen
outlet air condition
inlet recirc valve
Page:0101 MD01** SEA WATER SYSTEM FLOWS
G00641
G00642
ton/h
ton/h
SW flow inlet low suction sea chest

SW flow inlet high suction sea chest
G00654
ton/h
Main SW line flow
G00602
G00633
ton/h
ton/h
Main SW pump flow (total)

Auxil SW pump flow
G00645
G00646
ton/h
ton/h
SW flow inlet FW cooler 1

SW flow inlet FW cooler 2
G00650
G00647
G00651
ton/h
ton/h
ton/h
SW flow inlet steam condenser

SW flow inlet fresh w gen (total)
SW flow inlet air condition
G00643
G00644
ton/h
ton/h
SW flow overboard
SW flow recirculation
G00608
ton/h
Em suction main SW pump flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.3
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
R00613
R00614
R00616
<0-1>
<0-1>
<0-1>
Main SW pump 1
Main SW pump 2
Auxil SW pump
V00703
Main SW pumps choke valve
V00670
V00671
<0-1>
<0-1>
Main FW cooler 1 SW shut off valve

Main FW cooler 2 SW shut off valve
V00673
V00674
V00672
<0-1>
<0-1>
<0-1>
Steam condenser SW supply valve

Fresh w gen
SW supply valve
Air condition SW supply valve
V00675
V00676
<0-1>
<0-1>
SW overboard shut off valve

SW recirc line shut off valve
V00700
V00701
V00708
<0-1>
<0-1>
<0-1>
Low suction sea chest inlet valve

High suction sea chest inlet valve
Em suction main SW pump valve
2.4
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Page:0102 MD01** SEA WATER SYSTEM VALVES/PUMPS
Page:0103 MD01** SEA WATER SYSTEM EMERGENCY / FIRE
R00710
R00709
P00711
<0-1>
<0-1>
bar
SW main fire pump 1

SW main fire pump 2
SW fire pump pressure
P00712
G00713
V00714
V00715
bar
ton/h
<0-1>
<0-1>
SW
SW
SW
SW
R00720
P00724
G00723
<0-1>
bar
ton/h
SW emergency fire pump

SW emergency fire pump pressure
SW emergency fire line flow
V00705
G00640
V00704
G00653
V00702
G00652
<0-1>
ton/h
<0-1>
ton/h
<0-1>
ton/h
Bottom sea chest inlet valve

Bottom sea chest inlet flow
X-over SW shut off valve
X-over flow from bottom sea chest
Emergency bilge suction valve
Emergency bilge suction flow
fire line
fire line
fire line
fire line
pressure
flow
supply valve
water canon ( deck )
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.5
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X00736
Z00737
<0-1>
%
SW temp contr auto switch

SW temp contr manual output
T00731
T00732
Z00733
V00730
degC
degC
%
%
SW
SW
SW
SW
T00617
T00623
degC
degC
N00755
2.6
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Page:0110 MD01** SEA WATER SYSTEM - TEMP

CONTROL (1)
L=10.0 H=40.0
temp contr set point

temp contr input signal
temp contr output signal
temp contr valve pos

SW temp inlet recirc valve
SW temp contr motor speed
Page:0111 MD01** SEA WATER SYSTEM - TEMP

CONTROL (2)
X00742
<0-1>
SW temp contr hw PID select
C00745
C00746
C00747
C00750
%/degC
sec
sec
<0-10>
SW
SW
SW
SW
temp contr gain

temp contr integration time
temp contr derivation time
temp contr derivation range
C00751
C00752
X00753
X00758
sec
sec
<0-2>
%
SW
SW
SW
SW
temp contr
temp contr
temp contr
temp contr
X00743
C00754
<0-1>
%/sec
SW temp contr motor actuator select

SW temp contr motor constant
valve TC
sensor TC
valve hyst type
valve hyst value
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.7
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Page:0120 MD01** SEA WATER SYSTEM PUMP POWER
V00703
Main SW pumps choke valve
R00613
R00614
R00616
<0-1>
<0-1>
<0-1>
Main SW pump 1
Main SW pump 2
Auxil SW pump
E00610
E00611
E00607
kW
kW
kW
Main SW pump 1 power

Main SW pump 2 power
Auxil SW pump power
Z00600
N00601
P00604
%
%
bar
Main SW pump efficiency

Main SW pump speed
Main SW pump discharge pressure
G00602
G00633
ton/h
ton/h
Main SW pump flow (total)

Auxil SW pump flow
P00603
P00632
bar
bar
2.8
L=1.6
H=---
Main SW pump suction pressure

Main SW line supply pressure
Page:0190 MD01** CONFIGURABLE PAGE
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Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.9
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L00300
G04076
G04074
T04028
G00036
G00305
ton/h
ton/h
degC
ton/h
ton/h
V00326
V00327
<0-1>
<0-1>
HFO supply valve to ME

HFO supply valve to boiler
G00040
T00060
ton/h
degC
HFO supply flow to ME

HFO supply line to ME temp
V00310
G00304
<0-1>
ton/h
HFO service tank drain valve

HFO service tank drain flow
2.10
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Page:0300 MD03** HFO SERVICE TANK FLOW/LEVEL
L=1.8
L=---
H=5.8
HFO service tank level
H=0.1
HFO sep flow to serv tank

HFO sep flow from serv tank
HFO separators discharge flow temp
FO flow to serv tank (return)
HFO service tank overflow
Page:0301 MD03** DFO SERVICE TANK FLOW/LEVEL
L00340
L=1.5
H=5.8
DO service tank level
G00345
G04176
G04174
ton/h
ton/h
ton/h
L=---
H=0.1
DO service tank overflow

DO purif flow to serv tank
DO purif flow from serv tank
V00366
V00365
V00367
<0-1>
<0-1>
<0-1>
DO supply valve to FO system

DO supply valve to DG 1/2
DO supply valve to boiler
V00350
G00344
<0-1>
ton/h
DO service tank drain valve

DO service tank drain flow
G00041
G00346
G00347
ton/h
ton/h
ton/h
DO flow to ME
DO flow to DG 1/2
DO flow from DG 1/2
G00349
L00336
T00337
ton/h
m
degC
Return flow from DG 1/2 to DO serv tank

DO storage tank level
DO storage tank temp
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.11
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T00302
W00303
degC
cSt
V00316
V00315
G00314
C00320
C00321
C00322
<0-1>
%
ton/h
degC
%/degC
%
T00342
W00343
degC
cSt
V00356
V00355
G00354
C00360
C00361
C00362
<0-1>
%
ton/h
degC
%/degC
%
2.12
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Page:0302 MD03** FO SERVICE TANK HEATING

L=60.0 H=90.0
HFO service tank temp

HFO service tank viscosity
HFO serv tank
HFO serv tank
HFO serv tank
HFO serv tank
HFO serv tank
HFO serv tank
L=30.0 H=70.0
heating shut off valve

steam valve pos
heating steam flow
contr set point
contr gain
contr bias
DO service tank temp

DO service tank viscosity
DO
DO
DO
DO
DO
DO
serv tank heating shut off valve

serv tank steam valve pos
serv tank heating steam flow
serv tank contr set point
serv tank contr gain
serv tank contr bias
Page:0303 MD03** FO SERVICE TANK PURIFIER ROUTING
V04066
V04067
V04071
<0-1>
<0-1>
<0-1>
HFO sep 1 oil inlet valve

HFO sep serv tank suction
HFO sep serv tank discharge
V04166
V04167
V04171
V04170
<0-1>
<0-1>
<0-1>
<0-1>
DO
DO
DO
DO
purif storage tank suction

purif serv tank suction
purif serv tank discharge
purif storage tank discharge
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.13
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2.14
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Page:0400 MD04** HFO SETTLING TANK 1
L00400
L=2.0
H=5.8
L00402
Z00403
m
%
L=---
H=0.8

Settling tank 1 water concentration
G00405
G00406
G00411
G00407
G00404
ton/h
ton/h
ton/h
ton/h
ton/h
V00416
V00417
V00415
<0-1>
<0-1>
<0-1>
Settling tank 1 transfer inlet valve

Settling tank 1 purif recirc valve
Settling tank 1 shut off valve
V00414
G00410
<0-1>
ton/h
Settling tank 1 drain valve

Settling tank 1 drain flow
L=---
H=0.1
Settling tank 1 transfer inlet flow

Settling tank 1 purif recirc flow
Settling tank 1 purif shooting flow
Settling tank 1 outlet flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.15
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L00440
L=2.0
H=5.8
L00442
Z00443
m
%
L=---
H=0.8

Settling tank 2 water concentration
G00445
G00446
G00447
G00444
ton/h
ton/h
ton/h
ton/h
V00456
V00457
V00455
<0-1>
<0-1>
<0-1>
Settling tank 2 transfer inlet valve

Settling tank 2 purif recirc valve
Settling tank 2 shut off valve
V00454
G00450
<0-1>
ton/h
Settling tank 2 drain valve

Settling tank 2 drain flow
2.16
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10
Page:0401 MD04** HFO SETTLING TANK 2
L=---
H=0.1
Settling tank 2 transfer inlet flow

Settling tank 2 purif recirc flow
Settling tank 2 outlet flow
Page:0402 MD04** HFO SETTLING TANK 1/2

HEATING
T00401
V00425
V00426
G00424
degC
%
<0-1>
ton/h
T00430
C00431
C00432
degC
%/degC
%
T00441
V00465
V00466
G00464
degC
%
<0-1>
ton/h
T00470
C00471
C00472
degC
%/degC
%
L=60.0 H=90.0

Settling tank 1 steam valve pos
Settling tank 1 heating shut off valve
Settling tank 1 heating steam flow
Settling tank 1 contr set point
Settling tank 1 contr gain
Settling tank 1 contr bias
L=60.0 H=90.0

Settling tank 2 steam valve pos
Settling tank 2 heating shut off valve
Settling tank 2 heating steam flow
Settling tank 2 contr set point
Settling tank 2 contr gain
Settling tank 2 contr bias
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.17
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2.18
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Page:0500 MD05** HFO TRANSFER SYSTEM /

SPILL OIL TANK
R00266
R00268
G00267
G00262
T00257
<0-1>
<0-1>
ton/h
ton/h
degC
FO transfer pump 1
FO transfer pump 2
FO transfer pump flow
FO transfer flow to settl tanks
FO transfer flow temp
V00203
V00204
V00217
V00220
V00233
V00234
V00247
V00250
V00264
V00265
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
Aft bunker tank FO suction valve

Aft bunker tank FO filling valve
Port bunker tank FO suction valve
Port bunker tank FO filling valve
Stbd bunker tank FO suction valve
Stbd bunker tank FO filling valve
Fore bunker tank FO suction valve
Fore bunker tank FO filling valve
Spill oil tank FO suction valve
Settl tanks
FO discharge valve
L00263
G00260
G00261
m
ton/h
ton/h
L=---
H=1.5
Spill oil tank level

Spill oil tank inlet flow (total)
Spill oil tank outlet flow
11
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.19
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L00202
G00200
G00201
ton/h
ton/h
Aft bunker tank inlet flow

Aft bunker tank outlet flow
V00203
V00204
<0-1>
<0-1>
Aft bunker tank FO suction valve

Aft bunker tank FO filling valve
T00205
V00206
G00207
degC
%
ton/h
X00206
T00206
C00206
C00207
<0-1>
dgrC
%/dgrC
%
2.20
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Page:0501 MD05** BUNKER OIL TANK - AFT
L=---
H=19.0
L=40.0 H=---
Aft bunker tank FO level
Aft bunker tank FO temp

Aft bunker tank steam valve
Aft bunker tank steam flow
Aft
Aft
Aft
Aft
bunker tank FO temp contr auto

bunker tank FO temp contr set point
bunker tank FO temp contr gain
bunker tank FO temp contr bias
Page:0502 MD05** BUNKER OIL TANK - PORT
L00216
L=---
H=19.0
G00214
G00215
ton/h
ton/h
Port bunker tank inlet flow

Port bunker tank outlet flow
V00217
V00220
<0-1>
<0-1>
Port bunker tank FO suction valve

Port bunker tank FO filling valve
T00221
V00222
G00223
degC
%
ton/h
X00222
T00222
C00222
C00223
<0-1>
dgrC
%/dgrC
%
L=40.0 H=---
Port bunker tank FO level
Port bunker tank FO temp

Port bunker tank steam valve
Port bunker tank steam flow
Port bunker tank FO temp contr auto
Port bunker tank FO temp contr set point
Port bunker tank FO temp contr gain
Port bunker tank FO temp contr bias
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.21
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L00232
G00230
G00231
ton/h
ton/h
Stbd bunker tank inlet flow

Stbd bunker tank outlet flow
V00233
V00234
<0-1>
<0-1>
Stbd bunker tank FO suction valve

Stbd bunker tank FO filling valve
T00235
V00236
G00237
degC
%
ton/h
X00236
T00236
C00236
C00237
<0-1>
dgrC
%/dgrC
%
2.22
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Page:0503 MD05** BUNKER OIL TANK - STBD
L=---
H=19.0
L=40.0 H=---
Stbd bunker tank FO level
Stbd bunker tank FO temp

Stbd bunker tank steam valve
Stbd bunker tank steam flow
Stbd bunker tank FO temp contr auto
Stbd bunker tank FO temp contr set point
Stbd bunker tank FO temp contr gain
Stbd bunker tank FO temp contr bias
Page:0504 MD05** BUNKER OIL TANK - FORE
L00246
L=---
H=19.0
G00244
G00245
ton/h
ton/h
Fore bunker tank inlet flow

Fore bunker tank outlet flow
V00247
V00250
<0-1>
<0-1>
Fore bunker tank FO suction valve

Fore bunker tank FO filling valve
T00251
V00252
G00253
degC
%
ton/h
X00252
T00252
C00252
C00253
<0-1>
dgrC
%/dgrC
%
L=40.0 H=---
Fore bunker tank FO level
Fore bunker tank FO temp

Fore bunker tank steam valve
Fore bunker tank steam flow
Fore bunker tank FO temp contr auto
Fore bunker tank FO temp contr set point
Fore bunker tank FO temp contr gain
Fore bunker tank FO temp contr bias
13
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.23
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2.24
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Page:0600 MD06** HFO SEPARATOR 1 - MAIN

VARIABLES
G04001
G04007
G04004
kg/h
kg/h
kg/h
HFO sep 1 inlet line flow

HFO sep 1 outlet line flow
HFO sep 1 drain flow
Z04018
R04066
X04066
<0-1>
<0-1>
HFO sep 1 running

HFO sep 1 alcap control on
X04055
<0-1>
HFO sep 1 bowl open
P04025
bar
HFO sep 1 outlet pressure
L=0.1
H=0.8
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.25
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R:
S:
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R04061
V04077
<0-1>
%
HFO sep 1 feed pump

HFO sep 1 inlet flow valve pos
G04006
T04020
kg/h
degC
HFO sep 1 suction line flow

HFO sep 1 suction flow temp
G04001
T04021
kg/h
degC
G04008
T04022
kg/h
degC
HFO sep 1 recirc. line flow

HFO sep 1 recirc flow temp
G04004
V04056
kg/h
<0-1>

HFO sep 1 water drain valve
2.26
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Page:0601 MD06** HFO SEPARATOR 1 - FLOW

CONTROL
L=90.0 H=105.0

Page:0602 MD06** HFO SEPARATOR 1 - AUXIL

SYSTEMS
R04062
R04063
R04064
<0-1>
<0-1>
<0-1>
R04066
C04001
P04001
<0-1>
A
kW
V04055
V04058
L04041
<0-1>
<0-1>
m
HFO sep 1 electric motor start

HFO sep 1 emerg./high vibration stop
HFO sep 1 electric motor brake on
L=---
L=0.3
H=---
H=0.9
HFO sep 1 running

HFO sep 1 el. motor current consumption
HFO sep 1 el. motor power consumption
HFO sep 1 water supply valve

HFO sep 1 water make-up valve
15
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.27
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16
HFO sep 1 temp contr auto switch

HFO sep 1 temp contr manual output
X04031
Z04032
<0-1>
%
T04030
T04021
V04024
degC
degC
%
G04023
T04020
ton/h
degC
HFO sep 1 heater steam flow

X04035
<0-1>
HFO sep 1 temp contr hw PID select
C04033
C04034
C04036
%/degC
sec
sec
HFO sep 1 temp contr gain

HFO sep 1 temp contr integr time
HFO sep 1 temp contr deriv. time
2.28
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Page:0610 MD06** HFO SEPARATOR 1 - TEMP

CONTROL
L=90.0 H=105.0
HFO sep 1 temp contr set point

HFO sep 1 heater valve pos
Page:0611 MD06** HFO SEPARATOR 1 - ALCAP

CONTROL
X04066
X04065
X04026
<0-1>
<0-1>
<0-7> L=---
T04001
T04002
sec
sec
HFO sep 1 max time between discharge(P1)

HFO sep 1 min time between discharge(P60)
Z04019
Z04020
Z04018
%
%
%
HFO sep 1 max water content margin

HFO sep 1 water content referance
V04047
V04046
V04050
V04051
V04056
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
L=0.1
H=1.0
H=0.8

HFO sep 1 alcap control manual discharge
HFO sep 1 closing valve (MV15)

HFO sep 1 opening valve (MV16)
HFO sep 1 displ./cond water
HFO sep 1 FO inlet valve
Kongsberg Maritime
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Page:0700 MD07** HFO SEPARATOR 2 - MAIN

VARIABLES
G24001
G24007
G24004
kg/h
kg/h
kg/h

HFO sep 2 outlet line flow
Z24018
R24066
X24066
<0-1>
<0-1>
HFO sep 2 running

X24055
<0-1>
HFO sep 2 bowl open
P24025
bar
HFO sep 2 outlet pressure
L=0.1
H=0.8
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R24061
V24077
<0-1>
%
HFO sep 2 feed pump

HFO sep 2 inlet flow valve pos
G24006
T24020
kg/h
degC
HFO sep 2 suction line flow

G24001
T24021
kg/h
degC
G24008
T24022
kg/h
degC
HFO sep 2 recirc. line flow

HFO sep 2 recirc flow temp
G24004
V24056
kg/h
<0-1>

2.32
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Page:0701 MD07** HFO SEPARATOR 2 - FLOW

CONTROL
L=90.0 H=105.0

Page:0702 MD07** HFO SEPARATOR 2 - AUXIL

SYSTEMS
R24062
R24063
R24064
<0-1>
<0-1>
<0-1>
HFO sep 2 electric motor start

HFO sep 2 emerg./high vibration stop
HFO sep 2 electric motor brake on
R24066
C24001
P24001
<0-1>
A
L=0.0
kW
V24055
V24058
L24041
<0-1>
<0-1>
m
L=0.3
H=40.0
H=0.9
HFO sep 2 running

HFO sep 2 el. motor current consumption
HFO sep 2 el. motor power consumption
HFO sep 2 water supply valve

HFO sep 2 water make-up valve
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
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X24031
Z24032
<0-1>
%
T24030
T24021
V24024
degC
degC
%
G24023
T24020
ton/h
degC

X24035
<0-1>
HFO sep 2 temp contr hw PID select
C24033
C24034
C24036
%/degC
sec
sec
HFO sep 2 temp contr gain

HFO sep 2 temp contr integr time
HFO sep 2 temp contr deriv. time
2.34
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Page:0710 MD07** HFO SEPARATOR 2 - TEMP

CONTROL
HFO sep 2 temp contr auto switch

HFO sep 2 temp contr manual output
L=90.0 H=105.0
HFO sep 2 temp contr set point

HFO sep 2 heater valve pos
Page:0711 MD07** HFO SEPARATOR 2 - ALCAP

CONTROL
X24066
X24065
X24026
<0-1>
<0-1>
<0-7>
T24001
T24002
sec
sec
HFO sep 2 max time between discharge(P1)

HFO sep 2 min time between discharge(P60)
Z24019
Z24020
Z24018
%
%
%
HFO sep 2 max water content margin

HFO sep 2 water content referance
V24047
V24046
V24050
V24051
V24056
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
L=---
L=0.1
H=1.0
H=0.8

HFO sep 2 alcap control manual discharge
HFO sep 2 closing valve (MV15)

HFO sep 2 opening valve (MV16)
HFO sep 2 displ./cond water
HFO sep 2 FO inlet valve
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Page:0800 MD08** DO PURIFIER SYSTEM MAIN VARIABLES
G04101
G04105
G04102
G04103
kg/h
kg/h
kg/h
kg/h
DO
DO
DO
DO
X04111
DO purif gravity ring (100=max diam)
Z04115
Z04116
%
%
X04164
R04160
V04146
V04147
V04150
V04151
<0-2>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
DO
DO
DO
DO
DO
DO
X04155
X04162
<0-1>
<0-6>
DO purif bowl open

DO purif state (indication)
L=---
H=90.0
purif inlet flow

purif outlet flow (clean)
purif sludge flow (dirty)
purif drain flow (shooting)
DO purif outlet flow drt index

DO purif sludge flow oil index
purif auto switch
purif start/stop (centrifuge)
purif make-up water valve
purif operating water valve
purif seal/flush water valve
purif FO inlet valve
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
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R04161
N04110
<0-1>
%
DO purif feed pump

DO purif feed pump speed setting
V04157
<0-1>
DO purif bypass feed valve
G04106
T04120
kg/h
degC
DO purif suction line flow

DO purif suction flow temp
G04107
T04117
kg/h
degC
DO purif discharge line flow

DO purif discharge flow temp
2.38
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Page:0801 MD08** DO PURIFIER SYSTEM FLOW CONTROL
Page:0802 MD08** DO PURIFIER SYSTEM AUXIL VALVES
V04153
V04154
<0-1>
<0-1>
DO purif hot flush water supply valve

DO purif heater steam shut off valve
V04152
G04140
L04141
<0-1>
kg/h
m
DO purif operating tank make-up valve

DO purif operating water make up flow
DO purif operating water tank level
L=0.3
H=0.9
21
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Page:0810 MD08** DO PURIFIER SYSTEM TEMP CONTROL
X04131
Z04132
<0-1>
%
T04130
T04121
V04124
degC
degC
%
G04123
T04120
ton/h
degC
DO purif heater steam flow

DO purif suction flow temp
X04135
<0-1>
DO purif temp contr hw PID select
C04133
C04134
C04136
%/degC
sec
sec
DO purif temp contr gain

DO purif temp contr integr time
DO purif temp contr deriv. time
2.40
DO purif temp contr auto switch

DO purif temp contr manual output
L=45.0 H=70.0
DO purif temp contr set point

DO purif heater outlet temp
DO purif heater valve pos
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G04201
G04205
G04202
G04203
kg/h
kg/h
kg/h
kg/h
LO
LO
LO
LO
X04211
LO purif gravity ring (100=max diam)
Z04215
Z04216
%
%
X04264
R04260
V04246
V04247
V04250
V04251
<0-2>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
LO
LO
LO
LO
LO
LO
X04255
X04262
<0-1>
<0-6>
LO purif bowl open

LO purif state (indication)
2.42
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Page:0900 MD09** LO PURIFIER SYSTEM MAIN VARIABLES
L=---
H=90.0
purif inlet flow

purif outlet flow (clean)
purif sludge flow (dirty)
purif drain flow (shooting)
LO purif outlet flow drt index

LO purif sludge flow oil index
purif auto switch
purif start/stop (centrifuge)
purif make-up water valve
purif operating water valve
purif seal/flush water valve
purif LO inlet valve
Page:0901 MD09** LO PURIFIER SYSTEM FLOW CONTROL
R04261
N04210
<0-1>
%
LO purif feed pump

LO purif feed pump speed setting
V04257
<0-1>
LO purif bypass feed valve
G04206
T04220
kg/h
degC
LO purif suction line flow

LO purif suction flow temp
G04207
T04217
kg/h
degC
LO purif discharge line flow

LO purif discharge flow temp
23
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V04253
V04254
<0-1>
<0-1>
LO purif hot flush water supply valve

LO purif heater steam shut off valve
V04252
G04240
L04241
<0-1>
kg/h
m
LO purif operating tank make-up valve

LO purif operating water make up flow
LO purif operating water tank level
2.44
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Page:0902 MD09** LO PURIFIER SYSTEM AUXIL VALVES
L=0.3
H=0.9
Page:0910 MD09** LO PURIFIER SYSTEM TEMP CONTROL
X04231
Z04232
<0-1>
%
LO purif temp contr auto switch

LO purif temp contr manual output
T04230
T04221
V04224
degC
degC
%
G04223
T04220
ton/h
degC
LO purif heater steam flow

LO purif suction flow temp
X04235
<0-1>
LO purif temp contr hw PID select
C04233
C04234
C04236
%/degC
sec
sec
LO purif temp contr gain

LO purif temp contr integr time
LO purif temp contr deriv. time
L=80.0 H=95.0
LO purif temp contr set point

LO purif heater outlet temp
LO purif heater valve pos
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
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Page:1000 MD10** ME FW SYSTEM - MAIN

VARIABLES
P01000
P01001
P01002
bar
bar
bar
P01003
P01004
P01005
P01006
bar
bar
bar
bar
T01013
T01014
T01015
T01016
degC
degC
degC
degC
T01017
T01010
T01011
T01012
degC
degC
degC
degC
L=2.2
L=1.4
H=---
H=---
L=26.0 H=36.0
L=60.0 H=--L=--- H=88.0
LTFW pump suction pressure

LTFW pump discharge pressure
LTFW / HTFW junction pressure
HTFW pump suction pressure
HTFW pump discharge pressure
HTFW press inlet ME
FW press inlet FWC 1/2
LTFW temp outlet FWC 1
LTFW temp outlet FWC 2
LTFW temp at LT/HT junction
HTFW temp outlet HTFW pumps
HTFW temp inlet ME
HTFW temp outlet ME
FW temp inlet FWC 1/2
25
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T01030
T01031
degC
degC
LTFW temp outlet ME airc 1

LTFW temp outlet ME airc 2
T01032
T01033
T01034
degC
degC
degC
LTFW temp outlet ME oilc 1

LTFW temp outlet ME oilc 2
LTFW temp outlet ME cam LOC
T01035
T01036
T01037
T01038
degC
degC
degC
degC
LTFW temp
LTFW temp
LTFW temp
LTFW temp
T01020
T01021
T01022
degC
degC
degC
HTFW temp outlet fresh w gen

HTFW temp inlet ME preheater
HTFW temp outlet ME preheater
2.48
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Page:1001 MD10** ME FW SYSTEM - AUXIL

VARIABLES
outlet air compr

outlet TG / CT
outlet servo / sternt
outlet TO cooler
Page:1002 MD10** ME FW SYSTEM - HTFW

FLOWS
G01050
G01051
G01052
ton/h
ton/h
ton/h
HTFW flow inlet ME

HTFW flow inlet recirc valve
LTFW flow inlet recirc valve
G01054
G01055
ton/h
ton/h
HTFW flow to FWC 1/2

LTFW flow to FWC 1/2
G01056
G01057
G01060
ton/h
ton/h
ton/h
LTFW flow inlet FWC 1

LTFW flow inlet FWC 2
LTFW flow bypass FWC 1/2
G01023
G01024
ton/h
ton/h
HTFW flow inlet fresh w gen

HTFW flow inlet ME preheater
Kongsberg Maritime
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R01110
R01111
R01112
V01161
V01162
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
Main HTFW pump 1

Main HTFW pump 2
Auxil HTFW pump
HTFW inlet ME shut off valve
HTFW outlet ME shut off valve
V06733
V06734
V06735
<0-1>
<0-1>
%
Fresh w gen FW inlet shut off valve

Fresh w gen FW outlet shut off valve
Fresh w gen FW bypass valve
V01140
V01141
V01142
G01143
<0-1>
<0-1>
<0-1>
ton/h
HTFW ME preheater inlet valve

HTFW ME preheater bypass valve
HTFW ME preheater steam valve
HTFW ME preheater steam flow
V01163
V01164
<0-1>
<0-1>
HTFW drain valve

HTFW vent valve
V01113
<0-1>
HTFW recirc bypass valve
2.50
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VALVES / PUMPS
Page:1004 MD10** ME FW SYSTEM - LTFW

FLOWS
G01061
ton/h
LTFW pump flow (total)
G01070
G01071
ton/h
ton/h
LTFW flow inlet ME airc 1

LTFW flow inlet ME airc 2
G01072
G01073
G01074
ton/h
ton/h
ton/h
LTFW flow inlet ME LOC 1

LTFW flow inlet ME LOC 2
LTFW flow inlet ME cam LOC
G01075
G01076
G01077
G01078
ton/h
ton/h
ton/h
ton/h
LTFW flow
LTFW flow
LTFW flow
LTFW flow
to
to
to
to
air compr
TG / CT
servo / sternt
TO cooler
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R01120
R01121
R01122
<0-1>
<0-1>
<0-1>
Main LTFW pump 1

Main LTFW pump 2
Auxil LTFW pump
V01123
V01124
V01125
<0-1>
<0-1>
<0-1>
LTFW FWC 1 shut off valve

LTFW FWC 2 shut off valve
LTFW FWC 1/2 bypass valve
V01130
V01131
<0-1>
<0-1>
LTFW ME airc 1 shut off valve

LTFW ME airc 2 shut off valve
V01132
V01133
V01134
<0-1>
<0-1>
<0-1>
LTFW ME oilc 1 shut off valve

LTFW ME oilc 2 shut off valve
LTFW ME cam LOC shut off valve
V01135
V01136
V01137
V01138
2.52
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28

VALVES / PUMPS
<0-1>
<0-1>
<0-1>
<0-1>
LTFW air compr shut off valve

LTFW TG / CT
shut off valve
LTFW servo/sternt shut off valve
LTFW TO cooler shut off valve
Page:1006 MD10** ME FW SYSTEM EXPANSION TANK
L01150
R01152
G01153
G01154
<0-1>
ton/h
ton/h
Z01160
Z01161
L=0.4
H=1.7
ME FW exp tank level
L=---
H=0.1
ME FW exp tank make-up pump

ME FW exp tank make-up flow
ME FW exp tank overflow
ppm
ppm
L=--L=---
H=50.0
H=50.0
ME FW system salinity
ME FW system oil content
Z01164
L=---
H=5.0
ME FW system gas detector (cyl crack)
G01165
kg/h
ME FW system FW loss (leak/boil)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
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2.54
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Page:1007 MD10** ME FW SYSTEM - SW

ISOLATION
<0-1>
SW
isolation
degC
LTFW temp outlet FWC 1/2 at isola

CONTROL (1)
X01174
Z01175
<0-1>
%
HTFW temp contr auto switch

HTFW temp contr manual output
T01171
T01172
Z01173
V01170
degC
degC
%
%
HTFW temp contr set point

HTFW temp contr input signal
HTFW temp contr output signal
HTFW temp contr valve pos
T01010
T01011
degC
degC
E02001
MW
ME mean effective power
N01212
HTFW temp contr motor speed
L=60.0 H=--L=--- H=88.0
HTFW temp inlet ME

HTFW temp outlet ME
29
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X01200
X01177
<0-1>
<0-1>
HTFW temp contr hw PID select

HTFW temp contr inlet temp select
C01201
C01202
C01203
C01204
%/degC
sec
sec
<0-10>
HTFW temp contr

HTFW temp contr
HTFW temp contr
HTFW temp contr
C01205
C01206
X01176
X01178
sec
sec
<0-2>
%
HTFW temp contr valve TC

HTFW temp contr sensor TC
HTFW temp contr valve hyst type
HTFW temp contr valve hyst value
X01210
C01211
<0-1>
%/sec
HTFW temp contr motor actuator select

HTFW temp contr motor constant
2.56
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30

CONTROL (2)
gain
integration time
derivation time
derivation range

CONTROL (1)
X01224
Z01225
<0-1>
%
LTFW temp contr auto switch

LTFW temp contr manual output
T01221
T01222
Z01223
V01220
degC
degC
%
%
LTFW temp contr

LTFW temp contr
LTFW temp contr
LTFW temp contr
T01012
T01026
T01027
degC
degC
degC
FW temp inlet FWC 1/2

LTFW temp outlet FWC 1/2
LTFW temp outlet FWC 1/2 at isola
T01015
degC
N01216
L=26.0 H=36.0
set point
input signal
output signal
valve pos
LTFW temp contr motor speed
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X01230
<0-1>
LTFW temp contr hw PID select
C01231
C01232
C01233
C01234
%/degC
sec
sec
<0-10>
LTFW temp contr gain

LTFW temp contr integration time
LTFW temp contr derivation time
LTFW temp contr derivation range
C01235
C01236
X01226
X01228
sec
sec
<0-2>
%
LTFW temp contr

LTFW temp contr
LTFW temp contr
LTFW temp contr
X01214
C01215
<0-1>
%/sec
LTFW temp contr motor actuator select

LTFW temp contr motor constant
2.58
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CONTROL (2)
valve TC
sensor TC
valve hyst type
valve hyst value

PUMPS
R01110
R01111
<0-1>
<0-1>
Main HTFW pump 1

Main HTFW pump 2
E01241
E01242
kW
kW
HTFW pump 1 power

HTFW pump 2 power
Z01240
HTFW pump efficiency (combined)
N01243
G01053
%
ton/h
HTFW pump speed

HTFW pump flow (total)
P01003
P01004
P01244
Z01245
bar
bar
bar
%
HTFW pump
HTFW pump
HTFW pump
HTFW pump
suction pressure
discharge pressure
cavitation limit
cavitation index
31
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R01120
R01121
<0-1>
<0-1>
Main LTFW pump 1

Main LTFW pump 2
E01251
E01252
kW
kW
LTFW pump 1 power

LTFW pump 2 power
Z01250
LTFW pump efficiency (combined)
N01253
G01061
%
ton/h
LTFW pump speed

LTFW pump flow (total)
P01000
P01001
P01254
Z01255
bar
bar
bar
%
2.60
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32

PUMPS
L=2.2
H=---
LTFW pump
LTFW pump
LTFW pump
LTFW pump
suction pressure
discharge pressure
cavitation limit
cavitation index
Page:1022 MD10** ME FW SYSTEM - FW

COOLER 1/2
Z01262
H01263
%
kW
FW cooler 1 temp efficiency

FW cooler 1 transferred heat
P01260
P01261
bar
bar
FW cooler 1 FW flow diff press

FW cooler 1 SW flow diff press
Z01266
H01267
%
kW
FW cooler 2 temp efficiency

FW cooler 2 transferred heat
P01264
P01265
bar
bar
FW cooler 2 FW flow diff press

FW cooler 2 SW flow diff press
Kongsberg Maritime
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Page:1100 MD11** ME FO SYSTEM - MAIN

VARIABLES
G00026
G00027
ton/h
ton/h
FO flow outlet venting tank

FO flow inlet ME ( net flow )
P00020
P00066
P00022
P00023
P00021
bar
bar
bar
bar
bar
FO booster pump discharge press

FO booster pump suction press
FO pressure outlet ME FO heaters
FO pressure at ME
FO filter diff pressure
T00001
W00010
T00002
W00011
degC
cSt
degC
cSt
Z00014
FO gassing indication
V00016
P00017
%
bar
ME FO press control valve pos

ME FO press control valve open press
L=7.0
L=---
H=9.5
H=1.5
L=20.0 H=150.0
L=10.0 H=17.0
FO temp in venting tank

FO visco in venting tank
FO temp inlet ME
FO visco inlet ME
33
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T00001
W00010
T00005
W00012
degC
cSt
degC
cSt
FO temp in venting tank

FO temp outlet ME FO heaters
FO visco outlet ME FO heaters
P00063
P00062
bar
bar
Steam reduction valve set point

Steam pressure inlet control valve
T00003
G00047
G00050
degC
ton/h
ton/h
ME FO heater 1 outlet temp

ME FO heater 1 flow
ME FO heater 1 steam flow
T00004
G00051
G00052
degC
ton/h
ton/h

ME FO heater 2 flow
V00112
G00064
<0-1>
ton/h
ME FO steam tracing valve

ME FO steam tracing flow
2.64
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Page:1101 MD11** ME FO SYSTEM - HEATING
Page:1102 MD11** ME FO SYSTEM - BOOSTER

PUMPS
R00122
R00123
<0-1>
<0-1>
FO booster pump 1
FO booster pump 2
V00105
V00106
<0-1>
<0-1>
ME FO heater 1 FO shut off valve

ME FO heater 2 FO shut off valve
V00107
V00110
<0-1>
<0-1>
ME FO heater 1 steam shut off valve

V00114
V00115
<0-1>
<0-1>
ME FO filter 1
ME FO filter 2
V00117
<0-1>
ME FO emerg shut off valve
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
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R00124
R00125
<0-1>
<0-1>
P00024
G00025
G00042
T00015
bar
ton/h
ton/h
degC
L=3.0
H=6.0
FO supply pump pressure

FO supply pump flow (total)
FO supply pump recirc flow
FO supply pump recirc temp
T00043
T00044
degC
degC
L=--L=---
H=140.0
H=140.0

V00077
V00076
G00101
G00100
M00102
%
<0-1>
ton/h
ton/h
ton
DO/HFO mixing valve (100 % = DO)

FO meter bypass valve
FO meter bypass flow
FO meter flow
FO meter flow (total) (0-100)
G00041
G00040
T00060
ton/h
ton/h
degC
DO flow to ME
HFO supply flow to ME
HFO supply line to ME temp
2.66
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Page:1103 MD11** ME FO SYSTEM - SUPPLY

PUMPS
FO supply pump 1
FO supply pump 2
Page:1104 MD11** ME FO SYSTEM - VENTING

TANK
V00120
<0-1>
ME FO return select valve (1=serv tank)
G00035
G00036
G00026
ton/h
ton/h
ton/h
FO flow to venting tank (return)

FO flow to serv tank (return)
FO flow outlet venting tank
L00070
P00067
Z00065
m
bar
%
FO venting tank level

FO venting tank pressure
FO venting tank gas content
V00071
G00072
<0-1>
ton/h
FO venting tank drain valve

FO venting tank drain flow
G00348
ton/h
Return flow from DG 1/2
35
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2.68
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Page:1107 MD11** ME FO SYSTEM - FO

ISOLATION
<0-1>
<0-1>
ME DO isolation
ME HFO isolation
ton/h
FO flow inlet ME at isolA
Page:1110 MD11** ME FO SYSTEM - VISCO

CONTROL (1)
X00146
Z00147
<0-1>
%
FO visco contr auto switch

FO visco contr manual output
W00141
W00142
Z00143
cSt
cSt
%
FO visco contr set point

FO visco contr input signal
FO visco contr output signal
X00176
T00165
T00166
Z00167
<0-1>
degC
degC
%
FO slave contr
FO slave contr
FO slave contr
FO slave contr
V00140
FO visco contr valve pos
W00011
W00012
W00010
cSt
cSt
cSt
T00005
degC
L=10.0 H=17.0
test (manual setpoint)

set point
input signal
output signal
FO visco inlet ME
FO visco outlet ME FO heaters
FO temp outlet ME FO heaters
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
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X00153
X00152
<0-1>
<0-1>
Control mode ( 0=single 1=cascade )

FO visco contr hw PID select
C00155
C00156
C00157
C00160
%/cSt
sec
sec
<0-10>
FO visco contr
FO visco contr
FO visco contr
FO visco contr
gain
integration time
derivation time
derivation range
C00170
C00171
C00172
C00173
%/degC
sec
sec
<0-10>
FO slave contr
FO slave contr
FO slave contr
FO slave contr
gain
integration time
derivation time
derivation range
C00162
C00161
X00163
X00168
X00164
C00174
sec
sec
<0-2>
%
<0-2>
sec
FO visco contr
FO visco contr
FO visco contr
FO visco contr
FO visco contr
FO slave contr
sensor TC
valve TC
valve hyst type
valve hyst value
valve charA
sensor TC
2.70
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Page:1111 MD11** ME FO SYSTEM - VISCO

CONTROL (2)
Page:1120 MD11** ME FO SYSTEM - FO

HEATERS
V00107
G00050
P00053
<0-1>
ton/h
bar

ME FO heater 1 steam pressure
T00006
T00003
P00056
degC
degC
bar
ME FO heater 1 metal temp (mean)

ME FO heater 1 FO press drop
V00110
G00052
P00054
<0-1>
ton/h
bar

ME FO heater 2 steam pressure
T00007
T00004
P00057
degC
degC
bar
ME FO heater 2 metal temp (mean)

ME FO heater 2 FO press drop
37
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Page:1129 MD11** ME FO SYSTEM - FUEL OIL

DATA
C00505
C00510
C00500
C00518
C00528
kJ/kg
kg/m3
degC
%
%
HFO heat value

HFO density (at 15 dgrc)
HFO visco ref (temp at 15 cst)
HFO sulphur content
HFO dirt content
C00506
C00511
C00501
C00519
C00529
kJ/kg
kg/m3
degC
%
%
DO
DO
DO
DO
DO
H00507
D00512
kJ/kg
kg/m3
FO heat value inlet ME

FO density inlet ME
H00514
H00513
kJ/kg
kJ/kg
FO heat value in venting tank

FO heat value in HFO serv tank
2.72
heat value
density (at 15 dgrc)
visco ref (temp at 15 cst)
sulphur content
dirt content
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P01300
P01301
P01302
P01303
bar
bar
bar
bar
L=1.5
H=---
Main LO pump discharge press

Main LO press outlet LO coolers
Main LO press inlet ME
P01304
bar
L=---
H=1.0
Main LO filter diff press
T01345
T01346
T01347
T01350
T01351
degC
degC
degC
degC
degC
G01307
G01320
G01321
G01322
G01312
G01313
G01314
ton/h
ton/h
ton/h
ton/h
ton/h
ton/h
ton/h
2.74
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Page:1200 MD12** ME LO SYSTEM - MAIN

VARIABLES
L=35.0 H=54.0
Main LO temp inlet LOC

Main LO temp outlet LOC 1
Main LO temp outlet ME
Main LO pump flow (total)
Main LOC 1 inlet flow
Main LOC 2 inlet flow
Main LOC bypass flow
Main LO flow to ME pistons
Main LO flow to ME bearings
Main LO flow return from ME
Page:1201 MD12** ME LO SYSTEM VALVES/PUMPS
R01360
R01361
<0-1>
<0-1>
Main LO pump 1
Main LO pump 2
V01362
V01363
<0-1>
<0-1>
Main LO filter 1
Main LO filter 2
V01364
V01365
V01366
<0-1>
<0-1>
<0-1>
Main LOC 1 LO shut off valve

Main LOC 2 LO shut off valve
Main LOC LO bypass valve
V01367
<0-1>
Main LO bearing supply valve
39
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L01340
T01344
m
degC
L=0.8
H=1.8
Main LO service tank level

Main LO service tank temp
Z01342
L=---
H=40.0
Main LO contamination index
G01353
G01354
R01355
ton/h L=--ton/h
<0-1>
H=0.1
Main LO service tank overflow

Main LO make-up flow
Main LO make-up pump
V01400
V01401
<0-1>
<0-1>
LO purif supply valve

LO purif return valve
G01402
G01403
T01404
ton/h
ton/h
degC
LO purif supply flow

LO purif return flow
LO purif return temp
2.76
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40
Page:1202 MD12** ME LO SYSTEM - LO

SERVICE TANK
Page:1203 MD12** ME LO SYSTEM - CAM

SHAFT LO (1)
R01463
R01464
<0-1>
<0-1>
Camshaft LO pump 1
Camshaft LO pump 2
P01440
G01442
T01443
T01444
bar
ton/h
degC
degC
P01445
G01450
G01451
bar
ton/h
ton/h
Camshaft LOC inlet press

Camshaft LOC inlet flow
Camshaft LOC bypass flow
T01446
T01447
degC
degC
Camshaft LOC inlet temp

Camshaft LOC outlet temp
V01465
V01466
<0-1>
<0-1>
Camshaft LO filter 1
Camshaft LO filter 2
P01441
bar
L=2.0
H=---
L=---
H=56.0
L=---
H=0.5
Camshaft LO press inlet ME

Camshaft LO flow inlet ME
Camshaft LO temp inlet ME
Camshaft LO temp outlet ME
Camshaft LO filter diff press
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L01455
T01454
m
degC
Z01453
Camshaft LO contamination index
V01470
G01460
G01456
<0-1>
ton/h
ton/h L=---
Camshaft LO make-up valve

Camshaft LO tank make-up flow
Camshaft LO tank overflow
V01471
G01457
<0-1>
ton/h
Camshaft LO drain valve

Camshaft LO tank drain flow
T01474
V01473
T01472
degC
%
degC
Camshaft LO temp contr set point

Camshaft LO temp contr valve pos
Camshaft LO temp contr sensor
C01475
C01476
%/degC
%
Camshaft LO temp contr gain

Camshaft LO temp contr bias
P01452
bar
Camshaft LO recirc valve set point
2.78
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Page:1204 MD12** ME LO SYSTEM - CAM

SHAFT LO (2)
L=0.3
H=0.9
H=0.1
Camshaft LO tank level

Camshaft LO tank temp
Page:1205 MD12** ME LO SYSTEM - CYL

LUBRICATION
L01500
L01506
R01504
V01505
G01502
G01501
m
m
<0-1>
<0-1>
kg/h
kg/h
G01503
kg/h
G01510
G01511
G01512
G01513
G01514
kg/h
kg/h
kg/h
kg/h
kg/h
X01520
X01521
X01522
X01523
X01524
%
%
%
%
%
L=0.3
L=0.3
H=0.9
H=0.9
ME cyl LO tank level

ME cyl LO storage tank level
ME cyl LO tank make-up pump
ME cyl LO filter valve
ME cyl LO tank make-up flow
ME cyl LO tank overflow
ME cyl LO consumption ( total )
L=0.3
L=0.3
L=0.3
L=0.3
L=0.3
H=--H=--H=--H=--H=---

ME cyl 1 liner lubricator setting
41
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X07040
<0-1>
ME LO
P01530
T01531
bar
degC
Main LO press inlet ME at isolA

Main LO temp inlet ME at isolA
P01536
T01537
bar
degC
Cam LO press inlet ME at isolA

Cam LO temp inlet ME at isolA
E01535
MW
DME shaft power
P01532
T01533
G01534
bar
degC
ton/h
DME main LO inlet press ( result )

DME main LO inlet temp ( result )
DME main LO inlet flow ( result )
P01540
T01541
bar
degC
DME cam LO inlet press ( result )

DME cam LO inlet temp ( result )
2.80
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Page:1207 MD07** ME LO SYSTEM - LO

ISOLATION
isolation
( input )
Page:1210 MD12** ME LO SYSTEM - LO TEMP

CONTROL (1)
X01414
Z01415
<0-1>
%
Main LO temp contr auto switch

Main LO temp contr manual output
T01411
T01412
Z01413
V01410
degC
degC
%
%
Main LO temp contr

Main LO temp contr
Main LO temp contr
Main LO temp contr
T01350
T01351
degC
degC
T01346
T01347
degC
degC
L=35.0 H=54.0
set point
input signal
output signal
valve pos


Kongsberg Maritime
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X01420
<0-1>
Main LO temp contr hw PID select
C01421
C01422
C01423
C01424
%/degC
sec
sec
<0-10>
Main LO temp contr

Main LO temp contr
Main LO temp contr
Main LO temp contr
C01425
C01426
sec
sec
Main LO temp contr valve TC

Main LO temp contr sensor TC
X01416
X01418
X01417
<0-2>
%
<0-2>
Main LO temp contr valve hyst type

Main LO temp contr valve hyst value
Main LO temp contr valve charA
2.82
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Page:1211 MD12** ME LO SYSTEM - LO TEMP

CONTROL (2)
gain
integration time
derivation time
derivation range
Page:1220 MD12** ME LO SYSTEM - MAIN LO

PUMPS
R01360
R01361
<0-1>
<0-1>
Main LO pump 1
Main LO pump 2
E01374
E01375
kW
kW
Main LO pump 1 power

Main LO pump 2 power
Z01373
Main LO pump efficiency
N01372
G01307
P01300
%
ton/h
bar
Main LO pump speed

Main LO pump flow (total)
Main LO pump discharge press
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Page:1221 MD12** ME LO SYSTEM - MAIN LO

COOLERS
Z01332
H01334
%
kW
Main LO cooler 1 temp efficiency

Main LO cooler 1 transferred heat
P01330
P01063
bar
bar
Main LO cooler 1 LO diff press

Main LO cooler 1 FW diff press
Z01333
H01335
%
kW
Main LO cooler 2 temp efficiency

Main LO cooler 2 transferred heat
P01331
P01064
bar
bar
Main LO cooler 2 LO diff press

Main LO cooler 2 FW diff press
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P01600
P01602
T01601
T01603
bar
bar
degC
degC
N01610
G01611
G01612
T01613
T01614
P01615
N01620
G01621
G01622
T01623
T01624
P01625
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Page:1300 MD13** ME TBCH SYSTEM TURBOCHARGERS (1)

ME air receiver press
ME exh receiver press
ME air receiver temp
ME exh receiver temp
L=---
H=55.0
rpm
ton/h
ton/h
degC
degC
mmWC
L=---
H=9000.0 ME TBCH 1 speed

ME TBCH 1 air flow
ME TBCH 1 exh flow
H=420.0 ME TBCH 1 exh outlet temp
H=220.0 ME TBCH 1 air outlet temp
H=300.0 ME TBCH 1 air filter diff press
rpm
ton/h
ton/h
degC
degC
mmWC
L=---
L=--L=--L=---
L=--L=--L=---
H=9000.0 ME TBCH 2 speed

ME TBCH 2 air flow
ME TBCH 2 exh flow
H=420.0 ME TBCH 2 exh outlet temp
H=220.0 ME TBCH 2 air outlet temp
H=300.0 ME TBCH 2 air filter diff press
Page:1301 MD13** ME TBCH SYSTEM TURBOCHARGERS (2)
T01605
degC
ME TBCH inlet temp (eng room)
G01607
T01606
ton/h
degC
ME exh flow to boiler

ME exh temp to boiler
P01644
P01645
mmWC
mmWC
ME TBCH inlet diff press (air)

ME TBCH outlet diff press (exh)
X01630
V01631
V01632
<0-1>
<0-1>
<0-1>
ME TBCH slide valve control auto

ME TBCH 1 slide valve (exh/air)
ME TBCH 2 slide valve (exh/air)
C01633
C01634
bar
bar
ME TBCH low scav air press limit

ME TBCH high scav air press limit
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X01642
X01643
<0-3>
<0-3>
L=--L=---
H=1.0
H=1.0

Z01617
Z01616
%
%
L=---
H=50.0

ME TBCH 1 surge index
Z01627
Z01626
%
%
L=---
H=50.0

ME TBCH 2 surge index
X01636
X01637
<0-1>
<0-1>
ME TBCH 1 exh side cleaning

ME TBCH 1 air side cleaning
X01640
X01641
<0-1>
<0-1>
ME TBCH 2 exh side cleaning

ME TBCH 2 air side cleaning
X01706
X01726
<0-1>
<0-1>
ME airc 1 air side cleaning

ME airc 2 air side cleaning
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Page:1303 MD13** ME TBCH SYSTEM CLEANING
Page:1320 MD13** ME TBCH SYSTEM - AIR

COOLER 1
H01701
Z01700
kW
%
ME airc 1 transferred heat

ME airc 1 temp efficiency
G01702
P01703
T01704
T01705
ton/h
mmWC L=--degC
degC L=---
G01710
P01711
T01712
T01713
V01714
ton/h
bar
degC
degC
%
ME airc 1 LTFW flow

ME airc 1 LTFW flow press drop
ME airc 1 LTFW inlet temp
ME airc 1 LTFW outlet temp
ME airc 1 LTFW flow choke valve
X13040
Z13040
L13040
G13041
kg/h
%
%
kg/h
ME TBCH 1 airc free water inlet ME

ME TBCH 1 airc air humidity inlet ME
ME TBCH 1 airc water drain (demister)
L=---
H=300.0
H=90.0
H=40.0
ME airc 1 air flow

ME airc 1 air inlet temp
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Page:1321 MD13** ME TBCH SYSTEM - AIR

COOLER 2
ME airc 2 transferred heat
ME airc 2 temp efficiency
H01721
Z01720
kW
%
G01722
P01723
T01724
T01725
ton/h
mmWC L=--degC
degC L=---
G01730
P01731
T01732
T01733
V01734
ton/h
bar
degC
degC
%
ME airc 2 LTFW flow

ME airc 2 LTFW flow press drop
ME airc 2 LTFW inlet temp
ME airc 2 LTFW outlet temp
ME airc 2 LTFW flow choke valve
X13050
Z13050
L13050
G13051
kg/h
%
%
kg/h
ME TBCH 2 airc free water inlet ME

ME TBCH 2 airc air humidity inlet ME
ME TBCH 2 airc water drain (demister)
2.90
L=---
H=300.0
H=90.0
H=40.0
ME airc 2 air flow

ME airc 2 air inlet temp
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X02406
Z02405
<0-1>
%
N02015
X02010
P01600
rpm
%
bar
X02407
<0-1>
ME cam position command (1=astern)
X02417
X02420
<0-1>
<0-1>
ME start air valve

ME start air slow turning
X02410
X02411
<0-1>
<0-1>
ME start air block valve

ME start air distributor block valve
2.92
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Page:1900 MD19** ME CONTROL SYSTEM LOCAL CONTROL (1)
Local fuel link control

Local fuel link position command
L=---
H=82.0
ME speed
ME fuel link position
Page:1901 MD19** ME CONTROL SYSTEM LOCAL CONTROL (2)
L=---
H=1.0
X02413
<0-8>
Z02414
Z02415
<0-2>
<0-1>
Crank case oil mist indication

Crank case doors open (mist ventilate)
V02416
<0-1>
Scav air box fires extinguisher
X02412
<0-1>
ME turning gear
V02063
V02123
V02163
V02223
V02263
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
ME cyl 1 indicator cock

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Z02400
N02401
N02015
rpm
rpm
X02402
X03762
Z02403
P/D
P/D
%
Propeller pitch command

Propeller pitch
Propeller pitch reduction index
X07521
X07522
X07524
X07525
X07523
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
ME control mode : Fixed pitch

ME control mode : Combinator
ME control mode : Economy
ME control mode : Shaft gen
ME control mode : Fixed speed
Z02422
Z02423
Z02424
Z02425
<0-1>
<0-1>
<0-1>
<0-1>
Autochief command : Cam ahead

Autochief command : Cam astern
Autochief command : Fuel stop
Autochief command : Start air on
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Page:1910 MD19** ME CONTROL SYSTEM REMOTE CONTROL (1)

Control lever pos (ec/br)
L=---
H=82.0
ME speed command (final)

ME speed
X07526
<0-1>
ME operation : Start/stop (combi)
X02430
X02431
X02432
X02433
X02434
%
%
%
%
%
Autochief : Rpm/pitch com (actual)

Autochief : Rpm/pitch com (limit )
Autochief : Fuel link com (actual)
Autochief : Fuel link com (limit )
Autochief : Thermal index
Z02436
Z02437
<0-1>
<0-1>
Autochief : Rpm decrease

Autochief : Rpm increase
Z02440
Z02441
Z02435
<0-1>
<0-1>
<0-1>
Autochief : Scav air limit (load red)

Autochief : Torque limit (load red)
Autochief : Thermal limit (load red)
X02428
Autochief : Fuel link start value
N07110
rpm
Autochief speed command adjust (max)
X02421
<0-7>
Autochief state indication
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X02444
Z02454
Z02455
Z02456
Z02457
Z02460
<0-2> L=--<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
H=1.0
Autochief : Shut down

Shutd 1 : Low-low bearing LO press
Shutd 2 : Hig-hig thrust bearing temp
Shutd 3 : Hig-hig cyl coolw temp
Shutd 4 : ME overspeed
Shutd 5 : Turning gear engaged
X02445
Z02461
Z02462
Z02463
Z02464
Z02465
<0-2> L=--<0-1>
<0-1>
<0-1>
<0-1>
<0-8>
H=1.0
Autochief : Slow down

Slowd 1 : Low bearing LO press
Slowd 2 : High thrust bearing temp
Slowd 3 : Low piston cool oil flow
Slowd 4 : High scavenging air temp
Slowd 5 : Miscellaneous
X02446
Z02447
Z02450
Z02451
Z02452
Z02453
<0-2>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
H=1.0
Autochief : Fail
Fail 1 : Starting fail
Fail 2 : Reversing fail
Fail 3 : Braking fail
Fail 4 : Low start air pressure
Fail 5 : Low control air pressure
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50
L=---
X02470
<0-1>
ME auxil air blower auto
R02471
R02472
<0-1>
<0-1>
ME auxil air blower 1

ME auxil air blower 2
N02404
rpm
Fixed speed set point
X07527
X07530
<0-1>
<0-1>
ME operation : Direct fl control

ME operation : Locked fl control
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X01951
X01952
X01953
X01954
<0-1>
<0-1>
<0-1>
<0-1>
ME shut down prewarning

ME slow down prewarning
ME thermal load program active
ME scav air/torque limit active
X01961
X01962
X01963
X01964
<0-1>
<0-1>
<0-1>
<0-1>
ME shut down override

ME slow down override
ME thermal load program cancel
ME scav air/torque limit cancel
Z01960
Z01961
sec
sec
ME shut down count down time

ME slow down count down time
C01960
C01961
sec
sec
ME shut down prewarning time limit

ME slow down prewarning time limit
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C11921
C11922
C11923
C11924
C11925
C11931
C11932
C11933
C11934
C11935
<0-3>
<0-3>
<0-3>
<0-3>
<0-3>
<0-3>
<0-3>
<0-3>
<0-3>
<0-3>
AC SHD 1 spec : 1=no override,2=no delay

AC SHD 2 spec : (3=1+2)
AC SHD 3 spec :
AC SHD 4 spec :
AC SHD 5 spec :
AC SLD 1 spec : 1=no override,2=no delay
AC SLD 2 spec : (3=1+2)
AC SLD 3 spec :
AC SLD 4 spec :
AC SLD 5 spec :
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Page:1920 MD19** ME CONTROL SYSTEM EMERGENCY CONTROL
X07500
X07501
X07502
<0-2>
<0-2>
<0-2>
Responsibility transfer : Bridge

Responsibility transfer : ECR
Responsibility transfer : Local
X07503
X07504
<0-2>
<0-2>
Stand by telegraph : ECR stand by

Stand by telegraph : Finished w eng
X07510
X07511
X07512
X07513
X07514
X07515
X07516
X07517
X07520
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
Emergency telegraph : Full ahead

Emergency telegraph : Half ahead
Emergency telegraph : Slow ahead
Emergency telegraph : Deads ahead
Emergency telegraph : Stop
Emergency telegraph : Deads astern
Emergency telegraph : Slow astern
Emergency telegraph : Half astern
Emergency telegraph : Full astern
2.100 Page:1990 MD19** CONFIGURABLE PAGE

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2.101 Page:2000 MD20** ME POWER SYSTEM - MAIN

VARIABLES
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N06312
N03761
knot
rpm
Ship speed
Propeller speed
Q02004
E02005
E02007
E02006
kNm
MW
kW
kW
P02003
bar
ME mean effective pressure
X02010
G02011
G02012
%
ton/h
g/kWh

ME fuel oil consumption
ME fuel oil consumption (specific)
P01600
Z02013
Z01970
Z00518
bar
%
g/kWh
g/kWh

ME exhaust gas smoke content
ME NOx generation
ME exh SOx content
L=---
H=20.0
ME shaft torque
ME shaft power ( to propeller )
ME PTI power (from powerturbine)
ME PTO power (to shaftgenerator)
2.102 Page:2001 MD20** ME POWER SYSTEM - CYL

EXHAUST TEMP
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T02014
degC
ME mean cylinder exhaust temp
T02040
T02100
T02140
T02200
T02240
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
T02041
T02101
T02141
T02201
T02241
degC
degC
degC
degC
degC
L=-40.0 H=40.0
L=-40.0 H=40.0
L=-40.0 H=40.0
L=-40.0 H=40.0
L=-40.0 H=40.0
H=450.0
H=450.0
H=450.0
H=450.0
H=450.0

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COOLING
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T02044
T02104
T02144
T02204
T02244
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=65.0
H=65.0
H=65.0
H=65.0
H=65.0
ME cyl 1 oil outlet temp (piston)

T02043
T02103
T02143
T02203
T02243
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=90.0
H=90.0
H=90.0
H=90.0
H=90.0

(liner)
(liner)
(liner)
(liner)
(liner)

METAL TEMP
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54
T02046
T02106
T02146
T02206
T02246
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=200.0
H=200.0
H=200.0
H=200.0
H=200.0
ME cyl 1 liner temp

ME cyl 2 liner temp
ME cyl 3 liner temp
ME cyl 4 liner temp
ME cyl 5 liner temp
(mean)
(mean)
(mean)
(mean)
(mean)
T02045
T02105
T02145
T02205
T02245
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=250.0
H=250.0
H=250.0
H=250.0
H=250.0
ME cyl 1 cover temp

ME cyl 2 cover temp
ME cyl 3 cover temp
ME cyl 4 cover temp
ME cyl 5 cover temp
(mean)
(mean)
(mean)
(mean)
(mean)
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FUEL PUMPS
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X02010
X12001
X12030
%
<0-1>
%

Super-VIT system active
ME collective VIT index adjustment
X12031
X12032
X12033
X12034
X12035
X12041
X12042
X12043
X12044
X12045
mm
mm
mm
mm
mm
mm
mm
mm
mm
mm
ME cyl 1 VIT index adjustment

ME cyl 1 fuel index adjustment
X02064
X02124
X02164
X02224
X02264
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
ME cyl 1 FO pump (0=active

1=inactive)
1=inactive)
1=inactive)
1=inactive)
1=inactive)

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2.107 Page:2100 MD21** ME POWER SYSTEM - CYL 1

CONDITION (1)
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T02040
degC
L=---
H=450.0
T02042
T02043
T02044
degC
degC
degC
L=--L=--L=---
H=55.0
H=90.0
H=65.0
ME cyl 1 air inlet temp

ME cyl 1 wtr outlet temp (liner)
T02046
T02045
degC
degC
L=--L=---
H=200.0
H=250.0
ME cyl 1 liner temp (mean)

ME cyl 1 cover temp (mean)
G02050
kg/h
G02051
G02052
G02053
ton/h
ton/h
ton/h
ME cyl 1 FO flow
L=10.0 H=--L=5.0 H=---
ME cyl 1 air flow

ME cyl 1 oil flow
ME cyl 1 wtr flow
2.108 Page:2101 MD21** ME CYL 1 INDICATION

RESULT
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
56
E02056
kW
ME cyl 1 indicated power
(IKW)
P02065
P02066
X02067
X02070
bar
bar
deg
deg
ME cyl 1 combustion press (pmax)

ME cyl 1 compression press (pcompr)
ME cyl 1 time of ignition (tign)
ME cyl 1 time of max press (tmax)
P02071
P02072
X02073
X02074
bar
bar
deg
deg
ME cyl 1 injection open press (pinjo)

ME cyl 1 injection max press (pinjm)
ME cyl 1 time of injection (tinjo)
ME cyl 1 length of injection (linj)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:

CONDITION (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T02100
degC
L=---
H=450.0
T02102
T02103
T02104
degC
degC
degC
L=--L=--L=---
H=55.0
H=90.0
H=65.0

T02106
T02105
degC
degC
L=--L=---
H=200.0
H=250.0

G02110
kg/h
G02111
G02112
G02113
ton/h
ton/h
ton/h
ME cyl 2 FO flow
L=10.0 H=--L=5.0 H=---
ME cyl 2 air flow

ME cyl 2 oil flow
ME cyl 2 wtr flow
57
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

RESULT
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
E02116
kW
(IKW)
P02125
P02126
X02127
X02130
bar
bar
deg
deg

P02131
P02132
X02133
X02134
bar
bar
deg
deg


A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
58
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

CONDITION (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T02140
degC
L=---
H=450.0
T02142
T02143
T02144
degC
degC
degC
L=--L=--L=---
H=55.0
H=90.0
H=65.0

T02146
T02145
degC
degC
L=--L=---
H=200.0
H=250.0

G02150
kg/h
G02151
G02152
G02153
ton/h
ton/h
ton/h
ME cyl 3 FO flow
L=10.0 H=--L=5.0 H=---
ME cyl 3 air flow

ME cyl 3 oil flow
ME cyl 3 wtr flow

RESULT
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
E02156
kW
P02165
P02166
X02167
X02170
bar
bar
deg
deg

P02171
P02172
X02173
X02174
bar
bar
deg
deg

(IKW)
59
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:

CONDITION (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
60
T02200
degC
L=---
H=450.0
T02202
T02203
T02204
degC
degC
degC
L=--L=--L=---
H=55.0
H=90.0
H=65.0

T02206
T02205
degC
degC
L=--L=---
H=200.0
H=250.0

G02210
kg/h
G02211
G02212
G02213
ton/h
ton/h
ton/h
ME cyl 4 FO flow
L=10.0 H=--L=5.0 H=---
ME cyl 4 air flow

ME cyl 4 oil flow
ME cyl 4 wtr flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

RESULT
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
E02216
kW
(IKW)
P02225
P02226
X02227
X02230
bar
bar
deg
deg

P02231
P02232
X02233
X02234
bar
bar
deg
deg


A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
61
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

CONDITION (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T02240
degC
L=---
H=450.0
T02242
T02243
T02244
degC
degC
degC
L=--L=--L=---
H=55.0
H=90.0
H=65.0

T02246
T02245
degC
degC
L=--L=---
H=200.0
H=250.0

G02250
kg/h
G02251
G02252
G02253
ton/h
ton/h
ton/h
ME cyl 5 FO flow
L=10.0 H=--L=5.0 H=---
ME cyl 5 air flow

ME cyl 5 oil flow
ME cyl 5 wtr flow

RESULT
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
62
E02256
kW
(IKW)
P02265
P02266
X02267
X02270
bar
bar
deg
deg

P02271
P02272
X02273
X02274
bar
bar
deg
deg

Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.122 Page:2700 MD27** ME PISTON RING MONITOR

(1/2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X17100
<0-5>
ME cylinder display selector
X17001
X17002
X17003
X17004
%
%
%
%
ME cyl piston ring 1 sealing

N17001
N17002
N17003
N17004
%
%
%
%
ME cyl piston ring 1 movement

T17001
T17002
T17003
degC
degC
degC
ME cyl exhaust temperature

ME cyl cover metal temp (mean)
ME cyl liner metal temp (mean)
63
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.123 Page:2701 MD27** ME PISTON RING MONITOR

(2/2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X17000
C17000
<0-1>
<0-60>
ME piston ring auto wear

ME piston ring wear time factor
C17001
C17002
C17003
%
%
%
ME piston ring wear high (blowby start)

ME piston ring movement high (no wear)
ME piston ring movement low (alarm)
C17005
C17006
%
%
ME piston ring seal limit 1 (yellow)

ME piston ring seal limit 2 (red)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
64
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.125 Page:2900 MD29** ME BEARING SYSTEM CROSSH/CRANC

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P01302
T01350
T01351
bar
degC
degC
L=35.0 H=54.0
Main LO press inlet ME

T02060
T02120
T02160
T02220
T02260
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=70.0
H=70.0
H=70.0
H=70.0
H=70.0

T02061
T02121
T02161
T02221
T02261
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=---
H=70.0
H=70.0
H=70.0
H=70.0
H=70.0
ME cyl 1 crank bearing temp

2.126 Page:2901 MD29** ME BEARING SYSTEM MAIN /THRUST

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P01303
G01313
bar
ton/h
L=1.5
H=---

Main LO flow to ME bearings
T02340
T02341
T02342
T02343
T02344
T02345
degC
degC
degC
degC
degC
degC
L=--L=--L=--L=--L=--L=---
H=70.0
H=70.0
H=70.0
H=70.0
H=70.0
H=70.0

T02350
degC
L=---
H=75.0
ME thrust bearing temp (axial )
65
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.128 Page:5300 MD53** PROPELLER SERVO OIL

SYSTEM (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
66
R03740
R03741
<0-1>
<0-1>
Prop servo oil pump 1

Prop servo oil pump 2
P03700
P03701
P03702
bar
bar
bar
G03706
G03704
G03705
ton/h
ton/h
ton/h
Prop servo oil flow inlet filter

Prop servo oil flow inlet press CV
Prop servo oil flow inlet pitch CV
V03742
V03743
P03703
<0-1>
<0-1>
bar
Prop servo oil filter 1

Prop servo oil filter 2
Prop servo oil filter diff press
L03712
R03744
G03711
G03722
%
<0-1>
ton/h
ton/h
L=25.0 H=---
L=---
H=1.5
L=30.0 H=90.0
L=---
H=0.1
Prop servo oil press outlet pumps

Prop servo oil press inlet LOC
Prop servo oil tank level

Prop servo oil tank make-up pump
Prop servo oil tank make-up flow
Prop servo oil tank overflow (to bilge)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

SYSTEM (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T03713
T03734
T03721
degC
degC
degC
L=---
H=50.0
Prop servo oil tank temp

Prop servo oil temp inlet LOC
Prop servo oil temp outlet LOC
T03715
V03714
C03716
C03717
degC
%
%/degC
%
Prop servo oil temp contr set point

Prop servo oil temp contr valve pos
Prop servo oil temp contr gain
Prop servo oil temp contr bias
G03707
G03710
ton/h
ton/h
Prop servo oil flow inlet LOC

Prop servo oil flow bypass LOC
V03733
G03730
<0-1>
ton/h
Prop servo CW flow shut off valve

Prop servo CW flow outlet LOC
T03731
T03732
degC
degC
Prop servo CW temp inlet LOC

Prop servo CW temp outlet LOC

SYSTEM (3)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P03701
bar
L=25.0 H=---
P03725
V03724
bar
%
Prop servo oil press contr set point

Prop servo oil press contr valve pos
C03726
C03727
%/bar
%
Prop servo oil press contr gain

Prop servo oil press contr bias
67
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.131 Page:5310 MD53** PROPELLER PITCH

CONTROL
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X03767
Z03770
<0-1>
%
Propeller pitch local control

Propeller pitch local command
E03760
N03761
MW
rpm
Propeller power
Propeller speed
X03762
Q03763
Q03764
Z03765
P/D
tonm
ton
%
Propeller pitch
Propeller torque
Propeller thrust
Propeller cavitation index

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
68
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.133 Page:5400 MD54** STERN TUBE SYSTEM GRAVITY TANKS

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
R03560
R03561
<0-1>
<0-1>
Stern tube LO pump 1

Stern tube LO pump 2
X03556
X03557
<0-1>
<0-1>
Stern tube LO pump 1 auto

Stern tube LO pump 2 auto
V03563
V03564
<0-1>
<0-1>
Stern tube grav tank inlet (0,1)=(l,h)

Stern tube grav tank outlet (0,1)=(l,h)
L03452
T03455
G03471
G03472
G03473
%
degC
ton/h
ton/h
ton/h
L=40.0 H=---
Stern tube high grav tank level

Stern tube high grav tank temp
Stern tube high grav tank inlet flow
Stern tube high grav tank outlet flow
Stern tube high grav tank overflow
L03451
T03454
G03466
G03467
G03470
%
degC
ton/h
ton/h
ton/h
L=40.0 H=---
Stern tube low

Stern tube low
Stern tube low
Stern tube low
Stern tube low
grav tank level

grav tank temp
grav tank inlet flow
grav tank outlet flow
grav tank overflow
2.134 Page:5401 MD54** STERN TUBE SYSTEM BEARINGS

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X03565
<0-1>
L=---
H=1.0
Stern tube serious damage
T03552
T03553
degC
degC
L=--L=---
H=60.0
H=60.0
Stern tube fore bearing temp

Stern tube aft bearing temp
P03464
P03465
G03554
mWC
mWC
kg/h
L=1.5
H=11.0
Stern tube LO inlet press

Stern tube LO - SW diff press
Stern tube LO leakage ( oil pollution )
T03456
T03457
G03550
G03551
degC
degC
ton/h
ton/h
L03450
Z03555
%
%
R03562
G03475
G03476
<0-1>
ton/h
ton/h
Stern tube LO inlet temp

Stern tube LO outlet temp
Stern tube LO inlet flow
Stern tube LO return flow
L=30.0 H=90.0
L=--- H=30.0
Stern tube LO sump level

Stern tube LO contamination
L=---
Stern tube LO sump make-up pump

Stern tube LO sump make-up flow
Stern tube LO sump overflow (to bilge)
H=0.1
69
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.135 Page:5402 MD54** STERN TUBE SYSTEM - LO

COOLER
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T03453
degC
L=---
H=60.0
Stern tube LO sump temp
P03463
P03462
bar
bar
Stern tube LOC LO inlet press

Stern tube LOC LO outlet press
G03477
T03460
ton/h
degC
Stern tube LOC LO inlet flow

Stern tube LOC LO outlet temp
V03571
G03570
T03461
<0-1>
ton/h
degC
Stern tube LOC CW inlet valve

Stern tube LOC CW inlet flow
Stern tube LOC CW outlet temp
V03572
G03474
<0-1>
ton/h
Stern tube LO discharge valve

Stern tube LO discharge flow (to spill)
C03566
degC
Stern tube serious damage limit

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
70
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.137 Page:5600 MD56** SHIP PROPULSION SYSTEM

- HULL FORCES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
N06312
X06314
knot
nm
Ship speed
Ship pos
G06326
G06327
kg/h
kg/h
Total ME FO flow
Total DG FO flow (net)
X06334
X06335
X06336
%
m
deg
Ship load ( active )

Trim ( active )
Heel
( active )
X03771
<0-1>
Propeller type (0=small,1=big)
N03761
E03760
Z03766
Q03764
Q06331
rpm
MW
%
ton
ton
Propeller speed
Propeller power
Propeller efficiency
Propeller thrust
Ship hull drag force (total)
E06325
kg/Nm
Overall propulsion efficiency
2.138 Page:5601 MD56** SHIP PROPULSION SYSTEM

- STEERING GEAR
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
R06276
R06277
<0-1>
<0-1>
Steering gear servo pump 1

Steering gear servo pump 2
R06270
X06278
<0-1>
P/D
Bow thruster run (start/stop)

Bow thruster pitch
E06272
Q06273
I06279
kW
ton
A
Bow thruster power

Bow thruster force (lateral)
Bow thruster current
71
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.139 Page:5610 MD56** SHIP COURSE CONTROL

(1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
N06313
X06314
knot
nm
Ship speed (manual if isola)

Ship pos
X06300
<0-2>
Auto pilot
X06306
X06307
X06310
deg
deg
deg
Ship course command

Ship course (-180/180)
Ship course (0-360)
X06304
X06305
R06311
deg
deg
-
Rudder command
Rudder pos
Turning rate (l/r)
X06318
X06319
<0-1>
<0-1>
Emergency rudder control - Stbd (local)

Emergency rudder control - Port (local)
C06301
C06302
C06303
Autopilot course gain

Autopilot rate gain
Autopilot course deadband
2.140 Page:5611 MD56** SHIP COURSE CONTROL

(2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
72
X07041
<0-1>
Ship speed isolation (autopilot)
Q03764
Q06331
ton
ton
Propeller thrust
Ship hull drag force (total)
Q06332
Q06333
ton
ton
Ice resistance force

Wind resistance force
Z00770
N00766
X00767
X06315
Beauf
m/sec
deg
m
Weather condition (waves)

Wind force
( speed )
Wind direction (0-360 dgr)
Sea water depth
X06323
Draft ( mean )
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.142 Page:5700 MD57** SHIP LOAD CONDITION

(1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
M06316
X06320
kton
%
Ship load (deadweigth)

Ship load (relative)
X06321
X06322
X06323
m
m
m
Trim (by stern)

Heel (by stbd)
Draft ( mean )
M06360
M06361
M06362
M06363
M06364
ton
ton
ton
ton
ton
Spill oil tank content

HFO service tank content
DO service tank content
HFO settl tank 1 content
HFO settl tank 2 content
M06365
ton
DO storage tank content
M06367
ton
Distilled FW tank content
73
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

(2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
M06340
M06341
M06342
M06343
ton
ton
ton
ton
Aft bunker tank content

Port bunker tank content
Stbd bunker tank content
Fore bunker tank content
M06354
M06357
kton
kton
Total cargo load

Total SW load
M06355
M06356
ton
ton
Total HFO load

Total DO load
M06366
ton
LO storage tank content

(3)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
74
M10630
M10631
M10632
M10633
kton
kton
kton
kton
Cargo tank
Cargo tank
Cargo tank
Cargo tank
CT-1
CT-2
CT-3
CT-4
content
content
content
content
M10634
M10635
M10636
M10637
M10640
kton
kton
kton
kton
kton
Cargo tank
Cargo tank
Cargo tank
Cargo tank
Slop tank
WT-1-P content
WT-2-P content
WT-4-P content
WT-5-P content
WT-6-P content
M10641
M10642
M10643
M10644
M10645
kton
kton
kton
kton
kton
Cargo tank
Cargo tank
Cargo tank
Cargo tank
Slop tank
WT-1-S content
WT-2-S content
WT-4-S content
WT-5-S content
WT-6-S content
M10650
M10651
M10652
kton
kton
kton
Ballast tank fpeak content

Ballast tank WT-3-P content
Ballast tank WT-3-S content
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.146 Page:5800 MD58** SHIP VENTILATION

SYSTEMS ETC
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T00760
degC
Ambient air temperature
T00761
T00762
degC
degC
R00764
R00765
<0-1>
<0-1>
Eng room fan 1

Eng room fan 2
R00763
<0-2>
Control room air condition
R00772
R00773
<0-1>
<0-1>
Main refrigeration
Main air condition
R00774
R00775
<0-1>
<0-1>
Main air ventilation 1 (el load)

Main air ventilation 2 (el load)
L=---
H=40.0
Engine room air temp

Control room air temp
(el load)
(el load)
75
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.147 Page:5801 MD58** SHIP FIRE EXTINGUISHING

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Z00570
<0-2>
L=---
H=1.0
Fire detection engine area (2=serious)
Z00571
<0-2>
L=---
H=1.0
Fire detection deck area (2=serious)
Z00578
<0-1>
Fire alarm horn reset (sound off)
V00705
R00710
R00709
V00714
V00715
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
Bottom sea chest inlet valve

SW main fire pump 1
SW main fire pump 2
SW fire line supply valve
SW fire line water canon ( deck )
2.148 Page:5810 MD58** STEERING GEAR SYSTEM

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
76
P15801
P15802
bar
bar
Steering gear pump 1 discharge press

Steering gear pump 2 discharge press
P15803
P15804
bar
bar
Steering gear pump 1 press setpoint

Steering gear pump 2 press setpoint
P15805
P15806
P15807
P15808
bar
bar
bar
bar
Steering gear p1 chamber press

Steering gear s1 chamber press
Steering gear s2 chamber press
Steering gear p2 chamber press
P15809
P15810
bar
bar
P15821
P15822
P15823
P15824
bar
bar
bar
bar
L=--L=---
H=1.5
H=1.5

Steering gear p1 to s1 rlf valve open press
Steering gear s1 to p1 rlf valve open press
Steering gear p2 to s2 rlf valve open press
Steering gear s2 to p2 rlf valve open press
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
G15801
G15802
ton/h
ton/h
Steering gear pump 1 oil flow

Steering gear pump 2 oil flow
G15803
G15804
ton/h
ton/h
Steering gear filter 1 oil flow

Steering gear filter 2 oil flow
G15805
G15806
ton/h
ton/h
Steering gear pump 1 flow to s chambers

Steering gear pump 1 flow to p chambers
G15807
G15808
ton/h
ton/h
Steering gear pump 2 flow to p chambers

Steering gear pump 2 flow to s chambers
T15801
T15802
degC
degC
L=--L=---
H=50.0
H=50.0


A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
L15801
L15802
%
%
L=50.0 H=95.0
L=50.0 H=95.0

L15803
L15804
%
%
L=50.0 H=--L=50.0 H=---

L15810
L15811
L15812
%
%
%
Steering gear stby start level switch pos

Steering gear stop pump1 level switch pos
Steering gear stop pump2 level switch pos
X15802
X15803
deg
deg
Steering gear contr - Start hysteresis

Steering gear contr - Stop hysteresis
X15801
<0-1>
Steering gear safematic valve
V15801
V15802
%
%
Steering gear 1 press control valve pos

Steering gear 2 press control valve pos
77
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V15803
V15804
V15805
V15806
<0-1>
<0-1>
<0-1>
<0-1>
Steering gear 1 p shut off valve

Steering gear 1 s shut off valve
Steering gear 2 p shut off valve
Steering gear 2 s shut off valve
V15807
V15808
<0-1>
<0-1>
Steering gear 1 bypass valve

Steering gear 2 bypass valve
V15809
V15810
V15811
V15812
<0-1>
<0-1>
<0-1>
<0-1>
Steering gear 1 s to p relief valve

Steering gear 1 p to s relief valve
Steering gear 2 p to s relief valve
Steering gear 2 s to p relief valve
V15813
V15814
V15815
V15816
V15817
V15818
V15819
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
Steering gear oil sump 1 drain valve

Steering gear oil sump 2 drain valve
Steering gear exp tank 1 drain valve
Steering gear exp tank 2 drain valve
Steering gear exp tank 1 shut off valve
Steering gear exp tank 2 shut off valve
Steering gear exp tank make-up valve

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
78
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.153 Page:6000 MD60** START AIR RECEIVER

SYSTEM (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P04300
G04316
V04460
V04462
bar
L=22.0 H=32.0
kg/h
<0-1>
<0-1>

Start air receiver 1 inlet flow
Start air receiver 1 inlet valve
Start air receiver 1 outlet valve
P04301
G04317
V04461
V04463
bar
kg/h
<0-1>
<0-1>

Start air receiver 2 inlet flow
Start air receiver 2 inlet valve
Start air receiver 2 outlet valve
P04302
P04303
G04427
bar
bar
kg/h
P04421
P04425
P04426
bar
bar
bar
L=22.0 H=32.0
Start air rec inlet line press

Start air rec outlet line press
Start air leakage (basic)
L=10.0 H=--L=10.0 H=---
ME start air supply press

2.154 Page:6001 MD60** START AIR RECEIVER

SYSTEM (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V04511
V04515
V04516
<0-1>
<0-1>
<0-1>
Z04312
V04447
V04446
G04361
G04370
%
<0-1>
<0-1>
kg/h
kg/h
Z04313
V04451
V04450
G04362
G04371
%
<0-1>
<0-1>
kg/h
kg/h
ME start air supply valve

DG 1 start air supply valve
DG 2 start air supply valve
L=---
H=50.0
L=---
H=1.0
L=---
H=50.0
L=---
H=1.0

Start air receiver 1 drain valve
Start air rec 1 drain valve flow
Start air rec 1 safety valve flow
Start air receiver 2 drain valve
Start air rec 2 drain valve flow
Start air rec 2 safety valve flow
79
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.155 Page:6002 MD60** SERV AIR RECEIVER

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P04306
G04322
bar
kg/h
L=5.0
H=8.0
V04452
G04323
V04410
<0-1>
kg/h
%
Serv air receiver make-up valve

Serv air receiver make-up flow
Serv air press contr valve pos
V04464
V04465
G04431
<0-1>
<0-1>
kg/h
Serv air receiver inlet valve

Serv air receiver outlet valve
Serv air flow
V04466
P04311
G04430
<0-1>
bar
kg/h
Z04314
V04455
V04454
G04363
G04372
%
<0-1>
<0-1>
kg/h
kg/h
L=2.5
H=4.5
L=---
H=50.0
L=---
H=1.0

Serv air compr flow
Control air drier/press red valve

Control air pressure
Control air flow
Serv
Serv
Serv
Serv
Serv
air receiver water content

air receiver drain valve
air receiver safety valve
air rec drain valve flow
air rec safety valve flow
2.156 Page:6003 MD60** START AIR COMPRESSOR 1

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
80
P04302
bar
X04503
R04470
<0-3>
<0-1>
G04320
kg/h
P04335
bar
V04440
G04325
T04331
T04342
<0-1>
ton/h
degC
degC
V04441
Z04350
G04355
<0-1>
%
kg/h

L=---
H=1.0

Start air compr 1 start/stop
Start air compr 1 air flow
L=1.5
H=---
L=---
H=90.0
Start air compr 1 wtr shut off valve

Start air compr 1 coolw flow
Start air compr 1 coolw outlet temp
L=---
H=80.0
Start air compr 1 airc drain valve

Start air compr 1 airc drain flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.157 Page:6004 MD60** START AIR COMPRESSOR 2

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P04302
bar
X04504
R04471
<0-3>
<0-1>
G04321
kg/h
P04336
bar
V04442
G04326
T04332
T04343
<0-1>
ton/h
degC
degC L=---
V04443
Z04351
G04356
<0-1>
%
kg/h
L=---
H=1.0

Start air compr 2 start/stop
Start air compr 2 air flow
L=1.5
L=---
H=---
H=90.0
Start air compr 2 wtr shut off valve

Start air compr 2 coolw flow
Start air compr 2 coolw outlet temp
H=80.0
Start air compr 2 airc drain valve

Start air compr 2 airc drain flow
2.158 Page:6005 MD60** SERVICE AIR COMPRESSOR

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P04307
bar
X04505
R04472
<0-3>
<0-1>
G04322
kg/h
P04337
bar
V04444
G04327
T04333
T04344
<0-1>
ton/h
degC
degC
V04445
Z04352
G04357
<0-1>
%
kg/h
Serv air inlet line press

L=---
H=1.0
Serv air compr trip (temp,press,curr)

Serv air compr start/stop
Serv air compr flow
L=1.5 H=---
Serv air compr LO inlet press
L=---
H=90.0
Serv
Serv
Serv
Serv
L=---
H=80.0
air compr wtr shut off valve

air compr coolw flow
air compr coolw outlet temp
air compr air outlet temp
Serv air compr airc drain valve

Serv air compr airc water content
Serv air compr airc drain flow
81
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.159 Page:6006 MD60** AIR RECEIVER SAFETY

VALVE DATA
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P04300
P04301
P04306
bar
bar
bar
L=22.0 H=32.0
L=22.0 H=32.0
L=5.0 H=8.0

C04400
C04401
bar
bar
Start air rec 1 safety open press

Start air rec 1 safety close press
C04402
C04403
bar
bar
Start air rec 2 safety open press

Start air rec 2 safety close press
C04404
C04405
bar
bar
Serv air safety valve open press

Serv air safety valve close press
C04411
bar
Serv air press contr valve set point

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
82
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.161 Page:6100 MD61** FRESH WATER GENERATOR

- EJECTOR SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
R06720
V06721
V06732
<0-1>
<0-1>
<0-1>
Ejector pump
Ejector pump suction valve
Ejector pump overboard valve
P06660
bar
G06643
ton/h
Ejector pump flow (total)
G06647
G06650
ton/h
ton/h
Ejector drive flow

(total)
Ejector discharge flow (total)
G06651
Z06655
T06656
ton/h
%
degC
Ejector brine flow

Ejector brine flow salinity
Ejector brine flow temperature
G06652
Z06653
kg/h
%
Ejector suction flow

Ejector suction flow air content
Z06712
T06711
%
degC
Ejector pump SW inlet salinity

Ejector pump SW inlet temp
L=4.0
H=---
Ejector pump discharge pressure

- SW FEED
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V06731
<0-1>
Vacuum breaker valve (air inlet)
V06722
V06723
<0-1>
<0-1>
Fresh w gen heater feed shut off valve

Fresh w gen heater drain valve
G06644
C06724
ton/h
<0-2>
Fresh w gen evap feed line flow

Fresh w gen evap feed orifice size
G06645
G06646
ton/h
ton/h
Fresh w gen heater feed flow

Fresh w gen heater drain flow
83
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

- HEATING
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V06733
V06734
V06735
<0-1>
<0-1>
%
Fresh w gen FW inlet shut off valve

Fresh w gen FW outlet shut off valve
Fresh w gen FW bypass valve
G06700
G06702
ton/h
ton/h
Fresh w gen bypass flow

Fresh w gen heating flow
T06703
T06704
T06701
degC
degC
degC
E06713
kW
Fresh w gen heater heat transfer
L06670
G06645
%
ton/h
Fresh w gen heater brine level

Fresh w gen heater feed flow
G06654
ton/h
Fresh w gen boiling flow (vapor)
V06767
<0-1>
FWG evaporator vent valve
L=40.0 H=---
Fresh w gen heating flow inlet temp

Fresh w gen heating flow outlet temp
Fresh w gen heating flow return temp

- COOLING
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
84
V06736
V06737
G06706
<0-1>
%
ton/h
Fresh w gen cooling shut off valve

Fresh w gen cooling flow adjust valve
Fresh w gen cooling flow
T06707
T06710
degC
degC
V06768
<0-1>
FWG condenser vent valve
E06714
kW
Fresh w gen cooler heat transfer
L06671
T06673
Z06672
%
degC
ppm
L=---
H=90.0
Fresh w gen cooler distillate level

Fresh w gen cooler distillate temp
Fresh w gen cooler distillate salinity
P06661
bara
L=---
H=0.5
L=---
H=100.0
Fresh w gen cooling flow inlet temp

Fresh w gen cooling flow outlet temp
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

- DISTILLATE
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
G06640
M06657
Z06674
ton/h
ton
ppm
R06725
P06664
<0-1>
bar
Distillate pump
Distillate pump discharge pressure
G06642
G06641
ton/h
ton/h
Distillate flow from fresh w gen

Distillate recirc to fresh w gen
X06676
C06675
C06677
<0-2>
ppm
ppm
Salinity control auto select

Salinity control recirc limit (stop )
Salinity control recirc limit (start)
V06727
V06726
<0-1>
<0-1>
Distillate discharge valve

Distillate recirc valve
L=---
H=15.0
Produced fresh water flow

Produced fresh water flow (total)
Produced fresh water flow salinity

- LOAD CONTROL
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X06747
<0-1>
Evap load control
V06730
<0-1>
Evap load control valve (air inlet)
C06745
C06746
bara
bara
Evap load control press limit (start)

Evap load control press limit (stop )
P06661
P06663
bara
bara
L=---
H=0.5

Fresh w gen pressure ( air )
85
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

- ISOLATION
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X06744
<0-1>
Fresh w gen isolation
G06740
T06742
ton/h
degC
Fresh w gen FW flow at isola (total)

Fresh w gen FW temp at isola (inlet)
G06741
T06743
ton/h
degC
Fresh w gen SW flow at isola (total)

Fresh w gen SW temp at isola (inlet)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
86
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.169 Page:6200 MD62** SLUDGE TANK /

INCINERATOR
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
L06432
L06427
L06433
G06434
m
m
m
ton/h
L=---
H=1.5
Sludge tank
Sludge tank
Sludge tank
Sludge tank
level (total)
level (oil only)
oil/wtr interface
overflow
G06435
G06436
ton/h
ton/h
Sludge tank influx

Sludge tank influx
G06430
V06431
ton/h
<0-1>
Sludge tank outlet flow

Sludge tank suction valve
G06455
Z06462
R06441
X06442
G06440
V06448
X06449
R06443
G06444
ton/h
%
<0-2>
<0-2>
ton/h
<0-1>
<0-1>
<0-2>
ton/h
Bilge sep sludge flow

Bilge sep sludge flow oil content
Incinerator pump
Incinerator flame
Incinerator flow
Sludge to shore valve
Sludge pipe shore connection
Sludge to shore pump
Sludge to shore flow
(wtr)
(oil)
2.170 Page:6201 MD62** BILGE WELL SYSTEM LEVELS

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L06400
Z06401
G06402
V06403
m
%
ton/h
<0-1>
L=---
H=0.5
Aft
Aft
Aft
Aft
bilge well level

bilge well oil content
bilge well outlet flow
bilge well suction valve
L06422
Z06423
G06424
V06425
m
%
ton/h
<0-1>
L=---
H=0.5
Fore
Fore
Fore
Fore
bilge well level

bilge well oil content
bilge well outlet flow
bilge well suction valve
L06405
Z06407
G06410
V06411
m
%
ton/h
<0-1>
L=---
H=0.5
Eroom bilge well level

Eroom bilge well oil content
Eroom bilge well outlet flow
Eroom bilge well suction valve
L06414
Z06415
G06416
V06417
m
%
ton/h
<0-1>
L=---
H=0.5
Refrig. bilge well level

Refrig. bilge well oil content
Refrig. bilge well outlet flow
Refrig. bilge well suction valve
87
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

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2.172 Page:6300 MD63** BILGE SEPARATOR (1)

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88
R06470
<0-1>
Bilge sep pump start/stop
V06472
V06473
V06474
V06479
V06494
V06495
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
Bilge sep overboard valve

Bilge sep recirc valve
Bilge sep sludge valve
Bilge sep by-pass valve
Bilge sep overboard stop valve
Bilge sep to clean water tank manual valve
G06452
G06451
G06453
G06454
G06455
ton/h
ton/h
ton/h
ton/h
ton/h
Bilge sep overboard flow

Bilge sep clean bilge flow
Bilge sep inlet flow
Bilge sep outlet flow
Bilge sep sludge flow
Z06463
Z06460
Z06462
ppm
%
%
L=---
H=15.0
Bilge sep flow oil ppm (measuring cell)

Bilge sep inlet flow oil content
Bilge sep sludge flow oil content
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.173 Page:6301 MD63** BILGE SEPARATOR (2)

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X06481
X06482
<0-1>
<0-1>
Bilge sep auto switch

Bilge sep trip indication
X06475
E06467
T06466
L06465
<0-1>
kW
degC
%
Bilge sep heater switch

Bilge sep heater power
Bilge sep oil/water settling temp
Bilge sep oil/water interface level
C06464
ppm
X06496
L06488
L06489
m
m
L=65.0 H=95.0
L=--- H=40.0
Bilge sep recirc

L=---
H=20.0
ppm limit
Bilge pump auto time on (% of offtime)

Bilge sep pump start limit
Bilge sep pump stop limit
2.174 Page:6302 MD63** CLEAN BILGE WATER TANK

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R:
S:
T:
L=---
H=0.8
Clean bilge water tank level
L06490
Z06491
Clean bilge water tank oil content
G06451
G06492
ton/h
ton/h
Bilge sep clean bilge flow

Clean bilge water tank outlet flow
V06493
<0-1>
Clean bilge water tank suction valve
V06494
V06495
<0-1>
<0-1>
Bilge sep overboard stop valve

Bilge sep to clean water tank manual valve
89
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

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2.176 Page:6400 MD64** REFRIG SYSTEM COMPRESSOR

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T:
90
X06524
<0-5>
L=---
H=1.0
Refrig comp trip indication
X06523
R06525
<0-3>
<0-1>
E06533
Z06534
kW
%
L=---
P06527
P06530
Z06531
bar
bar
-
L=--- H=15.0
L=-0.7 H=---
Refrig comp discharge press

Refrig comp suction press
Refrig comp pressure ratio
T06532
G06526
degC
kg/s
L=---
Refrig comp discharge temp

Refrig comp discharge flow
T06567
P06571
degC
bar
L=10.0 H=55.0
L=1.5 H=---

T06535
degC
L=---
Refrig comp thrust bearing temp
Refrig comp start inhibit

Refrig comp start
H=230.0
H=90.0
H=80.0

Refrig comp efficiency (overall)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.177 Page:6401 MD64** REFRIG SYSTEM CONDENSER

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T:
P06500
L06501
bar
%
T06502
G06503
degC
kg/s
L=--L=---
H=29.0
H=40.0
Refrig condenser pressure

Refrig condenser level
Refrig cond condensate temp
Refrig cond condensate flow
2.178 Page:6402 MD64** REFRIG SYS -EVAPORATOR

CARGO H / PROV S
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T:
X06521
Z06522
P06511
L06512
G06513
T06514
Z06515
T06516
%
%
bar
%
kg/s
degC
%
degC
X16521
Z16522
P16511
L16512
G16513
T16514
Z16515
T16516
%
%
bar
%
kg/s
degC
%
degC
C16635
L=-0.7 H=--L=--- H=50.0
L=3.0
L=---
H=6.0
H=50.0
L=--L=---
H=--H=---
Refrig cargo hold evap exp valve pos

Refrig cargo hold evap exp v spring force
Refrig cargo hold evap pressure
Refrig cargo hold evap liquid content
Refrig cargo hold evap liq flow (inlet)
Refrig cargo hold evap vapor temp
Refrig cargo hold evap vapor drop content
Refrig cargo hold evap vapor superheat
Refrig prov store evap exp valve pos

Refrig prov store evap exp v spring force
Refrig prov store evap pressure
Refrig prov store evap liquid cont
Refrig prov store evap liq flow (inlet)
Refrig prov store evap vapor temp
Refrig prov store evap vapor drop content
Refrig prov store evap vapor superheat
Refrig prov store evap press control setp
91
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.179 Page:6403 MD64** REFRIG SYSTEM - LIQUID

RECEIVER
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T:
L06542
L=10.0 H=80.0
Refrig receiver level
V06543
V06544
V06545
<0-1>
<0-1>
<0-1>
Refrig receiver inlet valve

Refrig receiver outlet valve
Refrig receiver vapor valve
V06546
G06547
<0-1>
kg/s
Refrig liquid make-up valve

Refrig liquid make-up flow
X06613
<0-1>
Refrigerant selection (0=R22,1=R12)
2.180 Page:6404 MD64** REFRIG SYSTEM - COMPR

LO SYSTEM
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92
R06565
P06566
<0-1>
bar
Refrig comp LO circ pump

Refrig comp LO circ pump press
T06536
L06537
degC
%
T06567
G06570
P06571
degC
kg/s
bar
P06572
P06573
bar
bar
Refrig comp LO cooler press drop

Refrig comp LO filter press drop
R06564
<0-1>
Refrig comp LO make up pump
L=20.0 H=80.0
L=10.0 H=55.0
L=1.5
H=---
Refrig comp oil sep oil temp

Refrig comp oil sep oil level
Refrig comp LO inlet flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.181 Page:6405 MD64** REFRIG SYSTEM - SW

SUPPLY
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X06602
<0-1>
Refrig syst el supply isolA
X06604
T06603
<0-1>
degC
Refrig syst SW supply isolA

Refrig syst SW supply temp
R06576
R06577
<0-1>
<0-1>
Refrig syst SW supply pump 1

Refrig syst SW supply pump 2
V06605
G06606
T06504
%
ton/h
degC
L=---
H=40.0
Refrig cond SW flow valve pos

Refrig cond SW flow
Refrig cond SW outlet temp
P06510
bar
L=---
H=1.5
Refrig cond SW diff pressure
V06607
G06610
T06575
<0-1>
ton/h
degC
Refrig comp LOC SW shut off valve

Refrig comp LOC SW flow
Refrig comp LOC SW outlet temp
2.182 Page:6406 MD64** REFRIG SYSTEM MISCELLANEOUS

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R:
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T:
X06633
<0-2>
Refrig evap defrost command
Z06517
X06626
Z06627
%
<0-1>
%
L=---
H=---
Refrig cargo hold evap surface ice

Ice build-up ok cargo hold
Ice build-up rate cargo hold
Z16517
X16626
Z16627
%
<0-1>
%
L=---
H=---
Refrig prov store evap surface ice

Ice build-up ok prov store
Ice build-up rate prov store
E06541
kW
Refrig comp power limit
93
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.183 Page:6410 MD64** REFRIG SYSTEM CAPACITY CONTROL

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S:
T:
X06615
Z06616
<0-1>
%
Refrig temp contr auto switch

Refrig temp contr manual output
T06614
T06620
Z06621
degC
degC
%
Refrig temp contr set point

Refrig temp contr input signal
Refrig temp contr output signal
X06540
Refrig comp capacity index
X06617
<0-1>
Refrig temp contr hw PID select
C06622
C06623
C06624
C06625
%/degC
sec
sec
<0-10>
Refrig temp contr

Refrig temp contr
Refrig temp contr
Refrig temp contr
gain
integration time
derivation time
derivation range
2.184 Page:6420 MD64** REFRIG SYSTEM -CARGO

HOLD / HEAT FLUXES
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T:
94
Z06551
Refrig cargo hold temp speed up factor
R06561
R06562
E06560
<0-1>
<0-1>
kW
Refrig cargo hold air fan 1 (small)

Refrig cargo hold air fan 2 ( big )
Refrig cargo hold air fan power
T06554
T06553
M06552
degC
degC
ton
H06520
kW
Refrig cargo hold evap transf heat (total)
Z06555
H06556
%
kW
Refrig cargo hold heat load setting (extra)

Refrig cargo hold heat load
(extra)
T00760
degC
L=-35.0 H=-25.0
Refrig cargo hold air temp

Refrig cargo hold cargo temp
Refrig cargo hold cargo mass
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.185 Page:6421 MD64** REFRIG SYSTEM -PROV

STORE / HEAT FLUXES
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L:
M:
N:
O:
P:
Q:
R:
S:
T:
R16561
<0-1>
T16554
T16553
M16552
degC
degC
ton
H16520
kW
Refrig prov store air fan
L=2.0
H=8.0
Refrig prov store air temp

Refrig prov store cargo temp
Refrig prov store cargo mass
Refrig prov store evap transf heat (total)
2.186 Page:6422 MD64** REFRIG SYSTEM PERFORMANCE

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N:
O:
P:
Q:
R:
S:
T:
Z06630
Z06631
Refrig performance factor (actual)

Refrig performance factor (ideal)
Z06632
Refrig overall efficiency
E06533
kW
H06520
H16520
kW
kW
Refrig cargo hold evap transf heat (total)

Refrig prov store evap transf heat (total)
H06505
H06574
kW
kW
Refrig cond transferred heat

Refrig comp transferred heat (LOC)
X06613
X06602
<0-1>
<0-1>
Refrigerant selection (0=R22,1=R12)

Refrig syst el supply isolA
L=---
H=230.0
95
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

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2.188 Page:6500 MD65** WASTE HEAT RECOVERY THERMAL OIL CIRC

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P:
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R:
S:
T:
96
R10660
R10661
<0-1>
<0-1>
P10667
G10662
bar
ton/h
T10663
T10664
degC
degC
P10670
T10666
T10665
bar
degC
degC
G10671
G10672
ton/h
ton/h
Thermal oil circ pump 1

Thermal oil circ pump 2
L=3.5
H=---
Thermal oil circ pump press

Thermal oil circ pump flow
Thermal oil temp inlet airc 1/2
Thermal oil temp outlet airc 1/2
L=--L=---
H=--H=---
Thermal oil supply line press

Thermal oil supply line temp
Thermal oil return line temp
Thermal oil supply line flow
Thermal oil bypass line flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.189 Page:6501 MD65** WASTE HEAT RECOVERY SERV TANK HEATING

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F:
G:
H:
I:
J:
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L:
M:
N:
O:
P:
Q:
R:
S:
T:
V10704
G10700
G10701
%
ton/h
ton/h
Thermal oil flow valve HFO serv tank

Thermal oil flow inlet HFO serv tank
Thermal oil flow bypass HFO serv tank
T10702
T10703
T10704
degC
degC
dgrC
Thermal oil temp inlet HFO serv tank

Thermal oil temp outlet HFO serv tank
Thermal oil temp setp. HFO serv tank
V10754
G10750
G10751
%
ton/h
ton/h
Thermal oil flow valve DO serv tank

Thermal oil flow inlet DO serv tank
Thermal oil flow bypass DO serv tank
T10752
T10753
T10754
degC
degC
dgrC
Thermal oil temp inlet DO serv tank

Thermal oil temp outlet DO serv tank
Thermal oil temp setp. DO serv tank
2.190 Page:6502 MD65** WASTE HEAT RECOVERY SETTL TANK HEATING

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L:
M:
N:
O:
P:
Q:
R:
S:
T:
V10714
G10710
G10711
%
ton/h
ton/h
Thermal oil flow valve HFO settl tank 1

Thermal oil flow inlet HFO settl tank 1
Thermal oil flow bypass HFO settl tank 1
T10712
T10713
T10714
degC
degC
dgrC
Thermal oil temp inlet HFO settl tank 1

Thermal oil temp outlet HFO settl tank 1
Thermal oil temp setp. HFO settl tank 1
V10724
G10720
G10721
%
ton/h
ton/h
Thermal oil flow valve HFO settl tank 2

Thermal oil flow inlet HFO settl tank 2
Thermal oil flow bypass HFO settl tank 2
T10722
T10723
T10724
degC
degC
dgrC
Thermal oil temp inlet HFO settl tank 2

Thermal oil temp outlet HFO settl tank 2
Thermal oil temp setp. HFO settl tank 2
97
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.191 Page:6503 MD65** WASTE HEAT RECOVERY BUNKER TANK HEATING

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V10734
G10730
G10731
%
ton/h
ton/h
Thermal oil flow valve aft bunker tank

Thermal oil flow inlet aft bunker tank
Thermal oil flow bypass aft bunker tank
T10732
T10733
T10734
degC
degC
dgrC
Thermal oil temp inlet aft bunker tank

Thermal oil temp outlet aft bunker tank
Thermal oil temp setp. aft bunker tank
V10744
G10740
G10741
%
ton/h
ton/h
Thermal oil flow valve fore bunker tank

Thermal oil flow inlet fore bunker tank
Thermal oil flow bypass fore bunker tank
T10742
T10743
T10744
degC
degC
dgrC
Thermal oil temp inlet fore bunker tank

Thermal oil temp outlet fore bunker tank
Thermal oil temp setp. fore bunker tank
2.192 Page:6510 MD65** WASTE HEAT RECOVERY TO COOLER

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
98
X10780
Z10780
T10780
<0-1>
%
dgrC
TO cooler temp contr auto switch

TO cooler temp contr manual output
TO cooler temp contr set point
C10781
C10782
C10783
C10784
%/dgrC
sec
sec
<0-10>
TO cooler temp contr

V10781
G10780
G10781
%
ton/h
ton/h
Thermal oil cooler bypass valve

Thermal oil cooler inlet flow
Thermal oil cooler bypass flow
gain
integration time
derivation time
derivation range
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.193 Page:6511 MD65** WASTE HEAT RECOVERY RECIRC CONTROL

A:
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C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X10676
V10675
<0-1>
%
Thermal oil supply line recirc valve auto

Thermal oil supply line recirc valve pos
T10675
degC
Thermal oil supply line recirc set point
C10676
C10677
%/degC
%
Thermal oil supply line recirc gain

Thermal oil supply line recirc bias
G10671
G10672
ton/h
ton/h
Thermal oil supply line flow

Thermal oil bypass line flow
2.194 Page:6520 MD65** WASTE HEAT RECOVERY AIR COOLERS

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T10663
degC
Thermal oil temp inlet airc 1/2
V10764
G10763
T10762
<0-1>
ton/h
degC
WHR airc 1 THO shut off valve

WHR airc 1 THO inlet flow
WHR airc 1 THO outlet temp
T10760
T10761
degC
degC
WHR airc 1 air inlet temp

WHR airc 1 air outlet temp
V10774
G10773
T10772
<0-1>
ton/h
degC
WHR airc 2 THO shut off valve

WHR airc 2 THO inlet flow
WHR airc 2 THO outlet temp
T10770
T10771
degC
degC
WHR airc 2 air inlet temp

WHR airc 2 air outlet temp
99
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.195 Page:6521 MD65** WASTE HEAT RECOVERY HEAT TRANSFER

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E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Z10766
Z10776
%
%
WHR airc 1 temp efficiency

WHR airc 2 temp efficiency
H10765
H10775
kW
kW
WHR airc 1 transferred heat

WHR airc 2 transferred heat
H10706
H10716
H10726
H10736
H10746
H10756
H10780
kW
kW
kW
kW
kW
kW
kW
Thermal oil heat to HFO serv tank

Thermal oil heat to HFO settl tank 1
Thermal oil heat to HFO settl tank 2
Thermal oil heat to aft bunker tanks
Thermal oil heat to fore bunker tank
Thermal oil heat to DO serv tank
Thermal oil heat to cooler

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
100
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.197 Page:6700 MD67** FRESH W SANITARY HYDROPHORE PUMPS

A: R09508
B: R09509
C:
D: X09540
E: X09542
F:
G: P09582
H: P09583
I:
P09584
LIMIT
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
<0-1>
<0-1>
HYDROPHORE PUMP 1
HYDROPHORE PUMP 2
<0-2>
<0-1>
HYDROPHORE PUMPS AUTO/MAN

HYDROPHORE PUMPS MASTER SEL (0=cycl,...)
bar
bar
bar
HYDROPHORE PUMPS START LIMIT

HYDROPHORE PUMPS STOP LIMIT
HYDROPHORE PUMPS MASTER CHANGEOVER
2.198 Page:6701 MD67** FRESH W SANITARY HYDROPHORE TANK

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
L09512
T09513
P09511
%
dgrC
bar
L=20.0 H=90.0
G09510
G09537
ton/h
ton/h
HYDROPHORE TANK INLET FLOW

HYDROPHORE TANK OUTLET FLOW
V09514
<0-1>
HYDROPHORE TANK OUTLET VALVE
V09515
G09545
<0-1>
kg/h
HYDROPHORE TANK SAFETY VALVE

HYDROPHORE TANK SAFETY VALVE AIR FLOW
V09596
G09544
<0-1>
kg/h
HYDROPHORE TANK AIR VENT VALVE

HYDROPHORE TANK VENT AIR FLOW
V09516
P09546
G09543
<0-1>
bar
kg/h
HYDROPHORE TANK AIR SHUT OFF VALVE

HYDROPHORE TANK AIR RED VALVE PRESS SETP
HYDROPHORE TANK MAKE UP AIR FLOW
L=2.2
H=5.5
HYDROPHORE TANK LEVEL

HYDROPHORE TANK TEMPERATURE
HYDROPHORE TANK PRESSURE
101
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.199 Page:6702 MD67** FRESH W SANITARY HYDROPHORE TANK

A: P09580
B: P09581
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
bar
bar
HYDROPHORE TANK SAFETY VALVE OPEN LIMIT

HYDROPHORE TANK SAFETY VALVE CLOSE LIMIT
2.200 Page:6703 MD67** FRESH W SANITARY - HOT

WATER TANK
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
102
P09524
T09525
bar
dgrC
L=0.5 H=4.0
L=40.0 H=90.0
HOT WATER TANK PRESSURE

HOT WATER TANK TEMPERATURE
V09520
P09597
<0-1>
bar
HOT WATER TANK INLET SHUT OFF VALVE

HOT WATER RED VALVE PRESSURE SET POINT
G09539
ton/h
HOT WATER TANK INLET FLOW
V09523
R09526
G09551
G09527
<0-1>
<0-1>
ton/h
ton/h
HOT WATER TANK OUTLET SHUT OFF VALVE

HOT WATER RECIRC PUMP
HOT WATER CONSUME
HOT WATER RECIRC TANK INLET FLOW
V09522
P09587
<0-1>
bar
HOT WATER TANK SAFETY VALVE

HOT WATER TANK SAFETY VALVE OPEN LIMIT
G09572
G09573
ton/h
ton/h
SANITARY HOT WATER CONSUME (const)

SANITARY HOT WATER CONSUME (random)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.201 Page:6704 MD67** FRESH W SANITARY - HEAT

CONTROL
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X09531
E09530
X09550
<0-1>
kW
<0-1>
HOT WATER TANK EL HEATER ON/OFF

HOT WATER TANK EL HEATER POWER
HOT WATER TANK EL HEATER SWITCH
T09585
T09586
dgrC
dgrC
HOT WATER TANK THERMO SWITCH ON LIMIT

HOT WATER TANK THERMO SWITCH OFF LIMIT
V09553
V09528
<0-1>
%
HOT WATER TANK STEAM SHUT OFF VALVE

HOT WATER TANK STEAM CONTROL VALVE
G09529
ton/h
HOT WATER TANK STEAM FLOW
T09591
C09590
C09592
degC
%/degC
%
HOT WATER TANK STEAM CONTR. SET POINT

HOT WATER TANK STEAM CONTR. GAIN
HOT WATER TANK STEAM CONTR. BIAS
2.202 Page:6705 MD67** FRESH W SANITARY CONSUME

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V09518
G09519
<0-1>
ton/h
COLD WATER CONSUMERS SHUT OFF VALVE

COLD WATER FLOW TO CONSUMERS
V09532
P09598
<0-1>
bar
DRINKING WATER INLET SHUT OFF VALVE

DRINKING WATER RED VALVE PRESS SET POINT
P09534
G09538
G09536
V09552
bar
ton/h
ton/h
<0-1>
G09570
G09571
ton/h
ton/h
SANITARY COLD WATER CONSUME (const)

SANITARY COLD WATER CONSUME (random)
G09572
G09573
ton/h
ton/h
SANITARY HOT WATER CONSUME (const)

SANITARY HOT WATER CONSUME (random)
G09574
G09575
ton/h
ton/h
SANITARY DRINKING WATER CONSUME (const)

SANITARY DRINKING WATER CONSUME (random)
L=0.5
H=4.0
DRINKING WATER TANK PRESSURE

DRINKING WATER INLET POTABILIZER FLOW
DRINKING WATER TANK OUTLET FLOW (consume)
DRINKING WATER OUTLET SHUT OFF VALVE
103
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.204 Page:7000 MD70** ELECTRIC POWER PLANT MAIN VARIABLES

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
104
V06140
F06141
V06144
F06145
Volt
Hz
Volt
Hz
L=410.0 H=460.0
L=56.0 H=64.0
L=410.0 H=460.0
L=56.0 H=64.0

E06000
X06010
X06011
kW
<0-1>
<0-1>
L=---
H=780.0
DG 1 active load
DG 1 raise speed command
DG 1 lower speed command
E06020
X06030
X06031
kW
<0-1>
<0-1>
L=---
H=780.0
DG 2 active load
E06040
X06050
X06051
kW
<0-1>
<0-1>
L=---
H=780.0
TG active load
TG raise speed command
TG lower speed command
E06060
X06070
X06071
kW
<0-1>
<0-1>
L=-780.0
H=780.0SG active load

SG raise speed command
SG lower speed command
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.205 Page:7001 MD70** ELECTRIC POWER PLANT DG 1

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V06140
F06141
Volt
Hz
L=410.0 H=460.0
L=56.0 H=64.0

X06014
X06013
<0-6>
<0-1>
L=---

DG 1 circuit breaker
X06010
X06011
<0-1>
<0-1>
E06000
E06001
I06003
V06002
F06004
kW
kVAr
A
Volt
Hz
X06016
Z06017
I06015
<0-1>
%
A
H=1.0

L=--L=---
H=780.0
DG 1
DG 1
H=1100.0 DG 1
DG 1
DG 1
active load
reactive load
current
voltage
frequency
DG 1 magnetization switch
DG 1 magnetization setting
DG 1 magnetization current
2.206 Page:7002 MD70** ELECTRIC POWER PLANT DG 2

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V06140
F06141
Volt
Hz
L=410.0 H=460.0
L=56.0 H=64.0

X06034
X06033
<0-6>
<0-1>
L=---

DG 2 circuit breaker
X06030
X06031
<0-1>
<0-1>
E06020
E06021
I06023
V06022
F06024
kW
kVAr
A
Volt
Hz
X06036
Z06037
I06035
<0-1>
%
A
H=1.0

L=--L=---
H=780.0
DG 2
DG 2
H=1100.0 DG 2
DG 2
DG 2
active load
reactive
current
voltage
frequency
DG 2 magnetization switch
DG 2 magnetization setting
DG 2 magnetization current
105
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.207 Page:7003 MD70** ELECTRIC POWER PLANT TG

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V06140
F06141
Volt
Hz
L=410.0 H=460.0
L=56.0 H=64.0

X06054
X06053
<0-6>
<0-1>
L=---

TG circuit breaker
X06050
X06051
<0-1>
<0-1>
E06040
E06041
I06043
V06042
F06044
kW
kVAr
A
Volt
Hz
X06056
Z06057
I06055
<0-1>
%
A
H=1.0
TG raise speed command

TG lower speed command
L=--L=---
H=780.0
TG
TG
H=1100.0 TG
TG
TG
active load
reactive load
current
voltage
frequency
TG magnetization switch
TG magnetization setting
TG magnetization current
2.208 Page:7004 MD70** ELECTRIC POWER PLANT SG

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
106
V06144
F06145
Volt
Hz
L=410.0 H=460.0
L=56.0 H=64.0
X06074
X06073
<0-6> L=--<0-1>
X06070
X06071
<0-1>
<0-1>
E06060
E06061
I06063
V06062
F06064
kW
kVAr
A
Volt
Hz
X06076
Z06077
I06075
<0-1>
%
A
H=1.0

SG circuit breaker
SG raise speed command
SG lower speed command
L=-780.0 H=780.0
L=---
SG
SG
H=1100.0 SG
SG
SG
active load
reactive load
current
voltage
frequency
SG magnetization switch
SG magnetization setting
SG magnetization current
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.209 Page:7005 MD70** ELECTRIC POWER PLANT SEMIAUTO SYNCH.

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X06901
X06904
<0-1>
<0-1>
Semiauto gen. select

Semiauto ready light
X06902
X06903
<0-1>
<0-1>
Semiauto connect command

Semiauto disconnect command
X06909
sec
Semiauto synchro time limit
F06905
F06906
F06907
F06908
Hz
Hz
Hz
Hz
Semiauto ready low freq limit

Semiauto ready high freq limit
Semiauto conn. low freq limit
Semiauto conn. high freq limit
V06910
V06911
V06912
V06913
Volt
Volt
Volt
Volt
Semiauto ready low voltage limit

Semiauto ready high voltage limit
Semiauto ready diff volt lim - Below
Semiauto ready diff volt lim - Over
2.210 Page:7006 MD70** ELECTRIC POWER PLANT EG / SHORE CONNECT

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X06133
R06132
X06134
F06137
E06130
V06136
I06138
<0-1>
<0-1>
<0-1>
Hz
kW
Volt
A
X06160
X06161
X06162
X06167
<0-1>
<0-1>
<0-1>
<0-1>
E06163
I06179
X06166
kW
A
<0-2>
E06156
C06162
kW
<0-2>
L=---
H=200.0
L=---
H=280.0
Emergency generator auto

Emergency generator start
Emergency generator circuit breaker
Em.gen frequency
Emergency generator power
Em.gen voltage
Em.gen current
Shore connection circuit breaker
Shore connection cable
Shore connection phase wrong way
Shore connection phase twist (input)
L=-100.0 H=800.0
L=---
H=1.0
Shore connection power

Shore connection current
Shore connection trip
Shore connection power limit (high)
Shore cable phase: right/random/wrong
107
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.211 Page:7007 MD70** ELECTRIC POWER PLANT MISCELLANEOUS

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07032
E06153
E06154
E06155
C06151
C06152
X06150
X06147
X06168
X06169
X06180
X06181
X06182
X06183
X06187
X06188
X06189
X06171
Z06170
F06172
<0-1>
kW
kW
kW
kW
kW
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
%
Hz
Electric isolation
Bus bar 1 load (DG) at isolation
Bus bar 2 load (SG) at isolation
Bus bar 3 load (EG) at isolation
Electric base load - S1
Electric base load - S2
Bus bar 1/2 connection (DG/SG)
Bus bar 1/3 connection
None ess. bus circuit breaker
Lighting bus circuit breaker
Lighting trans 1 inlet switch
Lighting trans 1 outlet switch
Lighting trans 2 inlet switch
Lighting trans 2 outlet switch
Accom lighting switch
Deck lighting switch
ER lighting switch
Static converter active switch
Static converter set point
Static converter frequency
2.212 Page:7008 MD70** ELECTRIC POWER PLANT CIRCUIT BREAKERS

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
108
X06200
X06201
<0-1>
<0-1>
Circuit breaker - Deck cranes

Circuit breaker - Bow thruster
X06206
X06207
X06210
X06211
<0-1>
<0-1>
<0-1>
<0-1>
Circuit breaker - Main HTFW pump 1

Circuit breaker - Main HTFW pump 2
Circuit breaker - Main LTFW pump 1
Circuit breaker - Main LTFW pump 2
X06202
X06203
X06204
X06205
<0-1>
<0-1>
<0-1>
<0-1>
Circuit breaker - Main SW pump 1

Circuit breaker - Main SW pump 2
Circuit breaker - Main LO pump 1
Circuit breaker - Main LO pump 2
X06214
X06215
X06216
X06217
<0-1>
<0-1>
<0-1>
<0-1>
Circuit breaker - FO booster pump 1

Circuit breaker - FO booster pump 2
Circuit breaker - FO supply pump 1
Circuit breaker - FO supply pump 2
X06212
X06213
<0-1>
<0-1>
Circuit breaker - Aux feedw pump

Circuit breaker - Comb air fan
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.213 Page:7010 MD70** POWER CHIEF GENERATOR LOGIC (1)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X06220
X06222
X06221
X06223
X06254
<0-2>
<0-3>
<0-2>
<0-8>
<0-7>
L=---
H=2.0
DG 1
DG 1
DG 1
DG 1
DG 1
auto control
priority
ready
connect state (indication)
driver state (indication)
X06224
X06226
X06225
X06227
X06255
<0-2>
<0-3>
<0-2>
<0-8>
<0-7>
L=---
H=2.0
DG 2
DG 2
DG 2
DG 2
DG 2
auto control
priority
ready
X06244
X06245
X06246
<0-1>
<0-3>
<0-1>
X06247
X06250
<0-1>
<0-1>
Pchief control mode (1=push buttons)

Pchief control mode (1,2,3)=(e,o,c)
Pchief control mode (1=freq )
L=---
H=1.0
Pchief S/S request

Pchief none ess load trip
2.214 Page:7011 MD70** POWER CHIEF GENERATOR LOGIC (2)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X06230
X06232
X06231
X06233
X06256
<0-2>
<0-3>
<0-2>
<0-8>
<0-1>
L=---
H=2.0
TG
TG
TG
TG
TG
auto control
priority
ready
X06234
X06236
X06235
X06237
X06257
<0-2>
<0-3>
<0-2>
<0-8>
<0-7>
L=---
H=2.0
SG
SG
SG
SG
SG
auto control
priority
ready
X10412
<0-1>
Pchief control state (0=slow , 1=fast)
X10436
<0-1>
Pchief high power
E10437
E10440
E10441
C10442
kW
kW
kW
kW
Pchief total power available

Pchief total power used
Pchief total power reserve
Pchief total power reserve limit
(warning)
109
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.215 Page:7012 MD70** POWER CHIEF - GEN

CONTROL DATA (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
C10410
C10411
min
min
Pchief gen max idle run time

Pchief gen load cycle period
C10450
kW
Pchief max TG load
C10451
bara
Pchief high TG steam press
C10452
bara
Pchief low TG steam press
C10453
Pchief low TG steam valve pos
C10454
Hz
Pchief low TG freq. (start req.)
I38101
I38102
I38103
I38104
A
A
A
A
Pchief none ess load trip limit - DG1

Pchief none ess load trip limit - DG2
Pchief none ess load trip limit - TG
Pchief none ess load trip limit - SG
2.216 Page:7013 MD70** POWER CHIEF - GEN

CONTROL DATA (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
110
C10423
C10424
kW
kW
Pchief high slave load

Pchief low slave load
C10425
C10426
kW
kW
Pchief high group load (equal)

Pchief low group load (equal)
C10427
C10430
kW
kW
Pchief high group load (optim)

Pchief low group load (optim)
C10431
C10433
kW
kW
Pchief high singl load (equal)

Pchief low singl load (equal)
C10432
C10434
kW
kW
Pchief high singl load (optim)

Pchief low singl load (optim)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.217 Page:7020 MD70** POWER CHIEF - PUMP

CONTROL (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X10203
X10204
X10205
<0-2>
<0-2>
<0-2>
Main LTFW pump auto

Main LTFW pump 1 S/S
Main LTFW pump 2 S/S
X10206
X10207
X10210
<0-2>
<0-2>
<0-2>
Main HTFW pump auto

Main HTFW pump 1 S/S
Main HTFW pump 2 S/S
X10200
X10201
X10202
<0-2>
<0-2>
<0-2>
Main SW pump
auto
Main SW pump 1 S/S
Main SW pump 2 S/S
X10217
X10220
X10221
<0-2>
<0-2>
<0-2>
Main LO pump
auto
Main LO pump 1 S/S
Main LO pump 2 S/S
X10222
X10223
X10224
<0-2>
<0-2>
<0-2>
Camshaft LO pump auto

Camshaft LO pump 1 S/S
Camshaft LO pump 2 S/S

CONTROL (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X10211
X10212
X10213
<0-2>
<0-2>
<0-2>
FO booster pump auto

FO booster pump 1 S/S
FO booster pump 2 S/S
X10214
X10215
X10216
<0-2>
<0-2>
<0-2>
FO supply pump auto

FO supply pump 1 S/S
FO supply pump 2 S/S
X10230
X10231
X10232
<0-2>
<0-2>
<0-2>
ME auxil blower auto

ME auxil blower 1 S/S
ME auxil blower 2 S/S
X10233
X10234
X10235
<0-2>
<0-2>
<0-2>
Prop servo LO pump auto

Prop servo LO pump 1 S/S
Prop servo LO pump 2 S/S
X10236
X10237
X10240
<0-2>
<0-2>
<0-2>
Steering gear pump auto

Steering gear pump 1 S/S
Steering gear pump 2 S/S
111
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

CONTROL (3)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X10241
X10242
<0-2>
<0-2>
Start air compr 1 auto

Start air compr 1 S/S
X10243
X10244
<0-2>
<0-2>
Start air compr 2 auto

Start air compr 2 S/S
X10245
X10246
<0-2>
<0-2>
Serv air compr

Serv air compr
X10225
X10226
X10227
<0-2>
<0-2>
<0-2>
Thermal oil pump auto

Thermal oil pump 1 S/S
Thermal oil pump 2 S/S
auto
S/S
2.220 Page:7023 MD70** POWER CHIEF - PUMP STBY

DATA
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
112
P10301
P10302
P10300
P10305
P10306
P10303
P10304
bar
bar
bar
bar
bar
bar
bar
Main LTFW pump start lim (P01001-p01000)

Main HTFW pump start lim (P01004-p01003)
Main SW pump start lim (P00604-p00603)
Main LO pump
start limit (P01300)
Camshaft LO pump start limit (P01440)
FO booster pump start limit (P00023)
FO supply pump start limit (P00024)
P10312
P10313
P10307
bar
bar
bar
Prop servo LO pump start limit (P03700)

Steering gear pump start limit (P06275)
Thermal oil pump start limit (P10667)
P10310
P10311
bar
bar
ME auxil blower
ME auxil blower
P10314
P10315
bar
bar
Start air compr

Start air compr

stop limit (P04302)
P10316
P10317
bar
bar
Serv air compr

Serv air compr

stop limit (P04306)

stop limit (P01600)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

CONTROL DATA
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X10331
X10332
X10330
X10333
X10334
X10335
X10336
X10341
X10342
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
Main LTFW pump auto-cycle

Main HTFW pump auto-cycle
Main SW pump
auto-cycle
FO booster pump auto-cycle
FO supply pump auto-cycle
Main LO pump
auto-cycle
Camshaft LO pump auto-cycle
Prop servo LO pump auto-cycle
Steering gear pump auto-cycle
C10357
min
Pump auto-cycle time interval
C10353
C10354
C10355
sec
sec
sec
Time delay fast black-out group

Time delay medi black-out group
Time delay slow black-out group
2.222 Page:7025 MD70** POWER CHIEF - PURIFIER

CONTROL DATA
A:
B:
C:
D:
E: C10401
F: C10402
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
min
min
LO purif auto shooting interval

DO purif auto shooting interval
113
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.224 Page:7100 MD71** DIESELGENERATOR 1 MAIN VARIABLES

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
114
X03160
X03157
X03156
N03100
Q03101
E03102
X03103
N03056
G03052
P03053
T03057
T03060
T03050
T03051
T03081
T03082
T03083
T03084
T03085
T03086
<0-6>
<0-1>
<0-1>
rpm
%
kW
%
krpm
kg/h
bar
degC
degC
degC
degC
degC
degC
degC
degC
degC
degC
L=---
L=---
L=--L=--L=--L=--L=--L=--L=--L=--L=---
H=1.0
DG 1 start / stop
DG 1 running handle pos (1=local)
H=1400.0 DG 1 speed
DG 1 shaft torque (indicated)
DG 1 shaft power
DG 1 fuel link pos
DG 1 TBCH speed
DG 1 TBCH air flow
DG 1 TBCH air pressure
H=610.0 DG 1 exhaust temp inlet TBCH
H=520.0 DG 1 exhaust temp outlet TBCH
DG 1 air temp outlet TBCH
H=90.0
H=610.0 DG 1 exhaust temp cyl 1
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.225 Page:7101 MD71** DIESELGENERATOR 1 - FW

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T03020
T03091
T03092
T03093
T03094
T03095
T03096
T03017
T03016
T03015
T03014
P03010
P03011
P03012
P03013
G03024
G03022
G03023
L03026
G03025
degC
degC
degC
degC
degC
degC
degC
degC
degC
degC
degC
bar
bar
bar
bar
ton/h
ton/h
ton/h
%
ton/h
L=--L=--L=--L=--L=--L=--L=---
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
L=0.7
H=---
L=30.0 H=90.0
DG 1 FW temp inlet DG
DG 1 FW temp inlet airc
DG 1 FW temp inlet LOC
DG 1 FW temp outlet FWC
DG 1 FW press outlet pump
DG 1 FW press outlet LOC
DG 1 FW press inlet DG
DG 1 FW press outlet DG
DG 1 FW flow inlet DG
DG 1 FW flow inlet FWC
DG 1 FW flow bypass FWC
DG 1 FW exp tank make-up flow
2.226 Page:7102 MD71** DIESELGENERATOR 1 - LO

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
R03154
X03155
X03181
X03182
L03045
T03036
T03037
P03030
P03031
P03032
G03042
<0-1>
<0-1>
sec
sec
%
degC
degC
bar
bar
bar
ton/h
V03144
V03145
P03033
<0-1>
<0-1>
bar
DG 1 LO filter 1
DG 1 LO filter 2
DG 1 LO filter diff press
V03141
G03043
V03142
G03044
<0-1>
ton/h
<0-1>
ton/h
DG 1 LO make-up valve
DG 1 LO make-up flow
DG 1 LO dump valve (to spill tank)
DG 1 LO dump flow (to spill)
L=30.0 H=90.0
L=---
H=75.0
L=1.4
H=---
DG 1 LO priming pump
DG 1 LO priming pump auto
DG 1 LO priming pump off-time
DG 1 LO priming pump on-time
DG 1 LO sump level
DG 1 LO temp in sump
DG 1 LO press inlet LOC
DG 1 LO press inlet filter
DG 1 LO flow inlet LOC
115
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.227 Page:7103 MD71** DIESELGENERATOR 1 - FO

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P03064
P03065
bar
bar
DG 1 FO press outlet pump

DG 1 FO press inlet DG
G03072
G03070
G03071
kg/h
kg/h
kg/h
DG 1 FO flow inlet DG
DG 1 FO flow from serv tank
DG 1 FO flow return serv tank
V03150
<0-1>
DG 1 FO shut off valve
V03151
V03152
P03066
<0-1>
<0-1>
bar
DG 1 FO filter 1
DG 1 FO filter 2
L=---
H=1.0
2.228 Page:7104 MD71** DIESELGENERATOR 1 - SW

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
116
P03000
P03001
bar
bar
DG 1 SW press inlet FWC

DG 1 SW press outlet FWC
G03003
T03004
T03002
ton/h
degC
degC
DG 1 SW flow
DG 1 SW temp inlet FWC
DG 1 SW temp outlet FWC
V03005
V03006
<0-1>
<0-1>
DG 1 SW inlet valve
DG 1 SW outlet valve
P03007
bar
DG 1 FWC SW diff press
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.229 Page:7105 MD71** DIESELGENERATOR 1 ENGINE PROTECTION

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
C13001
C13002
C13003
C13004
C13005
rpm
bar
degC
degC
degC
DG 1 trip limit - Overspeed

DG 1 trip limit - LO press
DG 1 trip limit - LO temp
DG 1 trip limit - FW temp
DG 1 trip limit - Exhaust temp
2.230 Page:7110 MD71** DIESELGENERATOR 1 SPEED CONTROLLER

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X03103
DG 1 fuel link pos
N03100
E03102
Q03101
rpm
kW
%
C03163
DG 1 speed contr max output limit
N03161
C03162
C03164
rpm
%/%
%
DG 1 speed contr set point

DG 1 speed contr gain
DG 1 speed contr droop setting
C03166
%/sec
DG 1 speed contr sp incr constant
L=---
H=1400.0 DG 1 speed
DG 1 shaft power
117
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.231 Page:7111 MD71** DIESELGENERATOR 1 TEMP CONTROLLER

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T03020
T03017
degC
degC
L=---
H=85.0
V03120
G03022
G03023
%
ton/h
ton/h
DG 1 FW temp contr pos

E03102
kW
DG 1 shaft power
T03121
C03122
C03123
degC
%/degC
%
DG 1 FW temp contr set point

DG 1 FW temp contr gain
DG 1 FW temp contr bias

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
118
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.233 Page:7200 MD72** DIESELGENERATOR 2 MAIN VARIABLES

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X03360
X03357
X03356
N03300
Q03301
E03302
X03303
N03256
G03252
P03253
T03257
T03260
T03250
T03251
T03281
T03282
T03283
T03284
T03285
T03286
<0-6>
<0-1>
<0-1>
rpm
%
kW
%
krpm
kg/h
bar
degC
degC
degC
degC
degC
degC
degC
degC
degC
degC
L=---
L=---
L=--L=--L=--L=--L=--L=--L=--L=--L=---
H=1.0
DG 2 start / stop
DG 2 running handle pos (1=local)
H=1400.0 DG 2 speed
DG 2 shaft power
DG 2 fuel link pos
DG 2 TBCH speed
DG 2 TBCH air flow
DG 2 TBCH air pressure
H=610.0 DG 2 exhaust temp inlet TBCH
H=520.0 DG 2 exhaust temp outlet TBCH
DG 2 air temp outlet TBCH
H=90.0
2.234 Page:7201 MD72** DIESELGENERATOR 2 - FW

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
T03220
T03291
T03292
T03293
T03294
T03295
T03296
T03217
T03216
T03215
T03214
P03210
P03211
P03212
P03213
G03224
G03222
G03223
L03226
G03225
degC
degC
degC
degC
degC
degC
degC
degC
degC
degC
degC
bar
bar
bar
bar
ton/h
ton/h
ton/h
%
ton/h
L=--L=--L=--L=--L=--L=--L=---
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
H=85.0
L=0.7
H=---
L=30.0 H=90.0
DG 2 FW temp inlet airc
DG 2 FW temp inlet LOC
DG 2 FW temp outlet FWC
DG 2 FW press outlet pump
DG 2 FW press outlet LOC
DG 2 FW press inlet DG
DG 2 FW press outlet DG
DG 2 FW flow inlet DG
DG 2 FW exp tank make-up flow
119
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.235 Page:7202 MD72** DIESELGENERATOR 2 - LO

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
R03354
X03355
X03281
X03282
L03245
T03236
T03237
P03230
P03231
P03232
G03242
<0-1>
<0-1>
sec
sec
%
degC
degC
bar
bar
bar
ton/h
V03344
V03345
P03233
<0-1>
<0-1>
bar
DG 2 LO filter 1
DG 2 LO filter 2
DG 2 LO filter diff press
V03341
G03243
V03342
G03244
<0-1>
ton/h
<0-1>
ton/h
DG 2 LO make-up valve
DG 2 LO make-up flow
DG 2 LO dump valve (to spill tank)
DG 2 LO dump flow (to spill)
L=30.0 H=90.0
L=---
H=75.0
L=1.4
H=---
DG 2 LO priming pump
DG 2 LO priming pump auto
DG 2 LO priming pump off-time
DG 2 LO priming pump on-time
DG 2 LO sump level
DG 2 LO temp in sump
DG 2 LO press inlet LOC
DG 2 LO press inlet filter
DG 2 LO flow inlet LOC
2.236 Page:7203 MD72** DIESELGENERATOR 2 - FO

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
120
P03264
P03265
bar
bar
DG 2 FO press outlet pump

DG 2 FO press inlet DG
G03272
G03270
G03271
kg/h
kg/h
kg/h
DG 2 FO flow inlet DG
DG 2 FO flow from serv tank
DG 2 FO flow return serv tank
V03350
<0-1>
DG 2 FO shut off valve
V03351
V03352
P03266
<0-1>
<0-1>
bar
DG 2 FO filter 1
DG 2 FO filter 2
L=---
H=1.0
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.237 Page:7204 MD72** DIESELGENERATOR 2 - SW

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P03200
P03201
bar
bar
DG 2 SW press inlet FWC

DG 2 SW press outlet FWC
G03203
T03204
T03202
ton/h
degC
degC
DG 2 SW flow
DG 2 SW temp inlet FWC
DG 2 SW temp outlet FWC
V03205
V03206
<0-1>
<0-1>
DG 2 SW inlet valve
DG 2 SW outlet valve
P03207
bar
DG 2 FWC SW diff press
2.238 Page:7205 MD72** DIESELGENERATOR 2 ENGINE PROTECTION

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
C13201
C13202
C13203
C13204
C13205
rpm
bar
degC
degC
degC
DG 2 trip limit - Overspeed

DG 2 trip limit - LO press
DG 2 trip limit - LO temp
DG 2 trip limit - FW temp
DG 2 trip limit - Exhaust temp
121
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.239 Page:7210 MD72** DIESELGENERATOR 2 SPEED CONTROLLER

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X03303
DG 2 fuel link pos
N03300
E03302
Q03301
rpm
kW
%
C03363
DG 2 speed contr max output limit
N03361
C03362
C03364
rpm
%/%
%
DG 2 speed contr set point

DG 2 speed contr gain
DG 2 speed contr droop setting
C03366
%/sec
DG 2 speed contr sp incr constant
L=---
H=1400.0 DG 2 speed
DG 2 shaft power
2.240 Page:7211 MD72** DIESELGENERATOR 2 TEMP CONTROLLER

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
122
T03220
T03217
degC
degC
L=---
H=85.0
V03320
G03222
G03223
%
ton/h
ton/h
DG 2 FW temp contr pos

E03302
kW
DG 2 shaft power
T03321
C03322
C03323
degC
%/degC
%
DG 2 FW temp contr set point

DG 2 FW temp contr gain
DG 2 FW temp contr bias
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.242 Page:7300 MD73** SHAFTGENERATOR - PTI /

PTO (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X04531
X04533
<0-1>
<0-1>
SG clutch position
SG clutch command ( 1 = in/out )
X04532
X04534
<0-1>
<0-1>
SG clutch control local

SG clutch control ready (local)
V04530
<0-1>
SG control air shut off valve
N06961
rpm
SG synch. condenser speed
E04570
N04566
kW
rpm
SG input shaft power

SG input shaft speed
123
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.243 Page:7301 MD73** SHAFTGENERATOR - PTI /

PTO (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X06840
<0-1>
SG PTI shaft gen / motor mode
X06951
X06952
<0-1>
<0-1>
SG PTI / PTO start

SG PTI / PTO stop
X06941
X06942
E06943
E06944
E10437
E10440
E10443
E10441
<0-1>
<0-1>
kW
kW
kW
kW
kW
kW
SG PTI available mode

SG PTI setting mode
SG PTI setting mode power
SG PTI power margin
Pchief total power available
Pchief total power used
SG PTI power consumption
Pchief total power reserve
X06963
X06964
<0-1>
<0-1>
SG ready
SG running
X06971
X06972
X06973
<0-1>
<0-1>
<0-1>
L=--L=--L=---
H=--H=--H=---
PTO overload indication

PTO ME speed low indication
PTO reduced capacity indication
2.244 Page:7307 MD73** SHAFTGENERATOR ISOLATION

A:
B:
C: X07043
D:
E: N04575
F:
G: N04566
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
124
<0-1>
SG
isolation
rpm
SG drive speed at isolA
rpm
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.245 Page:7310 MD73** SHAFTGENERATOR - PTI

CONTROL
A:
B: E06981
C:
D: E06944
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
kW/s
SG PTI load incr step
kW
SG PTI power margin
2.246 Page:7330 MD73** SHAFTGENERATOR - MISC

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
E04570
N04566
kW
rpm
SG input shaft power

E02008
kW
ME PTI power (from SG)
E06060
E06061
I06063
kW
kVAr
A
V06062
F06064
Volt
Hz
L=-780.0
L=---
H=780.0SG active load

SG reactive load
H=1100.0 SG current
SG voltage
SG frequency
125
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.248 Page:8000 MD80** STEAM PLANT - MAIN

VARIABLES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
126
P05023
T05024
P05001
L05003
G05002
bar
degC
bar
mm
ton/h
G05063
G05061
G05062
ton/h
ton/h
ton/h
G05324
T05323
ton/h
degC
L=---
P05416
L05417
bar
mm
L=--H=50.0
L=-150.0 H=150.0

P05421
G05424
T05420
bar
ton/h
degC
L=---
Boiler superheater steam press

Boiler superheater steam flow
L=7.0
H=15.0
L=-150.0 H=150.0
Main line steam pressure

Main line steam temp
Stgen water level
Stgen steam flow
Steam to oil boiler / accom etc
Steam to ME heaters / FO tanks etc
Steam dump flow to condenser
H=350.0
H=450.0
Steam flow outlet ex. boiler sh

Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.249 Page:8001 MD80** STEAM PLANT - FEEDW

SUPPLY
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
L05003
L05417
X05627
mm
mm
<0-1>
L=-150.0 H=150.0
L=-150.0 H=150.0
L=--H=1.0
Stgen water level

Feedw pump trip indication
R05630
V05021
G05011
P05016
<0-1>
%
ton/h
bar
Main
Main
Main
Main
R05631
V05022
G05012
P05017
E05620
<0-1>
%
ton/h
bar
kW
Auxil feedw pump

Auxil feedw valve pos
Auxil feedw pump flow
Auxil feedw pump pressure
Auxil feedw pump power
R05632
V05642
P05450
G05451
G05600
<0-1>
<0-1>
bar
ton/h
ton/h
Primary make-up pump

Primary feedw stop valve
Primary feedw pump pressure
Primary feedw flow
Primary water drain flow
feedw pump
feedw valve pos
feedw pump flow
feedw pump pressure
2.250 Page:8002 MD80** STEAM PLANT - MISC

VALVES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V05108
V05109
X05108
%
%
sec
Main steam line shut off valve - Setpoint

Main steam line shut off valve
Main steam line shut off valve - Open time
V05640
V05641
V05104
V05650
V05378
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
Atomizing steam shut off valve

Primary heater shut off valve
Stgen water drain valve
Primary water drain valve
Main line steam drain valve
V05106
C05130
X05131
<0-1>
bar
sec
L=---
H=1.0
Steam dump valve

Steam dump valve man open press lim
Steam dump valve man open time (seconds)
V05101
V05102
V05643
<0-1>
<0-1>
<0-1>
L=--L=--L=---
H=1.0
H=1.0
H=1.0
Stgen safety valve

127
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.251 Page:8003 MD80** STEAM PLANT DRAIN/VENTING

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V05651
V05103
V05652
V05374
<0-1>
<0-1>
<0-1>
<0-1>
Prim steam drum vent valve

Stgen vent valve
Oil boiler sh vent/drain valve
Ex. boiler sh vent/drain valve
G05371
G05606
G05110
G05605
ton/h
ton/h
ton/h
ton/h
Vent flow - Ex. boiler sh

Vent flow - Oil boiler sh
Vent flow - Stgen steam drum
Vent flow - Prim steam drum
V05118
V05618
G05119
G05619
<0-1>
<0-1>
ton/h
ton/h
Stgen scum valve

Prim steam drum scum valve
Stgen scum flow
Prim steam drum scum flow
Z05057
Z05060
%
%
Oil boiler sh water content index

Ex. boiler sh water content index
G05602
G05162
ton/h
ton/h
Misc steam leakage

Total feed water loss
2.252 Page:8004 MD80** STEAM PLANT - FEED

WATER TANK
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
128
L05150
T05160
m
degC
L=1.0
R05161
G05151
G05152
<0-1>
ton/h
ton/h
G04706
G05014
G05600
ton/h
ton/h
ton/h
Flow from vacuum condenser

Stgen water drain flow
Primary water drain flow
G05200
G05201
T05202
ton/h
ton/h
degC
Inspection tank inlet flow

Inspection tank outlet flow
Inspection tank temp
L=---
H=2.8
H=0.1
Feed water tank level

Feed water tank temp
Feed water tank make-up pump
Feed water tank make-up flow
Feed water tank overflow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.253 Page:8005 MD80** STEAM PLANT - DISTILLED

FW TANK
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
L05170
T05174
m
degC
Distilled FW tank level

Distilled FW tank temp
G05171
G05173
ton/h
ton/h
Distilled FW make-up flow (from evap)

Distilled FW consumption ( manual )
T05174
L05170
G05172
degC
m
ton/h
Distilled FW tank temp

Distilled FW tank level
Distilled FW tank overflow
2.254 Page:8006 MD80** STEAM PLANT - SAFETY

VALVES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V05106
C05120
C05121
<0-1>
bar
bar
L=---
H=1.0
Steam dump valve

Steam dump valve open press
Steam dump valve close press
V05643
C05644
C05645
<0-1> L=--bara
bara
H=1.0

Boiler drum safety valve open press
Boiler drum safety valve close press
V05101
C05122
C05123
<0-1>
bar
bar
L=---
H=1.0
Stgen safety valve

Stgen safety valve open press
Stgen safety valve close press
V05102
C05124
C05125
<0-1>
bar
bar
L=---
H=1.0

Main line safety valve open press
Main line safety valve close press
129
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.255 Page:8007 MD80** STEAM PLANT ISOLATION

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07034
<0-1>
Steam isolation
V05242
G05061
G05063
%
ton/h
ton/h
Saturated steam load isola valve

Steam to ME heaters / FO tanks etc
Steam to oil boiler / accom etc
V05243
G05424
%
ton/h
Superheated steam load isola valve

X07036
<0-1>
TG
V05240
G05324
%
ton/h
Ex. boiler sh steam load isola valve

isolation
2.256 Page:8010 MD80** STEAM PLANT - LEVEL

CONTROL (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
130
X05033
Z05034
<0-1>
%
Stgen level contr auto switch

Stgen level contr manual output
L05030
L05031
Z05052
Z05032
mm
mm
%
%
Stgen level contr

Stgen level contr
Stgen level contr
Stgen level contr
L05003
G05002
G05013
mm
ton/h
ton/h
V05021
G05011
P05016
%
ton/h
bar
Main feedw valve pos

Main feedw pump flow
Main feedw pump pressure
V05022
G05012
P05017
%
ton/h
bar
Auxil feedw valve pos

Auxil feedw pump pressure
L=-150.0
set point
input signal
feedf signal
output signal
H=150.0Stgen water level

Stgen steam flow
Stgen feedw flow (total)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.257 Page:8011 MD80** STEAM PLANT - LEVEL

CONTROL (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05035
<0-1>
Stgen level contr hw PID select
C05042
C05043
C05044
C05045
C05041
%/mm
sec
sec
<0-10>
%/%
Stgen level contr

Stgen level contr
Stgen level contr
Stgen level contr
Stgen level contr
C05047
sec
Stgen level contr sensor TC
C05046
X05050
X05058
X05051
C05036
X05037
X05038
X05040
C05026
C05025
sec
<0-2>
%
<0-2>
sec
<0-2>
%
<0-2>
%
bar
Stgen level contr main valve TC

Stgen level contr main valve hyst type
Stgen level contr main valve hyst value
Stgen level contr main valve chara
Stgen level contr auxil valve TC
Stgen level contr aux valve hyst type
Stgen level contr aux valve hyst value
Stgen level contr aux valve chara
Auxil feedw valve size (CV-value)
Auxil feedw pump size (press const)
gain
integration time
derivation time
derivation range
feedf constant

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
131
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.259 Page:8100 MD81** EXHAUST BOILER - MAIN

VARIABLES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
G05301
T05302
ton/h
degC
Exhaust flow inlet ex. boiler

Exhaust temp inlet ex. boiler
G05306
G05307
ton/h
ton/h
Exhaust boiler inlet flow

Exhaust boiler bypass flow
T05314
T05315
T05316
T05317
T05320
degC
degC
degC
degC
degC
Exhaust temp after sh

Exhaust temp after evap 1
Exhaust temp after evap 2
Exhaust temp after economizer
Exhaust temp after boiler (inlet stack)
T05325
T05322
G05326
degC
degC
ton/h
T05323
G05324
degC
ton/h
L=---
H=300.0
Feedw temp inlet economizer

Feedw temp outlet economizer
Feedw flow outlet economizer
L=---
H=350.0

2.260 Page:8101 MD81** EXHAUST BOILER - CIRC

PUMPS
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
132
R05380
R05381
<0-1>
<0-1>
Exh boiler water circ pump 1

Exh boiler water circ pump 2
G05382
ton/h
X05383
X05384
<0-1>
<0-1>
Exh boiler water circ pump 1 auto

Exh boiler water circ pump 2 auto
G05385
G05386
ton/h
ton/h
Exh boiler circ pump 1 autostart limit

Exh boiler circ pump 2 autostart limit
L=30.0 H=---
Exh boiler water circ flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.261 Page:8107 MD81** EXHAUST BOILER ISOLATION

A:
B: X07035
C:
D:
E:
F: C05303
G: C05304
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
<0-1>
Ex boil isolation
ton/h
degC
Exhaust flow inlet ex. boiler at isola

Exhaust temp inlet ex. boiler at isola
2.262 Page:8110 MD81** EXHAUST BOILER - PRESS

CONTROL (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05351
Z05352
<0-1>
%
Ex. boiler contr auto switch

Ex. boiler contr manual output
P05350
P05354
Z05355
bar
bar
%
Ex. boiler contr set point

Ex. boiler contr input signal
Ex. boiler contr output signal
V05310
Exhaust damper position
P05001
bar
G05306
G05307
ton/h
ton/h

T05302
degC
G05002
ton/h
Stgen steam flow
L=7.0
H=15.0
133
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.263 Page:8111 MD81** EXHAUST BOILER - PRESS

CONTROL (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05353
<0-1>
Ex. boiler contr hw PID select
C05356
C05357
C05360
C05361
%/bar
sec
sec
<0-10>
Ex. boiler contr gain

Ex. boiler contr integration time
Ex. boiler contr derivation time
Ex. boiler contr derivation range
C05363
C05362
X05364
X05368
X05365
sec
sec
<0-2>
%
<0-2>
Ex. boiler contr

Ex. boiler contr
Ex. boiler contr
Ex. boiler contr
Ex. boiler contr
sensor TC
valve TC
valve hyst type
valve hyst value
valve charA
2.264 Page:8120 MD81** EXHAUST BOILER - HEAT

TRANSFER
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
134
H05334
kW
Total heat transfer in ex. boiler
H05330
H05331
H05332
H05333
kW
kW
kW
kW
Transfered heat - Exhaust sh

Transfered heat - Evaporator sect 1
Transfered heat - Evaporator sect 2
Transfered heat - Economizer
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.265 Page:8121 MD81** EXHAUST BOILER SOOTBLOWING

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P05321
mmWC L=---
H=300.0
Exhaust boiler pressure drop
G05306
G05307
V05310
ton/h
ton/h
%

Exhaust damper position
T05340
T05337
T05341
degC
degC
degC
Exhaust boiler sh metal temp

Exhaust boiler evap metal temp
Exhaust boiler eco metal temp
T05302
T05317
degC
degC

Exhaust temp after economizer
V05375
G05370
<0-1>
kg/h
Ex. boiler sootblowing air valve

Ex. boiler sootblowing air flow

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
135
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.267 Page:8200 MD82** STEAM GENERATOR - MAIN

VARIABLES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P05023
P05416
L05003
T05004
G05013
bar
bar
mm
degC
ton/h
G05011
G05012
T05325
T05322
ton/h
ton/h
degC
degC
Main feedw pump flow

Feedw temp inlet economizer
Feedw temp outlet economizer
V05108
V05109
X05108
%
%
sec
Main steam line shut off valve - Setpoint

Main steam line shut off valve
Main steam line shut off valve - Open time
V05101
G05010
V05102
G05007
P05250
<0-1>
ton/h
<0-1>
ton/h
bar
L=--- H=50.0
L=-150.0
L=---
H=1.0
L=---
H=1.0
L=5.0
H=---

H=150.0Stgen water level
Stgen water drum temp
Stgen safety valve

Stgen safety valve steam flow
Main line safety valve flow
2.268 Page:8201 MD82** STEAM GENERATOR STEAM FLOWS

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
136
G05002
G05324
G05424
ton/h
ton/h
ton/h
Stgen steam flow

G05065
G05064
G05604
G05457
G05452
G05453
ton/h
ton/h
ton/h
ton/h
ton/h
ton/h
Accommodation steam flow

Deck machinery steam flow
Oil boiler sootblowing steam flow
Primary water heating steam flow
Atomizing steam flow
Boiler HFO heater steam flow
G00061
G00064
G00277
G00463
G00353
ton/h
ton/h
ton/h
ton/h
ton/h
ME FO heater 1/2 steam flow

ME FO steam tracing flow
Bunker tanks heating steam flow
Settling tanks heating steam flow
Service tanks heating steam flow
G04123
G04023
G04223
ton/h
ton/h
ton/h
DO purif heater steam flow

LO purif heater steam flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.269 Page:8207 MD82** STEAM GENERATOR STEAM ISOLATION

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07034
<0-1>
Steam isolation
C05241
P05251
bar
bar
Steam press to ME heaters at isolA

Steam press to ME heaters
P05250
P05247
bar
bar
X05526
X05525
<0-1>
<0-1>
L=5.0
H=---

Purif steam reduct valve press setpoint
Stgen water level lock (for test)

Stgen steam press lock (for test)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
137
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.271 Page:8300 MD83** OIL FIRED BOILER - MAIN

VARIABLES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P05416
L05417
P05023
T05024
P05421
T05420
G05424
bar
mm
bar
degC
bar
degC
ton/h
L=--H=50.0
L=-150.0 H=150.0
G05414
G05415
G05431
ton/h
ton/h
ton/h
T05454
T05465
T05410
T05411
T05412
degC
degC
degC
degC
degC
L=80.0
H=110.0

Air temp inlet boiler
Gas temp in boiler furnace
Gas temp after steam gen bank
Gas temp after boiler superheater
Z05422
Z05423
q%
%
L=0.5
L=---
H=21.0
H=80.0

L=---
H=450.0

Main line steam temp
Boiler superheater steam press
Boiler FO flow (to burners)
Boiler air flow
Boiler flue gas flow
2.272 Page:8301 MD83** OIL FIRED BOILER - AUXIL

VARIABLES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
138
G05424
ton/h
G04740
G04741
ton/h
ton/h
Cargo pump turb 1 steam flow

Cargo pump turb 2 steam flow
T05420
degC
T05443
T05442
T05441
T05440
degC
degC
degC
degC
V05643
G05425
<0-1>
ton/h
T05430
V05641
G05457
degC
<0-1>
ton/h
H=450.0
L=---
H=500.0

L=---
H=1.0
L=---

Boiler drum safety valve flow
Boiler drum water temp
Primary heater shut off valve
Primary water heating steam flow
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.273 Page:8320 MD83** OIL FIRED BOILER - HEAT

TRANSFER
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
H05403
MW
Heat in boiler fuel oil
H05401
H05402
H05404
H05405
MW
MW
MW
MW
Furnace convection heat

Furnace radiation heat
Boiler steam gen heat
Boiler superheater heat
H05406
MW
Boiler casing heat loss
V05712
G05604
<0-1>
ton/h
Oil boiler sootblowing steam valve

Oil boiler sootblowing steam flow

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
139
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.275 Page:8400 MD84** OIL FIRED BOILER - FUEL

OIL SUPPLY
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
R05633
P05460
G05470
<0-1>
bar
ton/h
Boiler HFO pump

Boiler HFO pump pressure
Boiler HFO pump flow
R05634
P05461
G05471
<0-1>
bar
ton/h
Boiler DO pump
Boiler DO pump pressure
Boiler DO pump flow
T05474
T05454
T05455
degC
degC
degC
V05653
G05453
<0-1>
ton/h
Boiler HFO heater shut off valve

Boiler HFO heater steam flow
V05654
V05472
G05414
G05467
P05463
<0-1>
%
ton/h
ton/h
bar
Boiler DO select valve (0=HFO)

Boiler FO valve pos
Boiler FO flow (to burners)
Boiler FO recirc flow (to serv tank)
FO press inlet burners
L=80.0 H=110.0
Boiler HFO heater inlet temp

Boiler HFO heater temp set point
2.276 Page:8401 MD84** OIL FIRED BOILER COMBUSTION AIR SUPPLY

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
140
R05635
E05622
Z05623
<0-1>
kW
%
Comb air fan

Comb air fan power
Comb air fan efficiency
V05666
V05674
<0-1>
<0-1>
Burner 1 air register

Burner 2 air register
V05473
G05415
P05462
T05465
%
ton/h
mmWC
degC
Boiler air fan damper pos

Boiler air flow
Air pressure in wind box
Air temp inlet boiler
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.277 Page:8402 MD84** OIL FIRED BOILER BURNER MANAGEMENT (1)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05663
X05655
X05656
<0-7>
<0-4>
<0-4>
L=--L=--L=---
H=1.0
H=1.0
H=1.0

V05701
<0-1>
Boiler FO recirc valve
X05671
Z05662
<0-2>
<0-1>
Purge state ( p.req,p.compl,fire )

Purge start command
X05670
X05661
<0-1>
<0-2>
Burner management ready

Burner management auto
Z05657
Z05660
<0-1>
<0-1>
Burner 1 on/off command

Burner 2 on/off command
V05664
V05672
V05666
V05674
<0-1>
<0-1>
<0-1>
<0-1>
Burner 1
Burner 2
Burner 1
Burner 2
FO valve
FO valve
air register
air register
2.278 Page:8403 MD84** OIL FIRED BOILER BURNER MANAGEMENT (2)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05702
<0-1>
Burner type select ( 1 = DO )
V05640
<0-1>
Atomizing steam shut off valve
P05445
bar
V05665
V05673
<0-1>
<0-1>
L=3.7
H=---
Atomizing steam pressure
Burner 1 atomizing steam valve

Burner 2 atomizing steam valve
141
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.279 Page:8410 MD84** OIL FIRED BOILER MASTER CONTROL

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05500
Z05501
<0-1>
%
Boiler master contr auto switch

Boiler master contr manual output
P05503
P05504
Z05505
bar
bar
%
Boiler master press set point

Boiler master input signal
Boiler master output signal
Z05507
Z05523
%
%
Boiler master press/steam FF signal

Boiler master stgen x-over signal
P05001
P05416
bar
bar
G05002
G05013
ton/h
ton/h
Z05422
Z05423
%
%
L=7.0
L=---
H=15.0
H=50.0

Stgen steam flow
L=0.5
L=---
H=21.0
H=80.0

2.280 Page:8411 MD84** OIL FIRED BOILER - FO

SLAVE CONTROL
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
142
X05551
Z05552
<0-1>
%
Boiler FO flow contr auto switch

Boiler FO flow contr manual output
G05550
G05547
V05472
ton/h
ton/h
%
Boiler FO flow contr set point

Boiler FO flow contr input signal
Boiler FO valve pos
Z05423
P05463
bar
FO press inlet burners
C05553
C05554
C05555
C05556
%/%
sec
sec
<0-10>
Boiler FO flow contr

gain
integr time
deriv time
deriv range
C05557
X05560
X05568
X05561
sec
<0-2>
%
<0-2>

valve TC
valve hyst type
valve hyst value
valve charA
L=---
H=80.0
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.281 Page:8412 MD84** OIL FIRED BOILER - AIR

SLAVE CONTROL
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05531
Z05532
<0-1>
%
Boiler air flow contr auto switch

Boiler air flow contr manual output
G05530
G05527
V05473
ton/h
ton/h
%
Boiler air flow contr set point

Boiler air flow contr input signal
Boiler air fan damper pos
Z05422
P05462
%
mmWC
C05533
C05534
C05535
C05536
%/%
sec
sec
<0-10>
Boiler air flow contr

gain
integr time
deriv time
deriv range
C05537
X05540
X05548
X05541
sec
<0-2>
%
<0-2>

valve TC
valve hyst type
valve hyst value
valve charA
L=0.5
H=21.0

Air pressure in wind box
2.282 Page:8413 MD84** OIL FIRED BOILER OXYGEN CONTROL

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05570
Z05571
<0-1>
%
Boiler oxygen contr auto switch

Boiler oxygen contr manual output
Z05574
Z05575
%
%
Boiler oxygen contr set point

Boiler oxygen contr output signal
Z05422
Z05423
%
%
G05530
G05550
ton/h
ton/h
Boiler air flow contr set point

Boiler FO flow contr set point
X05576
<0-1>
Boiler oxygen contr hw PID select
C05572
C05573
%/%
sec
Boiler oxygen contr gain

Boiler oxygen contr integr time
L=0.5
L=---
H=21.0
H=80.0

143
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.283 Page:8414 MD84** OIL FIRED BOILER MASTER CONTROL DATA

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X05502
<0-1>
Boiler master contr hw PID select
C05512
C05513
C05514
C05515
%/bar
sec
sec
<0-10>
Boiler master contr gain

Boiler master contr integration time
Boiler master contr derivation time
Boiler master contr derivation range
C05510
C05511
C05506
%/%
%/bar
sec
Boiler master steam flow FF constant

Boiler master prim press FF constant
Boiler master FF impulse filter TC
C05524
%/%
Boiler master stgen x-over constant
C05520
sec
Boiler master contr sensor TC
2.284 Page:8415 MD84** OIL FIRED BOILER - LOW

SETTINGS
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
144
C15713
C15714
C15715
C15722
bar
bar
sec
sec
Burner 1 start press limit

Burner 1 stop press limit
Burner 1 blocking time
Burner 1 stop delay time
C15703
C15704
C15705
bar
bar
sec

C05706
C05707
sec
sec
Boiler purge time

Boiler purge complete time
C05716
C05717
degC
bar
Boiler ready : HFO temp

Boiler ready : Steam press
X05720
X05721
<0-1>
<0-1>
Perfect oil/air flow control

High/low select logic active
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.285 Page:8416 MD84** OIL FIRED BOILER - HIGH

SETTINGS
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
C25713
C25714
C25715
C25722
bar
bar
sec
sec

Burner 1 stop delay time
C25703
C25704
C25705
bar
bar
sec

X05780
<0-1>
Burner management high settings

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
145
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.287 Page:8500 MD85** STEAM CONDENSER - MAIN

VARIABLES
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
P04700
L04703
bara
mm
L=--L=---
H=0.2
H=650.0
Condenser pressure
Condenser hot well level
T04712
Z04711
degC
ppm
L=---
H=50.0
Condensate temp outlet condenser

Condensate salinity
G04713
G04704
G04705
ton/h
ton/h
ton/h
Total steam flow to condenser

Aux condensate pump flow
Main condensate pump flow
P04701
G04702
bara
kg/h
Condenser air pressure

Condenser vacuum pump air flow
R04721
R04722
R04720
R04723
<0-1>
<0-1>
<0-1>
<0-1>
Main condensate pump

Auxil condensate pump
Condenser vacuum pump no 1
Condenser vacuum pump no 2
2.288 Page:8501 MD85** STEAM CONDENSER - HEAT

TRANSFER
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
146
H04732
MW
Steam condenser transfered heat
G04713
ton/h
Total steam flow to condenser
T04712
degC
Condensate temp outlet condenser
T04727
T04730
G04726
degC
degC
ton/h
V04731
L=---
H=36.0
Steam condenser SW inlet temp

Steam condenser SW outlet temp
Steam condenser SW flow
Steam condenser SW flow adjust valve
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.290 Page:8600 MD86** TURBO GENERATOR STEAM SYSTEM (1)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X04651
<0-11>
L=---
H=1.0
TG trip indication
R04650
V04660
V04652
<0-1>
<0-1>
%
TG start / stop control oil system

TG steam outlet shut off valve
TG emerg stop valve
P04610
V04611
bara
%
TG steam control valve inlet press

TG steam control valve pos
P04601
P04602
T04600
G04603
bara
bara
degC
ton/h
N04613
Q04612
E04615
rpm
%
kW
L=7.0
H=17.0

Steam press outlet TG
Steam temp inlet TG
Steam flow inlet TG
L=170.0
H=420.0
L=---

TG shaft torque (internal)
TG shaft power
147
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.291 Page:8601 MD86** TURBO GENERATOR STEAM SYSTEM (2)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V04656
V04655
P04617
<0-1>
<0-1>
bar
V04657
<0-1>
TG steam line drain valve
Z04620
TG pipeline water index
Z04621
TG rotor heat index
L=0.1
H=0.2
TG sealing steam supply valve

TG sealing steam outlet valve
TG sealing steam pressure
2.292 Page:8602 MD86** TURBO GENERATOR - LO

SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
148
V04661
G04623
T04624
T04625
<0-1>
ton/h
degC
degC
P04630
P04640
G04637
bar
bar
ton/h
X04653
R04654
<0-2>
<0-1>
L04631
T04632
Z04636
%
degC
%
V04662
G04633
V04663
G04634
<0-1>
ton/h
<0-1>
ton/h
TG
TG
TG
TG
L=1.5
H=---
LOC coolw shut off valve

LOC coolw flow
LOC coolw inlet temp
LOC coolw outlet temp
TG LO press after pumps

TG LO press inlet bearings
TG LO flow
TG LO priming pump auto
TG LO priming pump
L=30.0
L=---
H=90.0
H=75.0
TG LO tank level
TG LO tank temp
TG LO tank water content index
TG
TG
TG
TG
LO tank make-up valve

LO tank make-up flow
LO tank drain valve
LO tank drain flow (to spill)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.293 Page:8607 MD86** TURBO GENERATOR ISOLATION

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07036
<0-1>
TG
C04606
C04604
C04605
degC
bara
bara
Steam temp inlet TG at isolA

Steam press inlet TG at isolA
Steam press outlet TG at isolA
V05240
Ex. boiler sh steam load isola valve
G05324
T05323
ton/h
degC
L=---
H=350.0
isolation

2.294 Page:8610 MD86** TURBO GENERATOR SPEED CONTROL (1)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
N04642
V04611
rpm
%
TG speed contr set point

N04613
E04615
I06043
rpm
kW
A
C04643
C04644
%/%
%
TG speed contr gain

TG speed contr droop setting
C04645
%/sec
TG speed contr sp incr constant
C04647
C04646
<0-2>
<0-2>
TG flow constant (turbine size )

TG exp. constant (thermodyn eff)
L=--L=---

TG shaft power
H=1100.0 TG current
149
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.295 Page:8611 MD86** TURBO GENERATOR SPEED CONTROL (2)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X04676
<0-1>
TG press reduction control active
P04673
V04674
C04675
bara
%
%/bar
TG press reduction control sp

TG press reduction control limit
TG press reduction control gain
V04611
P04601
P04664
bara
bara
V04667
P04666
G04665
%
bara
ton/h
Nozzle segment 1 valve head pos

Nozzle segment 1 steam pressure
Nozzle segment 1 steam flow
V04672
P04671
G04670
%
bara
ton/h
Nozzle segment 2 valve head pos

Nozzle segment 2 steam pressure
Nozzle segment 2 steam flow
L=7.0
H=17.0

Steam pressure after 1. stage

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
150
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.297 Page:8700 MD87**

(1 of 3)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V05800
E05801
N05802
%
kW
rpm
Cargo pump turbine 1 inlet stop valve

Cargo pump turbine 1 power
Cargo pump turbine 1 speed
N05804
V05808
rpm
%
Cargo pump turbine 1 speed set point

Cargo pump turbine 1 control valve pos
G05810
G05811
T05812
H05813
X05814
ton/h
ton/h
degC
kcal/kg
<0-1>
Cargo pump turbine 1 steam supply flow

Cargo pump turbine 1 steam outlet flow
Cargo pump turbine 1 steam outlet temp
Cargo pump turbine 1 steam outlet enth
Cargo pump turbine 1 steam outlet qual
G05816
G05817
ton/h
ton/h
Cargo pump turbine 1 steam to gland cond

Cargo pump turbine 1 steam loss (to atm.)
P05810
bar
Cargo pump turbine 1 steam inlet press
2.298 Page:8701 MD87**

(2 of 3)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
CARGO PUMP TURBINE 1
V05820
V05821
V05822
V05823
<0-1>
<0-1>
<0-1>
<0-1>
Cargo pump turbine 1 exhaust shut off v

Cargo pump turbine 1 supply line drain v
Cargo pump turbine 1 casing drain valve
Cargo pump turbine 1 gland steam valve
G05818
G05819
ton/h
ton/h
Cargo pump turbine 1 casing drain

Cargo pump turbine 1 steam line drain
Z05825
Cargo pump turbine 1 line water index
X05833
R05834
<0-5>
<0-1>
L=---
H=1.0

Cargo pump turbine 1 run
151
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.299 Page:8702 MD87**

(3 of 3)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
V05828
V05829
V05830
<0-1>
<0-1>
<0-1>
Cargo pump turbine 1 LO filter 1

Cargo pump turbine 1 LO cooler SW valve
R05835
P05836
P05837
P05838
V05839
L05840
T05841
<0-1>
bar
bar
bar
%
degC
Cargo pump turb 1 electric starting pump

Cargo pump turb 1 LO pump discharge press
Cargo pump turb 1 LO filter diff pressure
Cargo pump turb 1 LO recirc valve pos
P05844
V05845
G05846
E05847
N05848
bar
%
ton/h
kW
rpm
L=1.5
H=---
L=40.0
L=---
H=90.0
H=60.0
Cargo pump 1 counter pressure

Cargo pump 1 discharge valve
Cargo pump 1 flow
Cargo pump 1 power
Cargo pump 1 speed
2.300 Page:8703 MD87**

(1 of 3)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
152
V05850
E05851
N05852
%
kW
rpm
Cargo pump turbine 2 inlet stop valve

Cargo pump turbine 2 power
Cargo pump turbine 2 speed
N05854
V05858
rpm
%

G05860
G05861
T05862
H05863
X05864
ton/h
ton/h
degC
kcal/kg
<0-1>
Cargo pump turbine 2 steam supply flow

Cargo pump turbine 2 steam outlet flow
Cargo pump turbine 2 steam outlet temp
Cargo pump turbine 2 steam outlet enth
Cargo pump turbine 2 steam outlet qual
G05866
G05867
ton/h
ton/h
Cargo pump turbine 2 steam to gland cond

Cargo pump turbine 2 steam loss (to atm.)
P05860
bar
Cargo pump turbine 2 steam inlet press
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.301 Page:8704 MD87**

(2 of 3)
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R:
S:
T:
V05870
V05871
V05872
V05873
<0-1>
<0-1>
<0-1>
<0-1>
Cargo pump turbine 2 exhaust shut off v

Cargo pump turbine 2 supply line drain v
Cargo pump turbine 2 casing drain valve
Cargo pump turbine 2 gland steam valve
G05868
G05869
ton/h
ton/h
Cargo pump turbine 2 casing drain

Cargo pump turbine 2 steam line drain
Z05875
Cargo pump turbine 2 line water index
X05883
R05884
<0-5>
<0-1>
L=---
H=1.0

Cargo pump turbine 2 run
2.302 Page:8705 MD87**

(3 of 3)
A:
B:
C:
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E:
F:
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I:
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K:
L:
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N:
O:
P:
Q:
R:
S:
T:
V05878
V05879
V05880
<0-1>
<0-1>
<0-1>

Cargo pump turbine 2 LO cooler SW valve
R05885
P05886
P05887
P05888
V05889
L05890
T05891
<0-1>
bar
bar
bar
%
degC
Cargo pump turb 2 electric starting pump

Cargo pump turb 2 LO pump discharge press
Cargo pump turb 2 LO filter diff pressure
Cargo pump turb 2 LO recirc valve pos
P05894
V05895
G05896
E05897
N05898
bar
%
ton/h
kW
rpm
L=1.5
H=---
L=40.0
L=---
H=90.0
H=60.0
Cargo pump 2 counter pressure

Cargo pump 2 discharge valve
Cargo pump 2 flow
Cargo pump 2 power
Cargo pump 2 speed
153
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.303 Page:8710 MD87**

SPEED CONTROL
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
CARGO PUMP TURBINE
N05804
C05805
C05806
V05808
rpm
%/rpm
sec
%

Cargo pump turbine 1 contr gain
Cargo pump turbine 1 contr int. time
N05854
C05855
C05856
V05858
rpm
%/rpm
sec
%

Cargo pump turbine 2 contr gain
Cargo pump turbine 2 contr int. time

A:
B:
C:
D:
E:
F:
G:
H:
I:
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154
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.305 Page:8900 MD89** INERT GAS GENERATOR

(1)
A:
B:
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E:
F:
G:
H:
I:
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L:
M:
N:
O:
P:
Q:
R:
S:
T:
V23572
V23573
V23577
G23574
T23575
X23576
R23570
V23571
L23572
T23573
<0-1>
<0-1>
<0-1>
m3/h
degC
%
<0-1>
<0-1>
m
degC
R23540
V23541
V23542
V23543
<0-1>
<0-1>
<0-1>
<0-1>
IG fan 1 start
IG fan 1 discharge valve
IG fan 1 air suction valve
IG fan 1 gas suction valve
R23544
V23545
V23546
V23547
<0-1>
<0-1>
<0-1>
<0-1>
IG fan 2 start
IG fan 2 discharge valve
IG fan 2 air suction valve
IG fan 2 gas suction valve
L=0.2
L=---
H=1.5
H=100.0
IG scrubber pump sea chest valve

IG scrubber pump discharge valve
IG supply line shut off valve
IG supply line gas flow
IG supply line gas temp
IG supply line oxy content
IG scrubber pump
IG scrubber SW drain valve
IG scrubber SW level
IG scrubber gas outlet temp
2.306 Page:8901 MD89** INERT GAS GENERATOR

(2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
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M:
N:
O:
P:
Q:
R:
S:
T:
V23530
V23531
V23533
V23538
V23532
V23554
P23555
X23556
X23557
L23534
R23536
V23535
P23550
G23551
X23552
X23553
<0-1>
<0-1>
%
<0-1>
<0-1>
<0-1>
bar
%
%
m
<0-1>
<0-1>
bar
m3/h
%
%
V23563
X23564
P23565
<0-1>
%
bar
L=0.0
L=---
H=0.1
H=7.0
L=0.5
H=0.8
L=0.0
H=---
L=---
H=6.0
Deck seal pump sea chest valve

Deck seal pump discharge valve
IG control valve
IG main control valve
IG vent valve
IG deck line supply valve
IG deck line gas pressure
IG deck line oxy content
IG deck line hc content
IG deck seal SW level
IG deck seal SW pump no 1
IG deck seal SW drain valve
IG discharge line pressure
IG discharge line flow
IG discharge line oxy content
IG discharge line hc content
IG isolation
IG oxygen at isolation
IG pressure at isolation
155
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
2.308 Page:9000 MD90** SIM CONTROL : PROCESS

DYNAMICS
A:
B:
C:
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F:
G:
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N:
O:
P:
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S:
T:
156
X07010
X07007
<0-2>
<0-2>
Preset condition (fix and tricks)

Preset input (potentiometer)
X07020
X07021
X07022
<0-1>
<0-1>
<0-1>
Emerg run 1 (ME/DG1/DG2)

Emerg run 2 (boiler/TG)
Emerg run 3 (el/misc)
X07023
X07024
X07025
C07073
C07075
<0-1>
<0-1>
<0-1>
<0-1>
<0-10>
Fixed process 1 (air)

Fixed process 2 (steam)
Fixed process 3 (level/temp)
Bunker tank speed-up (temp)
Bunker tank speed-up (level)
X07004 <0-2>
X07006 <0-2>
X07003 <0-3>
X07013 <0-1>
X07005 <0-1>
Level response (steady,slow,fast)

Process dynamics (norm,fast,v fast)
Ship dynamics (norm,fast,v fast)
Fixed ship speed (constant speed)
Stop ship
(mooring condition)
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.309 Page:9001 MD90** SIM CONTROL :

ISOLATIONS
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07032
X07031
X07030
X07040
X07037
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
Electric isolation
ME DO isolation
ME HFO isolation
ME LO isolation
SW
isolation
X07034
X07035
X07036
X07043
<0-1>
<0-1>
<0-1>
<0-1>
Steam isolation
Ex boil isolation
TG
isolation
SG
isolation
X07041
X07042
<0-1>
<0-1>
Ship speed isolation (autopilot)

Fresh w gen isolation
2.310 Page:9002 MD90** SIM CONTROL : EXTERNAL

CONDITIONS
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07015
X06317
X06334
<0-3>
%
%
Ship load (0,1,2,3)=(m,p,f,e)

Ship load (pot meter input)
Ship load ( active )
Z00770
N00766
X00767
Beauf
m/sec
deg
Weather condition (waves)

Wind force
( speed )
Wind direction (0-360 dgr)
T00757
T00760
X00760
degC
degC
%
Ambient SW temperature
Ambient air humidity
X07014
X06315
<0-3>
m
Ice condition ( hull load )

Sea water depth
157
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.311 Page:9003 MD90** SIM CONTROL : AIR /

STEAM / EL LOADS
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07002
X07012
<0-3>
<0-3>
Deck service air

Deck cranes
(busbar 2 load)
X07044
X07045
X07046
<0-3>
<0-3>
<0-3>
Heavy el power 1 (busbar 1 load)

X07001
X07000
X07033
<0-3>
<0-3>
<0-1>
Deck steam
Accommodation steam
Steam system alarms ok
X07103
X07104
<0-1>
<0-1>
ME FO injection pump seizure ok

ME scavenging air box fire ok
2.312 Page:9004 MD90** SIM CONTROL : LOG

SETTING
A: X07065
B: X07066
C: X07067
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
158
<0-1>
<0-1>
<0-1>
Alarm horn inhibit

Achief horn inhibit
ECR TG bell inhibit
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.313 Page:9005 MD90** SIM CONTROL :

MISCELLANEOUS
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Z10700
<0-1>
Waste heat recovery system enable
X07102
<0-1>
SOUND ON/OFF
Z00572
Z00579
<0-1>
<0-1>
Fire extinguisher (co-2 gas release)

CO2 alarm horn reset (sound off)
X02095
hour
ME running hour
2.314 Page:9006 MD90** SIM CONTROL : AUTO

PULSAR SYSTEM
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07600
<0-1>
Pulsar system active
X07601
<0-99>
Include : ME speed command
X07611
X07603
X07602
X07604
X07605
X07606
X07607
X07610
X07615
<0-99>
<0-99>
<0-99>
<0-99>
<0-99>
<0-99>
<0-99>
<0-99>
<0-99>
Include : SW temp control

Include : LTFW temp control
Include : HTFW temp control
Include : LO temp control
Include : FO visco control
Include : HFO purif control
Include : LO purif control
Include : DO purif control
Include : Gen. dynamic system
X07612
<0-99>
Include : Boiler load valve (isola)
X07613
X07614
<0-99>
<0-99>
Include : Boiler press control

Include : Boiler level control
159
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.315 Page:9007 MD90** SIM CONTROL : TRIP STATE

SURVEY (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X02413
<0-8>
L=---
H=1.0
X01642
X01643
<0-3>
<0-3>
L=--L=---
H=1.0
H=1.0

X04503
X04504
X04505
<0-3>
<0-3>
<0-3>
L=--L=--L=---
H=1.0
H=1.0
H=1.0

Serv air compr trip (temp,press,curr)
X05663
X05655
X05656
<0-7>
<0-4>
<0-4>
L=--L=--L=---
H=1.0
H=1.0
H=1.0

X05627
<0-1>
L=---
H=1.0
Feedw pump
X04750
<0-4>
L=---
H=1.0
Cargo turbine trip (common)
trip indication
2.316 Page:9008 MD90** SIM CONTROL : TRIP STATE

SURVEY (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
160
X06014
X06034
<0-6>
<0-6>
L=--L=---
H=1.0
H=1.0

X06054
X06074
<0-6>
<0-6>
L=--L=---
H=1.0
H=1.0

X03160
X03360
<0-6>
<0-6>
L=--L=---
H=1.0
H=1.0
X04651
<0-11>
L=---
H=1.0
TG trip indication
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.317 Page:9010 MD90** SIM CONTROL : ME BRIDGE

CONTROL (1)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X07540
X07541
X07028
<0-2>
<0-2>
<0-1>
Responsibility transfer : Bridge

Responsibility transfer : ECR
Bridge telegraph enabled
X07542
X07543
<0-2>
<0-2>
Stand by telegraph : ECR stand by

Stand by telegraph : Finished w eng
X07550
X07551
X07552
X07553
X07554
X07555
X07556
X07557
X07560
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
<0-2>
Emergency telegraph : Full ahead

Emergency telegraph : Half ahead
Emergency telegraph : Slow ahead
Emergency telegraph : Deads ahead
Emergency telegraph : Stop
Emergency telegraph : Deads astern
Emergency telegraph : Slow astern
Emergency telegraph : Half astern
Emergency telegraph : Full astern
Y07029
<0-1>
Watch calling system enabled
2.318 Page:9011 MD90** SIM CONTROL : ME BRIDGE

CONTROL (2)
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
Z02426
Control lever pos (bridge/instr)
N02401
X02402
rpm
P/D
ME speed command (final)

Propeller pitch command
X07561
X07562
X07564
X07563
X07565
<0-1>
<0-1>
<0-1>
<0-1>
<0-1>
ME control mode : Fixed pitch

ME control mode : Combinator
ME control mode : Economy
ME control mode : Fixed speed
ME control mode : Shaft gen
161
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.319 Page:9020 MD90** SIM CONTROL : DIRECT

LEVEL ADJUST
A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
L00301
L00341
m
m
HFO service tank level (steady)

DO service tank level (steady)
L01151
ME FW exp tank level (steady)
L01341
Main LO service tank level (steady)
L06406
Eroom bilge well level (steady)
L05418
mm
Boiler steam drum level (steady)
L03046
L03246
%
%
DG 1 LO sump level (steady)

DG 2 LO sump level (steady)
L03027
L03227
%
%
DG 1 FW exp tank level (steady)

DG 2 FW exp tank level (steady)

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
162
Kongsberg Maritime
Doc.no.: SO-0439-I / 8-Oct-04
2.321 Page:9300 MD93** SCENARIO - FREE TAGS

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
X93001
X93002
X93003
X93004
X93005
X93006
X93007
X93008
X93009
X93010
X93011
X93012
X93013
X93014
X93015
X93016
X93017
X93018
X93019
X93020
-----------------------------------------
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG
FREE TAG

A:
B:
C:
D:
E:
F:
G:
H:
I:
J:
K:
L:
M:
N:
O:
P:
Q:
R:
S:
T:
163
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05

Version MC90-III
USER'S MANUAL
Appendix F
Observation Report
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
APPENDIX F OBSERVATION REPORT
8.1
Introduction
When the customers start using one or more of Kongsberg Maritime AS, there will often
occur questions and comments regarding operation and functionality of the simulator.
Within certain intervals, a group of experienced people meet and discuss all incoming
observation reports. The meeting ends up with a conclusion on each individual report. The
conclusion is conveyed to the person that issued the Observation Report, or to the contact
person of the customer.
Enclosed there is an Observation Report which Kongsberg Maritime AS ask the customer
to use when reporting questions or problems related to the simulator(s) delivered. The
Observation Report should comprise description of one item only. We ask the customer to
fill in all fields and convey the report(s) to:
Kongsberg Maritime AS Marine IT - Simulation
Customer Support Department
Attn.:
Support Manager
E-mail:
km.sim.service@kongsberg.com
Fax no:
(47) 85 02 80 28
8-1
Kongsberg Maritime
Doc.no.: SO-0622-H1 / 2-May-05
8.2
Observation Report
To
Marine IT - Simulation
Customer Support
Fax: +47 85 02 80 28
E-mail: km.sim.service@kongsberg.com
From:
Customer contact:
Phone:
E-mail:
Dato:
Fax:
This report involves the following software / hardware:

MD no.:
Plant
Workstation no.:
name:
Other:
Description:
Sign:
8-2

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Kongsberg Maritime

Doc.no.: SO-0622-H1 / 2-May-05

Engine Room Simulator

Arild Hermansen (s)

Harald Kluken (s)

2005 Kongsberg Maritime AS

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

FUNCTIONAL DESCRIPTION ............................................... 1-1

Piston Ring Monitor ................................................... 1-123

GENERAL INFORMATION ...................................................2-1

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

ME Local Control .........................................................2-87

TRIP CODES - APPENDIX A ............................................... 3-1

CONTROLLERS AND ACTUATORS - APPENDIX B ...................... 4-1

APPENDIX C ALARM LIST ................................................ 5-1

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

APPENDIX D MALFUNCTION LIST .......................................6-1

APPENDIX E VARIABLE LIST .............................................7-1

APPENDIX F OBSERVATION REPORT ...................................8-1

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

Engine Room Simulator

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

mean indicated cylinder pressures

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

Shut down action based on:

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

The Process Diagrams comprise abbreviations such as, T, G, P etc. meaning:

Main Engine Data

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

Engine Control Room (ECR)

ME remote control (AutoChief)

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

1.2.1.1 AutoChief - Indicator Panel

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

1.2.1.1.1 AutoChief - ME Control Panel

Fuel Link Command

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

1.2.1.1.2 Description of AutoChief Functions

Flow sheet for rpm control

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

Flow Sheet for Pitch Control

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

Relation Between Pitch And Rpm

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

1.2.1.1.4 Fixed Speed

Fixed Speed, Dial & Rpm - Setpoint

1.2.1.1.5 ECO Mode

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

1.2.1.1.6 Fixed Pitch

Fixed Pitch, & Rpm - Setpoint

1.2.1.1.7 Shaft Generator Mode

The Pitch may now be controlled by the dial.

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

1.2.1.1.8 Rate Limitations

Max Speed Setpoint Reduction

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

1.2.1.1.10 Critical Speed Adjustment

1.2.1.1.11 PID Controller

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual

Scav. Air Limiter

ERS-L11 MAN B&W 5L90MC-VLCC Ver.MC90-III User's Manual