PLTD Gas Pesanggaran

Plant Operation Manual
PLTD Gas Pesanggaran

P/14001
Document ID DBAD066321a
Date of issue 17.12.2015
Status Approved
INSTRUCTIONS
Classification Confidential
© Copyright by Wärtsilä Finland Oy
All rights reserved. No part of this booklet may be reproduced or copied in any form or by any means (electronic,
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written permission of the copyright owner.
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REGARDING THE SUBJECTS COVERED AS WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE
PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGN OF THE SUBJECT AND
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THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR
LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES
ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT
FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE
LIABLE UNDER ANY CIRCUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR
INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE, SUFFERED BY ANY PARTY ARISING OUT
OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATION
CONTAINED THEREIN.
Table of Contents
1. About this manual........................................................................................................................................ 1-1

1.1. Change log.............................................................................................................................................. 1-1
1.2. Objective.................................................................................................................................................. 1-1
1.3. Use of symbols........................................................................................................................................ 1-1
1.4. Preconditions........................................................................................................................................... 1-2
1.5. Glossary................................................................................................................................................... 1-2
2. Safety notes.................................................................................................................................................. 2-1

2.1. General safety notes................................................................................................................................ 2-1
2.2. Elementary plant safety........................................................................................................................... 2-1
2.3. Fire protection.......................................................................................................................................... 2-2
2.4. Pressure equipment................................................................................................................................. 2-3
2.5. Safety devices......................................................................................................................................... 2-3
2.5.1. Insulation........................................................................................................................................... 2-3
2.5.2. Safety shields.................................................................................................................................... 2-3
2.5.3. Safety valves..................................................................................................................................... 2-4
2.5.4. Safety switches................................................................................................................................. 2-4
2.6. Hazardous areas...................................................................................................................................... 2-4
2.7. Safety and emergency procedures.......................................................................................................... 2-5
2.7.1. Locking and tagging out for maintenance or inspection.................................................................. 2-5
2.7.2. In case of fire..................................................................................................................................... 2-6
2.7.3. In case of gas leak............................................................................................................................ 2-6
2.7.4. Responding spills.............................................................................................................................. 2-7
3. Plant description.......................................................................................................................................... 3-1

3.1. Plant application...................................................................................................................................... 3-1
3.2. Plant layout.............................................................................................................................................. 3-1
3.2.1. Power house..................................................................................................................................... 3-1
3.3. Generating set......................................................................................................................................... 3-1
3.3.1. Engine............................................................................................................................................... 3-2
3.3.2. Generator.......................................................................................................................................... 3-2
3.4. Black start unit......................................................................................................................................... 3-2
4. Auxiliary system description....................................................................................................................... 4-1

4.1. Combined system modules..................................................................................................................... 4-1
4.1.1. Engine auxiliary module.................................................................................................................... 4-2
4.1.2. Pipe rack........................................................................................................................................... 4-2
4.1.3. Exhaust gas module.......................................................................................................................... 4-2
4.1.4. Compact booster unit....................................................................................................................... 4-2
4.2. Fuel storage system................................................................................................................................ 4-2
4.2.1. LFO transfer pump unit..................................................................................................................... 4-3
4.2.1.1. Fuel pumps................................................................................................................................. 4-3
4.2.1.2. Manual valves and local indicators in the pump unit................................................................. 4-4
4.2.2. HFO transfer pump unit.................................................................................................................... 4-5
4.2.2.1. Fuel pump................................................................................................................................... 4-5
4.2.2.2. Fuel heater.................................................................................................................................. 4-5
4.3. Fuel treatment system............................................................................................................................. 4-7
4.3.1. Fuel separator................................................................................................................................... 4-8
4.3.2. Fuel preheating................................................................................................................................. 4-8
4.4. Fuel supply system.................................................................................................................................. 4-8
4.4.1. HFO feeder unit................................................................................................................................. 4-9
4.4.1.1. Safety shut-off valve................................................................................................................... 4-9
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4.4.1.2. Feed pumps................................................................................................................................ 4-9

4.4.1.3. Automatic filter......................................................................................................................... 4-10
4.4.2. LFO feeder unit............................................................................................................................... 4-10
4.4.3. Fuel circulation................................................................................................................................ 4-10
4.4.3.1. Fuel selection valve.................................................................................................................. 4-11
4.4.3.2. Safety shut-off valve................................................................................................................. 4-11
4.4.3.3. Flow meter................................................................................................................................ 4-11
4.4.3.4. Mixing tank............................................................................................................................... 4-11
4.4.3.5. Booster pumps......................................................................................................................... 4-12
4.4.3.6. Fuel heater................................................................................................................................ 4-12
4.4.3.7. Fuel filter................................................................................................................................... 4-12
4.4.3.8. Fuel cooler................................................................................................................................ 4-12
4.4.3.9. Leak fuel tank........................................................................................................................... 4-12
4.4.4. Pilot fuel system.............................................................................................................................. 4-13
4.4.4.1. Automatic filter......................................................................................................................... 4-13
4.5. Fuel gas system..................................................................................................................................... 4-13
4.5.1. Main gas valves............................................................................................................................... 4-13
4.5.2. Compact gas ramp......................................................................................................................... 4-14
4.5.2.1. Mass flow meter....................................................................................................................... 4-14
4.5.3. Gas detection and alarm system.................................................................................................... 4-15
4.5.3.1. Gas detectors in the engine hall............................................................................................... 4-15
4.5.3.2. Gas alarm and shutdown functions.......................................................................................... 4-15
4.6. Lubricating oil circulation system.......................................................................................................... 4-16
4.6.1. Prelubrication.................................................................................................................................. 4-16
4.6.2. Lubricating oil cooling..................................................................................................................... 4-17
4.6.3. Lubricating oil filters........................................................................................................................ 4-17
4.6.4. Safety filter...................................................................................................................................... 4-17
4.6.5. Oil mist separator unit..................................................................................................................... 4-17
4.7. Lubricating oil storage system............................................................................................................... 4-18
4.7.1. Lubricating oil filling and disposal................................................................................................... 4-18
4.7.2. Lubricating oil loading pump unit.................................................................................................... 4-18
4.7.2.1. Lubricating oil pump................................................................................................................. 4-18
4.7.2.2. Manual valves and local indicators in the pump unit............................................................... 4-19
4.7.3. Lubricating oil unloading pump unit................................................................................................ 4-20
4.7.3.1. Lubricating oil pump................................................................................................................. 4-20
4.7.4. Lubricating oil transfer pump unit................................................................................................... 4-21
4.7.4.1. Transfer pump for new oil......................................................................................................... 4-22
4.7.4.2. Transfer pump for used oil....................................................................................................... 4-22
4.7.5. Mobile transfer pump unit............................................................................................................... 4-24
4.8. Compressed air system......................................................................................................................... 4-24
4.8.1. Starting air unit................................................................................................................................ 4-25
4.8.2. Starting air unit................................................................................................................................ 4-25
4.8.3. Starting air vessel............................................................................................................................ 4-26
4.8.4. Instrument air unit........................................................................................................................... 4-26
4.8.5. Instrument air dryer......................................................................................................................... 4-26
4.8.6. Instrument air bottle........................................................................................................................ 4-26
4.9. Cooling water system............................................................................................................................ 4-27
4.9.1. Expansion vessel............................................................................................................................. 4-27
4.9.2. Temperature control valves............................................................................................................. 4-28
4.9.3. Preheating unit................................................................................................................................ 4-28
4.9.4. Radiator........................................................................................................................................... 4-28
4.9.5. Cooling water filling and emptying.................................................................................................. 4-29
4.9.6. Maintenance water tank.................................................................................................................. 4-29
4.9.6.1. Maintenance water pump......................................................................................................... 4-29
4.9.6.2. Manual valves and local indicators on the maintenance water tank........................................ 4-31
4.10. Charge air system................................................................................................................................ 4-31
4.10.1. Charge air filter.............................................................................................................................. 4-32
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4.10.2. Charge air silencer........................................................................................................................ 4-32

4.11. Exhaust gas system............................................................................................................................. 4-33
4.11.1. Exhaust gas ventilation unit.......................................................................................................... 4-33
4.11.2. Exhaust gas silencer and stack..................................................................................................... 4-34
4.11.3. Explosion vents............................................................................................................................. 4-34
4.11.4. Turbocharger washing unit........................................................................................................... 4-34
4.11.5. Continuous Emission Monitoring System..................................................................................... 4-34
4.12. Thermal oil system............................................................................................................................... 4-35
4.12.1. Exhaust gas boiler......................................................................................................................... 4-35
4.12.2. Thermal oil heater.......................................................................................................................... 4-35
4.12.3. Circulation pump unit.................................................................................................................... 4-36
4.12.4. Expansion tank.............................................................................................................................. 4-36
4.12.5. Minimum flow control set.............................................................................................................. 4-36
4.12.6. Thermal oil cooler.......................................................................................................................... 4-36
4.12.7. Thermal oil distribution.................................................................................................................. 4-36
4.12.7.1. Trace heating.......................................................................................................................... 4-36
5. Plant support system description............................................................................................................... 5-1

5.1. Oily water collection and treatment system............................................................................................ 5-1
5.1.1. Oily water transfer pump unit............................................................................................................ 5-2
5.1.1.1. Transfer pump............................................................................................................................ 5-2
5.1.1.2. Purging line................................................................................................................................. 5-3
5.1.2. Oily water treatment feed pump unit................................................................................................. 5-4
5.1.2.1. Feed pump................................................................................................................................. 5-4
5.1.3. Oily water treatment unit................................................................................................................... 5-5
5.1.4. Sludge loading pump unit................................................................................................................. 5-5
5.1.4.1. Transfer pump............................................................................................................................ 5-5
5.1.4.2. Purging line................................................................................................................................. 5-6
5.1.5. Boiler washing water pump unit........................................................................................................ 5-7
5.1.5.1. Water pump................................................................................................................................ 5-8
5.2. Water supply system............................................................................................................................... 5-9
5.2.1. Water booster unit........................................................................................................................... 5-10
5.3. Ventilation system.................................................................................................................................. 5-10
5.3.1. Engine hall ventilation..................................................................................................................... 5-10
5.3.1.1. Ventilation unit (generator side)................................................................................................ 5-10
5.3.1.2. Ventilation unit (auxiliary area).................................................................................................. 5-10
5.3.1.3. Control of the ventilation fans................................................................................................... 5-10
5.3.2. Fuel treatment house ventilation..................................................................................................... 5-11
5.3.3. Control room ventilation.................................................................................................................. 5-11
5.3.4. Compressor room ventilation.......................................................................................................... 5-11
5.3.5. Switchgear room ventilation............................................................................................................ 5-11
5.3.5.1. Control of the ventilation fans................................................................................................... 5-11
6. Electrical and control system description................................................................................................. 6-1

6.1. Operation modes..................................................................................................................................... 6-1
6.2. Control panels......................................................................................................................................... 6-1
6.2.1. Common control panel..................................................................................................................... 6-1
6.2.1.1. Manual synchronizing interface.................................................................................................. 6-2
6.2.2. Generating set control panel............................................................................................................. 6-2
6.2.2.1. Manual control interface............................................................................................................. 6-3
6.2.2.2. Generator protection.................................................................................................................. 6-3
6.2.3. Local control panels.......................................................................................................................... 6-3
6.2.3.1. Control panel in the engine auxiliary module............................................................................. 6-4
6.3. PLC system............................................................................................................................................. 6-4
6.4. WOIS workstation.................................................................................................................................... 6-4
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6.5. WISE workstation.................................................................................................................................... 6-5

6.6. Control functions..................................................................................................................................... 6-5
6.6.1. Start and stop................................................................................................................................... 6-6
6.6.2. Synchronization................................................................................................................................. 6-6
6.6.3. Engine speed and load control......................................................................................................... 6-7
6.6.4. Generator output control................................................................................................................... 6-8
6.6.5. Alarm handling.................................................................................................................................. 6-8
6.6.6. Safety functions................................................................................................................................ 6-9
6.7. Power distribution system....................................................................................................................... 6-9
6.7.1. Medium voltage system.................................................................................................................. 6-10
6.7.1.1. Generator cubicle..................................................................................................................... 6-10
6.7.1.2. Auxiliary transformer cubicle.................................................................................................... 6-11
6.7.1.3. Outgoing feeder cubicle........................................................................................................... 6-11
6.7.1.4. Bustie breaker cubicle.............................................................................................................. 6-11
6.7.2. Low voltage system........................................................................................................................ 6-11
6.7.2.1. Breaker interlocking.................................................................................................................. 6-12
6.7.2.2. Frequency converters............................................................................................................... 6-12
6.7.3. DC system....................................................................................................................................... 6-12
6.7.4. Station service transformer............................................................................................................. 6-13
7. Procedures for operating the plant............................................................................................................ 7-1

7.1. Preparing the plant for startup................................................................................................................. 7-1
7.1.1. Starting the plant after a prolonged stop.......................................................................................... 7-2
7.1.2. Starting the plant after maintenance work........................................................................................ 7-3
7.2. Shutting down the plant.......................................................................................................................... 7-3
7.2.1. Stopping the plant for maintenance work......................................................................................... 7-4
7.2.2. Handling the plant after an unplanned stop...................................................................................... 7-4
7.3. Starting the auxiliary systems.................................................................................................................. 7-6
7.3.1. Starting the fuel gas system.............................................................................................................. 7-6
7.3.1.1. Activating the gas regulation system.......................................................................................... 7-6
7.3.2. Starting the fuel oil system................................................................................................................ 7-7
7.3.2.1. Starting the HFO transfer system............................................................................................... 7-8
7.3.2.2. Starting the LFO transfer pump unit........................................................................................... 7-9
7.3.2.3. Starting the fuel feeder............................................................................................................... 7-9
7.3.2.4. Starting the fuel feeder............................................................................................................. 7-10
7.3.2.5. Starting the fuel circulation system.......................................................................................... 7-10
7.3.2.6. Starting the pilot fuel system.................................................................................................... 7-11
7.3.3. Starting the lubricating oil system................................................................................................... 7-11
7.3.3.1. Starting the lubricating oil circulation system........................................................................... 7-11
7.3.4. Starting the starting air system....................................................................................................... 7-12
7.3.4.1. Starting the starting air unit...................................................................................................... 7-13
7.3.5. Starting the instrument air system.................................................................................................. 7-14
7.3.5.1. Starting the instrument air unit................................................................................................. 7-14
7.3.6. Starting the cooling water system................................................................................................... 7-15
7.3.6.1. Filling and venting the cooling water circuits........................................................................... 7-15
7.3.6.2. Starting the preheating unit...................................................................................................... 7-17
7.3.6.3. Starting the radiators................................................................................................................ 7-17
7.3.7. Starting the charge air and exhaust gas system............................................................................. 7-18
7.3.7.1. Starting the charge air filter...................................................................................................... 7-18
7.3.7.2. Starting the exhaust gas ventilation unit.................................................................................. 7-18
7.3.8. Starting the oily water system......................................................................................................... 7-19
7.3.8.1. Starting the oily water transfer pump unit (automatic)............................................................. 7-20
7.3.8.2. Starting the oily water treatment unit....................................................................................... 7-20
7.3.9. Starting the water supply system.................................................................................................... 7-21
7.4. Stopping the auxiliary systems.............................................................................................................. 7-22
7.4.1. Stopping the fuel gas system.......................................................................................................... 7-22
7.4.1.1. Shutting down the gas regulation system................................................................................ 7-23
7.4.1.2. Purging the fuel gas system..................................................................................................... 7-23
7.4.2. Stopping the fuel oil system............................................................................................................ 7-23
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7.4.2.1. Stopping the fuel circulation system........................................................................................ 7-24

7.4.3. Stopping the lubricating oil system................................................................................................. 7-25
7.4.3.1. Stopping the lubricating oil circulation system........................................................................ 7-25
7.4.4. Stopping the starting air system..................................................................................................... 7-25
7.4.5. Stopping the instrument air system................................................................................................ 7-26
7.4.6. Stopping the cooling water system................................................................................................ 7-27
7.4.6.1. Emptying the cooling water circuits......................................................................................... 7-27
7.4.7. Stopping the charge air and exhaust gas system........................................................................... 7-28
7.4.8. Stopping the oily water system....................................................................................................... 7-29
7.4.9. Stopping the water supply system.................................................................................................. 7-29
7.5. Starting the generating set.................................................................................................................... 7-30
7.5.1. Preparing the engine for start......................................................................................................... 7-30
7.5.2. Starting the generating set in manual mode................................................................................... 7-31
7.5.3. Starting the generating set in automatic mode............................................................................... 7-31
7.5.4. Synchronizing circuit breakers........................................................................................................ 7-32
7.5.5. Black start sequence....................................................................................................................... 7-33
7.6. Stopping the generating set.................................................................................................................. 7-34
7.6.1. Stopping the generating set in manual mode................................................................................. 7-34
7.6.2. Stopping the generating set in automatic mode............................................................................. 7-35
7.6.3. Deactivating the engine................................................................................................................... 7-35
7.7. Fuel change-over................................................................................................................................... 7-36
7.7.1. Changing fuel from LFO to gas ...................................................................................................... 7-36
7.7.2. Changing fuel from gas to LFO....................................................................................................... 7-36
7.7.3. Changing fuel from LFO to HFO..................................................................................................... 7-36
7.7.4. Changing fuel from HFO to LFO..................................................................................................... 7-37
7.8. Filling and emptying tanks..................................................................................................................... 7-38
7.8.1. Filling the lubricating oil tank........................................................................................................... 7-38
7.8.2. Filling the engine oil sump............................................................................................................... 7-39
7.8.3. Emptying the engine oil sump......................................................................................................... 7-39
7.8.4. Emptying the sludge tank............................................................................................................... 7-40
7.9. Operating and supervising the plant...................................................................................................... 7-40
7.9.1. Cleaning the turbine and the compressor of the turbocharger ...................................................... 7-40
7.9.2. Draining water from fuel tanks........................................................................................................ 7-41
7.9.3. Topping up the cooling water circuits............................................................................................. 7-42
7.9.4. Mixing chemicals to the cooling water............................................................................................ 7-43
7.9.5. Neutralizing the boiler washing water............................................................................................. 7-44
7.9.6. Adjusting the fuel system valves..................................................................................................... 7-44
7.9.7. Calibrating the oil mist separator.................................................................................................... 7-45
7.9.8. Turning the crankshaft during engine shutdown............................................................................. 7-46
7.10. Regular inspections............................................................................................................................. 7-46
7.10.1. Daily inspections........................................................................................................................... 7-47
7.10.1.1. Daily inspections during engine operation............................................................................. 7-47
7.10.1.2. Daily inspections during engine standby................................................................................ 7-48
7.10.2. Weekly inspections....................................................................................................................... 7-48
7.10.2.1. Weekly inspections during engine shutdown......................................................................... 7-48
7.10.3. Monthly inspections...................................................................................................................... 7-49
7.10.4. Annual inspections........................................................................................................................ 7-50
8. Alarms and fault finding............................................................................................................................... 8-1

8.1. General alarm descriptions...................................................................................................................... 8-1
8.1.1. Pump and motor overload alarms..................................................................................................... 8-1
8.1.2. Tank level alarms.............................................................................................................................. 8-1
8.1.3. Alarms for high pressure drop over filters......................................................................................... 8-1
8.2. Engine alarms.......................................................................................................................................... 8-2
8.2.1. Gas pressure deviation..................................................................................................................... 8-2
8.2.2. Fuel leakage...................................................................................................................................... 8-2
8.2.3. Fuel pressure low.............................................................................................................................. 8-2
8.2.4. Lubricating oil level low..................................................................................................................... 8-3
8.2.5. Lubricating oil pressure low (during running).................................................................................... 8-3
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8.2.6. Lubricating oil pressure low (at engine start).................................................................................... 8-3

8.2.7. Lubricating oil temperature high....................................................................................................... 8-3
8.2.8. Compressed air pressure low........................................................................................................... 8-4
8.2.9. Cooling water pressure low.............................................................................................................. 8-4
8.2.10. Cooling water temperature high...................................................................................................... 8-4
8.2.11. Charge air pressure high................................................................................................................. 8-4
8.2.12. Charge air temperature high........................................................................................................... 8-5
8.2.13. Exhaust gas temperature high........................................................................................................ 8-5
8.2.14. Main bearing temperature high....................................................................................................... 8-5
8.3. Troubleshooting the fuel gas system....................................................................................................... 8-5
8.3.1. Troubleshooting the compact gas ramp........................................................................................... 8-5
8.3.1.1. Gas inlet pressure alarms........................................................................................................... 8-6
8.3.1.2. Gas temperature alarms............................................................................................................. 8-6
8.3.1.3. Gas leakage test failure.............................................................................................................. 8-6
8.4. Troubleshooting the fuel oil system......................................................................................................... 8-6
8.4.1. Troubleshooting the LFO transfer pump unit.................................................................................... 8-6
8.4.1.1. Suction pressure low, LFO transfer pump.................................................................................. 8-7
8.4.2. Troubleshooting the HFO transfer pump unit................................................................................... 8-7
8.4.2.1. Suction pressure low, HFO transfer pump................................................................................. 8-7
8.4.2.2. Fuel temperature low.................................................................................................................. 8-8
8.4.2.3. Fuel temperature high................................................................................................................. 8-8
8.4.3. Troubleshooting the fuel separator unit............................................................................................ 8-8
8.4.3.1. Oil pressure alarms..................................................................................................................... 8-9
8.4.3.2. Oil temperature alarms............................................................................................................... 8-9
8.4.3.3. Sludge tank level high................................................................................................................ 8-9
8.4.4. Troubleshooting the fuel feeder unit............................................................................................... 8-10
8.4.4.1. Suction pressure low, LFO feeder pump.................................................................................. 8-10
8.4.4.2. Suction pressure low, HFO feeder pump................................................................................. 8-10
8.4.4.3. LFO feeder pressure deviation................................................................................................. 8-10
8.4.4.4. HFO feeder pressure deviation................................................................................................. 8-10
8.4.4.5. High differential pressure, automatic filter................................................................................ 8-11
8.4.4.6. High differential pressure, bypass filter.................................................................................... 8-11
8.4.4.7. Sludge pump malfunction........................................................................................................ 8-11
8.4.4.8. Quick-closing valve closed....................................................................................................... 8-11
8.4.5. Troubleshooting the compact booster unit..................................................................................... 8-12
8.4.5.1. Fuel selection valve position alarm........................................................................................... 8-12
8.4.5.2. Mixing tank level low................................................................................................................ 8-12
8.4.5.3. Booster pressure deviation....................................................................................................... 8-12
8.4.5.4. Fuel temperature low................................................................................................................ 8-12
8.4.5.5. Fuel temperature high............................................................................................................... 8-13
8.4.5.6. High differential pressure, fuel filter.......................................................................................... 8-13
8.4.5.7. Clean leak fuel tank level alarms.............................................................................................. 8-13
8.4.5.8. Dirty leak fuel tank level alarms................................................................................................ 8-14
8.5. Troubleshooting the lubricating oil system............................................................................................ 8-14
8.5.1. Troubleshooting the lubricating oil storage system........................................................................ 8-14
8.5.2. Troubleshooting the oil mist separator unit.................................................................................... 8-14
8.5.2.1. Oil mist separator alarms.......................................................................................................... 8-15
8.6. Troubleshooting the compressed air system........................................................................................ 8-15
8.6.1. Starting air unit alarms.................................................................................................................... 8-15
8.6.2. Instrument air unit alarms................................................................................................................ 8-15
8.7. Troubleshooting the cooling water system............................................................................................ 8-16
8.7.1. Expansion vessel level low.............................................................................................................. 8-16
8.7.2. Troubleshooting the preheating unit............................................................................................... 8-16
8.7.2.1. Preheater level low................................................................................................................... 8-16
8.7.2.2. Preheater overheated............................................................................................................... 8-16
8.7.3. Troubleshooting the radiators......................................................................................................... 8-17
8.7.4. Temperature control valve malfunction........................................................................................... 8-17
8.7.5. Troubleshooting the maintenance water tank................................................................................. 8-17
8.7.6. Incorrect cooling water pressure or flow........................................................................................ 8-18
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8.8. Troubleshooting the charge air and exhaust gas system...................................................................... 8-18
8.8.1. Troubleshooting the charge air filter............................................................................................... 8-18
8.8.1.1. High differential pressure, charge air filter................................................................................ 8-18
8.8.1.2. Low differential pressure, charge air filter................................................................................ 8-19
8.8.2. Dew point control failure................................................................................................................. 8-19
8.8.3. Exhaust gas ventilation failure......................................................................................................... 8-19
8.8.4. Troubleshooting the turbocharger washing unit............................................................................. 8-20
8.8.4.1. Too high engine load or exhaust gas temperature................................................................... 8-20
8.8.4.2. Washing sequence stopped..................................................................................................... 8-20
8.9. Troubleshooting the oily water system.................................................................................................. 8-20
8.9.1. Oily water pit level high................................................................................................................... 8-20
8.9.2. Oily water treatment unit alarms..................................................................................................... 8-21
9. Running a plant - tutorial information........................................................................................................ 9-1

9.1. Plant status.............................................................................................................................................. 9-1
9.2. Plant supervision and logkeeping............................................................................................................ 9-1
9.2.1. Plant supervision............................................................................................................................... 9-1
9.2.2. Inspection techniques....................................................................................................................... 9-1
9.3. Daily routines, inspection and operation................................................................................................. 9-2
9.3.1. Supervising the fuel gas system....................................................................................................... 9-2
9.3.2. Supervising the fuel oil system......................................................................................................... 9-2
9.3.2.1. Maintaining the fuel oil quality in gas mode operation............................................................... 9-3
9.3.3. Supervising the lubricating oil system.............................................................................................. 9-3
9.3.3.1. Conservation of lubricating oil.................................................................................................... 9-3
9.3.4. Supervising the compressed air system........................................................................................... 9-3
9.3.4.1. Compressed air leakage............................................................................................................. 9-4
9.3.5. Supervising the cooling water system.............................................................................................. 9-4
9.3.6. Supervising the charge air and exhaust gas system........................................................................ 9-4
9.4. Standby routines...................................................................................................................................... 9-4
9.4.1. Weekly routines................................................................................................................................. 9-5
9.4.2. Monthly routines............................................................................................................................... 9-5
9.4.3. Annual routines................................................................................................................................. 9-5
9.5. Fuel quality............................................................................................................................................... 9-5
9.5.1. Supply and handling of fuel.............................................................................................................. 9-5
9.5.2. Description of fuel oil characteristics................................................................................................ 9-6
9.6. Lubricating oil quality............................................................................................................................... 9-7
9.6.1. Supply and handling of lubricating oil............................................................................................... 9-7
9.6.2. Lubricating oil sampling.................................................................................................................... 9-8
9.6.3. Lubricating oil analysis...................................................................................................................... 9-8
9.6.3.1. Contaminants in lubricating oil................................................................................................... 9-9
9.7. Water quality............................................................................................................................................ 9-9
9.7.1. Raw water quality requirements........................................................................................................ 9-9
9.7.1.1. Raw water treatment................................................................................................................ 9-10
9.7.2. Cooling water sampling.................................................................................................................. 9-10
9.7.2.1. Cooling water treatment........................................................................................................... 9-10
9.7.2.2. Cleaning of cooling water system............................................................................................ 9-11
9.8. Abnormal operating situations............................................................................................................... 9-12
9.8.1. Emergency stop.............................................................................................................................. 9-12
9.8.2. Overflow and leaks.......................................................................................................................... 9-13
9.8.3. Blackout situations.......................................................................................................................... 9-13
9.8.4. Operation with stopped lubricating oil separator............................................................................ 9-13
A. Technical specifications............................................................................................................................. A-1
B. Normal operating parameters.................................................................................................................... B-1
C. Process water quality................................................................................................................................. C-1
D. Manual valves and local indicators........................................................................................................... D-1
DBAD066321a Confidential vii

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Plant Operation Manual 1. About this manual
1. About this manual
1.1 Change log GUID-08B961DD-07A7-492D-B413-9C5B73C07ACE
This document is a revised version of the plant operation manual, containing additional or
updated information. It replaces all earlier issued versions of the same document.
The main changes incorporated in this document revision are specified in the table below.
Table 1-1 Changes in this document revision
Section Type of change Description

"Manual valves and local Modification Valves added and removed according to
indicators" on page D-1 new drawings
1.2 Objective GUID-EF1294C2-9B16-4865-A918-B388544F1A01
This manual is aimed at the operating personnel of the plant. The purpose is to ensure that
the equipment operators have all the information necessary to safely run the plant in normal
operating conditions.
The instructions in this manual are given for information and guidance. To make the
information clear and easy to understand, only foreseeable conditions have been
considered. Situations that may arise from unintended use of equipment, machinery or tools
are not covered by the manual.
It is not possible to give instructions covering all possible situations during operation and
troubleshooting. The operators must use their knowledge of the installation when reading
the instructions and operating the plant, and rely on their own judgement regarding what
actions to take and which instructions to follow.
The information in this manual does not cover equipment that is not delivered by Wärtsilä.
Detailed information about process equipment and components is given in the
documentation issued by the original equipment manufacturers.
1.3 Use of symbols GUID-7CCEB85B-87B1-4B4A-B618-FD8B38F102A6
This manual includes different kinds of notes emphasized with a symbol. They are meant to
draw the reader's attention to possible dangers involved or other things to take into
consideration when performing an operation.
The following notes and warnings are used:
NOTE
Note is used in the text for highlighting important information or requirements.
WARNING
Warning is used in the text whenever there is a risk of personal injury.
DBAD066321a Confidential 1-1

1. About this manual Plant Operation Manual
WARNING - ELECTRICITY
The electricity warning is used in the text when there is a risk of personal injury
due to electrical shocks.
CAUTION
Caution is used in the text whenever there is a risk of damaging equipment.
1.4 Preconditions GUID-CCE2BF3A-FE3E-470B-A440-E6A106DF3C84
Before operating the plant, it must be verified that all systems are in full operational
condition. All the equipment has to be properly tested and commissioned and ready for
operation. Properly trained and experienced operators must be available to perform the
actions required in the instructions.
The equipment described in this manual must not be used for any other purpose than it was
designed for, and it must not be modified in any way without the supplier’s written
permission. The information in this manual is no longer valid if modifications are made to
the equipment.
Wärtsilä accepts no responsibility for situations arising from untrained personnel working in
the plant, unintended use or unauthorized modifications to the equipment.
1.5 Glossary GUID-316D83FB-837F-4C2D-9703-F531F0BDDF75
AC Alternating Current
AVR Automatic Voltage Regulator
CPU Central Processing Unit
CRO Crude Oil
DC Direct Current
HFO Heavy Fuel Oil
HMI Human-Machine Interface
HT High Temperature
HV High Voltage
I/O Input/Output
LBF Liquid Biofuel
LFO Light Fuel Oil
LO Lubricating Oil
LT Low Temperature
LV Low Voltage
MSDS Material Safety Data Sheet
MV Medium Voltage
PLC Programmable Logic Controller
PPE Personal Protective Equipment
UPS Uninterrupted Power Supply
1-2 Confidential DBAD066321a

Plant Operation Manual 1. About this manual
WISE Wärtsilä Information System Environment

WOIS Wärtsilä Operator's Interface System

1. About this manual Plant Operation Manual

Plant Operation Manual 2. Safety notes
2. Safety notes
For detailed information about plant safety, first aid and actions in emergency situations,
refer to the separate plant safety instruction documents. All personnel working in the plant
must read the safety instructions and be familiar with the safety routines.
2.1 General safety notes GUID-B2F39505-B588-4D24-9B53-5874E70B9D0C
Only persons with adequate training are allowed to operate the equipment in the plant.
Before starting to operate the plant, read the manuals provided by the component
manufacturers. Read and obey the safety instructions provided by the equipment
manufacturers and the material safety data sheets for the chemicals handled in the plant.
Observe the warning signs on the equipment. The signs must not be removed.
To prevent injury, be aware of moving parts. Never run the engine or any auxiliary
equipment without having the covers and protective shields properly mounted. Before
starting any maintenance work, adjustments or inspection, take the necessary precautions
to prevent accidental starting of the equipment.
WARNING - ELECTRICITY
Electrical or mechanical equipment in this power plant may interfere with the
operation of a pacemaker or other implanted devices that are sensitive to
electromagnetic fields. Check with your doctor or other physician/specialist
before entering this facility to reduce the risk of serious health consequences.
2.2 Elementary plant safety GUID-5DE929B3-C253-4A74-9499-08E3F98206A1
Handling of chemicals
Before using a chemical, study the safety data sheets provided by the supplier of the
chemical. Any chemical should be considered potentially hazardous unless it is known to be
harmless. When handling chemicals, contact with skin and eyes must be avoided.
Protective clothing has to be used, including safety glasses and impermeable gloves. Also
respiratory protective equipment may be required. The chemicals must be kept in a well
ventilated place. Do not eat or drink while handling chemicals. Spills must be properly
collected and the chemicals disposed of in accordance with local regulations.
Risk of ignition
Pay attention to the risk of ignition, as the equipment may contain combustible gases or
liquids.
● Do not light matches or open flames in the vicinity.
● Prevent sparks from occurring. Be aware that sparks may occur due to static electricity.
● Check that the area is free of combustible gases and liquids before using any power
tool.
In case of fuel leaks, actions must be taken immediately.
Carry a portable gas detector in the engine hall to detect gas leaks.

2. Safety notes Plant Operation Manual
Electrical safety
Only authorized electricians may perform work on electrical equipment. To prevent
electrical shocks, do not open electrical cabinets during operation. Do not touch any
electrical wiring or components until the main switch has been switched off and secured.
Burning or splashing hazard

When the plant is in operation, some of the pipes and components contain hot liquids, and
the surface may be hot. Before dismantling or opening any process equipment, consider
what the system may contain and take the necessary precautions to avoid burns, exposure
to hazardous substances, spills or splashing. All components should be allowed to cool
down before performing any maintenance work on them. Remove the pressure from the
system before opening any part of it. Opening a pressurized vessel that contains a hot
liquid may cause splashing.
Pressurized air
Be aware of the power of pressurized air. The pressure in the compressed air system is very
high. Look out for jets of pressurized air. If inspection, maintenance or adjustments will be
performed on a unit that uses compressed air, the compressed air supply should normally
be switched off to prevent personal injury. Do not open any component or unit before
ensuring that it is not pressurized. If a part of the compressed air system is isolated for
maintenance work, the valves must be locked and properly tagged out in order to prevent
accidental opening.
Protective clothing
To prevent injury to the personnel, protective clothing must be used when working in the
plant. Use overalls made according to safety regulations, protective gloves, safety glasses,
safety footwear, ear protection and hard hat. The protective gloves have to be strong and
heat resistant. Respiratory protective equipment must be used whenever there is a risk of
hazardous fumes.
Clean working space

The working space should always be kept tidy. Wipe up oil spills and dispose of all debris
that might cause accidents.
Working in confined spaces

Before working in a confined space, all inlet and outlet valves to the space must be closed
and properly locked. If the space has contained chemicals that may produce vapours, it
must be properly vented and the air tested. Two people should be assigned for hole watch
and remain stationed outside the space where they can observe the workers inside. Test
the air again at the beginning of each shift.
2.3 Fire protection GUID-57818227-FF80-4903-92EF-7EC511A42234
All personnel in the plant must have good knowledge about the fire protection system and
actions to take in case of a fire. Check the location of the fire extinguishers and study their
use by reading the instructions. Do not move the extinguishers from their marked places. All
emergency exits and fire extinguishers must always be clearly marked.
The fire protection equipment, such as fire alarm systems, fire extinguishers and hose reels,
should be inspected and tested regularly on a scheduled basis, to make sure it is working
properly in case of a fire.
Tidiness is important to avoid fire hazards. Make sure that flammable material is not left
close to hot areas.

2.4 Pressure equipment GUID-FC033F6E-D5A9-4FF4-A1CA-5F69166A052C
The plant processes involve various piping and vessels that convey and store liquids and
gases at an increased pressure. Pressurized systems require special safety precautions
during operation and maintenance. In addition to the pressure level, the hazardousness of a
pressurized system depends on the type of fluid and the system volume.
All pressure equipment must be inspected and maintained in accordance with the local
legislation and the applicable directives, and the actions must be properly recorded. The
safety valves and other equipment for overpressure prevention must always be in working
order when the system is pressurized, to ensure that the design pressure is never
exceeded.
It is crucial that the pressure be released in a controlled way before opening a system for
inspection or maintenance work. Neglecting the safety precautions connected with
pressurized systems causes a great risk of serious personal injury.
2.5 Safety devices GUID-70F15958-F930-420F-B731-FFB4A92C5FB8
The safe operation of the plant is secured by various safety devices. The safety devices
comprise equipment aimed at preventing accidents completely, as well as equipment for
reducing the consequences of hazardous incidents in terms of personal injury or plant
operability.
The safety devices consider different aspects of plant safety, such as:
● ensuring a safe working environment for all employees
● preventing personal injury in failure situations
● preventing component damage in failure situations
● preventing environmental impact in failure situations.
2.5.1 Insulation GUID-8BB617A2-89CA-4D5A-8CEB-5E0F744D9D33
Some pipes and other components conveying hot fluids are insulated. In addition to
reducing the thermal losses, the insulation is important for the plant safety as it prevents the
plant personnel from accidentally touching hot surfaces. Generally, pipes are provided with
insulation for safety purposes if they have a surface temperature high enough to cause
burns and are installed in an accessible location.
The insulation must never be removed when the system is in operation. Insulation that has
been temporarily removed for maintenance work shall be remounted before the system is
started again. If the insulation or the protective cladding is damaged, it has to be repaired.
2.5.2 Safety shields GUID-F457CEDC-CAF4-4196-973D-6AA3877E00E1
Safety shields reduce the risk of accidents by preventing the plant personnel from coming
into contact with moving parts, hot surfaces or other dangerous components. The
protective shields always have to be in place and properly secured when the equipment is
in operation.
If a safety shield has been temporarily removed for maintenance work, it has to be
remounted before starting the equipment again. Damaged safety shields shall be repaired
without delay.

2.5.3 Safety valves GUID-3FF8ACE8-B11A-4724-B1FD-73B8BA627B80
The safety valves protect other system components from damage in overpressure
situations. If the pressure exceeds the opening limit of the safety valve, the valve releases
gas or liquid from the system, thereby preventing a further pressure rise.
The safety valves must never be disabled when the system is in operation. To ensure that
the safety valves are in working order, they have to be regularly inspected and tested for the
correct opening pressure. The opening pressure of a safety valve has to be lower than the
design pressure of the system.
NOTE
The safety valves must not be used for controlling the system pressure. They
are used solely as a safeguard in failure situations.
2.5.4 Safety switches GUID-6BE3E774-8C57-4A2C-A320-7017E928FE64
Some electrically driven components are equipped with local safety switches for cutting off
the power supply. This enables the component to be disabled for maintenance without
shutting down the whole system.
NOTE
The safety switches are intended for use only in maintenance situations. They
shall not be used for normal starting and stopping.
The safety switch shall remain locked and tagged out when maintenance work is being
performed.
2.6 Hazardous areas GUID-7BED94DD-EEF7-4731-A83D-330ED5E16E88
The fuel system involves hazardous areas, where explosive mixtures of flammable vapours
and air may occur. The hazardous areas are classified according to the likelihood of
explosive gas atmospheres forming.
● Zone 0 classification is used for areas in which an explosive gas atmosphere is present
continuously, for long periods or frequently.
● Zone 1 classification is used for areas in which an explosive gas atmosphere is likely to
occur in normal operation occasionally.
● Zone 2 classification is used for areas in which an explosive gas atmosphere is not likely
to occur in normal operation but, if it does occur, will persist for a short period only.
● In areas with no hazard classification, explosive gas atmospheres are not expected to
form in quantities requiring special precautions.
The hazardous areas – including the classification and the extent – are indicated in the
hazardous area layout drawings. The hazardous areas include:
● the vent pipe openings of the fuel tanks
● the head space inside the fuel tanks
● the venting outlets of the fuel gas system
● the area surrounding valves and flanges in the fuel gas system
● the area surrounding the engine gas regulation unit.

The hazardous area classification must be strictly observed in all situations. Do not use any
equipment or perform any activity that may produce flames or sparks or otherwise cause a
risk of ignition within a hazardous area.
2.7 Safety and emergency procedures GUID-33731AFB-99A9-48B1-A4E9-3D4A72D83D6E
For detailed information about typical plant emergencies along with emergency actions,
evacuation procedures, etc., refer to the emergency action plan. Familiarize yourself with
the emergency layout and evacuation layout drawings, and make sure that these are always
readily available.
NOTE
Study the emergency procedures and the safety-related documents in advance,
to ensure that you know how to act if an emergency situation arises. A real
emergency situation requires swift actions, and there might be limited time to
look for safety information.
2.7.1 Locking and tagging out for maintenance or inspection GUID-05C7F416-CE2C-448D-BF47-0463EA11D6EE
Related topics
Stopping the plant for maintenance work............................................................................ 7-4
Before starting any maintenance work, it is extremely important to make sure that the
equipment cannot be accidentally started while it is being serviced.
Procedure
1 Notify all persons that will be affected that the lockout is about to begin.
2 Verify that the equipment to be serviced is turned off.
3 Locate all energy sources (electrical, pneumatic, steam etc.) that supply the
equipment and turn them off.
4 Secure all energy sources with an appropriate locking device.
5 Place an appropriate warning tag on the energy sources.
NOTE
If several persons are involved in the maintenance, all persons must attach their
own locking device and tag.
6 Release any stored energy (circuit breakers, pneumatic valves, springs etc.).
7 Operate the controls (switches, valves etc.) to make sure that the equipment will not
operate.
8 Perform the required maintenance work on the equipment.
9 When the maintenance work is finished, the equipment may be taken into service
again:
a Check that all tools and loose parts have been removed.
b Replace all safety guards.
c Ensure that all workers are clear of the equipment.

d Remove all tags and locking devices.
NOTE
Only the person that applied the tag or locking device may remove it.
e Turn on the energy sources.
2.7.2 In case of fire GUID-B4F442F4-E56C-4305-BA9B-568EA53D75F3
If you detect a fire in the plant, proceed as instructed in the fire response procedures.
● Initiate a plant shutdown if required, depending on the location and extent of the
fire.
● Close the main gas valve.
WARNING
Do not put out a gas fire with water or a fire extinguisher. The gas fire shall be
put out exclusively by closing the main gas valve. If the gas fire is extinguished
by other means, a gas explosion may occur when the remaining unburned gas
makes contact with an ignition source.
● Activate the fire alarm from the nearest pull station or call point.
● Evacuate the risk areas and rescue injured persons.
Close the doors as you leave the building, but do not lock the doors.
● Call the fire department.
Follow the instructions given by the emergency operator.
NOTE
If the fire involves gas, inform the fire department about this.
● Guide the fire department to the location of the fire.

● Try to limit the fire by removing flammable material, liquids and gases to a safe
place.
Fight the fire only if:
○ the fire department has been notified
○ the fire is small and it is not spreading to other areas
○ you can escape from the area safely
○ you are trained to use the fire fighting equipment.
2.7.3 In case of gas leak GUID-C153A55C-6E0B-49CF-8253-21F89ACB4681
Related topics
Gas detection and alarm system........................................................................................ 4-15
If you detect a gas leak, follow instructions defined for gas leak situation.

● Close the main gas valve upstream of the leak to stop the gas leak.
● Evacuate people from risk areas of fire or gas explosion.
If a person is suspected to have inhaled natural gas, bring her/him out into fresh air and
call for medical attention if required.
● Arrange a proper ventilation.
Avoid using electrical switches and equipment. Do not smoke.
● Call the local emergency number.
Inform authorities of the gas leak so that proper measures can be taken.
2.7.4 Responding spills GUID-47C120BE-7A65-4AD0-8B0E-4376C86AB13A
Related topics
Overflow and leaks............................................................................................................. 9-13
In case of an environmental spill incident, proceed as instructed in the spill response

procedures:
● Stop the outflow immediately if possible.
● Inform the control room and advise the operator to the location of the spill.
● Prevent the risk of fire in case of a fuel spill. Power for the area may need to be shut
down. In case of a large fuel spill, it may be necessary to cover the fuel with foam to
prevent a hazardous fire.
● Remove vehicles and material from the risk zone.
● Prevent the leaking liquid from spreading. Cover the spill with an absorbent material or
surround it with earth.
● Check the oily water collection pits to ensure that the leaking fluid is pumped out to the
sludge tank or the oily water tank, and not into rainwater drains.
● If the spilled liquid threatens to enter the sewage system, inform the local sewage
treatment facility and the local environmental protection agency immediately.
● If the spilled liquid threatens to enter local waterways, inform the local environmental
protection agency immediately.
● Send an incident report to the relevant parties, such as local authorities and insurance
companies.


Plant Operation Manual 3. Plant description
3. Plant description
The power plant includes engines, generators and the auxiliary equipment needed for
power production. The engine and the generator constitute a generating set. The auxiliary
equipment is mainly mounted on modular units.
The power plant operates on fuel gas or heavy fuel oil as the main fuel. Light fuel oil is used
as pilot fuel when running on fuel gas, and as backup fuel. The engine has a closed-circuit
cooling water system.
The power plant includes a control system and a power distribution system. The power
production is mainly controlled from the central control panel and from the operator's
workstation.
3.1 Plant application GUID-588D7E16-3BB4-441B-A5DC-6825E4566876
The plant produces power for the electrical grid, and it is designed for base load operation.
The engines are continuously running in normal situations, and are typically stopped only
for scheduled maintenance or for troubleshooting.
The power production can be adapted to variations in the power demand by adjusting the
load of the engines or by temporarily putting some engines on standby. In standby mode,
the engine is stopped, but the auxiliary systems are kept filled and preheated to enable fast
engine restart when needed.
The engine and the auxiliary equipment must be carefully maintained also during periods of
standby or shutdown. The appropriate service intervals must partly be determined based on
the engine running hours and the number of starts and stops.
3.2 Plant layout GUID-1CC5643D-ABC0-4671-9E50-4B9DAF8C1B4F
The central plant building is the power house, where the generating sets are located. The
power plant also includes various other buildings and areas for engine auxiliaries, plant
support functions and power distribution. The large tanks are installed outdoors.
3.2.1 Power house GUID-CE5F940E-E5CD-4D44-B7B1-84DDC8BF797E
The generating sets are located in the engine hall in the power house. The power house
also contains part of the auxiliary equipment.
The power house includes switchgear rooms and a control room. The central control panel
and the operator's workstation are located in the control room. The switchgear rooms
contain electrical cabinets and frequency converters for distribution of medium-voltage and
low-voltage power.
3.3 Generating set GUID-0B799AA5-7C11-467F-9C59-72F7B62AA046
Related topics
Technical specifications....................................................................................................... A-1
Starting the generating set................................................................................................. 7-30
Stopping the generating set............................................................................................... 7-34
The generating set consists of an engine and a generator, mounted on separate base
frames. The base frames are bolted together and flexibly mounted on the foundation using
steel spring elements. A flexible coupling connects the engine and the generator.

3. Plant description Plant Operation Manual
3.3.1 Engine GUID-3C991A50-9282-486A-8053-05F0E7FE3BC5
Related topics
The engine is a four-stroke gas engine with direct pilot fuel injection.
The engine is equipped with turbochargers and intercoolers. A small part of the auxiliary
equipment, including the engine-driven circulation pumps for lubricating oil and cooling
water, is built on the engine.
3.3.2 Generator GUID-57F6C10D-9168-4DAF-B299-2BB87E2D2E1F
The engine drives a synchronous three-phase generator.

The air-cooled generator includes a cooling unit with shaft-mounted cooling fans and air
filters. The generator is also equipped with an anticondensation heater.
The excitation of the generator is controlled by an automatic voltage regulator, installed in
the control cabinet of the generating set.
3.4 Black start unit GUID-C34D58DC-97D5-4D6A-85C2-45E7066FE279
Related topics
Black start sequence.......................................................................................................... 7-33
To enable startup of the power plant when all engines are stopped and the grid is not
energized, the plant includes a black start unit. The black start unit is a small generating set
used to provide power for the auxiliaries needed when starting one of the main engines.
The black start unit includes a diesel engine and a generator. The four-stroke engine is
equipped with a turbocharger and an intercooler.
In addition to the engine and the generator, the black start unit contains the necessary
auxiliary equipment, such as pumps and filters for fuel, lubricating oil and cooling water.
The unit is cooled by a radiator with an engine-driven fan. A fuel tank is integrated in the
unit.
The black start unit is equipped with an electric starting motor and a charging dynamo.

Plant Operation Manual 4. Auxiliary system description
4. Auxiliary system description

The auxiliary equipment is essential for the function of the engine and must be in full
operation when the engine is running or on standby. The auxiliary systems provide the
engine with fuel, lubricating oil, compressed air, cooling water and charge air.
The auxiliary systems include engine-specific equipment as well as equipment that is
shared by several engines.
Fuel
The fuel system provides the engine with clean fuel at the correct pressure. The engine can
be run on fuel gas or heavy fuel oil (HFO). Light fuel oil (LFO) is used as pilot fuel and
backup fuel.
Lubricating oil
The lubricating oil system maintains the quality of the engine lubricating oil. The system also
includes units for cooling the oil to prevent overheating.
Compressed air
Compressed air is used for starting the engine. The compressed air system also provides
instrument air for pneumatic devices in the plant.
Cooling
The cooling water system removes heat generated by the engine. The cooling water also
circulates through heat exchangers, where it is used for cooling the lubricating oil and the
charge air.
The cooling water system preheats the engine before start, and keeps it heated during
shutdown.
Charge air and exhaust

The charge air system provides the engine with clean combustion air, and the exhaust gas
system disposes of the exhaust gases from the engine.
4.1 Combined system modules GUID-EFF1833D-5066-4771-95C1-C1B776DAEB80
Some of the engine auxiliaries are mounted on compact modules serving several auxiliary
systems. For more information about these components, see the respective system
descriptions.

4. Auxiliary system description Plant Operation Manual
4.1.1 Engine auxiliary module GUID-9F5DC2DB-8A32-4BF4-B4D0-C71B1E27219B
Related topics
Preheating unit....................................................................................................................4-28
The engine auxiliary module handles the flow of lubricating oil, cooling water and
compressed air to and from the engine. The module includes the necessary piping, pumps,
filters, valves and instrumentation.
The preheating unit and the temperature control valves of the cooling water system are
located in the module. The module also contains the part of the lubricating oil circulation
system, including the prelubrication pump and the filters.
4.1.2 Pipe rack GUID-1A39BA69-2355-4367-A22F-ED8E900555E8
The pipe rack contains piping and valves for distributing fuel, lubricating oil, compressed
air, water and thermal oil to the auxiliary systems of the engine.
The engine-specific pipe racks are interconnected. The pipe rack has connections to the
auxiliary module and compact booster unit of the corresponding engine.
The HFO and sludge lines in the pipe rack are equipped with trace heating.
4.1.3 Exhaust gas module GUID-7532EF1E-10BD-4A78-9723-98102A4BFE46
Related topics
Charge air silencer.............................................................................................................. 4-32
The exhaust gas module handles the flow of charge air and exhaust gases.
The module is equipped with the charge air silencers, an exhaust gas ventilation unit and
piping for the expansion vessel.
4.1.4 Compact booster unit GUID-40E403C2-4E10-482D-8BD2-860258AC2D0B
Related topics
Fuel circulation....................................................................................................................4-10
The compact booster unit contains the main part of the fuel circulation system. The unit
provides the engine with fuel and collects the return fuel for recirculation. It also collects
leak fuel from the engine.
The compact booster unit includes piping, tanks, pumps, filters, valves and instrumentation.
The unit has connections to an externally mounted fuel cooler.
The fuel pipes in the unit are equipped with trace heating.
4.2 Fuel storage system GUID-7AF5D890-15B8-4712-A8AF-9A902F387CC2
Reference drawings
Main flow diagram DBAC932919, DBAC932920
The fuel storage system consists mainly of fuel tanks and pump units.

HFO is transferred from the storage tanks to the HFO buffer tanks by transfer pump units.
The transfer of HFO to the HFO day tanks from the buffer tanks is performed by a separator
unit, where the fuel is also cleaned.
Heaters are installed inside the HFO tanks.
4.2.1 LFO transfer pump unit GUID-BCC76DF4-3192-4475-9679-0A83F7C0D30F
Related topics
Starting the LFO transfer pump unit..................................................................................... 7-9
Reference drawing Position

DBAC952794 PAD 90_
The LFO transfer pump unit consists of two parallel pumps with piping, valves and the
necessary accessories for protection and control. The pumps and their accessories are
mounted on a common frame, forming a compact unit.
The pump unit includes an electrical cabinet for power distribution, monitoring and control.
A drip tray collects leaking oil.
A B
1
(A) LFO inlet

(B) LFO outlet
(1) Transfer pump
Fig 4-1 Flow diagram of the LFO transfer pump unit GUID-D9F6F9E5-35FF-43F5-8825-3503902A762E v2
4.2.1.1 Fuel pumps

GUID-D416E222-2E7C-4C6A-804A-30AB954CFE5E
The fuel transfer is done by two screw pumps, connected in parallel. The pumps are driven
by electric motors.
Each pump is equipped with a suction strainer, which protects the pump from large
impurities in the fuel. The pumps are protected against overpressure by built-in safety
valves. Non-return valves prevent the fuel from flowing in the wrong direction.
The pumps have manual inlet valves (V001/V002), allowing one pump to be isolated for
maintenance while keeping the other one operational. A pressure gauge (P001/P002) is
installed at the inlet of each pump, together with a pressure switch for suction pressure
alarms. Gauges for local monitoring of the discharge pressure (P005/P006) are installed at
the outlet of the pumps.
Control of the transfer pumps

The transfer pumps are controlled with switches on the local control panel, which also has
indication lamps for monitoring the pump operation. The pumps are controlled
independently and can be run at the same time if necessary. The control cabinet includes
motor protection switches.

When a pump is switched on, it starts and stops based on the level in the downstream tank.
The pump is started by a low level signal from the tank, and then runs until the high level
limit is reached. A start command can also be given manually with the control switch.
A suction pressure alarm will cause an automatic stop of the corresponding pump. The
suction pressure alarm can be reset with a button on the control panel.
4.2.1.2 Manual valves and local indicators in the pump unit

GUID-2F958D23-8B4B-4EDA-9037-B06410B53CEF
P002
P001
V006
V005
V001 V002
P005 P006
Fig 4-2 Manual valves and local indicators in the pump unit GUID-938857AE-26D8-4B67-8953-041963D54837 v1
Table 4-1 Manual valves and local indicators in the pump unit
Valve Description
V001 Fuel inlet, pump D001
V002 Fuel inlet, pump D002
V005 Gauge isolation valve (P001)
Indicator Description
P001 Suction pressure, pump D001
P005 Discharge pressure, pump D001

4.2.2 HFO transfer pump unit GUID-89A85427-8ED2-43F3-A48D-9225EE4AC3F6
Related topics
Starting the HFO transfer system......................................................................................... 7-8

DBAD027784, DBAD027306 PAC 90_
The HFO transfer pump units each contain one or two transfer pumps, which are all
connected in parallel. A heater is installed on the outlet side of each pump. In addition to
the pumps and the heaters, the pump unit includes piping, valves and the necessary
accessories for protection and control. The equipment is mounted on a common frame,
forming a compact unit.
(A) HFO inlet

(B) HFO outlet
(1) Transfer pump
(2) Fuel heater
Fig 4-3 Flow diagram of the HFO transfer pump unit GUID-49B16916-8AB3-42D3-9C47-D221C9034155 v1
4.2.2.1 Fuel pump

GUID-F6DFF6A3-FC69-49EE-B956-4842B63705F9
The fuel pump is a screw pump, driven by an electric motor. The pump is protected from
large impurities in the fuel by a suction strainer. A safety valve in the outlet line protects the
pump and downstream equipment against overpressure. A non-return valve prevents the
fuel from flowing in the wrong direction.
Pressure transmitters for monitoring and control are installed on the inlet and outlet sides of
the pump. The inlet line also includes local gauges for monitoring the suction pressure and
the fuel temperature.
Control of the transfer pumps

The transfer pumps are turned on and off with switches on the local control panel, which
also has indication lamps for monitoring the pump operation.
When the transfer pumps are set for automatic operation, they are controlled based on the
level in the downstream tank. The speed of the pumps is regulated by frequency
converters, to achieve the correct fuel flow and maintain a stable level in the tank.
Additionally, the number of running pumps can be reduced when the fuel demand is low.
One pump is normally kept on standby in case one of the main pumps fails.
4.2.2.2 Fuel heater

GUID-F1AA5F4D-05CB-44A4-BF16-EED03F638E3F
The fuel temperature is controlled by a thermal oil heater. A self-actuated valve in the
thermal oil line controls the heating effect by regulating the thermal oil flow to the heater.
The thermal oil control valve operates based on the signals from a temperature sensor at

the fuel outlet of the heater. A thermometer for local monitoring of the fuel outlet
temperature is also installed.
In addition to the thermal oil control valve, the thermal oil line of the heater includes manual
inlet and outlet valves. A strainer in the thermal oil line protects the heater by removing large
impurities.
(1) Fuel inlet (3) Thermal oil inlet

(2) Fuel heater (4) Thermal oil control valve
Fig 4-4 Flow diagram of the fuel heater GUID-FB2E6DC7-7439-4B27-A178-80317D46577A v1

GUID-69C55249-1E2A-49F8-BBED-1221DEA503B3
V119 T103
P104
T102
V112
V101
T003
V019
V114 P004
T002
V012
V014
V001
Fig 4-5 Manual valves and local indicators in the pump unit (double) GUID-63C19334-EFA9-46FA-
A0B7-8EAF783EF1BD v1

T003
V014
V012
V019
P004
T002
V001
Fig 4-6 Manual valves and local indicators in the pump unit (single) GUID-96F77585-D6E9-489B-
AF2C-5353DA25E0F2 v1
Valve Description Normal position

V001 Fuel inlet, pump D001/D003 Open
V012 Fuel outlet, heater B003/B002 Open
V014 Steam inlet, heater B003/B002 Open
V019 Condensate outlet, heater B003/B002 Open
V101 Fuel inlet, pump D002 Open
V112 Fuel outlet, heater B103 Open
V114 Steam inlet, heater B103 Open
V119 Condensate outlet, heater B103 Open
P004 Suction pressure, pump D001/D003
T002 Fuel inlet temperature, pump D001/D003
T003 Fuel outlet temperature, heater B003/B002
T102 Fuel inlet temperature, pump D002
T103 Fuel outlet temperature, heater B103
4.3 Fuel treatment system GUID-28C28733-DE90-4586-8DBC-7068A23C0545
The separators in the fuel treatment system clean the fuel by removing impurities and water.

Each separator is equipped with a feed pump and a heater. The electrically driven feed
pump operates at constant flow. Together with an automatically operated three-way valve,
the heater ensures that the oil entering the separator is at the correct temperature. The
impurities removed from the oil are collected to a sludge tank in the separator unit. The
sludge tank is emptied by an air-driven pump.
The separator unit has connections for compressed air and operating water. A control unit
monitors and controls the operation of the separation system.
(1) Feed pump (5) Untreated fuel inlet

(2) Heater (6) Treated fuel outlet
(3) Three-way valve (7) Untreated fuel return
(4) Separator
Fig 4-7 Fuel separation system GUID-57AA6EA0-A2E7-4DE0-AA78-8407E6FB306D v1
4.3.1 Fuel separator GUID-4F515AAE-312E-475F-A4E3-D5D804944CB7
Related topics
Troubleshooting the fuel separator unit................................................................................8-8
The centrifugal separator cleans the fuel by removing water and solid particles. The
separation process takes place in the rotating bowl, which is driven by an electric motor. Oil
is continuously separated from water and sludge as it flows towards the center of the bowl,
while impurities heavier than the oil are collected in the sludge space and removed
automatically at regular intervals.
4.3.2 Fuel preheating GUID-57399B7B-E2B3-452A-AD6B-78B510A147F8
To improve the separation efficiency, the fuel is preheated before entering the separator.
The oil is heated to the correct separation temperature in a heat exchanger connected to
the thermal oil system.
A pneumatic three-way valve between the heater and the separator directs the oil back to
the tank for untreated fuel if the required separation temperature has not been reached.
When the oil is at the correct temperature, the valve opens towards the separator.
The heating effect is regulated by an automatic control valve in the thermal oil inlet line of
the heater.
4.4 Fuel supply system GUID-6408205E-69A9-4CEF-88F2-6BF30E12A00C
Related topics
Starting the fuel circulation system.................................................................................... 7-10
Stopping the fuel circulation system.................................................................................. 7-24
Adjusting the fuel system valves........................................................................................ 7-44
The components in the fuel supply system purify, pressurize and heat the fuel.

The fuel feeders, which are shared by the engines, transfer fuel from the storage system to
the fuel circulation system. The main part of the engine-specific fuel circulation system is
located in the booster unit. The booster unit is connected to a heater unit and to a return
fuel cooler.
4.4.1 HFO feeder unit GUID-DC9938FF-FD76-4060-B348-9F47BC246971
Related topics
Starting the fuel feeder......................................................................................................... 7-9
The unit includes two feed pumps for HFO. One of the HFO pumps is normally in operation,
while the other one is on standby.
The HFO line also includes an automatic filter, equipped with a sludge tank and an air-
driven sludge pump.
The feeder unit includes equipment for monitoring the temperature and pressure in the
system. The HFO lines are trace heated.
(1) Safety shut-off valve (4) Sludge tank

(2) HFO feed pumps (5) Sludge pump
(3) Automatic filter
Fig 4-8 HFO feeder unit GUID-5EFFF5CC-B19A-407C-9B05-1A35D4C7157D v1
4.4.1.1 Safety shut-off valve

GUID-40905223-AB9D-47CD-B1DD-BDC06D13ABEF
The safety shut-off valve is installed to instantly stop the fuel supply when required for
safety reasons.
The pneumatic shut-off valve is equipped with a small air bottle, to keep the valve open in
case of short disturbances in the compressed air supply. If there is a loss of air pressure,
the shut-off valve closes and stops the fuel supply. The valve is closed also in case of an
emergency stop.
4.4.1.2 Feed pumps

GUID-D15AECD6-A29D-4A97-A8B9-C1948057722E
The feed pumps are electrically driven screw pumps with built-in safety valves. The pumps
are protected from impurities by suction strainers.
One of the parallel pumps is normally kept on standby. The pumps are controlled by
frequency converters. The frequency converter regulates the speed of the feed pump to
maintain the pressure in the outlet line. Pressure transmitters for pump control are installed
on the outlet side of the pumps. An overflow valve prevents overpressure in the system at
sudden changes in the fuel consumption

4.4.1.3 Automatic filter

GUID-6474D33C-A323-47D3-ADA7-28AF32C1C9D9
In the automatic filter, the oil is filtered by candle elements. The filter elements are cleaned
automatically by back-flushing using compressed air.
The automatic filter includes two filter chambers. One filter chamber is always held in
reserve, allowing cleaning of the filter elements without causing any interruption in the
filtration process. A high differential pressure across the filter initiates the filter chamber
change-over and back-flushing.
The filter unit is equipped with a bypass filter, a differential pressure indicator and an
electronic controller.
4.4.2 LFO feeder unit GUID-96B31420-04A0-429C-8FE4-EC7D9B539CA0
Related topics
Starting the fuel feeder....................................................................................................... 7-10
The feeder unit feeds LFO from the fuel tank to the fuel circulation system.
The unit includes two feed pumps. One of the pumps is normally in operation, while the
other one is on standby.
The feed pumps are electrically driven screw pumps with built-in safety valves. Suction
strainers are installed on the fuel inlets before the pumps. A pneumatic safety shut-off valve
is installed in the fuel outlet line.
The feeder unit includes equipment for monitoring the temperature and pressure in the
system.
The pumps are controlled by frequency converters. The frequency converter regulates the
speed of the feed pump to maintain the pressure in the outlet line.
(1) LFO inlet (5) Non-return valves

(2) Fuel return line (6) Safety shut-off valve
(3) Suction strainers (7) LFO outlet
(4) Feed pumps (8) Overflow valve
Fig 4-9 LFO feeder unit GUID-76D3801F-20FE-42CF-A1ED-691C30F5B657 v1
4.4.3 Fuel circulation GUID-BDF1CE64-CC9A-447D-BBAB-317FBD5C5E97
Related topics
Compact booster unit...........................................................................................................4-2
The fuel circulation system provides the engine with fuel at the correct pressure. It also
ensures that the temperature of the fuel is correct.

The fuel selection is made with a three-way valve at the inlet to the fuel circulation system.
A safety shut-off valve and a flow meter is installed upstream of the mixing tank.
A booster pump at the outlet of the mixing tank raises the fuel pressure and pumps fuel to
the engine through a heater and a filter. The amount of fuel circulated through the engine is
considerably higher than the fuel consumption, and excess fuel returns to the mixing tank.
A cooler in the return line prevents overheating of the fuel.
(1) Fuel selection valve (5) Booster pumps

(2) Safety shut-off valve (6) Fuel heater
(3) Flow meter (7) Fuel filter
(4) Mixing tank (8) Fuel cooler
Fig 4-10 Fuel circulation system GUID-6F40D271-6F5A-4231-B949-860047E76339 v1
4.4.3.1 Fuel selection valve

GUID-74EF838D-0042-45F4-B8B8-3424C0FA8248
The fuel selection (HFO/LFO) is made with a pneumatic three-way valve.

The control system changes the position of the solenoid-actuated fuel selection valve when
a fuel change-over order is given by the operator.
4.4.3.2 Safety shut-off valve

GUID-40905223-AB9D-47CD-B1DD-BDC06D13ABEF
The safety shut-off valve is installed to instantly stop the fuel supply when required for
safety reasons.
The pneumatic shut-off valve is equipped with a small air bottle, to keep the valve open in
case of short disturbances in the compressed air supply. If there is a loss of air pressure,
the shut-off valve closes and stops the fuel supply. The valve is closed also in case of an
emergency stop.
4.4.3.3 Flow meter

GUID-919CA464-BA77-4B9D-A3DB-975273408B63
The flow meter measures the fuel consumption of the engine. The mass flow meter consists
of a flow sensor and a transmitter. The flow meter is equipped with a display.
4.4.3.4 Mixing tank

GUID-1584E741-752E-47EB-B9D7-2623D12FBEC0
The mixing tank serves as a deaeration tank for removing gases from the fuel. It also
enables a smooth fuel change-over.
The tank is equipped with a pressure transmitter and a safety valve. A level switch in the
tank indicates the need for deaeration. When the switch is activated, gases should be
released by manually operating the lever of the safety valve.
A drain valve is installed at the bottom of the tank.

4.4.3.5 Booster pumps

GUID-F73B7020-E73F-450B-A63D-44B145D9BB27
The booster system includes two pumps, connected in parallel. One of the pumps is used
as a standby pump. The booster pumps are electrically driven screw pumps with built-in
safety valves. Suction strainers protect the pumps from impurities.
Both the main pump and the standby pump are normally set for automatic operation. In
automatic mode, the main pump is in operation when the engine is running.
4.4.3.6 Fuel heater

GUID-E0221022-C66C-49C0-BF94-801770091A09
The heater brings the fuel to the correct viscosity for the fuel injection to the engine.
The fuel is heated by circulating thermal oil through the heat exchanger. The heating effect
is controlled by a pneumatic valve in the thermal oil line to the heater. The valve operates
according to the type of fuel in the system and the temperature of the fuel at the outlet of
the heater.
The heater is equipped with a thermometer, a drain valve and a pressure relief valve. The
pressure relief valve protects the heater in case of too high pressure in the circuit. In
addition, inlet and outlet valves are installed in the fuel and thermal oil lines of the heater.
There is a bypass line to the heater.
4.4.3.7 Fuel filter

GUID-34213E28-94EC-46BD-ABA4-1AC4308E0951
The fuel filter has two filter chambers connected in parallel. The filter chamber selection is
done by operating a change-over valve on the filter.
The filter includes a differential pressure indicator for monitoring the condition of the filter
elements. If the maximum pressure drop is exceeded, an alarm is activated. The filter
chambers are equipped with drain valves.
4.4.3.8 Fuel cooler

GUID-2902D667-3E66-44DE-886D-20D68EE1FA14
The fuel is heated as it circulates in the engine. Especially during prolonged operation on
LFO, the fuel must be cooled, in order to prevent damage to the fuel system due to low fuel
viscosity.
The fuel is cooled in a plate heat exchanger by low-temperature water from the cooling
water circuit. A manual control valve in the cooling water circuit is used to control the
cooling effect by regulating the flow of water.
4.4.3.9 Leak fuel tank

GUID-7B3B0901-8FA2-4C3C-ACFE-195ACB39EF6C
The leak fuel tank collects leak fuel from the engine. The tank has separate compartments
for clean and dirty leak fuel. The emptying pumps are controlled by level switches in the
tank.
The clean leak fuel tank is emptied by an electrically driven screw pump. The clean leak fuel
is normally pumped back to the fuel storage system, but it can also be pumped to the
mixing tank. The receiving tank is selected with a three-way valve in the emptying line.
The dirty leak fuel tank is emptied by an air-driven pump.

4.4.4 Pilot fuel system GUID-B1B9E28C-5CE2-4B6D-931B-EAE375DB1CE6
Related topics
Starting the pilot fuel system.............................................................................................. 7-11
The fuel system has a separate circuit for supplying pilot fuel to the engine. Pilot fuel is
required for initiating the ignition during operation in gas mode.
LFO is used as pilot fuel. A fuel filter is installed in the pilot fuel line between the LFO feeder
and the engine.
The excess pilot fuel returning from the engine is led back to the fuel storage system for
recirculation.
The pilot fuel system is in continuous use regardless of the main fuel.
4.4.4.1 Automatic filter

GUID-6474D33C-A323-47D3-ADA7-28AF32C1C9D9
In the automatic filter, the oil is filtered by candle elements. The filter elements are cleaned
automatically by back-flushing using compressed air.
The automatic filter includes two filter chambers. One filter chamber is always held in
reserve, allowing cleaning of the filter elements without causing any interruption in the
filtration process. A high differential pressure across the filter initiates the filter chamber
change-over and back-flushing.
The filter unit is equipped with a bypass filter, a differential pressure indicator and an
electronic controller.
4.5 Fuel gas system GUID-C79A34CF-E10C-4417-9457-13FC84BD9876
Reference drawings
Main flow diagram DBAC932923
The purpose of the fuel system is to ensure an uninterrupted and reliable supply of fuel gas
to the engine. The components in the fuel system clean the gas and regulate the fuel
pressure according to the load of the engine. The fuel gas flow to the engine is continuously
measured.
A major part of the fuel gas system is mounted on the compact gas ramp. The main shut-off
valves in the fuel gas line are located outside the power house.
4.5.1 Main gas valves GUID-C28A3D00-4DFF-48EA-A0DC-34E73EC8C15F
An automatic shut-off valve is installed in the main gas line, together with a manual valve.
Both valves have to be open to allow gas to enter the fuel system in the engine hall. The
valve assembly also includes an automatic vent valve, which is installed downstream of the
shut-off valves.
In an emergency situation, such as a gas leak alarm, the automatic shut-off valve is closed
to stop the supply of fuel gas to the engine hall. The vent valve depressurizes the gas line
when the main shut-off valve has closed.
The automatic valves are controlled electropneumatically, and return to their fail-safe
positions upon loss of power or control air. In the fail-safe position, the main shut-off valve
is closed and the vent valve is open. An interlocking function ensures that these valves

cannot be open at the same time, for instance in the event of a signal failure or a control air
supply failure.
4.5.2 Compact gas ramp GUID-F4848782-79D3-40F6-A9C3-2A9D4DFB8F5A
Related topics
Activating the gas regulation system....................................................................................7-6
Shutting down the gas regulation system.......................................................................... 7-23
Troubleshooting the compact gas ramp.............................................................................. 8-5
The compact gas ramp controls the fuel gas flow to the engine, together with the main
admission valves at the engine. The unit ensures that clean fuel gas is fed to the engine at
the correct pressure, depending on the load of the engine.
The compact gas ramp includes manual and automatic shut-off valves, a gas regulating
valve and a gas filter. The gas regulating valve and the automatic shut-off valves are
operated using compressed air.
The gas filter is equipped with a differential pressure indicator.
A pneumatic valve regulates the outlet pressure of the fuel gas. The gas pressure is
controlled by the engine control system.
The compact gas ramp has two venting connections to outside the power house, each
equipped with an automatic venting valve. A manual venting valve is also installed. The unit
has a connection for inert gas, used for purging the fuel system of air after maintenance
work, in order to avoid explosive mixtures of fuel gas and air in the system.
The compact gas ramp includes equipment for monitoring the temperature and pressure of
the gas. The pressure is measured at several locations in the unit.
The automatic shut-off valves and venting valves are operated by the control system during
the start and stop sequences.
7 7
6
1 2 3 3 4
(1) Manual shut-off valve (5) Inert gas connection
(2) Gas filter (6) Safety valve
(3) Automatic shut-off valve (7) Venting connection
(4) Gas regulating valve
Fig 4-11 Compact gas ramp GUID-70ED2DFD-0695-43F1-850A-EFE12E4F0AD2 v1
4.5.2.1 Mass flow meter

GUID-CCD6D1AD-9794-4E77-BFFF-7870DC2678CE
The gas flow through the unit is measured with a coriolis mass flow meter. A flow sensor
measures the gas flow, and the signal is sent to the PLC by a transmitter.

4.5.3 Gas detection and alarm system GUID-4913459D-8CEE-44AC-87D5-E9F165704153
Related topics
In case of gas leak................................................................................................................ 2-6
The gas detection system monitors the concentration of flammable gas in the air. If a high
gas concentration is detected – indicating hazardous leakage from the fuel gas system – a
gas alarm is activated.
The gas detection and alarm system consists of gas detectors and alarm devices. The gas
detectors are installed at strategic locations where gas leaks are most likely to occur or
most critical. The engine hall is equipped with audiovisual alarm devices for notifying the
personnel of detected gas leaks. Alarm devices are installed also at the entrance doors of
risk areas.
NOTE
A portable gas detector has to be used when working in areas involving a
possible gas release.
4.5.3.1 Gas detectors in the engine hall

GUID-ED28183B-887C-473D-880A-2E47C07D7746
The gas detection system in the engine hall comprises point detectors at locations with the
highest leakage risk, as well as a detector of open-path type for detecting gas accumulated
in the upper part of the engine hall.
A point detector is installed above each gas regulating unit. The open-path detector
consists of a flash source and a receiver, which are installed below the roof in opposite
ends of the engine hall.
NOTE
The open path between the flash source and the receiver must be kept free of
obstructions that may block the infrared beam or prevent free movement of air.
4.5.3.2 Gas alarm and shutdown functions

GUID-7154DCE7-4B39-4739-A83B-58385C832876
All gas detectors in the engine hall are connected to a common gas detection panel for
alarm handling. A gas alarm will activate all alarm devices in the engine hall. The gas
detection panel, which is located in the control room, indicates which detector has triggered
the alarm.
The first-stage gas alarm is activated if the gas concentration at any point detector reaches
10% of the lower explosive limit, alerting the operators to a possible gas leakage that must
be investigated. The alarm can be triggered also by the open-path detector indicating an
elevated gas concentration. Once the source of the leakage has been found and the
situation is under control, the alarm devices can be inactivated by resetting the alarm from
the gas detection panel.
A second-stage gas alarm is activated if the gas concentration at any point detector
reaches 20% of the lower explosive limit, or if a dangerously large gas amount is detected
by the open-path detector. The plant is shut down by stopping all engines and cutting off
the gas supply to the engine hall with the main gas valve. The power supply to the related
control panels is disconnected to reduce the explosion risk, and the engine hall ventilation
is stopped. The gas alarm remains active until the gas concentration drops below the alarm
limit again.

4.6 Lubricating oil circulation system GUID-122CD873-27B4-4117-9D78-879388415E14
Related topics
Starting the lubricating oil circulation system.....................................................................7-11
Stopping the lubricating oil circulation system...................................................................7-25
Reference drawings
The lubricating oil circulation system provides the engine with clean lubricating oil at the
correct pressure and temperature. Apart from lubricating the engine, the oil also removes
heat.
The oil is circulated in the filtering and cooling system by an engine-driven pump. An
electrically driven prelubrication pump is connected in parallel with the main circulation
pump.
The circulation pump takes oil from the oil sump of the engine and pumps it through a
cooler. A three-way valve in the lubricating oil circuit regulates the oil flow to the cooler and
controls the temperature of the oil. The oil flows through an automatic backflushing filter
and a safety filter before it enters the engine.
(1) Circulation pump (4) Temperature control valve

(2) Prelubrication pump (5) Automatic filter
(3) Oil cooler (6) Safety filter
Fig 4-12 Lubricating oil circulation GUID-4CA018B7-4114-4C67-97D6-06B5FB4D1E7F v1
4.6.1 Prelubrication GUID-872B325C-D754-4419-AEAB-5608F5E47B3B
The lubricating oil circulation system has to be filled before the engine is started. A
prelubrication pump is connected in parallel with the main circulation pump, feeding the
same circuit prior to starting the engine and during standstill.

The prelubrication pump is driven by an electric motor, and it is equipped with an

adjustable pressure control valve.
When the pump is set in automatic mode, it operates according to the operation of the
engine. The pump is automatically switched on when the engine stops, and switched off
when the engine has started.
4.6.2 Lubricating oil cooling GUID-0404B610-3F91-460C-8F25-0935D5C84651
The temperature of the lubricating oil circulating in the engine increases during operation,
and the oil must therefore be cooled. The lubricating oil is cooled in a plate heat exchanger
by water from the low-temperature cooling water circuit of the engine.
An automatic three-way valve in the lubricating oil circuit controls the temperature of the oil.
The three-way valve regulates the flow of oil to the cooler and back to the engine, to keep
the temperature at the correct level as the engine load changes. The valve is operated
pneumatically according to signals from a temperature sensor on the engine. If the air
pressure or the control signal is lost, the valve returns to its fail-safe position, directing all oil
to the cooler.
4.6.3 Lubricating oil filters GUID-F1AEF7B3-567A-4F78-AD7A-C79B4E359193
The lubricating oil filtration system includes two automatic filters connected in parallel. Both
filters must be in operation when the engine is running.
The automatic filter contains a number of filter candles that clean the oil. Before leaving the
filter unit, the oil flows through a protective filter. The filter candles are cleaned by automatic
back-flushing.
The automatic filter is equipped with a differential pressure indicator/switch and overflow
valves. If the pressure rises too high (indicating inadequate cleaning of the filter candles),
the differential pressure switch gives an alarm to the plant control system.
4.6.4 Safety filter GUID-C2877E80-D7B7-42FF-8345-FFBE8F602513
The safety filter has two filter chambers connected in parallel. The filter chamber selection is
done by operating a change-over valve on the filter.
The filter includes a differential pressure indicator for monitoring the condition of the filter
elements. If the maximum pressure drop is exceeded, an alarm is activated. The filter
chambers are equipped with drain valves.
4.6.5 Oil mist separator unit GUID-5C6BCEDE-631A-4F81-9DA8-4CB45F14DA3E
Related topics
Calibrating the oil mist separator........................................................................................7-45
Troubleshooting the oil mist separator unit........................................................................ 8-14
The oil mist separator unit removes oil particles from the crankcase ventilation gas. The unit
includes two electrically driven centrifugal separators. A frequency converter supplies
power to the separator motors.
A small drain vessel in the unit collects the oil removed from the crankcase ventilation gas.
The purified gas is led out into open air.
To achieve the correct gas flow, a throttle valve is installed in the inlet pipe. Balancing air to
the separator is taken from the outlet air pipe. In case of a separator fault or overflow, the
balancing air pipe also serves as a bypass line.

The unit is equipped with a control cabinet for activating the separator. In automatic mode,
the separator is in operation when the engine is running.
4.7 Lubricating oil storage system GUID-C8FC238C-A3BB-4BF6-8A24-CDA49BE11AB9
Reference drawings
The lubricating oil storage and transfer system consists of pump units and tanks.
Two separate tanks are used to store new lubricating oil and used oil. In addition, the
system includes service tanks for temporary storage of lubricating oil during maintenance
work.
A stationary pump unit is used for transferring oil to the engine oil sump. When the oil sump
is emptied, a mobile pump unit is used.
The storage system includes pump units for unloading new oil to the system and for
pumping used oil for disposal.
4.7.1 Lubricating oil filling and disposal GUID-D1840686-7E48-4F8F-A4C1-1E4BA4BBBEED
Related topics
Filling the engine oil sump.................................................................................................. 7-39
Emptying the engine oil sump............................................................................................ 7-39
The lubricating oil filling and disposal of the engine oil sump consists of separate filling and
disposal lines for the two engine halls.
The oil sump of the engine is filled with fresh oil from the storage tanks for new lubricating
oil. Used lubricating oil from the engine is pumped to the tank for used oil.
If the oil sump needs to be temporarily emptied, for instance in connection with
maintenance work, the oil can be stored in the service lubricating oil tanks.
A lubricating oil pump is used when filling the engine oil sump with new lubricating oil from
the new lubricating oil tank. A mobile transfer pump is used for emptying the engine oil
sump by connecting it to the quick-coupling terminals in the engine auxiliary module.
4.7.2 Lubricating oil loading pump unit GUID-7FC75520-1ECB-4048-BA14-51EB3F6389E4

DBAC944651 QAB 901
The loading pump unit is used when pumping used oil for disposal. The main component of
the pump unit is the loading pump, which is mounted on a frame together with the
necessary accessories, forming a compact unit.
The pump unit includes an electrical cabinet for power distribution and control. A drip tray
collects leaking oil.
4.7.2.1 Lubricating oil pump

GUID-8A0970CA-BDA2-4564-8443-10190DF562F8
The lubricating oil pump is a screw pump, driven by an electric motor. A suction strainer
protects the pump from large impurities in the oil. The pump is protected against
overpressure by a pressure relief valve, which releases oil from the pump outlet back to the

suction side if the pressure rises too high. The pump also has a built-in safety valve, which
provides additional overpressure protection. A non-return valve prevents the oil from
flowing in the wrong direction.
The pump has an inlet valve (V001) and an outlet valve (V003). A pressure gauge (P001) for
monitoring the discharge pressure is installed at the outlet of the pump. The connection for
the pressure gauge can also be used when performing the initial filling and when venting the
unit.
(1) Lubricating oil pump

(2) Pressure relief valve
Fig 4-13 Flow diagram of the lubricating oil pump GUID-D4755A77-B95D-4072-9026-973956DED558 v2
Control of the loading pump

The loading pump is started and stopped manually with a switch on the local control panel.
The control cabinet includes a motor protection switch for the pump.
A low level signal from the upstream tank will cause an automatic stop of the pump, to
prevent dry running.

GUID-B04ABD2B-4938-4896-B3C8-212FFA488B20
P001
V003
V001
Fig 4-14 Manual valves and local indicators in the pump unit GUID-3F1B58C7-78BC-48A1-A839-DF82FF2DBE09 v2
Valve Description
V001 Oil inlet
Continued on next page

Valve Description
V003 Oil outlet
P001 Discharge pressure
4.7.3 Lubricating oil unloading pump unit GUID-7768D596-3C4A-4144-9FB4-0DF77CFF423B

DBAC944651 QAA 901
The unloading pump unit is used when pumping new lubricating oil to the storage system.
The main component of the pump unit is the unloading pump, which is mounted on a frame
together with the necessary accessories, forming a compact unit.
The pump unit includes an electrical cabinet for power distribution and control. A drip tray
collects leaking oil.
4.7.3.1 Lubricating oil pump

GUID-8A0970CA-BDA2-4564-8443-10190DF562F8
The lubricating oil pump is a screw pump, driven by an electric motor. A suction strainer
protects the pump from large impurities in the oil. The pump is protected against
overpressure by a pressure relief valve, which releases oil from the pump outlet back to the
suction side if the pressure rises too high. The pump also has a built-in safety valve, which
provides additional overpressure protection. A non-return valve prevents the oil from
unit.
(1) Lubricating oil pump

(2) Pressure relief valve
Fig 4-15 Flow diagram of the lubricating oil pump GUID-D4755A77-B95D-4072-9026-973956DED558 v2
Control of the unloading pump

The unloading pump is started and stopped manually with a switch on the local control
panel. The control cabinet includes a motor protection switch for the pump.
A high level signal from the downstream tank will cause an automatic stop of the pump, to
prevent overfilling.


GUID-B04ABD2B-4938-4896-B3C8-212FFA488B20
P001
V003
V001
Fig 4-16 Manual valves and local indicators in the pump unit GUID-3F1B58C7-78BC-48A1-A839-DF82FF2DBE09 v2
Valve Description
V001 Oil inlet
V003 Oil outlet
4.7.4 Lubricating oil transfer pump unit GUID-A8EBD0EB-A39B-4304-B396-8CBA36AC6F6A

DBAC944660 QAE 90_
The lubricating oil transfer pump unit consists of two pumps with piping, valves and the
necessary accessories for protection and control. The pumps and their accessories are
mounted on a common frame, forming a compact unit.
One of the pumps (D001) is used when filling the engine oil sump with fresh oil from the
storage tank. The amount of fresh oil pumped to the engine is measured by a flow meter.
The other pump (D002) is connected to the service tank. The oil from the service tank can
be pumped to the engine for reuse, or transferred for disposal.
The two pumps are controlled independently and can be run at the same time if necessary.

G1
1
2 3
A1 B1
4
A2
G2
1 B2
(A1) Fresh oil from storage tank (B2) Oil for disposal
(A2) Used oil from service tank (G1) Oil return to storage tank
(B1) Oil to engine (G2) Oil return to service tank
(1) Pressure relief valve (3) Flow meter
(2) Transfer pump for new oil (4) Transfer pump for used oil
Fig 4-17 Flow diagram of the lubricating oil transfer pump unit
GUID-532767DC-17AA-450E-816B-65153CBB5946 v1
4.7.4.1 Transfer pump for new oil

GUID-E288FEC6-73A2-42F2-9324-C1AA634B9C0A
The transfer pump for new lubricating oil is a screw pump, driven by an electric motor. A
suction strainer protects the pump from large impurities in the oil. The pump is protected
against overpressure by a pressure relief valve, which releases oil from the pump outlet to a
return line if the pressure rises too high. The pump also has a built-in safety valve, which
prevents damage if the pump is improperly used. A non-return valve prevents the oil from
unit.
Control of the transfer pump

The transfer pump is controlled manually with a switch on the local control panel, which
also has indication lamps for monitoring the pump operation and the level in the upstream
tank. The pump stops automatically if the level in the tank drops below the alarm limit, to
prevent dry running. The control cabinet includes a motor protection switch for the pump.
4.7.4.2 Transfer pump for used oil

GUID-90A4ED5E-0333-4674-AA5A-074865E7C8F4
The transfer pump for used lubricating oil is a screw pump, driven by an electric motor. The
used oil can be pumped to the engine for reuse or transferred for disposal. The correct flow
is achieved by operating the manual shut-off valves V007 and V010 on the outlet side of the
pump.
● When valve V007 is open and V010 is closed, the oil is pumped to the engine.
● When valve V010 is open and V007 is closed, the oil is pumped for disposal.
Valve V007 is equipped with a limit switch for monitoring the valve position.
Non-return valves in the outlet lines prevent the oil from flowing in the wrong direction. The
pump also has a manual inlet valve (V006). A pressure gauge (P002) for monitoring the

discharge pressure is installed at the outlet of the pump. The connection for the pressure
gauge can also be used when performing the initial filling and when venting the unit.
A suction strainer protects the pump from large impurities in the oil. The pump is protected
against overpressure by a pressure relief valve, which releases oil from the pump outlet to a
return line if the pressure rises too high. The pump also has a built-in safety valve, which
prevents damage if the pump is improperly used.
Control of the transfer pump

The transfer pump is controlled manually with a switch on the local control panel, which
also has indication lamps for monitoring the pump operation and the level in the related
tanks. The pump stops automatically if the level in the service tank drops below the alarm
limit, to prevent dry running. The control cabinet includes a motor protection switch for the
pump.
If oil is being pumped to the tank for used oil, a high level signal from the tank will cause an
automatic stop of the pump. The valve in the oil outlet line towards the engine is equipped
with a position indicator, which is used by the control system for monitoring the use of the
pump.

GUID-EEC9D604-0911-417C-BD58-4507692796D4
P002 V010
P001
V007
V001 V003
V006
Fig 4-18 Manual valves and local indicators in the pump unit GUID-A1A6D1CD-60C2-434F-9219-E8A4CBADA5E1
v2
Valve Description
V001 Oil inlet, pump D001
V003 Oil outlet, pump D001
V006 Oil inlet, pump D002
V007 Oil outlet, pump D002 (oil for reuse)
V010 Oil outlet, pump D002 (oil for disposal)

4.7.5 Mobile transfer pump unit GUID-A0422C97-06BA-4639-B33B-8B2E5D4E6903

DBAC260371 QLC 90_
The mobile lubricating oil transfer pump unit consists of a screw pump and the necessary
accessories for protection and control. The pump and its accessories are mounted on a
wheeled frame for easy transport.
The pump unit includes two flexible hoses for connecting the pump to the lubricating oil
system. The hoses are stored in dedicated locations on the pump carriage when the unit is
not in use or when moving it from one place to another. The inlet and outlet hoses are
connected to the pump and the lubricating oil system by quick couplings.
NOTE
The pump unit is designed and dimensioned for transfer of lubricating oil. The
unit must not be used for pumping high-viscosity liquids or sludge.
The pump is driven by an electric motor. A suction strainer protects the pump from large
impurities in the oil. The pump has a built-in safety valve for overpressure protection, to
prevent damage if the pump unit is improperly used.
The pump is started and stopped from a control box mounted on the unit frame. The
control box includes a motor protection switch. To enable operation, the pump must be
connected to a three-phase power source. The power supply is connected to the pump unit
using an extension cord.
A B
1 2 1
(A) Oil inlet

(B) Oil outlet
(1) Flexible hose
(2) Transfer pump
Fig 4-19 Flow diagram of the mobile transfer pump unit GUID-8AE1D523-7473-4225-8696-8D3C1ADF6BBE v1
4.8 Compressed air system GUID-69EC48CA-428F-409C-8545-F20126A74E4D
Reference drawing
Main flow diagram DBAC932937, DBAC932938, DBAC932939
Compressed air is used for starting the engine. The operation of pneumatic valves and air-
driven pumps also requires a reliable supply of compressed air.
The compressed air system includes two subsystems with separate compressor units. The
high-pressure air needed for starting the engine is provided by the starting air units, while
the instrument air units supply air at lower pressure to pneumatically operated devices on
the engine and in the auxiliary systems. The starting air units are connected to the
instrument air system through pressure reducing lines. This enables the starting air units to
be used as backup for the instrument air compressors.

Air vessels for storage of compressed air are installed in both the starting air system and
the instrument air system. The engine is started by letting compressed air directly into the
cylinders. The compressor units and the air vessels are shared by the engines.
The compressed air system pipes are equipped with drain valves, located at low spots, for
draining condensate from the system.
(1) Starting air units (3) Instrument air units

(2) Starting air vessels (4) Instrument air bottles
Fig 4-20 Compressed air system GUID-11266A4C-DD5C-444B-9524-362BA945F91A v1
4.8.1 Starting air unit GUID-F4503BBB-BC47-481A-B51A-F1995FFAA19A
Related topics
Starting the starting air unit................................................................................................ 7-13
The starting air unit includes two compressors driven by electric motors. The two-stage
compressors are cooled by built-in fans.
The unit is controlled from a local control panel, and it can be operated in manual or
automatic mode. In automatic mode, the compressor is controlled by pressure switches,
and it is automatically started and stopped as required. A pressure switch for low pressure
alarms is also installed.
The starting air unit includes an oil and water separator for each compressor. The oil and
water separators have automatic drain valves. The starting air unit is also equipped with
pressure indicators and safety valves.
In addition to the starting air outlet, the unit has an outlet connection equipped with a
pressure reducing valve. This enables the unit to supply instrument air at lower pressure
when required.
4.8.2 Starting air unit GUID-09D2CD37-E0F0-4D39-8148-A8187781DF9B
Related topics
Starting the starting air unit................................................................................................ 7-13
The starting air unit includes two compressors, one of which is driven by an electric motor
while the other one is driven by a diesel engine. The engine-driven compressor is mainly
used as a backup compressor and in blackout situations. The two-stage compressors are
cooled by built-in fans.

The electrically driven compressor can be operated in manual or automatic mode. When set
in automatic mode, the compressor is automatically started and stopped as required,
controlled by a pressure switch. A pressure switch for low pressure alarms is also installed.
The starting air unit includes an oil and water separator for each compressor. The diesel
engine is equipped with an exhaust gas silencer, as well as an electric starting motor and a
battery charger. The starting air unit also includes pressure indicators and safety valves.
In addition to the starting air outlet, the unit has an outlet connection equipped with a
pressure reducing valve. This enables the unit to supply instrument air at lower pressure
when required.
4.8.3 Starting air vessel GUID-DCA52350-CF66-421E-9438-F693B7225959
The starting air vessel stores compressed air needed for starting the engine.
The vessel is equipped with an inlet valve, an outlet valve and a safety valve. A pressure
indicator is mounted on the valve head. A drain valve for removal of water is installed at the
bottom of the vessel.
4.8.4 Instrument air unit GUID-F8634ED9-A6EC-49FC-9BAC-3FA32626E9AE
Related topics
Starting the instrument air unit........................................................................................... 7-14
The instrument air unit supplies compressed air to pneumatically operated devices in the
power plant.
The main components of the instrument air unit are a compressor and an air dryer. An air
vessel with an automatic drain valve is also included. The unit is equipped with control
panels, filters and pressure control equipment.
The air is compressed in an air-cooled screw compressor, driven by an electric motor. The
single-stage compressor operates according to the pressure in the system.
The air dryer improves the quality of the compressed air by removing water, oil and
particles. The refrigerated air dryer separates condensed water after cooling the
compressed air. The condensate is removed by an automatic drain system.
4.8.5 Instrument air dryer GUID-05FB38D2-D21B-41BC-B30A-DA5B7908BE23
The instrument air dryer improves the quality of the compressed air.
The dryer includes an adsorption material which adsorbs water from the air.
The dryer has two drying vessels, allowing uninterrupted operation as one vessel can be
regenerated while the other one is in operation.
The dryer also includes a pre-filter and an after-filter to remove particles and water droplets
from the air.
4.8.6 Instrument air bottle GUID-FEBF3B00-6E58-4F36-8D35-1E44110B98CA
The instrument air bottle stores compressed air for pneumatically operated devices in the
plant.
The bottle is equipped with a safety valve and a pressure indicator. A drain valve for
removal of water is installed at the bottom of the bottle.

4.9 Cooling water system GUID-BC17BFF7-D860-4F8D-A3C6-1294104D2FE2
Reference drawings
The cooling system of the engine uses chemically treated fresh water. The system is divided
into a low-temperature (LT) and a high-temperature (HT) cooling water circuit. The cooling
water is circulated in the system by directly driven centrifugal pumps mounted on the
engine.
The LT cooling water circuit removes heat from the charge air, the lubricating oil and the
fuel oil. The HT water cools the engine jacket.
The temperature in the LT and HT circuits is controlled by three-way valves. The
temperature control valves direct the water to the cooling radiators or back to the engine,
depending on the temperature of the water.
A preheating unit is used to heat the jacket water before the engine is started.
The cooling water circuits include equipment for monitoring the pressure and temperature
in the system.
(1) Circulation pump (5) Radiators

(2) Charge air coolers (6) Preheating unit
(3) Lubricating oil cooler (7) Fuel cooler
(4) Temperature control valve
Fig 4-21 Cooling water system GUID-55A1BE62-B662-410E-9819-2CEF6EB4F8EE v1
4.9.1 Expansion vessel GUID-AF427635-28FB-4D34-B9EE-51F2B352E0F7

3V76C1270 VEA__1
The high-temperature and low-temperature cooling water circuits of the engine have a
common expansion vessel, which is connected to the suction side of the low-temperature
water circulation pump. The expansion vessel provides the circulation pump with a positive

suction pressure. To achieve a sufficient static pressure at the suction side of the pump, the
vessel is installed in an elevated position relative to the engine cooling water circuits.
The expansion vessel also compensates for volume changes due to temperature variations
in the cooling water system. In addition, it acts as a deaeration tank. The vessel is
connected to the engine cooling water circuits through deaeration pipes.
The expansion vessel is of open type, and the hinged lid includes a vent pipe. As the
expansion vessel is connected directly to the external cooling water circuits, the level in the
vessel rises when water is added to the cooling system. Excess water leaves the vessel
through a common drain and overflow line. A drain valve (V001) is installed at the bottom of
the vessel.
The expansion vessel is equipped with a level switch for low level alarms. It also has a level
indicator for local monitoring.
4.9.2 Temperature control valves GUID-AEA42903-1A56-4A4A-ABA4-85051AFD7610
The temperature of the cooling water is controlled by automatic three-way valves. The
three-way valves regulate the flow of water to the engine and to the coolers, to keep the
cooling water temperature at the correct level as the engine load or the ambient conditions
change.
The valves are operated pneumatically according to signals from the temperature sensors.
If the air pressure or the control signal is lost, the valve returns to its fail-safe position,
directing all water for cooling.
4.9.3 Preheating unit GUID-5BC9AADC-591F-4C8F-B58D-2FE1317BA50E
Related topics
Engine auxiliary module........................................................................................................4-2
Starting the preheating unit................................................................................................ 7-17
The preheating unit keeps the engine jacket water heated when the engine is temporarily
stopped. This enables rapid start and loading of the generating set. The unit is also used for
heating the engine prior to start after a prolonged shutdown period.
The main components in the preheating unit are a circulation pump and an electric heater.
The unit is connected in parallel with the engine-driven HT water pump. The preheating
pump takes water from the outlet line of the engine and pumps it through the heater back to
the HT water circuit of the engine.
The circulation pump is a centrifugal pump driven by an electric motor. The preheating
circuit is equipped with a non-return valve to prevent the water from flowing in the wrong
direction. A safety valve protects the circuit against too high pressure. Temperature and
level switches are installed to control the heater and protect the heating elements from
overheating. The unit is also equipped with automatic and manual vent valves.
4.9.4 Radiator GUID-20D6CDFD-4551-429D-9F74-C75B97F8E6B3
Related topics
Starting the radiators.......................................................................................................... 7-17
The radiator removes heat from the cooling water. The main components of the air-cooled
radiator are the heat transfer coil and the cooling fans.
The heat transfer coil is made of copper tubes with aluminium fins. The cooling fans are
driven by electric motors, and the speed of the fans is controlled by a frequency converter
according to the cooling need. Each fan is equipped with a safety switch.

4.9.5 Cooling water filling and emptying GUID-42D50E98-56F6-464D-B001-E2ADC44DC232
The cooling water system includes a maintenance water tank enabling temporary storage of
the treated cooling water during maintenance work in the system. The cooling water can be
reused by pumping it back to the engine after the maintenance. The maintenance water
tank can also be used when mixing chemicals to the cooling water in connection with the
initial filling or the top-up of the engine cooling system.
The maintenance water tank is shared by all engines. The cooling water circuit to be filled or
emptied is selected by means of manual shut-off valves in the filling and draining lines.
The overflow lines from the expansion vessels are routed to an open connection on the
maintenance water tank. This facilitates the filling procedure as it enables the operator to
easily see when the system is full without checking the level in the expansion vessel locally.
4.9.6 Maintenance water tank GUID-3A8BC154-CA07-4C4F-84A8-9C70AACD681E
Related topics
Filling and venting the cooling water circuits......................................................................7-15
Emptying the cooling water circuits................................................................................... 7-27
Topping up the cooling water circuits................................................................................ 7-42
Mixing chemicals to the cooling water............................................................................... 7-43

3V76C1241 VBA 90_
The maintenance water tank enables temporary storage of treated cooling water during
maintenance work in the cooling system. It also provides a means of mixing chemicals to
the cooling water.
In addition to the inlet and outlet connections for pumping treated water to and from the
engine cooling system, the tank has an inlet line for fresh water. The fresh water line
includes a manual shut-off valve (V007).
The maintenance water tank is equipped with a level indicator, a drain valve (V001) and air
vents. The inside of the tank is accessed for inspection and maintenance through a service
hatch.
4.9.6.1 Maintenance water pump

GUID-C429FCEA-3EF9-40B5-9D6D-DF899B07A912
The maintenance water tank has a built-on water pump, which is driven by an electric
motor. The same pump is used both for filling and emptying the engine cooling system, as
well as for circulating the water when adding chemicals. The correct water flow is achieved
by means of a set of manual shut-off valves (V002, V004, V005 and V006) at the pump.
● When filling the engine cooling system, valves V002 and V005 should be open and the
other valves closed.
● When emptying the engine cooling system, valves V004 and V006 should be open and
the other valves closed.
● When circulating the water for mixing purposes, valves V002 and V006 should be open
and the other valves closed.

V005
V006
V004
V002
Fig 4-22 Filling the engine cooling system GUID-B8EAF90A-C8F9-4797-A422-C58D2F0B59E7 v1
V005
V006
V004
V002
Fig 4-23 Emptying the engine cooling system GUID-C30BC544-D371-4D20-B17A-30EAAB4759DD v1
V005
V006
V004
V002
Fig 4-24 Circulating the water for mixing purposes GUID-A1A92019-743F-4C32-A114-6DD31351CAD0 v1
The water pump is equipped with a pressure gauge (P001) for monitoring the discharge
pressure. A non-return valve prevents the water from flowing in the wrong direction.
A hose for dosing of chemicals is connected to the suction side of the pump. The chemical
dosing line includes a manual shut-off valve (V009) and a non-return valve for preventing
backflow.
The pump is started and stopped manually from a control box mounted on the maintenance
water tank. The control box includes a motor protection switch.

4.9.6.2 Manual valves and local indicators on the maintenance water

tank
GUID-7746F44F-1516-4B6E-90AD-EFA1EB232958
V007
V006
P001
V002
V001
V005
V004 V009
Fig 4-25 Manual valves and local indicators on the maintenance water tank GUID-
F94E8152-BD22-47AD-97C9-AED520CEA26C v1
Table 4-6 Manual valves and local indicators on the maintenance water tank
Valve Description
V001 Tank drain valve
V002 Water from tank
V004 Water from engine cooling system
V005 Water to engine cooling system
V006 Water to tank
V007 Fresh water inlet
V009 Chemical dosing
P001 Pump discharge pressure
4.10 Charge air system GUID-2929E39B-5059-470A-868F-AC5BCF321C90
Related topics
Starting the charge air and exhaust gas system................................................................ 7-18
Stopping the charge air and exhaust gas system.............................................................. 7-28
Reference drawings

The charge air system supplies the engine with clean combustion air.
The charge air to the engine is taken from outside the power house. The air passes through
filters and silencers into the turbochargers installed on the engine. Before entering the
charge air receiver of the engine, the compressed charge air flows through the charge air
coolers, where it is cooled in two stages by water from the cooling water system of the
engine.
(1) Charge air filter (3) Turbochargers

(2) Charge air silencers (4) Charge air coolers
Fig 4-26 Charge air system GUID-0E0EF755-681D-4C1F-8AA4-9291B20F0679 v1
4.10.1 Charge air filter GUID-82E36626-0F3D-4679-94EE-554DB2980069
Related topics
Starting the charge air filter................................................................................................ 7-18
The charge air filter prevents water and particles from entering the engine.
The charge air is filtered in two stages: first in an oil bath filter and then in a dry filter. Before
entering the filters, the air flows through a weather louvre.
In the oil bath filter, the air flows through a curtain consisting of overlapping metallic panels.
The curtain is rotated at preset time intervals by an electric motor connected to a timer. The
panels are wetted with adhesive oil in an oil tank at the bottom of the filter. Dust particles
collect by gravity at the filter bottom, from where the sludge can be removed with a scraper.
The filter unit includes connections for filling and emptying the oil tank.
In the dry filtering stage, the air passes through fine filters consisting of a pleated synthetic
fibre material supported by a galvanized grid.
A differential pressure indicator is installed to monitor the condition of the charge air filter.
The unit is also equipped with a pressure switch that activates an alarm in case of too high
pressure across the filter.
4.10.2 Charge air silencer GUID-734FAB35-35EF-49AA-BAB7-7F8344032B9A
Related topics
Exhaust gas module............................................................................................................. 4-2
The charge air silencer reduces the environmental noise from the turbocharger and the
engine. The operation of the silencer is based on absorptive attenuation.
The silencer is equipped with a condensate drain.

4.11 Exhaust gas system GUID-86D7585D-AA25-45F8-99BE-3F0EF033D059
Related topics
Starting the charge air and exhaust gas system................................................................ 7-18
Stopping the charge air and exhaust gas system.............................................................. 7-28
Reference drawings
The exhaust gas system leads the exhaust gases out of the power house and reduces the
noise. Explosion relief elements protect the system in the event of a sudden pressure rise.
After leaving the turbochargers, the exhaust gas from the engine flows through an exhaust
gas silencer and an exhaust gas boiler. The exhaust gas boiler is used for recovering heat
from the exhaust gas.
The exhaust gas system includes a ventilation unit, which is used for removing any
explosive gases from the exhaust gas system after the engine is stopped.
(1) Turbochargers (4) Exhaust gas silencer and stack

(2) Exhaust gas silencer (5) Exhaust gas ventilation unit
(3) Exhaust gas boiler
Fig 4-27 Exhaust gas system GUID-D067D22F-E52E-4F74-8F21-F441861C7BA2 v1
4.11.1 Exhaust gas ventilation unit GUID-0343B0E4-16AB-4893-AE29-F1CE3ED062C9
Related topics
Starting the exhaust gas ventilation unit.............................................................................7-18
The exhaust gas ventilation unit ensures that any explosive gases in the exhaust gas system
are removed after the engine is stopped. The exhaust gas system has to be ventilated in
order to prevent gas explosions in the system during startup.
The main components of the ventilation unit are a fan, a flow switch and a shut-off valve.
The flow switch is installed to monitor the operation of the fan. The pneumatically operated
shut-off valve prevents back-flow of exhaust gases into the unit when the fan is not running.
The ventilation unit is automatically started and stopped by the control system. The engine
cannot be started until exhaust gas ventilation has been performed.

4.11.2 Exhaust gas silencer and stack GUID-20B8A4A1-4B91-44AE-8EDA-397C650B3DAF
The exhaust gas silencer reduces the environmental noise from the engine.
The operation of the silencer is based on reactive and absorptive attenuation. The silencer
is equipped with a condensate drain. An explosion relief element protects the system in the
event of a sudden pressure rise.
4.11.3 Explosion vents GUID-72EF1DAC-1DDB-4EE3-AA32-6015B6CEA1D8
The exhaust gas system is equipped with explosion vents, to prevent extensive damage in
abnormal operating situations. Rupture discs are located at strategic places throughout the
system.
The explosion vents prevent the pressure from exceeding the design value of the structures.
In the event of a sudden pressure rise, caused for instance by a gas explosion, the rupture
discs will burst and provide venting.
WARNING
A burst rupture disc causes a potential exposure to high heat nearby.
● Do not perform maintenance near explosion vents (rupture discs) during
engine startup procedures.
● Do not go near rupture discs when engines are running.
● Wear protective clothing and be aware of high temperatures when working
near rupture discs.
4.11.4 Turbocharger washing unit GUID-C0B7F326-C714-4DD8-AF47-1FFE1EB91C62
Related topics
Cleaning the turbine and the compressor of the turbocharger.......................................... 7-40
Regular water cleaning of the turbine reduces the formation of deposits and extends the
interval between overhauls. The turbine washing is performed by injecting water into the
exhaust system. The water flow is controlled with a washing unit that is directly connected
to the turbocharger. The compressor side of the turbocharger can also be washed using the
same unit.
The turbocharger washing unit has connections for water and compressed air. It includes
control valves and an air filter. The water flow to the turbine and the compressor is
controlled by pneumatic valves.
The sequence for turbine or compressor washing is started from the WOIS workstation.
4.11.5 Continuous Emission Monitoring System GUID-36A6AD66-9C26-464F-894F-1C6E45F044ED
The Continuous Emission Monitoring System (CEMS) automatically measures the

concentration of certain emission components in the exhaust gas from each exhaust gas
stack. The CEMS system is equipped with hot-wet type of analyzers and dust monitors.
The dust monitor includes a sender/receiver unit and a reflector for cross-duct measuring. A
multi control unit and a local display are located in the analyzer shelter. The dust monitor
also includes a purge air blower which protects the optical equipment of the dust monitor
from dirt and overheating.

4.12 Thermal oil system GUID-A9CA11B8-1716-474D-923D-E4D08324AE8D
Thermal oil is used for heating purposes in the power plant. The thermal oil is heated by
recovering heat from the exhaust gases of the engines. The system also includes an
auxiliary thermal oil heater, which can be used to keep the thermal oil at the correct
temperature when the engines are not running.
The thermal oil is circulated in the system by a pump unit. An expansion tank is connected
to the system through a deaerating pipe. To prevent overheating of the thermal oil, the
system includes a cooler.
The system includes safety valves, and equipment for controlling the pressure and the
temperature.
(1) Exhaust gas boiler (5) Minimum flow control set

(2) Thermal oil heater (6) Thermal oil cooler
(3) Circulation pump unit (7) Thermal oil to the distribution system
(4) Expansion tank
Fig 4-28 Thermal oil system GUID-834C7AD2-D47D-45BB-887A-33642B0F9161 v1
4.12.1 Exhaust gas boiler GUID-CCA17002-8537-4E48-B99D-DF9D652827C0
The exhaust gas boiler uses the hot exhaust gases from the engine to heat the thermal oil.
A bypass damper system controls the exhaust gas flow to the boiler, to keep the thermal oil
at the correct temperature. The boiler is equipped with cleaning nozzles for soot removal.
The boiler is cleaned by injecting water during operation.
4.12.2 Thermal oil heater GUID-03F5464E-6A07-4810-B0AF-2A6B3A745420
The thermal oil heater operates on light fuel oil. The heater includes an automatic fuel oil
burner.
A fuel pump and a combustion air fan are integrated in the burner. The fuel oil circuit
includes a filter and a safety valve. Excess fuel is led back to the fuel tank through a return
line.
The heater is equipped with a control box and instrumentation for pressure and temperature
control.

4.12.3 Circulation pump unit GUID-73EFF1C5-6165-4FDE-A21B-1B9714EDF9DA
The circulation pump unit includes two electrically driven centrifugal pumps, one of which is
running while the other one is on standby. A pressure switch is installed to enable automatic
start of the standby pump.
The pumps are protected from impurities by suction strainers. The pump unit is equipped
with pressure indicators and the necessary valves.
4.12.4 Expansion tank GUID-613DE452-988B-46A9-B0F1-2A8961436AA1
The expansion tank compensates for volume changes due to temperature variations in the
system.
The tank is equipped with a temperature transmitter, a level indicator, and level switches for
high and low level alarms. The tank has connections for deaeration pipes. Draining, filling,
overflow and venting lines are also installed.
4.12.5 Minimum flow control set GUID-342B582B-8B0F-431E-8EF1-35278CB34CCC
To avoid damage to the exhaust gas boiler and the thermal oil heater, a sufficient flow
through the units must be secured, regardless of the thermal oil demand by the consumers.
For this purpose, a minimum flow control set is installed between the thermal oil supply line
to the consumers and the return line.
The flow control valve operates according to the pressure. A flow reduction in the system
causes the pressure to increase. The pressure controller adjusts the position of the flow
control valve to maintain a sufficient flow.
4.12.6 Thermal oil cooler GUID-94EBF888-5BD9-4388-816E-1FBEB227EA6A
The thermal oil cooler prevents overheating of the oil. The thermal oil is cooled in a heat
exchanger by air.
The oil flow to the cooler is controlled by a three-way valve, which operates according to
the temperature of the oil.
The cooling circuits include bypass valves and temperature control equipment.
4.12.7 Thermal oil distribution GUID-C85D76E8-F902-4D85-85CD-DF0A43C6DD16
The thermal oil is used for heating purposes by various units in the plant. For instance, the
fuel tanks and the separator units are equipped with thermal oil heaters. The thermal oil is
also used for pipe trace heating.
4.12.7.1 Trace heating

GUID-A30E29EE-2D12-4DB8-BD3E-EF3FC2D3BBAB
Some pipes in the auxiliary systems are trace heated by a thermal oil tube installed along
the pipe.
The heating effect is determined by the dimensions of the trace heating tube, and no
temperature control equipment is installed. The trace heating circuits are equipped with
shut-off valves.

Plant Operation Manual 5. Plant support system description
5. Plant support system description

The plant support system is important for the operation of the power plant. The system
includes an oily water collection system and a water treatment system.
Oily water
The oily water system collects oil-contaminated water, which may originate from leakage or
overflow in the power plant.
Treated water
The water supply system provides the power plant with treated water. The treated water is
used in the fuel treatment process.
5.1 Oily water collection and treatment system GUID-8158BD99-366B-4557-8E78-2E7FE9CA0D15
Related topics
Starting the oily water system............................................................................................ 7-19
Reference drawings
The oily water system collects oil-contaminated water and separates it into clean water and
sludge.
Oily water pits collect oily water from various places in the power plant, for instance from
the tank area and from floor pits in the power house. The collecting pits are emptied to the
oily water buffer tank by transfer pump units. The transfer pumps operate according to
signals from level switches in the collecting pits. The system also receives sludge from units
equipped with separate sludge pumps.
The water from the washing of the exhaust gas boilers is transferred to the oily water
system. Because the water is acidic, it must be neutralized before the collecting tank is
emptied. The transfer pump unit is used for circulating the water during the neutralization
procedure.
In case of a malfunction in the treatment system or if the collecting pit contains mainly oil,
the oily water may be pumped directly to the sludge tank. The receiving tank is selected
with a manually operated three-way valve.
A feed pump transfers oily water from the buffer tank to the treatment unit.
The sludge discharged from the treatment unit is pumped to the sludge tank. The sludge
tank is emptied to a tanker truck by a loading pump unit.

5. Plant support system description Plant Operation Manual
(1) Oily water collecting pit (5) Oily water feed pump
(2) Oily water transfer pump (6) Sludge tank
(3) Boiler washing water tank and pump (7) Sludge loading pump
(4) Oily water buffer tank (8) Oily water treatment unit
Fig 5-1 Oily water collection and treatment system GUID-E606A85E-5467-4901-B9B8-9D981D2777E0 v1
5.1.1 Oily water transfer pump unit GUID-EBEA8052-0AF8-4A0F-91E5-2BA87B52DFE2
Related topics
Starting the oily water transfer pump unit (automatic)........................................................7-20

DBAC950978 DAD 90_
The oily water transfer pump unit is used for emptying the oily water pit. The transfer pump
is mounted on a frame together with the necessary accessories, forming a compact unit.
A drip tray collects leaking liquid.
5.1.1.1 Transfer pump

GUID-FA0DAA47-004F-458D-8D00-C5D8B4F732CE
The transfer pump is an air-driven diaphragm pump. The liquid line includes an inlet valve
(V006), an outlet valve (V001) and a non-return valve for preventing backflow. A pressure
gauge (P001) is installed at the outlet of the pump.
The operating air flow to the pump is controlled by a solenoid valve. The pump is in
operation when the solenoid valve is open. The compressed air line to the pump also
includes a pressure reducer with an integrated filter, as well as a flow adjustment valve
(V003). The pump should normally be run at the minimum flow and pressure required for
proper operation, to avoid an excessive use of compressed air.

2 3 4
(1) Transfer pump (3) Air pressure regulator
(2) Pump control (start/stop) valve (4) Air flow adjustment valve
Fig 5-2 Flow diagram of the transfer pump GUID-14BB2888-8923-4183-9222-6A979006626D v2
5.1.1.2 Purging line

GUID-3E0E40F7-5F45-4F2F-887A-D60859C565AA
In addition to driving the pump, compressed air can be used for purging the liquid line. This
is done by temporarily opening a manual purging valve (V009), which admits compressed
air to the inlet side of the pump. The purging line includes a non-return valve for preventing
liquid from entering the compressed air system.

GUID-DC82883A-BC15-4AF4-9477-0C8A7D546B63
P001 V005
V001
V003
V009
V006
V010
Fig 5-3 Manual valves and local indicators in the pump unit GUID-5CDE2EDF-446F-4562-B581-C954671C55A8 v1
Valve Description
V001 Oily water outlet
V003 Air flow adjustment

Valve Description
V006 Oily water inlet
V009 Compressed air to purging line
V010 Compressed air inlet
5.1.2 Oily water treatment feed pump unit GUID-5B1FC591-6E5F-4CD7-A413-1DFC5BBD9728

DBAC952758 DAD 90_
The feed pump unit transfers oily water from the buffer tank to the treatment unit. The main
component of the pump unit is the feed pump, which is mounted on a frame together with
the necessary accessories, forming a compact unit.
5.1.2.1 Feed pump

GUID-E7138EC5-86D2-41A6-997C-6D2297609309
The feed pump is a screw pump, driven by an electric motor. A pressure relief valve
protects the pump against overpressure by releasing liquid from the pump outlet back to
the suction side if the pressure rises too high.
The pump has an inlet valve (V001) and an outlet valve (V003). It is also equipped with a
pressure gauge (P001) for monitoring the discharge pressure.
Control of the feed pump

The feed pump is controlled from the control system of the oily water treatment unit. The
pump is equipped with a local safety switch.

GUID-769F496C-FD5B-4DD0-B7AB-70CE680B0473
V004
P001
V003
V001
Fig 5-4 Manual valves and local indicators in the pump unit GUID-899CC418-123C-4C8C-A64A-32D6414A811C v1

Valve Description
V001 Oily water inlet
V003 Oily water outlet
5.1.3 Oily water treatment unit GUID-E561731D-3654-4592-B538-B394F4C19EB9
The oily water treatment unit separates oil-contaminated water into clean water and sludge.
The oily water is treated in several stages.
In the first stage of the treatment, free oil is separated from water. To help the oil rise to the
surface, water with dissolved air is added at the bottom of the separation tank. The tank is
equipped with an electric heater and a thermostat for keeping the oily water heated when
the system is stopped.
After separating free oil, the water is treated chemically and cleaned in a flotation unit.
Chemicals are added to the oily water, in order to create coagulation and enhance the
separation of particles. Also in this stage, dissolved air is added. A scraper removes the
floating layer from the surface to the internal sludge tank. The scraper is controlled by a
timer.
After removing the emulsified oil, the water is pumped through a polishing filter. The filter is
equipped with a pressure switch that indicates the need for back-flushing.
A pump in the dissolved air unit feeds water from the clear water chamber in the flotation
unit to the dissolved air tank and raises the pressure. Compressed air is added and mixed
to the water in the dissolved air tank.
The internal sludge tank of the treatment unit is emptied by an air-driven pump.
The oily water treatment unit includes an operator terminal for monitoring and controlling
the treatment of oily water.
5.1.4 Sludge loading pump unit GUID-3C9E593D-2D33-458F-B266-9B93AFA6CCA5

DBAC952720 DDD 901
The loading pump unit is used when pumping sludge for disposal. The main component of
the pump unit is the sludge pump, which is mounted on a frame together with the
necessary accessories, forming a compact unit.
A drip tray collects leaking liquid.
5.1.4.1 Transfer pump

GUID-7EC785E2-B9EB-4416-9497-E76C7B43D49F
The transfer pump is an air-driven diaphragm pump. The liquid line includes an inlet valve
(V006), an outlet valve (V001) and a non-return valve for preventing backflow. A pressure
gauge (P001) is installed at the outlet of the pump.
The pump is started and stopped by means of a manual shut-off valve (V002) in the
compressed air line to the pump. The pump is in operation when the shut-off valve is open.

The compressed air line to the pump also includes a pressure reducer with an integrated
filter, as well as a flow adjustment valve (V003). The pump should normally be run at the
minimum flow and pressure required for proper operation, to avoid an excessive use of
compressed air.
2 3 4
(1) Transfer pump (3) Air pressure regulator
(2) Pump control (start/stop) valve (4) Air flow adjustment valve
Fig 5-5 Flow diagram of the transfer pump GUID-8D4DD5B3-23F5-48FF-AF97-10D96296F0FA v1
5.1.4.2 Purging line

GUID-3E0E40F7-5F45-4F2F-887A-D60859C565AA
In addition to driving the pump, compressed air can be used for purging the liquid line. This
is done by temporarily opening a manual purging valve (V009), which admits compressed
air to the inlet side of the pump. The purging line includes a non-return valve for preventing
liquid from entering the compressed air system.

GUID-0C6CB03F-FABF-42E4-BEAF-BC85A25C5663
P001 V005
V003
V006
V002
V001
V009
V010
Fig 5-6 Manual valves and local indicators in the pump unit GUID-7FC9A785-4212-45FD-8F6E-294A44575581 v1

Valve Description
V001 Sludge outlet
V002 Pump start/stop
V006 Sludge inlet
V009 Compressed air to purging line
V010 Compressed air inlet
5.1.5 Boiler washing water pump unit GUID-CE47096F-1089-4CF8-AB41-A976E481F152
Related topics
Neutralizing the boiler washing water.................................................................................7-44

DAAB435896 DAD 90__
The boiler washing water pump unit is used when neutralizing the acidic water and when
emptying the collecting tank. The neutralization is performed by adding sodium hydroxide
(NaOH) to the water while circulating the tank content.
The main component of the unit is the water pump. The pump is mounted on a frame
together with the necessary accessories, forming a compact unit.
1
B
A
F Q
(1) Water pump

(A) Water from tank (G) Water to tank
(B) Water outlet (Q) Flushing water inlet
(F) Chemical inlet
Fig 5-7 Flow diagram of the boiler washing water pump unit GUID-C9125506-85C9-449E-8015-4F5EF498FB34
v1

5.1.5.1 Water pump

GUID-AB7131B3-C8A5-470F-BAFF-404D5AAC97F9
The water pump is an air-driven diaphragm pump. The water line includes an inlet valve
(V006), and two outlet valves (V001 and V012) enabling the pump to be used for different
purposes.
● When valve V001 is open and valve V012 is closed, the tank will be emptied by pumping
the water to the downstream collection system. A non-return valve in the outlet line
prevents backflow of water.
● When valve V012 is open and valve V001 is closed, the pump circulates the water to
achieve proper mixing. A valve (V013) for water sampling is located in the return line to
the tank.
A pressure gauge (P001) is installed at the outlet of the pump.
The neutralizing chemicals are added to the circulating water with a hose, which is
connected to the suction side of the water pump. The chemical inlet line includes a shut-off
valve (V011).
A fresh water inlet connection enables flushing of the pump unit and the tank. The fresh
water line includes a shut-off valve (V010) and a non-return valve for preventing backflow.
The pump is started and stopped by means of a manual shut-off valve (V002) in the
compressed air line to the pump. The pump is in operation when the shut-off valve is open.
The compressed air line to the pump also includes a pressure reducer with an integrated
filter, and a flow adjustment valve (V003). The pump should normally be run at the minimum
flow and pressure required for proper operation, to avoid an excessive use of compressed
air.

GUID-3849E8CA-5C08-4DCA-8CB8-D7B26DD6462B
V005
P001
V002 V006
V010
V001
V012
V011
V003
V013
Fig 5-8 Manual valves and local indicators in the pump unit GUID-84AD5510-9F37-4C2E-B31A-4A5BB4AB4AD9
v1

Valve Description
V001 Water outlet
V002 Pump start/stop
V006 Water from tank
V010 Flushing water inlet
V011 Chemical inlet
V012 Water to tank
V013 Water sampling
5.2 Water supply system GUID-8E104EDB-AD84-4F7F-8F33-F5B8D7A06870
Related topics
Starting the water supply system....................................................................................... 7-21
Stopping the water supply system..................................................................................... 7-29
Reference drawings
The water supply system ensures a sufficient supply of treated water at the correct pressure
to the power plant.
A water treatment unit improves the quality of the water to meet the requirements of the
consumers. The treated water is stored in a water tank before it is distributed to the
consumers.
The system includes two water booster units, one of which feeds water to the treatment
unit, while the other one provides the consumers with treated water from the storage tank.
(1) Water booster unit (3) Treated water tank

(2) Water treatment unit (4) Treated water to consumers
Fig 5-9 Water supply system GUID-47DF2957-97B5-42A3-982E-A8B760704E79 v1

5.2.1 Water booster unit GUID-EB92A9F4-F8F0-41BC-81C8-CD2EF8461242
The water booster unit maintains the required pressure in the water supply lines.
The water booster unit includes two electrically driven pumps, one of which is in operation
while the other one is on standby. The standby pump is started if the outlet pressure drops
too low.
A frequency converter regulates the rotation speed of the pump based on the outlet
pressure, to keep the pressure at the correct level as the water demand changes.
5.3 Ventilation system GUID-D3624F70-14DF-4F64-824A-6E67893BC8CD
The ventilation system ensures a sufficient air flow in the plant buildings, to secure that the
working environment is always acceptable in terms of temperature and air quality. Adequate
ventilation and air temperature control is also essential to prevent damage to sensitive
electrical equipment.
5.3.1 Engine hall ventilation GUID-45C716FD-2B85-4E60-958F-B0AE0D70BCA9
The engine hall ventilation is based on forced inlet air and exhaust ventilation. The
ventilation system maintains a small overpressure in the engine hall, which helps prevent
dust from collecting.
The ventilation system includes an inlet air ventilation unit on the generator side and another
one on the auxiliary area side of each engine. Engine-specific exhaust fans are installed at
the roof.
5.3.1.1 Ventilation unit (generator side)

GUID-D8C2DB39-4A32-461B-96DA-493FA454D72A
The main component of the generator-side ventilation unit is an air inlet fan, driven by an
electric motor. The fan draws air through a louvre and a set of filters. The louvre prevents
water and foreign particles from entering the ventilation unit, while the filters provide
additional cleaning of the air. The filter section is equipped with a differential pressure
gauge for monitoring the condition of the filters. The environmental noise from the fan and
the engine hall is reduced by silencers in the ventilation unit.
The ventilation unit has a safety switch for disconnecting the power supply to the fan motor
in maintenance situations.
5.3.1.2 Ventilation unit (auxiliary area)

GUID-829274EE-CD80-4661-AA04-DC3A31DD27AE
The ventilation unit on the auxiliary area side includes two air inlet fans, driven by electric
motors. The fans draw air through a louvre and a set of filters. The louvre prevents water
and foreign particles from entering the ventilation unit, while the filters provide additional
cleaning of the air. The filter section is equipped with a differential pressure gauge for
monitoring the condition of the filters. The environmental noise from the fans and the engine
hall is reduced by silencers in the ventilation unit.
The ventilation unit has safety switches for disconnecting the power supply to the fan
motors in maintenance situations.
5.3.1.3 Control of the ventilation fans

GUID-E12448F8-21DE-45A7-B304-F303DAF5122D
The ventilation is controlled by regulating the speed of the ventilation fans based on the
ambient temperature. The fans are equipped with frequency converters for speed control.
The ventilation fans can be controlled in automatic or manual mode.

● In automatic mode, the ventilation fans follow the operation of the corresponding engine.
The fans are in operation only when the engine is running.
● In manual mode, the ventilation fans are in continuous operation regardless of the engine
running status. This control mode is typically used during maintenance.
Both in automatic and manual control mode, the speed of the air inlet fans follows the
ambient temperature in accordance with the settings entered at the operator's workstation.
The speed of the exhaust fan is determined by the inlet units, to maintain the balance
between the inlet flow and the outlet flow, and keep the air pressure at a suitable level.
5.3.2 Fuel treatment house ventilation GUID-C1E72D9F-9E60-4A3F-954A-D542E9CC70B1
The fuel treatment house ventilation is based on natural inlet air and forced exhaust
ventilation.
The ventilation system has electrically driven exhaust fans with back draught louvres. The
inlet air is drawn through a filter and a louvre.
5.3.3 Control room ventilation GUID-0D5E5D06-0185-4C76-814A-F96CD88381F4
The ventilation system of the control room includes an air supply fan, an exhaust fan and
cooling units. The fans also ventilate other areas in the utility block.
The control room is cooled by the independently working split cooling units.
5.3.4 Compressor room ventilation GUID-9463FB55-B716-4713-B033-D885A607AE00
The compressor room ventilation is based on natural inlet air and forced exhaust ventilation.
The ventilation system has electrically driven exhaust fans with back draught louvres. The
inlet air is drawn through filters and louvres.
5.3.5 Switchgear room ventilation GUID-25459C21-BEC4-4DE0-B087-D18C32C507D3
The switchgear rooms include a supply fan and fresh air is led in through a filter. Air is also
drawn from the cable space, through a cooler and directed to the swtichgear rooms. The
exhaust air is led out from the DC room.
The switchgear rooms are cooled using independently working cooling units.
5.3.5.1 Control of the ventilation fans

GUID-06DFEDA1-9974-4461-BBE5-3C73D226D666
The ventilation is controlled by starting and stopping the ventilation fans based on the
indoor temperature. A temperature switch is installed for each ventilation fan. The settings
of the temperature switches are slightly different, and the amount of fans in operation thus
varies according to the ventilation need. The ventilation fans run at fixed speed.


Plant Operation Manual 6. Electrical and control system description
6. Electrical and control system description
6.1 Operation modes GUID-D6FA6271-C37D-4098-BC20-0ECD8AB3FF72
Related topics
Engine speed and load control.............................................................................................6-7
Generator output control...................................................................................................... 6-8
The generating set can be operated in automatic or manual mode. The control mode
selection is made with the "generating set control" switch on the manual control unit. In
automatic mode, the control system selects the engine and generator control methods
according to the "parallel with grid" signal. In manual mode, the engine and generator
control modes are selected with switches on the manual control unit. Some control modes
are enabled only when the generating set is in parallel with the grid.
Parallel operation
If the generating set is in parallel with the grid, the grid will determine the frequency and
voltage. Any fluctuation in grid voltage or frequency is followed by the generating set. An
increase or decrease in the output of the generating set does not affect the network
frequency or voltage, provided that the power plant is relatively small compared to the total
network capacity.
Parallel operation requires that the generating set is synchronized with the grid.
Island operation
In island operation mode, the power plant feeds an isolated network. The control system of
the power plant controls the frequency and voltage in the network.
6.2 Control panels GUID-51A4D3F1-0E3D-48DA-8A3F-A90512E62540
The control system of the power plant includes a central control panel for control of the
generating sets and a number of local control panels for control of auxiliary equipment.
The central control panel includes a control cabinet for each generating set, as well as a
section for control of common processes.
6.2.1 Common control panel GUID-481A4E66-366F-478E-80AA-66F12DFC64FC
The common control panel enables centralized supervision and control of the common
systems in the power plant.
The common control panel is mainly used for controlling the positions of circuit breakers in
the power distribution system and for manual synchronization of breakers. The control
cabinet contains a PLC for control of common auxiliary systems and for synchronization.
The control panel includes double frequency and voltage meters, a synchronoscope, and a
manual synchronizing interface that are used when synchronizing breakers in manual mode.
The control cabinet also contains an automatic synchronizer.
The positions of the circuit breakers in the power distribution system are indicated in the
mimic diagram on the front panel of the control cabinet. The switches in the mimic diagram
allow the operator to open or close breakers and select breakers for synchronization.

6. Electrical and control system description Plant Operation Manual
The control panel is equipped with switches for starting and stopping of the black start
generator, and for selecting the control mode of the black start generator.
A power plant shutdown can be initiated with an emergency stop button on the control
panel. Pushing the button causes an immediate shutdown of all the engines in the power
plant.
6.2.1.1 Manual synchronizing interface

GUID-62021C0C-646C-4C44-9714-427B9E2B2C70
Related topics
Synchronization.................................................................................................................... 6-6
Synchronizing circuit breakers........................................................................................... 7-32
Manual synchronization of circuit breakers is carried out from the synchronizing interface in
the common control panel.
Fig 6-1 Manual synchronizing interface GUID-80CDA3B8-AB62-4C82-8FBA-1393C154B65D v2
The interface includes a switch for selecting manual or automatic synchronization mode. It
also contains switches for adjusting the frequency and the voltage, and buttons for closing
the circuit breaker and resetting of plant shutdown safety relay.
6.2.2 Generating set control panel GUID-766AC88F-8BEC-432D-BFBE-4D96503549A4
The control cabinet for control of the generating set contains equipment for output
monitoring, synchronization and generator protection, as well as a manual control unit.
The front panel of the control cabinet includes meters for monitoring the phase current,
power factor, active power and voltage of the generator. It also includes a power monitoring
unit, a generator protection relay and a differential current relay.
An emergency stop button on the control panel allows the operator to initiate an immediate
shutdown of the engine.

6.2.2.1 Manual control interface

GUID-69278690-CCC6-4072-9277-6EAFFF538B13
Manual control and adjustment measures for the generating set are carried out from a
control interface in the generating set control panel.
Fig 6-2 Manual control interface GUID-C07F1EB6-385E-42DB-BF8F-AA0446502549 v2
The control interface includes a switch for selecting manual or automatic mode, as well as
control mode selection switches for the engine and the generator. It also contains switches
and buttons for starting and stopping the engine, starting the synchronization, opening and
closing the generator breaker, and loading the generating set. In addition, indication lamps
with reset functions for engine shutdown and breaker trip are included.
6.2.2.2 Generator protection

GUID-1FF0FFA0-CD5B-41A0-B464-4FE13FF6316A
To protect the generator, the generator breaker is tripped by the generator protection relay
in case of a fault. The generator protection relay includes a number of protection functions,
such as:
● Overcurrent
● Overvoltage/undervoltage
● Overfrequency/underfrequency
● Reverse power
● Earth fault
● Loss of excitation
The protection system also includes a differential current relay.
6.2.3 Local control panels GUID-DDF08AA0-6B74-4901-B5B6-FDC3BF4BDF79
The auxiliary units in the power plant are mainly operated from local control panels. Part of
the engine-specific auxiliaries are controlled from the control panel in the engine auxiliary
module. Common auxiliary units are mainly controlled from control panels mounted close to
the equipment.

Some auxiliary units can be set for operation in either automatic or manual mode. If a
control switch is set to position "A" (automatic), the unit is automatically started and
stopped according to signals from the control system or local instrumentation equipment. If
a switch is set to position "1", the unit is run in manual mode. A unit is stopped by turning
the control switch to position "0".
Some control switches have to be turned to position "S" to start the unit in manual mode.
Also, if a unit is automatically stopped when set for manual operation, it is started again by
turning the switch to position "S". When released, the switch returns to position "1" and the
manual operation continues.
6.2.3.1 Control panel in the engine auxiliary module

GUID-CF205E7E-F144-4413-958E-6754E569B267
The control panel in the engine auxiliary module is used for controlling part of the engine-
specific auxiliaries, including equipment installed on the generating set and in other
locations outside the module.
The following units are controlled from the control panel in the engine auxiliary module:
● Prelubrication pump
● Preheating unit
● Fuel booster pump
● Clean leak fuel pump
● Dirty leak fuel pump
● Generator anticondensation heater
● Ventilation units
● Trace heating.
The control panel also includes buttons for giving fuel change-over orders, an emergency
stop button for the engine, a button for an indication lamp test, and a button for a turning
gear safety relay reset.
6.3 PLC system GUID-0A4255DB-277A-4F60-A569-6F79B748FF06
The programmable logic controller (PLC) system is the core of the control system.
The PLC system includes a PLC for each generating set, and a common PLC. Each PLC
includes a central processing unit (CPU), which contains the control functions, and a
number of I/O cards for collecting and transmitting process signals.
The PLC system controls the operation of the generating sets and some of the auxiliaries. It
collects data, executes controls, generates alarms and performs measurement scalings for
the WOIS terminal.
The main control functions of the generating set PLC are engine start and stop, engine
speed and load control, generator output control, synchronization and control of auxiliary
systems. The engine speed is controlled by the PLC together with the engine control
system. The common PLC collects data and controls operations that are common for the
generating sets in the power plant.
The WOIS reads values from the PLC memory. Control commands and setting values from
the WOIS workstation are automatically transferred to the PLC.
6.4 WOIS workstation GUID-70490DC5-7797-46D2-AB18-65F8A18C69DE
The Wärtsilä Operator's Interface System (WOIS) provides a user interface to the PLC
system. It consists of a computer with the necessary software, connected to the control
system of the power plant. The WOIS workstation is mainly used for monitoring the

generating sets and the auxiliary systems, while most of the operations are performed at the
control panels.
At the WOIS workstation, the operator can view the present status of the processes in the
power plant and send commands to the PLC, for instance to acknowledge alarms and
change parameters and setpoints.
The WOIS workstation is used for monitoring the power plant by visualizing essential digital
and analog information, such as:
● Active control mode
● Active engine running status (for instance starting, loading or unloading)
● Generator power output
● Breaker positions
● Temperature and pressure readings and setpoints for auxiliary systems
● Possible active derating
● The start conditions and whether they are fulfilled or not.
The WOIS includes various displays for supervision of the plant. Graphic pictures showing
status information and continuously measured values are available for processes related to
different generating sets and common systems. Trend displays are available for analogue
values, and various reports can be used for long-term supervision of the power plant. The
WOIS workstation is also used for alarm handling. An alarm list shows all active alarms and
allows the operator to acknowledge the alarms. An event list shows events in the power
plant, such as changes in breaker positions or in the running status of pumps and motors.
The WOIS presents information on several display levels. The most important information
about the status of the main components in the plant is presented in the overview display.
The process displays give more information about the different processes and systems,
using graphical symbols and numerical values. Detailed information about analogue
measurements is available in object windows.
6.5 WISE workstation GUID-CD5F347B-44FF-440A-8183-8378FC113E00
The Wärtsilä Information System Environment (WISE) is used for follow-up of the power
production and the engine condition, as well as for long-term diagnostics of the engine. The
WISE calculates and saves important measurement values, and allows the operator to view
and print reports. The WISE gets the information from the WOIS.
The reporting system calculates and shows daily, monthly and yearly production reports of
the generated power and the fuel consumption. The production reports include minimum,
maximum and average values.
The WISE provides daily reports of various measured values, such as temperatures. The
minimum, maximum and average values are calculated and stored. The measurements can
be viewed as trend displays, which enables long-term follow-up of the plant performance.
An electronic logbook is used for recording operation and maintenance activities. The
logbook stores automatically inserted events, such as engine starts and stops, as well as
events entered by the operator.
The WISE supports storage and viewing of electronic plant documentation.
6.6 Control functions GUID-AA17975F-D9FE-4819-B192-01205FE06180
The main functions of the control system are:

● Start and stop of the generating set
● Synchronization

● Engine speed and load control

● Generator output control
● Control of auxiliary systems
● Monitoring and alarm handling
● Safety functions, such as start blocking, shutdown and load reduction.
The generating set can be controlled in automatic or manual mode.
In automatic mode, which is the normal operating mode, the control system takes care of
start and stop, loading and unloading, and generator output control.
In manual mode, the loading and unloading as well as the generator output control must be
done manually by the operator. The safety functions, such as checking of the start
conditions, work in the same way as in automatic mode.
6.6.1 Start and stop GUID-CDB7933A-1E0B-4635-97A9-FD27714879A0
Start
The engine is started from the WOIS workstation or from the manual control unit on the
generating set control panel. When a start command is given, the control system performs
a gas leakage test and starts the gas regulation system. Before the engine can be started,
all starting conditions have to be fulfilled.
If the gas leakage test is not passed, the starting sequence is cancelled and an alarm is
generated. If the engine is not running within a preset time after opening the starting air
valve, the start failure alarm is activated.
Normal stop
When a stop command is given, the control system starts to unload the generating set.
When the unloading is complete, the generator breaker is opened, and the engine is
stopped. When the engine has stopped, the exhaust gas system is ventilated in order to
empty the system of explosive gases.
Emergency stop
An emergency stop of the engine can be activated with a button on the generating set
control panel. Pushing the emergency stop button causes an immediate shutdown of the
engine.
6.6.2 Synchronization GUID-EFB9F22F-08AF-487B-88D7-FA619799F28B
Related topics
Synchronizing circuit breakers........................................................................................... 7-32
Manual synchronizing interface............................................................................................ 6-2
Closing a generator breaker or a common circuit breaker when there is voltage on both
sides of the breaker requires that the breaker is synchronized. During the synchronization,
the frequency and the voltage are adjusted to bring the generating set into synchronism
with other generating sets on the same busbar or the public grid.
The synchronization can be performed manually by the operator or automatically by the
control system. The synchronization mode is selected from the synchronizing control unit
on the common control panel.
When the generating set is operated in automatic mode, the synchronization is
automatically activated after the start of the engine. In manual mode, the synchronization
must be activated manually. A generator breaker is selected for synchronization with the

"synchronising" switch in the manual control unit. A common circuit breaker is selected with
the corresponding button in the mimic diagram on the common control panel. The PLC
system checks that the conditions for synchronization are fulfilled.
During automatic synchronization, the automatic synchronizer performs the necessary
adjustments. To adjust the frequency and the phase, the automatic synchronizer orders
engine speed changes, and to equalize the voltages, it changes the generator excitation. As
soon as these parameters are matched within preset tolerances, a breaker close command
is given.
If manual synchronization is selected, the frequency and the voltage are adjusted by the
operator. Before the breaker can be closed, the frequency, voltage and phase deviations
have to be within preset limits. The synchronizing control unit is used for making the
adjustments and giving the breaker close order. The common control panel includes
frequency and voltage meters and a synchronoscope for checking that the synchronization
conditions are fulfilled.
6.6.3 Engine speed and load control GUID-415E711B-621A-4D53-AC7B-E022576117A0
Related topics
Operation modes.................................................................................................................. 6-1
The following engine control modes are available:

● Speed droop control
● kW control.
When the "generating set control" switch on the manual control unit is in position "auto",
the control mode is selected by the control system. When the switch is in position
"manual", the control mode selection is made with the "engine control" switch. The PLC
prohibits selections that would result in conflicting operation modes.
Speed droop control

Speed droop mode is the typical control mode for smaller grids or island operation. In the
speed droop control mode, the generating set shares the load with the grid or other
generating sets according to a linear speed droop curve. The speed droop curve specifies
the speed reduction (droop) at increased engine load. At load changes, the engine speed
reference is adjusted in accordance with the speed droop curve to maintain the nominal
frequency. The engine load is determined by the system load. In automatic mode, the PLC
calculates the speed reference (the operator can change it from the WOIS terminal). In
manual mode, the speed is regulated by increasing or decreasing the fuel supply with the
"fuel" switch on the manual control unit.
kW control
kW control is enabled only in parallel operation. In the kW control mode, the active power of
the generating set is maintained at a preset level irrespective of system load or frequency.
In automatic mode, the operator can enter the power setpoint at the WOIS terminal. The
active power will be slowly increased to the set value after the breaker has been closed. In
manual mode, the power is regulated by increasing or decreasing the fuel supply with the
"fuel" switch on the manual control unit.

6.6.4 Generator output control GUID-A7DCC5D7-220C-4BB7-B6CD-CFF11E682876
Related topics
Operation modes.................................................................................................................. 6-1
The output of the generator is controlled by the generator excitation system along with the
automatic voltage regulator (AVR). The AVR controls the DC field current in the rotor and
adjusts the excitation as required to compensate for load changes. The following generator
control modes are available:
● Voltage droop control
● Power factor control.
The control mode selection is made with the "generator control" switch on the manual
control unit when the "generating set control" switch is in position "manual". In automatic
mode, the control system selects the generator control mode based on the “parallel with
grid” signal.
Voltage droop control

In the voltage droop control mode, the generating set shares the reactive load with other
generating sets and the grid in relation to the sizes of the units. This is the typical operating
mode for smaller grids or island operation. The sharing of the reactive load is done by
adjusting the reference voltage of the generator according to a linear voltage droop curve.
In automatic mode, the voltage is automatically regulated, while in manual mode, the
operator may adjust the voltage with the "excitation" switch on the manual control unit.
A control method called voltage droop compensation enables the reactive power to be
shared equally between generators connected in parallel while maintaining a constant
voltage in an island system.
Power factor control

In the power factor control mode, the power factor of the generating set is kept constant at
a preset level. The power factor control mode is enabled in parallel operation only. In
automatic mode, the PLC sends increase or decrease commands to the AVR in accordance
with the set value. The AVR adjusts the generator excitation current to keep the power
factor constant, independent of changes in the active power. In manual mode, the operator
can give increase or decrease commands with the "excitation" switch on the manual control
unit.
6.6.5 Alarm handling GUID-4CDDE0A5-A755-4A1D-AC99-8EDF8FBB1486
An alarm condition arises if an analogue value exceeds the alarm limits or if a binary alarm
signal is received. The WOIS workstation is used for handling alarms from the generating
set and auxiliary units.
Alarms are shown in the alarm list of the WOIS workstation. Analogue values exceeding the
alarm limits are also indicated by a red background colour in the process displays. All
alarms have to be acknowledged by the operator, even if the alarm condition has been
removed. Acknowledged alarms remain in the alarm list until the alarm condition is
removed.

6.6.6 Safety functions GUID-2876DA82-5DB1-4D1F-AF3F-549F349BA958
Engine start conditions

Starting the engine is possible only if a number of start conditions are fulfilled, for instance:
● Generator breaker is open.
● Starting air and control air pressure is high enough.
● Lubricating oil inlet pressure is high enough.
● HT water outlet temperature is high enough.
If any of the start conditions are not fulfilled, the start command is not accepted.
Automatic shutdown and engine stop

Highly critical situations activate an immediate shutdown of the engine without first
unloading, for instance:
● Emergency stop
● Low lubricating oil pressure
● High cooling water temperature
● Overspeed.
The reason for the shutdown is indicated at the WOIS terminal.
Less critical situations, for instance a generator breaker trip, activate a controlled stop of
the engine.
Load reduction alarm

Poor operating conditions that do not require an engine stop activate a load reduction
alarm. When this alarm is activated, the operator must reduce the load.
Automatic load reduction

Automatic load reduction (derating) takes place when required by the ambient conditions.
6.7 Power distribution system GUID-8DB4EE7F-0C04-4013-9DA9-52AEA0AB7524
Related topics
The electrical system of the power plant uses two main voltage levels:
● Medium voltage (MV)
● Low voltage (LV).
In addition, there are supporting systems with restricted distribution for specific use, for
instance the DC power supply to the PLC system.

(1) MV bus (4) Black start generator

(2) LV bus (5) Station service transformer.
(3) Generator
Fig 6-3 Power distribution system GUID-6EFC05E5-9AC3-4198-9DAA-943CE1E886B7 v1
6.7.1 Medium voltage system GUID-8F577685-5322-4966-9DCC-739F1CE1B3DC
The medium voltage switchgear distributes the power supplied by the generators. Each
generator is connected to the MV system through a circuit breaker.
The MV switchgear is of air-insulated type, and it consists of a number of cubicles that are
bolted together and connected to the MV busbar. The switchgear includes cubicles for the
generator and transformer connections, outgoing feeders and busbar measurements.
The MV switchgear is connected to station service transformers for supplying low voltage
power to local consumers. Outgoing feeders supply power to the external distribution grid.
(1) MV busbar (4) Outgoing feeder cubicle

(2) Generators (5) Auxiliary transformer cubicle
(3) Generator cubicles (6) Station service transformer
Fig 6-4 Medium voltage system GUID-796EA4EA-1FDF-4D01-8F68-DB64A23A878C v1
6.7.1.1 Generator cubicle

GUID-6D3A65E6-0A7C-4949-A9B9-4E98048AB5BF
The medium voltage switchgear includes a generator cubicle for each generator. The
generator supplies power to the busbar through a connection in the generator cubicle.
The generator cubicle contains the generator breaker, current and voltage transformers for
measurement and protection, a cable transformer for earth fault protection and an earthing
switch. It also includes meters for monitoring the current and the voltage.

6.7.1.2 Auxiliary transformer cubicle

GUID-40B82C3D-47C9-4291-A904-0116260CA654
The auxiliary transformer cubicle provides a connection from the MV busbar to the station
service transformer. The MV system supplies power to the LV system through the
transformer.
The auxiliary transformer cubicle contains a circuit breaker, current transformers for
measurement and protection, a cable transformer for earth fault protection and an earthing
switch. In addition, the cubicle includes meters for monitoring the current, as well as relays
for overcurrent and earth fault protection.
6.7.1.3 Outgoing feeder cubicle

GUID-09753704-5A32-4F14-AE25-1707EB55FEBC
The outgoing feeder cubicle provides a connection for feeding the power generated to the
receiving network.
The outgoing feeder cubicle contains a circuit breaker, current and voltage transformers for
measurement and protection, a cable transformer for earth fault protection, an earthing
switch and lightning arresters. The cubicle also includes protection relays, as well as meters
for monitoring the current and the voltage.
6.7.1.4 Bustie breaker cubicle

GUID-910E69AE-2DD9-44A8-8F9B-866978D9B480
The bustie breaker connects the busbars of the MV switchgear.

In addition to the circuit breaker, the bustie breaker cubicle contains current transformers
for measurement and protection, ammeters and protection relays.
6.7.2 Low voltage system GUID-4E774618-F51E-49BB-A3A2-45A744B8018E
The station service system distributes low-voltage power to the consumers in the power
plant, such as pumps, fans and heaters. The power for the internal consumption of the
power plant is supplied from the medium voltage system through transformers.
The power to the auxiliary units in the power plant is distributed by a cubicle-type
switchboard. The incoming feeder from the station service transformer to the LV
switchboard includes a main switch, and voltage and current meters. The switchboard
contains direct-on-line motor starters and outgoing feeders to local control panels and
subdistribution boards. The outgoing feeders are equipped with fuses for overload
protection of the feeder cables.
The LV system includes several busbar sections for distribution of power to engine-specific
and common consumers. The busbars are connected by circuit breakers.
A black start generator is connected to the LV switchgear. The black start generator is used
to supply power to the LV system in startup situations when the main switchgear is not
energized.
The low voltage system also supplies power to the DC system of the power plant.

(1) LV busbar (4) Outgoing feeders

(2) Main breaker (5) Black start generator
(3) Station service transformer
Fig 6-5 Low voltage system GUID-937C2A8E-A238-464C-A57B-411920AF3C2C v1
6.7.2.1 Breaker interlocking

GUID-32F1AE5B-FBCA-4434-93BB-A7EFB635F795
To prevent that the bustie breakers and the breakers of the incoming feeders are all closed
at the same time, the breakers in the low voltage switchgear are interlocked.
A switch on the common control panel selects which breakers are tripped.
6.7.2.2 Frequency converters

GUID-A3C7831D-5059-4832-9021-09869142B11C
The power to some auxiliary units is supplied by frequency converters connected to the low
voltage switchgear.
The frequency converters enable accurate control of critical processes, for instance by
controlling the rotation speed of electric motors. The use of frequency converters also
lowers the power consumption and reduces the noise.
6.7.3 DC system GUID-35B530FA-A61F-447A-86DB-6F416F3E8366
The DC system supplies power independently of the main power system. DC power is used
by the control and automation system, the protection relays and the switchgear control
circuits.
The battery power supply ensures that the control system remains in operation in case of a
failure in the AC-based station service system. The DC system feeds power to the control,
automation, protection and alarm systems required to ensure safe shutdown of the plant in
a blackout situation.
The control and protection equipment of the power plant uses DC power at two different
voltage levels. The engine control system is supplied by a 24 VDC system, while DC power
of 110 V is used by, for instance, the switchgear control circuits.
The DC system converts AC power supplied from the low voltage switchgear to the DC
power needed for the control system components.
The freestanding DC cubicle includes batteries and battery chargers. A distribution system
with miniature circuit breakers for the batteries, the battery chargers and the outgoing
feeders is also included. A control unit is installed in the front panel of the cubicle.

The battery charger consists of a transformer, a rectifier, a filter and a control unit. The DC
power is normally supplied by the rectifier, while the batteries are used as a backup in case
of a supply failure.
6.7.4 Station service transformer GUID-843703F7-11DC-4DCB-92DD-416CEC6B2452
The station service transformer decreases the generator voltage to a voltage level suitable
for the auxiliary equipment.
The station service transformer is an oil-filled hermetically sealed transformer. Mineral oil is
used as the insulation and cooling medium. The transformer is cooled by natural circulation
of oil and air.


Plant Operation Manual 7. Procedures for operating the plant
7. Procedures for operating the plant

The instructions on starting, stopping and operating the plant in different situations are
mainly presented as step-by-step procedures.
Some operating instructions are presented on several levels. The top-level procedure
typically outlines the main steps when performing an extensive task or operating a large
system, while the sub-procedures deal in more detail with smaller subsystems or single
units. Additional considerations to observe when performing a task in special situations may
also be presented under separate subheadings.
Study the instructions to identify all applicable procedures before starting a task.
7.1 Preparing the plant for startup GUID-E73D563C-1FF7-4AEE-B3A5-89C0E065D4BC
Prerequisites
Before starting the plant, the necessary inspections and commissioning tasks must be
completed, to verify that all equipment is in working order. Power must be available when
performing the startup preparations.
The actions required when preparing the plant for operation largely depend on the state of
the systems. This procedure outlines the main steps when starting the plant from a
complete shutdown, assuming that the auxiliary systems have been stopped and emptied.
More detailed instructions on filling and starting specific units or systems are given in the
corresponding sections of this manual.
Procedure
1 Check that the control system is ready for operation and that the power is switched
on.
2 Prepare the fire protection system for operation.
3 Start the ventilation of the engine hall and the auxiliary rooms.
4 Start the compressed air systems.

The pressure in the compressed air vessels must be built up before the engine and the
pneumatic auxiliaries can be started.
a Start the starting air system.
b Start the instrument air system.
5 Start the water supply system.
6 Prepare the thermal oil system for operation.
7 Prepare the fuel oil storage system for operation.
a Check the level in the tanks. Order more fuel and top up the storage tanks if
necessary.
b Drain out any water from the fuel tanks.
c Put the tank heaters in operation.
8 Start the cooling water system and the preheating of the engines.
9 Prepare the generators for operation.

7. Procedures for operating the plant Plant Operation Manual
a Clean the generator of moisture, dust and dirt.
b Set the anticondensation heater for automatic operation.
10 Start the fuel oil transfer system.

Make sure that the fuel in the tanks has been heated to the normal temperature before
starting the transfer pumps and the separators.
11 Start the oily water system.
12 Start the lubricating oil system and the prelubrication of the engines.
13 Start the charge air and exhaust gas system of the engines.
14 Start the fuel gas system.

The fuel gas system needs to be started only if operation in gas mode is planned.
15 Start the fuel oil supply system.
a Start the LFO feeder.
b Start the fuel circulation system of the engines.
16 Prepare the engines for operation and check the start conditions.
The auxiliary systems are now ready for start of the engines. Most of the auxiliaries are
automatically controlled based on the engine running status, the temperature and pressure
levels, etc.
Postrequisites
If some engines will be left on standby, perform a test run of the engines when the starting
preparations have been completed. Regular test runs are required during prolonged
standby operation.
7.1.1 Starting the plant after a prolonged stop GUID-70CDC5C7-7A7D-4DE5-99C7-F036D0514C49
When starting the plant after a prolonged stop, inspect the equipment thoroughly to verify
that all components are in working order and ready for startup.
● Inspect all systems for worn or damaged components.
a Check for loose flanges, broken cables, etc.
b Check the pipes, pipe connections and seals for signs of leakage.
Retighten or change seals if necessary. Be careful not to overtighten.
● Check the condition of all filters.
It is recommended to always change the filter elements after a prolonged shutdown.
● Operate all valves and grease exposed moving parts.
● Inspect and test all instrumentation and control equipment.
● Fill and prime the pumps.
CAUTION
Never start a pump without first filling it. Dry running causes a great risk of pump
damage.

7.1.2 Starting the plant after maintenance work GUID-C9A93C6A-307A-4FFC-91B2-E68DA2C6BE71
The additional actions required when starting the plant after maintenance depend on the
nature of the maintenance work that has been performed. Some units that were not
affected by the maintenance work may not require any special attention, while those that
were serviced must be thoroughly checked before starting.
● Make sure that all units that have been serviced during the stoppage are correctly
assembled and ready for operation.
● Check that no components are still locked or tagged out for maintenance.
● Check that all covers and protective shields are in place and secure.
● Check that all tools and loose parts have been removed.
● Check the rotation direction of electric motors and pumps if the power supply
cables have been disconnected during the stoppage.
● Purge the fuel gas system with inert gas if it has been opened for maintenance.
7.2 Shutting down the plant GUID-4B1793C2-C6BD-414A-925B-65677C44631E
Single engines can be started and stopped as necessary to adjust the plant output to the
power need. The auxiliary systems are normally kept in operation during temporary engine
stops. A stop of the complete plant is typically performed only in connection with major
overhaul or long breaks in the power demand.
Procedure
1 Perform a fuel change-over to LFO as necessary.

● The engine can be stopped on HFO if the shutdown period does not exceed a few days
and the fuel circulation and heating is kept in continuous operation during that time.
● A change-over to LFO is required if the engine is stopped for a long time or if the fuel
circulation system will be stopped. After performing the fuel change-over, keep the
engine in operation until the fuel circulation system is completely filled with LFO. The
engine should be run at high load on LFO for at least 30 minutes.
2 Stop the engines.
3 Shut down the engine auxiliaries and the plant support systems as necessary,
depending on the purpose and length of the shutdown.
● During a short stop, the auxiliary systems should be kept in operation if possible,
circulating, cleaning and heating the fluids. In addition to reducing the startup time, this
ensures the best performance and trouble-free operation of the engine.
● Shutting down the auxiliary systems is typically required when maintenance work will be
performed or a prolonged stop is planned.
● The heating of pipes and tanks containing HFO or sludge shall be kept in continuous
operation. The system must be emptied if the heating needs to be stopped.
NOTE
Some units may have to remain in operation also during plant shutdown
periods, to maintain the required preservation conditions and take care of the
necessary plant support functions. Before shutting down a unit, make sure that
it can be deactivated without jeopardizing the safety or the plant operability.

Postrequisites
During the plant shutdown period, follow the applicable standby and preservation routines
for keeping the equipment in good condition. All preservation and maintenance tasks shall
be carefully recorded, along with any observations that have to be considered when
restarting the plant.
7.2.1 Stopping the plant for maintenance work GUID-4201D90B-41A5-4419-8EA4-5388E6E34398
Related topics
Locking and tagging out for maintenance or inspection...................................................... 2-5
Prerequisites
NOTE
If the maintenance work requires that the fuel oil system be emptied or that the
fuel circulation and heating be switched off, a fuel change-over to LFO must be
performed before stopping the engine.
The actions to take when stopping the plant for maintenance largely depend on the nature
of the maintenance work that is to be performed. During a short stop, some of the engine
auxiliaries can be kept in operation if they are not affected by the maintenance.
● Switch off all units in the systems that are to be serviced.
If maintenance will be performed on the engine, it may be necessary to switch off the
prelubrication and the preheating.
● Stop the fuel supply as applicable.
NOTE
If the fuel gas system will be opened, purge it with inert gas to reduce the
explosion risk.
● Disconnect the units that are to be serviced from all energy sources.
a Disconnect the power supply.
b Stop the compressed air supply.
● Empty the systems as necessary.
Before emptying a circuit, all units in the system (pumps, heaters, etc.) must be switched
off.
● Let the components cool down after stopping a system.
Make sure that the temperature and the pressure are on a safe level before opening any
part of the system.
● Lock and tag out the equipment properly before starting any maintenance or
adjustment work.
○ Make sure that the equipment that will be serviced cannot be accidentally started
during the maintenance.
○ To prevent the engine from starting, close the starting air valve and engage the
turning gear.
7.2.2 Handling the plant after an unplanned stop GUID-5B82B24C-3AEC-4A43-80D6-65B12FC2C436
An automatic safety function or a power failure may cause an unexpected shutdown. In

critical situations, it may also be necessary to manually initiate an emergency stop of the

plant or a part of it without following the advisable stop routines. If the plant is suddenly
shut down without the normal shutdown preparations, take actions to enable a safe restart.
Procedure
1 Investigate the reason for the stop and correct the fault situation.
2 If it is expected that the plant will not be restarted for a while or the fuel circulation
and heating cannot be restored shortly, drain systems that contain HFO.
NOTE
If the engine fuel system cools down substantially when filled with HFO, it will
clog up, seriously complicating the engine restart.
3 Check the state of all components and the positions of the associated control
switches.
Some components may start automatically when the power is restored, while others have to
be reactivated manually. To enable a controlled restart, the components can be disabled
with the control switches before restoring the power.
CAUTION
Make sure that no pumps will start when the system is empty or clogged.
4 Start the black start unit if the shutdown was caused by a power failure and external
power is still not available.
5 Restore the power to the auxiliaries (as soon as power is available).

Reset the shutdown circuit if it has been tripped by an automatic safety function or a
manual emergency stop.
6 Prepare the plant for restart or standby as applicable.
NOTE
Even if the power demand is urgent, the restart of the plant must be done with
care, to avoid rash decisions and actions that may cause further damage or
jeopardize the personnel safety. The normal safety precautions must not be
omitted.
a Check the operation of the auxiliary units, and start units that were not
automatically restarted.
b Check the fuel system components for clogging if the system was filled with HFO
at the time of the stop.
● Flush the engine fuel system properly with LFO.
● Clean filters and other components manually if necessary.
c Check all adjustable settings, timers, etc. that may have been reset.
d Check the equipment for abnormal noise, vibration or other signs of operational
problems.
If the plant will not yet be prepared for restart of the power production, follow the applicable
preservation routines and, if possible, perform test runs of the equipment.

7.3 Starting the auxiliary systems GUID-3C152EDF-AF85-4825-9BDE-AD03128DDC73
The auxiliary systems must be put in operation before the engine can be started. The
actions to take when preparing the auxiliary systems for operation largely depend on the
state of the system. If the equipment has been shut down for a long time or maintenance
work has been performed, the system must be monitored with special care during the
startup. Consider also the instructions in the documentation prepared by the original
equipment manufacturers.
Some of the auxiliaries are shared by several engines while others serve a single engine.
The engine-specific systems generally need to be started only if the corresponding engine
will be prepared for operation or standby.
7.3.1 Starting the fuel gas system GUID-1C298ACE-6075-413A-9BB8-9E2184B5B891
Prerequisites
If a part of the fuel gas system has been opened for maintenance work, it must be properly
purged with inert gas before starting the fuel gas supply. This is essential for avoiding an
explosive mixture of fuel gas and air in the system.
Procedure
1 Check the gas detection system.
a Check that the central gas detection panel is activated.
b Check that the gas detectors are operational.
c Check that the alarm devices are in working order.
2 Check the supply of fuel gas to the plant. Make sure that gas of sufficient quantity and
quality is available.
3 Check that the manual vent valves in the gas supply line are closed.
4 Open the main shut-off valves in the gas supply line.
a Open the manual gas valve (ZAA 900 V001) outside the engine hall. Make sure that
the manual shut-off valves in the upstream gas supply line are also open.
b Check the supply of compressed air to the pneumatic valves.
5 Put the gas regulation system of the engines in operation.
7.3.1.1 Activating the gas regulation system

GUID-9F209481-B1DA-4B6E-9277-C4711F4A43A0
Related topics
Compact gas ramp............................................................................................................. 4-14
Prerequisites
If the gas regulation system has been opened for maintenance work, it must be flushed with
inert gas before it is taken into operation.
Procedure
1 Check that all units are ready for operation and that the control system is active.

2 Make sure that the power house is well ventilated and gas-free.
3 Check that the manual venting valve is closed.
4 Check the supply of compressed air to the pneumatic valves.
5 Check the gas supply, and open the manual gas valve outside the power house.
6 Open the gas inlet valve of the compact gas ramp.
The compact gas ramp will be started by the control system when a start order is given to
the engine.
7.3.2 Starting the fuel oil system GUID-8CE6394F-D901-4CFC-A73C-69C2F03C0F4E
The fuel oil storage and treatment system must be prepared for operation well in advance
before the engine is started, to ensure that clean fuel at the correct temperature is available.
Procedure
1 Prepare the fuel tanks for operation.
a Check the level in the tanks. Order more fuel and top up the storage tanks if
necessary.
b Drain out any water from the fuel tanks.
c Check that the tank heating is in operation.

If the tanks are empty and the tank heating has been stopped, the heating must be
activated as soon as the tanks contain HFO.
2 Start the trace heating of the HFO piping.
NOTE
The trace heating must always be in operation when a system is filled with HFO.
3 Start the fuel transfer and treatment system.
a Open the valves between the HFO storage and buffer tanks and start the HFO
transfer pump unit.
Make sure that the fuel in the storage tank has been heated to the normal temperature
before starting the fuel transfer. The storage tank temperature is typically about 45 °C,
the minimum temperature partly depending on the fuel properties.
b Open the valves between the HFO buffer and day tanks and start the HFO
treatment system.
Make sure that the fuel in the buffer tank has been heated to the normal temperature
(typically about 60 °C) before starting the fuel transfer.
c Open the valves between the LFO storage and day tanks and start the LFO transfer
pump unit.
4 Start the fuel feeder.

● The LFO feeder can be put in operation shortly before the first engine will be started or
put on standby.
● The HFO feeder can be put in operation later, when the engine has been started and a
change-over to HFO should be performed.

5 Start the fuel circulation system of the engines.

LFO must be used when filling and starting the system.
The fuel oil system is now ready for start of the engines.
7.3.2.1 Starting the HFO transfer system

GUID-D2DA8980-B3B1-452D-B017-3192FD3D95ED
Related topics
HFO transfer pump unit........................................................................................................ 4-5
Troubleshooting the HFO transfer pump unit.......................................................................8-7
Fuel is transferred from the HFO storage tank to the buffer tank by a pump unit, which is in
continuous operation. A three-way valve in the fuel transfer line controls the level in the
buffer tank by directing the fuel back to the storage tank when the buffer tank is full.
Procedure
1 Check the compressed air supply to the level control valve.

Open the shut-off valves in the compressed air lines as required.
2 Open the shut-off valves in the fuel lines between the storage tank and the buffer
tank.
● The valves of the standby transfer pump must also be open, to enable automatic start of
the pump when required.
● Make sure that the fuel heater is not bypassed.
3 Fill and vent the fuel lines and the pumps.
4 Turn on the power supply.
5 Prepare the fuel heater and the trace heating circuits for operation.
a Check the thermal oil supply.
b Open the shut-off valves in the thermal oil lines.

Make sure that the control valve is not bypassed.
c Check that the temperature setpoint is correctly adjusted.
6 Set the level control valve for automatic operation.
7 Start the main transfer pump with the selection switch on the control panel.
The other pump is set to standby mode.
8 Check that the transfer system operates correctly.
a Check the pump for abnormal noise, vibration or leakage.
b Check the pressure readings.
c Check the fuel temperature at the outlet of the heater.
d Check the operation of the level control valve.

7.3.2.2 Starting the LFO transfer pump unit

GUID-256B5BD9-56CC-4579-A7F6-EBD416E314D4
Related topics
LFO transfer pump unit.........................................................................................................4-3
Troubleshooting the LFO transfer pump unit....................................................................... 8-6
Procedure
1 Open the shut-off valves in the fuel lines.

The valves of the standby transfer pump must also be open, to enable automatic start of
the pump when required.
2 Fill and vent the fuel lines and the pumps.
3 Turn on the power supply to the transfer pump unit with the main switch.
4 Start the transfer pump.
a Start the main pump with the selection switch on the control panel.
The other pump is set to standby mode.
b Check the pump for abnormal noise, vibration or leakage.
c Check the pressure readings.
7.3.2.3 Starting the fuel feeder

GUID-77CACB4E-5FA0-4248-BC29-320280A5F131
Related topics
HFO feeder unit.................................................................................................................... 4-9
Procedure
1 Set all manually operated valves in the correct positions.
a Open the shut-off valves in the fuel line.

Also the inlet and outlet valves of the standby pump must be open.
b Open the shut-off valves in the compressed air lines to the components in the unit.
c Open the shut-off valves in the trace heating circuit.
2 Turn on the power supply to the feeder unit with the main switch.
3 Open the safety shut-off valves with the corresponding control switches.
4 Fill and vent the system.

Make sure that the feed pumps are properly filled.
5 Start the feed pumps.

Set one of the HFO pumps in running mode and the other one in standby mode.
6 Start the automatic filter in the HFO line.

● Make sure that the three-way valve at the filter inlet is in the correct position.
● Make sure that the sludge disposal system is ready for operation.

7.3.2.4 Starting the fuel feeder

GUID-CA96E912-57AF-41E4-BF73-DC2D214EE1C1
Related topics
LFO feeder unit................................................................................................................... 4-10
Procedure
1 Set all manually operated valves in the correct positions.
a Open the shut-off valves in the fuel line.

Also the inlet and outlet valves of the standby pump must be open.
b Open the shut-off valves in the compressed air lines to the unit.
2 Turn on the power supply to the feeder unit with the main switch.
3 Open the safety shut-off valve with the corresponding control switch.
4 Fill and vent the system.

Make sure that the feed pumps are properly filled.
5 Start the feed pumps.

Set one of the parallel pumps in running mode and the other one in standby mode.
7.3.2.5 Starting the fuel circulation system

GUID-922997F3-382A-4965-80FA-1DF31E08D8CE
Related topics
Fuel supply system............................................................................................................... 4-8
Procedure
1 Make a visual check of the units in the system.
2 Check the compressed air supply.
3 Check that the fuel filter is ready for operation.
4 Start the fuel feeder unit if not already in operation.
5 Check that the fuel selection valve is in the LFO position.
6 Fill and vent the units in the fuel circulation system.

Make sure that all manually operated valves are in the correct positions and that no
required units are bypassed.
7 Set the fuel booster pump for automatic operation.
8 Select the filter chamber to be used by operating the selection valve on the fuel filter.
9 Make sure that the cooling water circuit of the fuel cooler is properly filled and vented.
Also check that the cooling water inlet and outlet valves are open.
10 Set the clean leak fuel and dirty leak fuel pumps for automatic operation.
11 Check that the three-way valve in the clean leak fuel line is in the correct position.
Normally, the clean leak fuel should be pumped back to the fuel storage system.
12 Activate the trace heating.

7.3.2.6 Starting the pilot fuel system

GUID-0CE35F2A-F5F7-4477-ADE2-E494CA8BB23F
Related topics
Pilot fuel system..................................................................................................................4-13
Procedure
1 Make a visual check of the units in the system.
2 Start the LFO feeder unit, if not already in operation.
3 Fill and vent the units in the pilot fuel system.

Make sure that all manually operated valves are in the correct positions and that no
required units are bypassed.
4 Select the filter chamber to be used by operating the selection valve on the pilot fuel
filter.
7.3.3 Starting the lubricating oil system GUID-6A9ED905-348B-4463-96EA-AB3A052A2D0B
Procedure
1 Check the level in the lubricating oil tanks.

● Order new oil if the level in the storage tank is low. A plant in operation requires
lubricating oil for oil changes and for compensating for normal consumption.
● Order a disposal tanker if the tank for used oil needs emptying. A sufficient storage
capacity for used oil is required for oil changes.
● Empty the service tank if it contains oil that is unsuitable for reuse. Transfer the oil to the
tank for used oil or directly to a disposal tanker. The service tank should normally be
empty, to ensure that it is available when the engine oil sump needs to be emptied for
maintenance work.
2 Start the lubricating oil system of the engines.
a Fill the engine oil sump if it has been emptied.
b Start the lubricating oil circulation system.

The prelubrication must be started before the engine can be put in operation.
7.3.3.1 Starting the lubricating oil circulation system

GUID-0DF683E5-50FE-485E-987A-E21632E14076
Related topics
Lubricating oil circulation system....................................................................................... 4-16
The lubricating oil circulation system must be put in operation before starting the engine, to
achieve sufficient prelubrication.
Procedure
1 Check the level in the engine oil sump with the dipstick. Top up the oil sump if
necessary.
2 Check that all manual valves are in the correct positions.

a Close all sample and drain valves.
b Check that all shut-off valves in the lubricating oil circuit are open.
c Open the isolation valves of the gauges and transmitters.
3 Put the prelubrication pump in operation.
NOTE
Starting the prelubrication pump when the oil is cold causes a risk of cavitation
and resulting damage. To avoid this, the pressure can be reduced by opening
the pressure relief valve of the pump until the oil has heated up to 40–50 °C.
a Fill the pump with oil.
CAUTION
Starting the pump without first filling it may damage the pump.
b Set the pump for automatic operation.

The pump is controlled with a switch on the auxiliary control panel (BJA __1) of the
engine.
c Check the lubricating oil pressure.

The pressure should rise to about 0.6–0.8 bar when the pump has started. If the
pressure does not rise, check that the pressure relief valve of the pump is correctly
adjusted.
In automatic mode, the prelubrication pump is in operation only when the engine is not
running. The pump will stop when the engine has started.
4 Vent the lubricating oil cooler and the filters.
5 Check that all vent valves are closed and that there are no leaks in the system.
6 Set the oil mist separator unit for automatic operation with the switch on the
separator control panel.
The unit will start when the engine is put in operation.
Postrequisites
The lubricating oil cooler and the filters shall be vented when the engine has been in
operation for one hour and again after one day of operation.
7.3.4 Starting the starting air system GUID-A7344528-1B64-43B8-8055-76D77B0E1B3F
The starting air system must be put in operation and the pressure in the air vessels built up
before the engine can be started.
Procedure
1 Drain any condensate from the starting air system and then close the drain valves.
a Close the drain valves on the engines.

If an engine will not be prepared for start, the drain valve can be left open, provided that
the starting air supply valve of the engine remains fully closed and locked.
b Close the drain valves of the starting air piping between the compressor units, the
air vessels and the engines.

c Close the drain valves of the starting air vessels.
2 Open the inlet and outlet valves of the starting air vessels.
3 Make sure that the shut-off valve (TCC 900 V002, V004, V006, V008) in the backup line
between the starting air system and the instrument air system is closed.
The instrument air backup line should be used only in abnormal situations when the
instrument air compressor is out of operation.
4 Open the shut-off valves in the starting air lines to the engines.
5 Prepare the starting air compressor units for operation and start them.
Set the compressors for automatic operation according to the pressure level.
6 Check the pressure gauges of the starting air vessels to verify that the air pressure
rises.
If the gauge does not indicate a pressure rise, make sure that the gauge isolation valve is
open.
The compressors build up the pressure in the starting air vessels and then keep it within the
set range. The air vessels and the piping shall be drained of condensate on a regular basis
when the system is in operation.
7.3.4.1 Starting the starting air unit

GUID-CD1C570E-5CC0-491B-BD63-8ACDF2CABEDD
Related topics
Starting air unit....................................................................................................................4-25
Starting air unit....................................................................................................................4-25
Procedure
1 Prepare the unit for operation as required.
a Check the oil level in the compressor.

The oil level is checked from the sight glass.
b If the compressor has been out of service for over six months, remove the valves
and lubricate the cylinder walls.
c Check that the manual shut-off valve in the drain line from the water separator is
open.
d Turn on the power supply.
2 Open the valves in the compressed air line.
3 Start the compressor.

● The electrically driven compressor is started with the operation mode selection switch
on the control panel. Normally, the compressor should be set for automatic operation.
● The diesel-driven backup compressor is mainly used in abnormal operating situations.
Before starting the diesel-driven compressor, make sure that the electrically driven
compressor is not activated.
4 Check that all components are running normally.

Inspect the instrumentation and check for air leaks.

7.3.5 Starting the instrument air system GUID-45D475F2-EAEA-432F-BCC9-C23869240BC3
The instrument air system must be put in operation before attempting to start any
pneumatic equipment.
Procedure
1 Drain any condensate from the instrument air system and then close the drain valves.
Drain valves for condensate removal are located throughout the air distribution piping. The
air bottle is also equipped with a drain valve.
2 Make sure that the shut-off valve (TCC 900 V002, V004, V006, V008) in the backup line
between the starting air system and the instrument air system is closed.
The instrument air backup line should be used only in abnormal situations when the
instrument air compressors are out of operation.
3 Prepare the instrument air compressor units for operation and start them.
Set the compressors for automatic operation according to the pressure level.
4 Check the pressure gauges in the compressor units and the air distribution system to
verify that the air pressure rises.
If the gauge does not indicate a pressure rise, make sure that the gauge isolation valve is
open.
5 Open the shut-off valves in the instrument air distribution lines to the pneumatic
equipment as required. Make sure that all pressure regulators are correctly adjusted.
The compressors build up the pressure in the instrument air system and then keep it within
the set range. The air distribution system shall be drained of condensate on a regular basis
when the system is in operation.
7.3.5.1 Starting the instrument air unit

GUID-2ED3C21B-E706-4481-8739-D366F4D52E65
Related topics
Instrument air unit............................................................................................................... 4-26
Procedure
1 Check the oil level in the compressor.
2 Turn on the power supply to the unit with the main switch.
3 Switch on the air dryer.
4 When the dryer has been in operation for a few minutes, connect it to the compressed
air system.
a Slowly open the inlet valve.
b Open the outlet valve.
c Close the bypass valve.
5 Start the compressor from the control unit.
6 Check that the unit is operating correctly.

Postrequisites
The air dryer must always be switched on when the compressor is in operation. Also, keep
the dryer in operation for a few minutes after stopping the compressor, to prevent
condensate formation in the system.
7.3.6 Starting the cooling water system GUID-06DB4215-824C-4BAC-993D-F4054DB78519
The engine cooling water system must be filled and preheated before the engine is started.
Procedure
1 Check the instrument air supply to the pneumatic valves in the cooling system.
Make sure that the air supply valves are open and that the air pressure is correctly adjusted
(5–6 bar).
2 Fill and vent the cooling water circuits.

Make sure that the chemical dosing is correct.
3 Check that all manual valves are in the correct positions.
a Check that the inlet and outlet valves of the units in the cooling system are open.
b Check that all drain and vent valves are fully closed.
c Check that the gauge isolation valves are open.
4 Start the jacket water preheating unit.

Set the unit for automatic operation.
5 Put the radiators in operation.
The cooling water is preheated to a level enabling fast start and loading of the engine. When
the engine has started, the coolers and the temperature control valves keep the cooling
water at the correct temperature.
Postrequisites
The cooling water circuits shall be vented when the engine has been in operation for one
day. Regular venting is required also during normal engine operation.
7.3.6.1 Filling and venting the cooling water circuits

GUID-CBA2EB0E-0E82-45A2-9DFD-63AEB4A1BD5B
Related topics
Maintenance water tank..................................................................................................... 4-29
Fill the cooling water circuits with treated water from the maintenance water tank. Vent the
cooling water system properly before starting any part of it.
Procedure
1 Make sure that the maintenance water tank contains a sufficient amount of water and
that the chemical dosing is correct.
Fill the tank and add chemicals if necessary. Open valve V007 when filling the tank.
2 Set the valves at the maintenance water pump in the correct positions.
Water should be pumped from the maintenance water tank to the cooling water circuits
when the pump is running.

a Open valves V002 and V005.
b Close valves V004 and V006
3 Check that all drain valves in the cooling water system are closed, including the
expansion vessel drain.
4 Open all shut-off valves in the cooling water circuits to permit free flow through the
system.
● Shut-off valves on the engine
● Engine auxiliary module inlet and outlet valves
● Radiator inlet and outlet valves
● Shut-off valves in the jacket water preheating circuit
5 Open the shut-off valves in the filling line from the maintenance water tank.
6 Fill the cooling water circuits by running the maintenance water pump.
When filling a unit, keep the vent valves open until water is emerging from the valves.
a Start the maintenance water pump.

The pump is controlled from a local control box on the maintenance water tank.
b Fill the system slowly in steps.

Run the pump for a few minutes and then stop it. Allow the water to settle before
continuing.
c Vent the preheating circuits.
CAUTION
It is important that the preheating unit is properly filled and vented before
starting the unit. If the heating elements or the thermostats are not immersed in
water, the unit will not work properly, and the equipment may be damaged.
d Vent the radiators.
e Continue to fill the system until the expansion vessel is full.

The overflow line of the expansion vessel is routed back to the maintenance water tank,
enabling the operator to easily see when the system is full.
f Stop the water pump.
7 Close the shut-off valves in the filling line.
8 Check that there are no leaks in the system.

7.3.6.2 Starting the preheating unit

GUID-CB92594E-7D3F-4F4B-9428-CB7A30C81408
Related topics
Preheating unit....................................................................................................................4-28
The preheating unit keeps the cooling water heated when the engine is stopped. Starting
the engine is not possible until the required jacket water temperature has been reached.
Procedure
1 Check that the inlet and outlet valves of the unit are completely open.
2 Make sure that the unit is properly filled and vented, and that the water level in the
cooling system is correct.
CAUTION
The heater must always be vented before the unit is started, to prevent
overheating and equipment damage.
3 Set the preheating unit for automatic operation with the control switch.
In automatic mode, the pump and the heater are switched on when the engine stops, and
correspondingly switched off when the engine starts.
4 Check that the unit operates correctly.
a Check the water circulation.
b Check the operation and temperature control of the heater.
c Check the operation of the automatic venting valve.
d Check the pipes and the shaft seals for leaks.
e Check the pump for abnormal vibration, bearing noise, heat, etc.
7.3.6.3 Starting the radiators

GUID-F0101B05-06C6-45AC-84FE-3AE6749BA8DD
Related topics
Radiator.............................................................................................................................. 4-28
The radiators remove heat from the engine cooling water, and must always be in operation
when the engine is running.
Procedure
1 Check the external cleanliness of the heat transfer coils. Clean the coils if necessary.
2 Make sure that no foreign objects are obstructing the fans or blocking the air flow.
3 Open the inlet and outlet valves and fill the radiators.
Deaerate the radiators using the vent valves.
4 Turn on the power supply to the radiators and the frequency converter.
Make sure that the radiator fans are not disabled with the safety switches.
5 Set the radiator fans for automatic speed control from the WOIS workstation.

Postrequisites
Vent the radiators when the water circulation has started. When the radiator fans have been
activated by the control system, check the operation of the fans and the speed control.
7.3.7 Starting the charge air and exhaust gas system GUID-D0E59290-7A39-44DF-A0D1-065DF6EFA04B
Related topics
Charge air system...............................................................................................................4-31
Exhaust gas system............................................................................................................4-33
Procedure
1 Check the air intake for obstructions. Clear the air intake if necessary.
2 Check the level in the water locks of the exhaust gas duct and the exhaust gas
silencer. Fill the water locks if necessary.
3 Drain any liquid from the charge air system.
4 Check that the drain pipe of the charge air cooler casing is not blocked.
5 Put the charge air filter in operation.
6 Put the exhaust gas ventilation in operation.
7 Put the emission control system in operation.
7.3.7.1 Starting the charge air filter

GUID-5EDC6884-D0F6-43FE-AF83-5EC4C943CA98
Related topics
Charge air filter................................................................................................................... 4-32
Procedure
1 Check the air intake for obstructions.
2 Check the condition of the fine filters.
3 Check that the oil tank is filled with clean adhesive oil.
Top up the tank if required.
4 Switch on the power to the filter.
5 Make sure that the filter panels of the oil bath filter are coated with adhesive oil.
If necessary, the filter may be rotated by pushing the button on the control box.
7.3.7.2 Starting the exhaust gas ventilation unit

GUID-8505893F-650E-44AC-8AAA-5453B1B6DBF3
Related topics
Exhaust gas ventilation unit................................................................................................ 4-33
The exhaust gas ventilation unit enables a safe engine restart by emptying the exhaust gas
system of explosive gases.

Procedure
1 Check the instrument air supply to the pneumatic valve.

Make sure that the upstream valves in the instrument air supply line are open.
2 Set the ventilation fan for automatic operation.

The fan is controlled with a switch on the auxiliary control panel (BJA __1) of the engine.
The exhaust gas ventilation fan follows the operation of the engine, running for a set time
after every engine stop.
7.3.8 Starting the oily water system GUID-A41DD989-3A24-44A9-B4D6-A6AC7E532CAE
Related topics
Oily water collection and treatment system......................................................................... 5-1
The oily water system provides safe collection, treatment and disposal of oil-contaminated
water, and must be prepared for operation in connection with the plant startup. A plant in
operation continuously produces oily water.
Procedure
1 Prepare the oily water buffer tank and the sludge tank for operation.
a Check the level in the tanks.

If the sludge tank needs emptying, order a sludge disposal tanker.
b Make sure that the tank drain valves (DAB 900 V001, V002 and DDB 900 V003, V004)
are completely closed.
c Open the inlet valves (DAD 900 V007 and DAD 900 V013) of the tanks.
d Check that the tank heating is in operation.

If the tanks are empty and the tank heating has been stopped, the heating must be
activated as soon as the tanks contain oily water or sludge.
2 Check the positions of the drain pit emptying valves in the tank yard.
The valves are normally closed, and opened only when the pit needs emptying.
NOTE
The rain water drain valves must be fully closed.
3 Check that the oily water from the collecting pits is directed to the correct tank.
The tank selection is made with a manual three-way valve (DAD 900 V004).
● The oily water is normally pumped to the buffer tank for subsequent treatment.
● If the oily water contains substances rendering it unsuitable for treatment, it can be
pumped directly to the sludge tank for disposal. This can be done also if the oily water
pit contains mainly oil.
4 Put the automatic transfer pumps of the oily water collecting pits in operation.
5 Start the oily water treatment.

If the buffer tank is empty, the treatment system can be started later.
a Open the outlet valve (DAD 900 V008) of the buffer tank.

b Prepare the feed pump for operation.

Open the inlet and outlet valves, and fill the pump.
c Check that the oily water from the buffer tank is directed to the treatment unit.
A manual valve (DAD 900 V009) between the feed pump and the treatment unit allows
the oily water to be pumped directly to the sludge tank without treatment if necessary.
d Start the oily water treatment unit.
The oily water system is largely controlled automatically once it has been properly started.
Some drain pits have to be emptied manually on a regular basis by temporarily opening the
emptying valves or running the emptying pump. The sludge tank has to be emptied to a
disposal tanker when it is full.
7.3.8.1 Starting the oily water transfer pump unit (automatic)

GUID-B889F79C-A20B-4D31-B74B-278CD85659D8
Related topics
Oily water transfer pump unit............................................................................................... 5-2
The oily water transfer pump unit is normally kept in automatic operation when the plant is
running. The pump unit empties the oily water pit when it is full.
Procedure
1 Open the inlet valve (V006) and the outlet valve (V001) in the oily water line of the
pump.
2 Open the pressure gauge isolation valve (V005).
3 Prepare the compressed air line for operation.
a Check the compressed air supply to the pump unit and open any upstream shut-off
valves.
b Check that the purging valve (V009) is fully closed.
c Open the compressed air inlet valve (V010) of the pump unit.
d Check that the air pressure and the flow are correctly adjusted.
The air pressure and flow should be adjusted to the minimum level required for proper
pump operation, to avoid excessive use of compressed air. The pump can be run in
manual mode to check the suitable settings of the pressure reducer (V004) and the flow
adjustment valve (V003).
4 Set the pump for automatic operation with the switch on the local control panel.
The pump will start and stop automatically according to the level in the oily water pit.
7.3.8.2 Starting the oily water treatment unit

GUID-5469B2C0-81D2-4163-8591-CD37478BFAC0
Related topics
Starting the oily water treatment unit..................................................................................7-20
Starting the oily water treatment unit..................................................................................7-20
The actions to take when starting up the treatment unit depend on the state of the unit. In
normal operation, the oily water treatment is started and stopped simply by clicking a
button on the operator terminal.

Procedure
1 Make sure that all components are in operational condition and ready for startup.
2 Check that all valves are in operating positions.

Also check the positions of the valves outside the treatment unit.
3 Check that the air pressure is correctly adjusted.
4 Fill the system, including the separation tank, the emulsion tank and the flotation tank.
The filling of the flotation tank is activated from the operator terminal.
Make sure that the pumps, the chemical mixer and other components are properly vented.
5 Check that the polishing filter is ready for operation.

If necessary, fill the filter with filtering material and backflush the filter. Make sure that the
valves by the filter are in the correct positions.
6 Check that the chemical tanks are filled.
7 Start the treatment unit by clicking the start button on the operator terminal.
The unit is set to standby mode.
Before starting, make sure that all systems are set to automatic mode.
8 Open the air inlet valve of the dissolved air tank when the tank has been filled.
The tank is automatically filled when the treatment unit has started.
9 Start the feed pump from the operator terminal.

The treatment unit is set to running mode.
Before starting the feed pump, check the level and temperature in the oily water tank.
10 Check the operation of the unit and make necessary adjustments.
a Check that the dissolved air valves are correctly adjusted.
b Reset any alarms.
c Check the flow.
d Check that the operating parameters are correct.
7.3.9 Starting the water supply system GUID-5208B582-824A-4CF8-93F8-0DF446563585
Related topics
Water supply system............................................................................................................ 5-9
The water supply system provides treated water to the plant, and shall be in continuous
operation when the plant is running.
Procedure
1 Close the drain valves of the water tanks.
2 Start the raw water supply.
a Check the supply of water.

Make sure that the raw water is properly pretreated and meets the quality requirements.
b Fill the raw water tank.

3 Open the outlet valve (VBB 900 V001) of the raw water tank and start the raw water
booster unit.
4 Start the water treatment unit.
5 Open the outlet valve (VBC 900 V001) of the tank for treated water and start the
treated water booster unit.
Make sure that there is water in the tank before starting the booster unit.
6 Open the shut-off valves in the treated water distribution lines as required.
The system operates according to the water consumption and maintains the correct
pressure in the water distribution lines.
7.4 Stopping the auxiliary systems GUID-D5EF242B-CC10-42D8-A90B-78D7F216230A
The auxiliary systems are normally kept in automatic operation during temporary engine
stops, and are only shut down if maintenance work or a prolonged stop is planned. The
auxiliary systems are essential for the operation of the engine and must never be disabled
when the engine is running or on standby. If a system serving only a single engine needs to
be shut down, the other engines in the plant can be kept in operation.
NOTE
Before shutting down the engine auxiliaries, the engine must be stopped and
locked out.
When preparing the auxiliary equipment for a prolonged shutdown period, follow the
applicable preservation routines for preventing corrosion and keeping the equipment in
good condition.
7.4.1 Stopping the fuel gas system GUID-25835EBF-FA7C-4039-908E-14E1FF2088C2
Prerequisites
The engine must be stopped and locked out before shutting down the fuel gas system.
Alternatively, a change-over to fuel oil operation can be performed if the fuel gas system
shutdown does not involve maintenance work on the engine.
WARNING
If the fuel gas system of a single engine is to be stopped for maintenance while
the common gas supply line is kept pressurized, it is of the utmost importance
that the related shut-off valves be locked in the closed position and tagged out.
Make absolutely sure that the valves cannot be accidentally opened.
Procedure
1 Stop the gas regulation system of the engines and cut off the gas supply.
2 Close the main gas valve (ZAA 900 V001) outside the engine hall. Close also the valves
in the upstream gas line as applicable.
3 Open the manual vent valves if a prolonged stop is planned.
Postrequisites
If hot-work maintenance tasks will be performed in the fuel gas system, the system must
first be purged with inert gas to reduce the explosion risk. The system shall also be kept

filled with inert gas instead of air during long shutdown periods, to prevent internal
corrosion.
7.4.1.1 Shutting down the gas regulation system

GUID-A5139797-AC6C-421F-96E0-530A92E31C2D
Related topics
Compact gas ramp............................................................................................................. 4-14
The stop sequence of the compact gas ramp is automatically activated when the engine is
stopped. The gas regulating system is normally shut down only if maintenance work or
prolonged stoppage is planned.
Procedure
1 Close the gas inlet valve of the compact gas ramp.
2 Close the manual gas valve outside the power house.
3 If prolonged shutdown is planned, open the manual venting valve.
7.4.1.2 Purging the fuel gas system

GUID-7C6A2F59-AE25-44CB-A46D-D16B7F2DD71E
To avoid explosive mixtures of fuel gas and air in the fuel gas system, the system has to be
purged with inert gas (nitrogen) when stopping it for maintenance work and when putting it
back into service. The fuel gas system is equipped with inert gas connections for purging.
Procedure
1 Isolate the pipe section that is to be purged from the main gas line.
Close the shut-off valves and lock them in the closed position.
2 Depressurize the gas piping by opening the vent valves.
3 Connect the nitrogen supply to the purging connection.
4 Purge the gas piping with nitrogen. Repeat the following procedure 3–4 times.
a Close the vent valves.
b Open the nitrogen supply valve at the purging connection.
c Fill the gas piping with nitrogen to a pressure of 4–6 bar.
d Close the nitrogen supply valve.
e Depressurize the system through a vent valve in the opposite end of the pipe
section being purged.
7.4.2 Stopping the fuel oil system GUID-B1656A8F-B995-4168-8A76-151373B79FD0
Prerequisites
Perform a change-over to LFO operation before stopping the engine and the fuel circulation
system. Keep the engine running until the fuel circulation system is completely filled with
LFO.

Procedure
1 Stop the fuel circulation system of the engines.
2 Stop the fuel feeders.
3 Stop the fuel transfer and treatment system.

If the fuel system will soon be restarted, the transfer and treatment units can be kept in
operation until the day tank is filled with treated fuel.
a Stop the fuel treatment system.
b Stop the fuel transfer pump units.
c Close the outlet valves of the fuel tanks.
4 Drain the fuel pipes and close the shut-off valves as necessary, depending on the
purpose and length of the shutdown.
When possible, keep the fuel pipes filled with LFO, as this provides corrosion protection.
NOTE
Tanks and pipes that are filled with HFO must be completely drained if the
heating will be stopped.
Postrequisites
Perform regular inspection routines when the fuel system is shut down for a prolonged time.
Take samples of the fuel in the tanks, and drain out any water to prevent propagation of
biological contamination. Check the temperature readings to verify that the heating
operates correctly.
7.4.2.1 Stopping the fuel circulation system

GUID-58A10AD3-34C1-4001-B682-61FC9711F437
Related topics
Procedure
1 Change over to LFO operation.

The engine may be stopped on HFO only if the shutdown period is short and the fuel
system is kept in operation, circulating and heating the fuel.
2 Take both chambers of the fuel filter into operation, in order to flush the HFO out from
the filter.
3 Run the engine on LFO long enough to flush the HFO out from the system.
Check the LFO/HFO content in the system from the WOIS workstation.
4 Stop the engine.

The booster pump is automatically stopped.
5 Empty the clean leak fuel and dirty leak fuel tanks by running the emptying pumps
manually.
Stop the pumps when the emptying is complete.
Make sure that the clean leak fuel is directed back to the fuel storage system.

Postrequisites
During prolonged shutdown, it is recommended to manually turn the pump shafts once a
week to provide the bearings with lubrication and a new resting point.
7.4.3 Stopping the lubricating oil system GUID-C2401AE6-26CB-4E2E-8174-0720423AD968
The lubricating oil system is normally in continuous operation, keeping the engine
prelubricated and maintaining the oil quality also during temporary engine stops.
Procedure
1 Stop the lubricating oil circulation system of the engines.
2 Close the outlet valves of the lubricating oil tanks.
3 Drain the oil transfer pipes and close the shut-off valves as necessary, depending on
the purpose and length of the shutdown.
Keep the oil pipes filled when possible, as this provides corrosion protection.
Postrequisites
Perform regular inspection routines when the lubricating oil system is shut down for a
prolonged time. Take samples of the oil in the tanks, and drain out any water to prevent
propagation of biological contamination.
7.4.3.1 Stopping the lubricating oil circulation system

GUID-1B9B239C-D1B9-432D-B6FF-2DE8F50492F0
Related topics
Lubricating oil circulation system....................................................................................... 4-16
Prerequisites
If the engine has recently been running, let it cool down before stopping the prelubrication.
The lubricating oil circulation system is normally kept in operation during temporary engine
stops, to keep the engine prelubricated and ready for fast restart.
Procedure
1 Switch off the prelubrication pump.

The pump is controlled with a switch on the auxiliary control panel (BJA __1) of the engine.
2 Switch off the oil mist separator unit from the separator control panel.
3 Check the condition of the oil in the engine oil sump.

Change the oil if the normal oil change interval has almost been reached or if the oil quality
has decreased close to the limits. Do not leave the engine with contaminated oil in the
crankcase.
7.4.4 Stopping the starting air system GUID-3E90CF28-38B2-48C2-A4BA-9F551EC7FA2A
Prerequisites
All engines must be stopped before shutting down the starting air system. The starting air
system is essential for the operation of the engine as it also provides control air.

WARNING
If only a part of the starting air system is to be stopped and isolated for
maintenance while the rest of the system is kept pressurized, it is of the utmost
importance that the related shut-off valves be locked in the closed position and
tagged out. Make absolutely sure that the valves cannot be accidentally opened.
Procedure
1 Drain the starting air system of condensate by temporarily opening the drain valves.
Drain valves for condensate removal are located on the starting air vessels, on the engines
and throughout the air distribution piping.
2 Stop the starting air compressor units.
3 Lock and tag out the starting air compressors to prevent restart.
4 Check that the shut-off valves in the starting air distribution piping are open.
This includes the inlet and outlet valves of the starting air vessels and the air supply valves
of the engines.
5 Open the drain valves of the starting air vessels slowly.

Check the pressure gauges to verify that the air pressure decreases.
6 Open the drain valves in the starting air piping and on the engines.
The drain valves can be left open during the shutdown. To prevent humid air from entering
the system, a plastic cover can be placed over the drain outlets.
7.4.5 Stopping the instrument air system GUID-16988010-475F-4DFC-B4ED-ED817A118C71
Prerequisites
Before shutting down the instrument air system, make sure that no pneumatic equipment is
in operation or on standby.
NOTE
Some equipment may require a continuous supply of instrument air also during
plant shutdown periods, depending on the state of the systems.
WARNING
If only a part of the instrument air system is to be stopped and isolated for
maintenance while the rest of the system is kept pressurized, it is of the utmost
importance that the related shut-off valves be locked in the closed position and
tagged out. Make absolutely sure that the valves cannot be accidentally opened.
Procedure
1 Drain the instrument air system of condensate by temporarily opening the drain
valves.
Drain valves for condensate removal are located throughout the air distribution piping. The
air bottle is also equipped with a drain valve.
2 Stop the instrument air units.

Keep the air dryer in operation for a few minutes after stopping the compressor, to reduce
the condensation in the system.

3 Lock and tag out the instrument air compressors to prevent restart.
4 Check that the shut-off valves in the instrument air distribution piping are open.
5 Open the drain valves slowly.

Check the pressure gauges to verify that the air pressure decreases.
The drain valves can be left open during the shutdown. To prevent humid air from entering
the system, a plastic cover can be placed over the drain outlets.
7.4.6 Stopping the cooling water system GUID-CF09CDFD-A2ED-4DA0-9299-CCEEB8317A16
Prerequisites
NOTE
If the engine cooling water circuits will be kept filled during the shutdown, take
samples of the water and add treatment chemicals if required. It is preferable to
maintain a slightly increased level of additives during long shutdown periods.
The cooling water system is normally kept in operation during temporary engine stops, to
keep the engine preheated and ready for fast restart.
Procedure
1 Deactivate the radiators and the speed control as applicable.

It is advisable to keep the standby heating of the fan motors in operation when possible, to
prevent condensation.
2 Switch off the jacket water preheating unit.
3 Empty the cooling water circuits if this is necessitated by the purpose of the stop.
It is generally recommended that the cooling water circuits be kept filled with treated water
when possible.
Postrequisites
If the cooling water system has been emptied, take the necessary actions to protect the
system against corrosion.
7.4.6.1 Emptying the cooling water circuits

GUID-47DF53C3-3E49-458B-B16E-6B71B215015A
Related topics
Prerequisites
Before emptying the cooling water circuits, the preheating unit must be switched off.
When the cooling water circuits need to be emptied for maintenance work, the treated
cooling water can be temporarily stored in the maintenance water tank.
Procedure
1 Check that the drain valve (V001) of the maintenance water tank is closed.
2 Check the level in the maintenance water tank.

Make sure that the tank can hold the amount of water to be drained from the cooling water
circuits.

Water should be pumped from the cooling water circuits to the maintenance water tank
b Close valves V002 and V005.
4 Check the positions of the shut-off valves in the cooling water circuits.
Normally, all shut-off valves are open. If a part of the cooling water system should be kept
filled, it can be isolated by closing the corresponding valves.
5 Open the drain valve of the expansion vessel.
6 Open the shut-off valves in the emptying line to the maintenance water tank.
7 Start the maintenance water pump.

To enhance the water flow, the vent valves in the cooling water circuits can opened as the
emptying proceeds.
8 Stop the maintenance water pump when the cooling water circuits have been
emptied.
9 Close the shut-off valves in the emptying line.
7.4.7 Stopping the charge air and exhaust gas system GUID-2CA2369D-E8B6-41DF-BE70-62AC7B694534
Related topics
Charge air system...............................................................................................................4-31
Exhaust gas system............................................................................................................4-33
Procedure
1 Switch off the exhaust gas ventilation.

Let the ventilation fan run for at least a few minutes after the engine stop, to ensure that the
exhaust gas system is free of explosive gases.
2 Switch off the charge air filter.
3 Cover the air intake to protect the filters and prevent humid air from entering the
engine.

7.4.8 Stopping the oily water system GUID-76451CD4-C363-4240-8DA5-621A1F5B4084
The oily water system is normally in continuous operation even when the plant is not
running. At least the safe collection of contaminated water has to be secured whenever fuel
oil, lubricating oil or other environmentally hazardous liquids are stored at the plant.
Procedure
1 Empty the oily water pits.

● The pits in the tank yard can be emptied by opening the manual drain valves.
NOTE
Any oil-contaminated water must be led to the oily water system for treatment or
safe disposal. It must not be released to the rain water drain.
● The main collecting pits can be emptied by running the oily water transfer pumps in
manual mode. Make sure that the three-way valve (DAD 900 V004) in the oily water
transfer line directs the liquid to the correct tank.
2 Empty the boiler washing water tank if it contains water.

The boiler washing water must be neutralized before the tank is emptied.
3 Stop the oily water treatment unit.

When possible, keep the unit in operation until all liquid in the oily water buffer tank has
been treated – especially if the tank needs to be emptied during the shutdown.
4 Stop the oily water transfer pumps.
5 Empty the oily water buffer tank, if required, by transferring the contents to the sludge
tank.
The oily water buffer tank must be emptied if the heating will be stopped.
a Set the valve (DAD 900 V009) on the outlet side of the oily water feed pump in
position for pumping liquid to the sludge tank.
b Run the feed pump until the oily water buffer tank is empty.
Make sure that the sludge tank can hold the amount of oily water to be pumped. If the
sludge tank is already full, it must first be emptied.
6 Empty the sludge tank if required.

The tank must be emptied if the heating will be stopped.
7.4.9 Stopping the water supply system GUID-F23D12BF-2B34-4425-86BD-4788CABCC0D2
Related topics
Water supply system............................................................................................................ 5-9
The water supply system provides treated water for the plant processes and has to be in
continuous operation when the plant is running. As the system also provides utility water for
support functions not related to the engine processes, it is normally kept in operation even
during plant shutdown periods if the plant is manned.
Procedure
1 Stop the treated water booster unit.

2 Close the shut-off valves in the water distribution system, including the tank outlet
valves.
The water lines can usually remain filled with water – preferably treated with a safe biocide
to prevent bacterial growth.
7.5 Starting the generating set GUID-2281663F-313D-4C1E-BE11-840D1FC0AAE8
Related topics
Generating set...................................................................................................................... 3-1
NOTE
Before attempting to start the engine, the auxiliary systems must be ready for
operation and properly preheated.
The generating set can be started and controlled in manual or automatic mode. The control
mode selection is made from the manual control interface on the generating set control
panel (CFC 0_1).
If the engine needs to be started when low-voltage power for the auxiliaries is not available,
the startup shall be performed in accordance with the black start procedure.
7.5.1 Preparing the engine for start GUID-EBE251B0-110C-435D-AE7B-DD046FD5C876
Prerequisites
Before preparing the engine for start, make sure that all maintenance work on the engine
and its auxiliaries is finished.
NOTE
If major engine overhaul has been performed, consider the additional startup
instructions in the engine manual.
Procedure
1 Check that all auxiliary systems are ready for operation.

● Make sure that the auxiliary systems are filled. Check also the oil level in the speed
governor.
● Make sure that the pressure and temperature levels are sufficient for the engine start.
● Check the supply of fuel gas and fuel oil, depending on the selected mode of operation.
A continuous supply of fuel oil for the pilot fuel injection is required also during operation
in gas mode.
NOTE
The pilot fuel injection shall always be used even when the engine is running on
fuel oil, unless injectors of mono-needle type are installed.
2 Check the positions of the manual valves on the engine.
3 Drain any condensate from the starting air system, using the blow-off valve on the
engine. Close the valve fully when all condensate has been discharged.

4 Rotate the crankshaft a couple of revolutions with the turning device.

Keep the stop lever in the stop position.
5 Disengage the turning device.
6 Set the stop lever to the operating position.
7 Check from the control system that no start block is active.
When the start preparations have been completed and all start conditions are fulfilled, the
engine can be started or left on standby. If the engine is left on standby, follow the
applicable standby routines and test run recommendations.
7.5.2 Starting the generating set in manual mode GUID-2B29775E-388E-47AB-90B8-441713F5C414
Prerequisites
Before attempting to start the engine, make sure that all necessary start preparations have
been made and that the auxiliary systems are ready for operation. The start conditions and
their status can be checked from the generating set control display of the WOIS
workstation.
Procedure
1 Set the generating set for manual control.

The control mode is selected from the manual control interface on the generating set
control panel (CFC 0_1).
2 Give a start order by pushing the engine start button on the manual control interface.
Check that the engine starts normally.
3 Synchronize the generating set with the busbar, if the busbar is energized.
If the busbar is not energized, the generator breaker can be closed directly without
synchronizing.
a Select the desired synchronization mode.
The synchronization can be performed in manual or automatic mode. The
synchronization mode is selected from the manual synchronizing interface on the
common control panel (CFA 90_).
b Initiate the synchronization by turning the synchronizing switch on the manual
control interface.
c If manual synchronization was selected, perform the synchronization in
accordance with the separate synchronization procedure.
In automatic synchronization mode, the complete synchronization sequence is handled
by the control system.
4 Load the generating set.
The loading can be done when the synchronization has been successfully performed and
the generator breaker is closed.
7.5.3 Starting the generating set in automatic mode GUID-7DED5F05-FE0E-454E-BC2E-15E0D15BAB1D
Prerequisites
Before attempting to start the engine, make sure that all necessary start preparations have
been made and that the auxiliary systems are ready for operation. The start conditions and

their status can be checked from the generating set control display of the WOIS
workstation.
Procedure
1 Set the generating set for automatic control.

The control mode is selected from the manual control interface on the generating set
control panel (CFC 0_1).
2 Select the desired synchronization mode.

The synchronization can be performed in manual or automatic mode. The synchronization
mode is selected from the manual synchronizing interface on the common control panel
(CFA 90_).
3 Give the start order and check that the engine starts normally.
The start order can be given from the generating set control display of WOIS workstation, or
by pushing the engine start button on the manual control interface.
4 If manual synchronization was selected, synchronize the generating set with the
busbar in accordance with the separate synchronization procedure.
● In automatic synchronization mode, the complete synchronization sequence is handled
by the control system.
● If the busbar is not energized, the generator breaker can be closed directly without
synchronizing.
5 When the synchronization has been successfully performed and the generator
breaker is closed, load the generating set.
Depending on the plant operation mode, the loading may partly be handled automatically
by the control system, based on the settings entered at the WOIS workstation.
7.5.4 Synchronizing circuit breakers GUID-0AF242BD-6263-4AEC-A810-291BEB8E0460
Related topics
Synchronization.................................................................................................................... 6-6
Manual synchronizing interface............................................................................................ 6-2
The synchronization can be performed manually or automatically. If automatic

synchronization is selected, the control system takes care of the complete synchronization
sequence.
Manual synchronization is performed from the synchronizing control unit.
Procedure
1 Select the breaker to be synchronized.

● A generator breaker is selected by turning the "synchronising" switch on the manual
control unit.
● A common circuit breaker is selected with the corresponding button in the mimic
diagram on the common control panel.
2 Adjust the generator frequency to be as near the reference frequency as possible.

● Follow the readings on the frequency meters.
3 Adjust the generator voltage to be as near the reference voltage as possible.

● Follow the readings on the voltage meters.

4 Check the synchronoscope indication.

The synchronoscope indication should rotate slowly clockwise, indicating that the generator
frequency is slightly higher than the reference frequency. Adjust the frequency as required.
● If the indication rotates quickly clockwise, the generator frequency is too high.
● If the indication rotates anticlockwise, the generator frequency is too low.
When all synchronization conditions are fulfilled, a green LED at the top of the
synchronoscope is illuminated.
5 Give a close order to the circuit breaker slightly before the synchronoscope indication
reaches the top of the display.
7.5.5 Black start sequence GUID-194439F7-6152-402A-A8E9-9384E5C37C49
Related topics
Black start unit......................................................................................................................3-2
Prerequisites
Before starting the black start unit, disconnect all unnecessary loads from the LV power
distribution system.
In case of a total power failure, the black start unit can be used to provide power for the
auxiliary equipment needed when starting one of the main engines.
Procedure
1 Open all MV breakers:

● Main breakers to the step-up transformers
● Outgoing breakers to the station service transformers
● Bustie breakers.
2 Select which engine will be started first and prepare the power distribution system
accordingly.
The breaker positions and the switches to be operated during the start sequence partly
depend on which engine is started.
a Activate soft start of the step-up transformer with the corresponding key switch on
the common control panel.
● Close the main breaker to the step-up transformer.
b Set the breakers in the LV switchgear in the correct positions.

● Open the breaker between the station service transformer and the LV busbar.
● Close the breaker to the common LV bus.
3 Start the black start unit.

Adjust the speed and the voltage of the black start generator. When the speed and the
voltage are correct, close the black start breaker to energize the LV bus.
4 Start the auxiliary units required for starting the main engine.
Before proceeding with the start of the engine, wait until sufficient preheating and
prelubrication has been established.

5 Give a start order to the engine.

As the engine is started, the generator breaker is closed. The transformer is softly energized
by slowly increasing the generator voltage.
6 Check that all pressure and temperature readings are normal.
7 Once MV power is restored, synchronize the circuit breaker between the station
service transformer and the LV bus and close it.
8 Shut down the black start unit.
9 When operating at nominal frequency and voltage, load the engine gradually.
Start up auxiliary units as required.
10 Deactivate the soft start with the key switch on the common control panel.
The soft start must be deactivated before other generating sets can be connected to the
MV busbar.
7.6 Stopping the generating set GUID-788B3BE2-DB77-454C-B9B9-DA8F058C4C51
Related topics
Generating set...................................................................................................................... 3-1
NOTE
If the engine will be stopped for a prolonged time or if the fuel oil circulation
system cannot be kept in continuous operation during the stop, perform a fuel
change-over to LFO before stopping the engine.
The generating set can be stopped in manual or automatic mode. The control mode
selection is made from the manual control interface on the generating set control panel
(CFC 0_1).
NOTE
If the engine will be kept on standby with the auxiliary systems activated, follow
the applicable standby routines and test run recommendations.
7.6.1 Stopping the generating set in manual mode GUID-42330E3E-35B9-41D1-B417-A179AAE1E4E8
Procedure
1 Check that the "generating set control" selector switch on the manual control unit is
in position "manual".
2 Unload the generating set.

In parallel operation, the generating set is unloaded with switches "fuel decrease - increase"
and "excitation decrease - increase".
3 Open the generator breaker by pushing the "breaker open" button.

A stop order is given to the engine.
4 Check that the prelubrication pump, the preheating unit and the generator
anticondensation heater start when the engine has stopped.

7.6.2 Stopping the generating set in automatic mode GUID-910FEE2B-E6B3-420B-9CF8-7CC8EF4B0FA7
Procedure
1 Check that the "generating set control" selector switch on the manual control unit is
in position "auto".
2 Give a stop order from the WOIS terminal or push the stop button on the manual
control unit.
The control system unloads the generating set, opens the generator breaker and stops the
engine.
3 Check that the prelubrication pump, the preheating unit and the generator
anticondensation heater start when the engine has stopped.
7.6.3 Deactivating the engine GUID-C071DD08-5F2E-49E3-B802-82FC7D85D356
Prerequisites
If the engine will be shut down and deactivated, take the following measures before
stopping the engine:
● Perform a fuel change-over to LFO. The engine must be run on LFO long enough to
ensure that the fuel oil system is properly flushed and filled with LFO.
● Check the quality of the engine cooling water, and add chemicals if necessary. It is
recommended to maintain a slightly increased concentration of additives during the
shutdown period.
● Check the quality of the engine lubricating oil. It is recommended to change the oil if the
normal oil change interval or contamination limits have almost been reached. Run the
engine for a while after changing the oil, to ensure that the fresh oil reaches all internal
parts.
The engine can be deactivated if it will be out of use for a long time and does not need to
be kept on standby. Keeping the engine deactivated lowers the power consumption due to
lesser preheating, while also reducing the need for supervision and test runs.
NOTE
If the engine will be out of use for a short period only, it may be preferred to
keep it in a standby condition. Before deactivating the engine, consider the
prevailing ambient conditions and the possibility to maintain the required
preservation conditions during the shutdown period.
● Close and lock the starting air supply valve of the engine.
● Close and lock the control air supply valve of the engine.
● Drain the engine starting air system of condensate and lock the drain valve in the
open position.
To prevent humidity from entering the compressed air system, a plastic cover can be
placed over the drain outlet.
● Engage the turning gear.

● Shut down the engine auxiliaries as applicable. Switch off also the prelubrication
and the cooling water preheating.
NOTE
Keep the generator anticondensation heating in operation throughout the entire
shutdown period.
● Cover the charge air intake and the crankcase ventilation outlet.
Postrequisites
Make a proper record of the actions taken when deactivating the engine and its auxiliaries.
Note especially things that have to be considered when restarting the engine, such as any
temporary covers and locking devices.
7.7 Fuel change-over GUID-6962154B-8584-408C-A590-EECC16893297
The engine can be run in gas mode or in diesel mode. The operation mode selection is
done at startup.
In diesel mode, a fuel change-over between LFO and HFO can be performed during
operation of the engine. LFO is typically used in startup and shutdown situations, in
connection with prolonged stops.
7.7.1 Changing fuel from LFO to gas GUID-763AB046-E1C6-4031-B081-D4B0B11B9C43
A fuel change-over from LFO to gas can be performed when the engine load is below 80 %
of the full load.
Procedure
1 Check to make sure that the main shut-off valves in the gas supply line are open.
2 Check to make sure that all units in the fuel gas system are in operational mode.
3 Give a change-over command from the WOIS workstation.
7.7.2 Changing fuel from gas to LFO GUID-DF467C2A-4DA1-4D57-9BDC-216322EAA4E7
Procedure
1 Check the level in the LFO tank.
2 Check that all manually operated valves are in the correct positions.
3 Give a change-over command from the WOIS workstation.
7.7.3 Changing fuel from LFO to HFO GUID-D9A741AE-444A-4BE3-9A5A-2DFB342D8835
A fuel change-over from LFO to HFO can be performed when the engine has been put on
load and the normal operating temperatures have been reached.
Procedure
1 Start up the HFO supply system, if not already in operation.
a Check that the tank heating and the trace heating are activated.

b Open the inlet and outlet valves of the HFO tanks as required.
c Start the fuel separation and transfer system.
d Check the level in the HFO day tank.

Also check that the fuel temperature in the tank is correct.
e Start the HFO feeder.
2 Check that the trace heating in the fuel circulation system is activated.
3 Check that all valves in the fuel circulation system are in the correct positions.
Make sure that the fuel heater is not bypassed.
4 Push the HFO selection button on the control panel or give a fuel change-over order
from the WOIS workstation.
The fuel selection valve turns to the HFO position.
5 If no engines are running on LFO, the LFO feeder may be stopped.
Postrequisites
NOTE
The circulation and heating of the fuel must be in continuous operation when the
system is filled with HFO.
7.7.4 Changing fuel from HFO to LFO GUID-C3D73BAA-5E96-4442-9071-56B0DF10BF1F
A fuel change-over from HFO to LFO is normally performed when the engine is to be shut
down and the fuel system should be flushed with LFO.
Procedure
1 Start the LFO supply system, if not already in operation.
a Check the level in the LFO tank.
b Check that all valves are in the correct positions.

The outlet valve of the tank must be open.
c Start the LFO feeder.
2 Push the LFO selection button on the control panel or give a fuel change-over order
from the WOIS workstation.
The fuel selection valve turns to the LFO position.
3 If no engines are running on HFO, the HFO feeder may be stopped.

The fuel separators may be kept in operation as required, in order to fill the HFO day tank
with treated fuel. Make sure that the trace heating is activated if the circulation is stopped in
a system filled with HFO.
4 Empty the leak fuel tank when the fuel circulation system is filled with LFO.
Start the clean leak fuel and dirty leak fuel pumps manually if necessary. Stop the pump
when the emptying is complete.

7.8 Filling and emptying tanks
7.8.1 Filling the lubricating oil tank GUID-EAF7C447-9471-4A27-9C47-C8028EAB259B
Procedure
1 Ensure that there is sufficient storage capacity in the lubricating oil tank for the
amount of new oil to avoid a risk of a tank overflow.
2 Drain any water from the lubricating oil tank, and close the drain valves.
3 Check the system for leaks.
4 Connect the tanker truck or the oil barrel to the filling line.
Place a collecting vessel under the connection point to prevent spillage onto the ground
when disconnecting the hose or in case of leakage.
5 Open the shut-off valves in the filling line.
6 Open the inlet valve of the tank.
7 Open the inlet and outlet valves of the pump. Fill the pump with oil to avoid dry
running.
8 Start the unloading pump.

Check the connections continuously when pumping.
CAUTION
Never let the pumping proceed unsupervised, not even for a short time.
9 Stop the pump when the lubricating oil unloading is complete or the tank is full.
CAUTION
The pump must not be run dry.
10 Close the shut-off valves in the filling line, the inlet and outlet valves of the pump, and
the inlet valve of the tank.
11 Disconnect the tanker truck or the barrel from the filling line.
12 Drain the remaining oil in the connection hose into an appropriate container or a
drainage pit.
NOTE
If lubricating oil drains onto the ground by accident, remove the contaminated
earth and have it properly disposed.
Postrequisites
To prevent water and dirt from entering the pipe and pump system, keep the connection
point protected by a blind flange or other protective covering when it is not in use.

7.8.2 Filling the engine oil sump GUID-869C845A-BD06-418E-A37A-A58ACFF77EE1
Related topics
Lubricating oil filling and disposal...................................................................................... 4-18
Procedure
1 Check that a sufficient amount of lubricating oil is available.
2 Open the shut-off valve in the lubricating oil filling line in the engine auxiliary module.
Also make sure that the shut-off valve on the engine is open.
3 Open the outlet valve of the oil tank.

● If the oil sump is to be filled with fresh oil, open the outlet valve of the storage tank for
new lubricating oil.
● If the oil sump is to be filled with reusable oil from the service tank, open the outlet valve
of the service tank.
4 Open the inlet and outlet valves of the filling pump to be used.
● If oil is to be pumped from the service tank, make sure that the correct outlet valve is
opened and that the other outlet valve is closed.
5 Fill the pump with oil in order to avoid dry running.
6 Start the pump.

Make sure that the pump takes oil through the suction line.
CAUTION
The pump must not be run dry.
7 Stop the pump when the filling is complete.
8 Close the shut-off valve in the filling line in the engine auxiliary module.
Also close the inlet and outlet valves of the pump and the outlet valve of the tank.
7.8.3 Emptying the engine oil sump GUID-5F90A0A9-915B-4D8C-AF91-49BD2D472AF9
Related topics
Lubricating oil filling and disposal...................................................................................... 4-18
Procedure
1 Move the mobile transfer pump unit into position and connect it to the emptying
connections.
Make sure that the receiving tank can hold the amount of oil to be pumped.
2 Open the shut-off valves in the emptying line. Also make sure that the shut-off valve
on the engine is open.
3 Fill and then start the pump.

4 Stop the pump when the emptying is complete.
CAUTION
Do not let the pump run dry
5 Close the shut-off valves by the emptying connections and disconnect the pump.
7.8.4 Emptying the sludge tank GUID-3D62F263-756B-4BB7-95B1-0396201EAFFB
Procedure
1 Connect the tanker truck to the emptying line.

Place a collecting vessel under the connection point to prevent spillage onto the ground
when disconnecting the hose or in case of leakage.
2 Open the shut-off valves in the sludge loading line.

Also check that the compressed air inlet valve of the sludge pump is open.
3 Start the sludge pump.

Check the connections continuously when pumping.
CAUTION
Never let the pumping proceed unsupervised, not even for a short time.
4 Stop the pump when the sludge loading is complete or the tanker is full.
CAUTION
To prevent damage to the heater, the sludge tank must not be completely
emptied unless the heating is stopped.
5 Close the sludge loading valve and disconnect the tanker truck from the emptying
line.
7.9 Operating and supervising the plant
7.9.1 Cleaning the turbine and the compressor of the

turbocharger GUID-C05B7A3D-120E-4093-A771-C4FFE18A92CB
Related topics
Turbocharger washing unit................................................................................................. 4-34
Procedure
1 Record the engine load, charge air pressure, cylinder exhaust gas temperatures and
turbocharger speed.

2 Check the compressed air supply to the valve unit.
NOTE
The compressed air valve must always be kept open.
3 Open the water supply valve to the valve unit.
4 Start the cleaning from WOIS.
a Click the appropriate button to start the turbine and compressor cleaning or only
the compressor cleaning.
b If the generating set is operating in island mode, switch to manual operation and
reduce the engine load when requested.
The cleaning of the turbine must be performed with the engine running on reduced load.
The exhaust gas temperature at the inlet to the turbocharger must not exceed 430 °C.
When operating parallel with the grid, the load is automatically adjusted by the PLC.
c Check the water flow and adjust it if necessary.

The cleaning process proceeds automatically once it has been started.
NOTE
If the cleaning is disturbed due to a failure or if the operator stops the sequence
from WOIS, an alarm occurs. The cleaning can be restarted after 10 minutes.
5 Wait until the cleaning is completed.
6 If the generating set is operating in island mode, increase the engine load to the load
level it was before starting the cleaning, and switch back to automatic operation.
When operating parallel with the grid, the load is automatically adjusted by the PLC.
7 Close the water supply to the valve unit.
8 After the engine has been running one hour at normal load, check the engine load,
charge air pressure, cylinder exhaust gas temperatures and turbocharger speed.
The efficiency of the cleaning can be evaluated by comparing the readings with the values
recorded before the cleaning.
Postrequisites
To ensure that all parts in the exhaust system are completely dry, do not stop the engine
immediately after cleaning the turbocharger. The engine must be run for at least 10 minutes
before stopping.
7.9.2 Draining water from fuel tanks GUID-4505A096-CCA8-4B20-9AB3-4F4FE3031573
Water should be drained from the fuel storage tanks daily.
Procedure
1 Open the drain valve of the tank.
2 Close the drain valve immediately when all water is drained and fuel oil is coming from
the drain.

7.9.3 Topping up the cooling water circuits GUID-345BB0EA-7177-4F98-B242-AAD94CD17F6A
Related topics
Prerequisites
It is assumed that the cooling water circuits have already been filled and vented, but the
expansion vessel needs to be topped up. If the cooling water circuits are empty, follow the
procedure for filling and venting instead.
The water level in the expansion vessel may decrease due to evaporation of water or leaks
in the system. If the minimum level is reached in the vessel, water should be added to the
cooling water circuits using the maintenance water tank.
Procedure
1 Make sure that the maintenance water tank contains a sufficient amount of water and
that the chemical dosing is correct.
Fill the tank and add chemicals if necessary.
Water should be pumped from the maintenance water tank to the cooling water circuits
b Close valves V004 and V006
3 Open the shut-off valves in the filling line from the maintenance water tank to the
cooling water circuit.

5 Stop the maintenance water pump when the expansion vessel is full.
The overflow line of the expansion vessel is routed back to the maintenance water tank,
enabling the operator to easily see when the system is full.
6 Close the shut-off valves in the filling line.

7.9.4 Mixing chemicals to the cooling water GUID-D3CD3F8C-643C-4558-9F6D-CA36676EEB2E
Related topics
The cooling water has to be analyzed regularly and chemicals added to the water as
necessary. Chemicals can be added to the cooling water using the maintenance water tank.
Procedure
1 Fill the maintenance water tank with water.

● If the chemical dosing of the water circulating in the engine needs to be increased, the
cooling water can be temporarily drained to the maintenance water tank during an
engine maintenance stop.
● If the cooling water circuits need to be topped up with treated water, the maintenance
water tank should be filled with the required amount of fresh water through valve V007.
Make sure that the tank drain valve (V001) is closed.
The water should be circulated within the maintenance water tank when the water pump is
running.
b Close valves V004 and V005.

4 Add the appropriate chemicals to the water.
a Connect the chemical dosing hose of the maintenance water tank to the chemical
container.
b Open the chemical inlet valve V009.
c Close valve V009 when the correct amount of chemicals has been added to the
water.
5 Circulate the tank content until the chemicals are completely mixed with the water.
6 Stop the maintenance water pump.
Postrequisites
When the mixing is complete, the water can be pumped to the cooling water circuits of the
engine.

7.9.5 Neutralizing the boiler washing water GUID-7C29DA32-5E8F-46A5-84F5-3B43BE568B3D
Related topics
Boiler washing water pump unit........................................................................................... 5-7
Because the boiler washing water is low in pH, it must be neutralized before the collecting
tank is emptied. The neutralization procedure should be carried out every time the boiler
has been washed.
Procedure
1 Set the valves in the pump unit in the correct positions.

The water should be directed back to the tank when the pump is running.
2 Start the pump.
3 Connect the hose for chemical dosing to the barrel containing the neutralizing
chemicals.
4 Start the dosing of aqueous sodium hydroxide (NaOH) by carefully opening the
suction valve for neutralizing chemicals.
CAUTION
Never pump a highly concentrated NaOH solution directly into the tank.
5 At short intervals, check the pH value of the circulating water. Repeat this procedure
until the pH value is between 6 and 9.
a Close the valve for chemical dosing.
b Allow the water to circulate for a while.
c Take a water sample and check the pH value.
d If the desired pH value has not been reached, continue the dosing of neutralizing
chemicals.
6 Close the valve for chemical dosing.
7 Continue the water circulation for about one hour, to ensure proper mixing.
8 Stop the pump.
Postrequisites
To empty the tank once the water has been neutralized, set the shut-off valves in the pump
unit in the correct positions and start the pump. When the tank has been emptied, it must
be flushed with fresh water, to prevent scaling.
7.9.6 Adjusting the fuel system valves GUID-F7C28B7E-38DF-4CD0-8A2A-1515E06142BF
Related topics
The pressure in the fuel system should be checked regularly and readjusted as necessary,
to ensure a good circulation of fuel and an even fuel distribution.

NOTE
Correct adjustment of the pressure regulating valves is important to ensure
proper function of the fuel system and minimize the wear on the fuel injection
equipment.
NOTE
The pressures normally vary according to fuel type and engine load.
Procedure
1 Adjust the pressure of the feeder system by regulating the pressure control valves at
the feeder pumps to about 6 bar.
2 Adjust the pressure of the booster circuit by regulating the pressure control valve
mounted on the engine to about 8 bar.
Example
(1) Pressure control valve for the feeder system

(2) Pressure control valve for the booster circuit
Fig 7-1 Valves used when adjusting the fuel system GUID-0503183A-242C-43E0-A713-0906E7C3216C v1
7.9.7 Calibrating the oil mist separator GUID-BF993582-BAE0-4FC9-8471-02892CF61F01
Related topics
Oil mist separator unit.........................................................................................................4-17
The throttle valve in the inlet pipe of the oil mist separator is used for adjusting the gas flow
to the separator.
Procedure
1 Start the oil mist separator and wait until it has reached full speed.
2 Run the engine on 100% output.
3 Unfasten the flexible balancing air pipe.
a Remove the pipe clamps on the pipe
b Push the pipe upwards to free the opening in the intake pipe.

c Cover the opening of the balancing pipe.

The opening must be covered to prevent gases from the separator outlet pipe from
escaping during the adjustment.
4 Close the throttle valve in small steps until visible smoke starts to emerge through the
opening in the intake pipe.
5 Open the throttle valve 2.5 degrees from the position when smoke is starting to
escape.
Check that no visible gas is emerging from the opening in the intake pipe.
6 Return the balancing air pipe into its original position and fasten the pipe clamps.
7 Lock the throttle valve locking screw and remove the valve handle.
7.9.8 Turning the crankshaft during engine shutdown GUID-09D32F7D-83E1-4F88-938A-43167F038D55
During engine shutdown periods, the crankshaft shall regularly be rotated to a new position.
This must be done at least once a month, but it should preferably be done on a weekly
basis if possible. At the same time, check the operation of the prelubrication and preheating
units.
Procedure
1 Start the prelubrication pump.
2 Start the circulation pump of the jacket water preheating unit.

Leave the heater deactivated.
3 Wait until the prelubrication pump has been in operation for at least five minutes, and
then rotate the engine crankshaft using the turning device.
● Turn the crankshaft 4–5 complete revolutions.
● Make sure that the turning is stopped in a position where the crankshaft has a new
resting point.
4 Switch off the circulation pump of the preheating unit.

The pump should have been in operation for at least five minutes.
5 Switch off the prelubrication pump.

The pump should have been in operation for at least 15 minutes.
7.10 Regular inspections GUID-0FEBD1F4-5A4A-4094-8608-7F8F299C966D
The plant must be inspected on a regular basis, to ensure that the equipment is kept in
good condition and detect possible problems at an early stage. The required inspections
partly depend on the state of the plant, as a system in operation needs closer supervision
than a system in standby or shutdown mode.
● When the engine is kept on standby, inspect and test run the equipment in accordance
with the specified standby routines.
● When the plant or a part of it is completely shut down and deactivated, follow the
applicable inspection and preservation instructions in the separate instruction document
for short-term shutdown.

NOTE
For instructions on scheduled maintenance and information about maintenance
intervals, refer to the engine manual and the maintenance manual for auxiliaries.
7.10.1 Daily inspections GUID-1F14A71E-2325-41CC-8285-6013556D98C2
An overall inspection of the plant has to be performed on a daily basis, to verify the correct
operation of all equipment. The detailed inspection checklist for the engine and its
auxiliaries partly depends on the state of the engine.
● Check the ambient conditions.
● Read the preceding day’s log sheets.
● Check all units that are in operation, and verify that all readings are normal.
a Check the pressure readings, temperature readings, etc. in all systems.
b Check the pumps and motors for abnormal sounds, smells, vibration, etc.
c Check the pressure drop over the filters.
d Check the oil levels in all units that have separate lubricating oil systems.
● Check the WOIS workstation and the local control units for active alarms.
● Inspect all systems for leaks, paying special attention to heat exchangers and
pumps.
Use a portable gas detector to check for gas leaks.
● Check the level in the tanks, oily water pits, etc.
● Drain any water from the fuel storage tanks.
● Drain any condensate from the compressed air bottles and piping every shift.
7.10.1.1 Daily inspections during engine operation

GUID-24CBE914-B5A8-435D-A2BD-1F742237CA67
When the engine is running, check the power production, the temperature readings, etc.
Pay attention to any abnormal readings or other signs of operating problems, and
investigate the cause.
● Note the load of the engine, and verify that all temperature and pressure readings
are normal for the load situation.
● Check the level in the engine oil sump. Also check the appearance and consistency
of the oil.
● Check the level in the cooling water system from the expansion vessel. Verify that
the deaeration of the cooling water circuits is working properly.
● Check the speed of the engine and the turbochargers.
● Check the temperature of the engine main bearings.
● Check the power, current, power factor and frequency of the generator.
● Check the winding temperatures and the bearing temperatures of the generator.
● Clean the compressor side of the turbochargers by injecting water.
The compressor washing is typically performed every second day during continuous
engine operation, but the optimal cleaning interval must partly be determined based on
experience.

● Check that there is no abnormal smoke, colour or sparks in the exhaust gas outlet.
● Check the fuel consumption.
● Check the cooling efficiency (inlet and outlet temperatures) of the coolers.
7.10.1.2 Daily inspections during engine standby

GUID-C3A23CAE-2848-4CEB-B90A-0EF3F1E2B587
When the engine is on standby, check that the related systems are sufficiently preheated
and pressurized to enable a fast engine start.
● Check the cooling water preheating.
The normal jacket water preheating temperature is 70 °C.
● Check the engine prelubrication.
The prelubrication pump has to be activated and the oil temperature should be at least
40 °C.
● Check that the starting air system is pressurized.
The normal pressure level is about 30 bar.
● Check that the instrument air system is pressurized.
The normal pressure level is about 7 bar.
● Check that the standby heating – such as pipe trace heating and anticondensation
heating – is activated as required.
The heating need partly depends on the ambient conditions and the state of the auxiliary
systems. The generator anticondensation heating always has to be in operation.
7.10.2 Weekly inspections GUID-3DC22775-7018-441E-ACDE-5E5E4E55D879
The weekly inspections are mainly performed to keep the equipment in good condition and
identify any damaged or malfunctioning components.
● Inspect the piping for leaks, insulation damage, broken or loose flanges, etc.
● Operate the valves when possible, and grease exposed moving parts.
● Check the electrical connections for insulation damage or loose contacts.
● Check the condition of all filters. Clean or replace the filter elements if necessary.
● Check the operation of the instrumentation equipment, such as the level switches.
● If the engine is running, clean the turbine side of the turbochargers by injecting
water.
The optimal cleaning interval must partly be determined based on experience.
● Drain any condensate from the charge air system. Close the drain valve when all
water has been discharged.
If an excessive amount of water is drained from the system, investigate how the water
has entered the system and rectify the underlying conditions.
● Check the level in the water locks of the exhaust gas system.
● Test-run units that have not been in operation during the week, or rotate the shaft
by hand.
7.10.2.1 Weekly inspections during engine shutdown

GUID-095F296C-0392-4D54-8F06-B3A2DFCFF533
During an engine shutdown period, inspect the engine and its auxiliaries at least once a
week.

The inspection routines for the common auxiliaries depend on the state of the whole plant.
If some of the engines are running, follow the normal operation routines for the common
auxiliaries.
● Check that all protective covers and seals are intact.
● Check the level in the engine cooling water system and the oil sump.
If the level has decreased or increased, investigate the cause.
● Check the pressure in systems that are kept pressurized during the shutdown.
A decreasing pressure indicates leakage.
● Check that the generator anticondensation heating is in operation.
● Turn the shafts of rotating equipment that has been shut down, to provide the
bearings with lubrication and a new resting point.
This must be done at least once a month, but it should preferably be done on a weekly
basis if possible. Neglecting this causes a risk of bearing failure when restarting the
equipment.
○ Rotate the shaft about 10–15 times.
○ If turning the shaft manually is not possible, the equipment can be run for a while
instead.
● Inspect the external parts of the generating set for signs of corrosion, leakage, etc.
● Inspect the stopped auxiliaries for corrosion and verify that the corrosion
protection is adequate.
○ Remove any corrosion and apply additional corrosion protection if needed.
○ Pay special attention to exposed parts.
● Grease and operate valves, to prevent jamming.
Open and close the valve at least once, if it can be done without releasing liquid or gas
into isolated parts of the system. This is of particular importance for gate valves and
globe valves.
● Check the contents of the tanks.
a Check the level and temperature in the tanks.
b Drain any water from the oil tanks, to prevent propagation of biological
contamination.
c Check the quality of the stored liquids. Take samples for analysis if necessary.
● Check the operation of any pipe and tank heaters that are switched on.
7.10.3 Monthly inspections GUID-E6FCA624-7C3C-4DE6-8FCC-5DDAADCF7D3A
The monthly inspections depend on the running time of the engine and the auxiliary
equipment.
NOTE
The engine and the auxiliaries require regular inspection and maintenance even
during prolonged periods of standby or shutdown. Inspect and overhaul the
equipment in accordance with the maintenance schedules.
● Test all automatic control and alarm functions.

● If the engine has been in operation, check the lubricating oil and cooling water
quality at least every 500 running hours.
a Take a sample of the cooling water and check the content of additives. Add
chemicals if necessary.
b Take a sample of the lubricating oil and have it analyzed. Change the oil if
necessary.
NOTE
The oil quality shall be monitored and the oil shall be occasionally changed also
during prolonged periods of engine standby or shutdown. See the engine
manual for further information.
c Clean the centrifugal lubricating oil filter.

If the deposits on the filter are thick, the cleaning interval shall be reduced to retain
the filtering efficiency.
7.10.4 Annual inspections GUID-FA0171D3-E3F0-4F1F-A727-78C857ED6B0C
● Inspect and clean the tanks.

● Inspect and repair painted surfaces.
● Inspect the piping and flexible hoses. Check for leakage, visual cracks or other signs of
wear. Change parts as necessary.
● Inspect, test and maintain all internal equipment of the tanks (such as heaters, level
indicators and pipes).
● Test the function and check the setpoint of the safety valves.
● Test also the function of other actuators that are seldom operated.

Plant Operation Manual 8. Alarms and fault finding
8. Alarms and fault finding

The control system of the plant includes alarm functions for notifying the operator of
deviating process conditions that require swift actions. If an alarm is activated, the reason
for the alarm situation must be investigated immediately and corrective actions taken.
Alarm conditions can be caused by equipment failure or abnormal measurement values. An
alarm is generated if an analogue value exceeds the alarm limits or if a binary alarm signal is
received.
The plant should be closely monitored during operation, as this enables the operator to
detect and correct possible deviations before they develop into alarm situations.
8.1 General alarm descriptions
8.1.1 Pump and motor overload alarms GUID-04661B6A-E670-46E1-811B-27619E5F0210
The overload alarm indicates that the overload protection relay has tripped and that the
pump or motor has stopped. The reason may be that a fuse has blown or that a motor
bearing is damaged. The overload alarm may also be activated if the viscosity of the
pumped liquid is too high or the pump is mechanically blocked.
If no apparent reason for the alarm is found, the cable connections should be checked to
ensure that they are not loose or faulty. If a pump is overloaded, check that the valves in the
system are in the correct positions and that the pressure regulating valve is correctly
adjusted.
8.1.2 Tank level alarms GUID-F219EAEA-E926-4245-9C03-5260CCC84321
If a tank level alarm is activated, take immediate actions to prevent overflow or pumps
running dry. Start or stop the pumps manually if necessary.
An abnormally high or low level may be caused by problems in the transfer system, for
instance a pump failure or a clogged suction strainer. Make sure that all valves are in the
correct positions, including the inlet and outlet valves of the tank and the pumps. Check the
operation of the level switches and the condition of the electrical connections.
8.1.3 Alarms for high pressure drop over filters GUID-78CC7E69-935E-4E9A-B0F0-95B128512591
Some filters are equipped with differential pressure indicators or switches for monitoring the
condition of the filters. The pressure drop increases during operation and therefore, the
filters have to be cleaned regularly, preferably before the pressure drop reaches the alarm
limit.
If the pressure drop alarm is activated, the filter has to be inspected and cleaned as soon as
possible. If necessary, the filter elements should be changed. In connection with the
maintenance, the filter housing should also be cleaned. Some filters can be serviced during
operation of the plant, by temporarily bypassing the filter. Before taking the filter into
operation after the service, make sure that it is properly vented.
The time in operation should always be checked when changing filter elements. If the
operating time is significantly shorter than normal, check that the filtered liquid meets the
requirements for the plant.

8. Alarms and fault finding Plant Operation Manual
8.2 Engine alarms GUID-8AF19199-4C17-4CC9-8F38-9E207B7ACE83
The safe operation of the engine is secured by a number of alarm functions. Failure to
correct an alarm condition may result in an automatic engine shutdown.
It is recommended to stop the engine if a pressure or temperature alarm is activated. If this
is not possible, reduce the load until the reason for the alarm has been found and corrective
actions taken.
NOTE
Refer to the engine manual for detailed troubleshooting information.
8.2.1 Gas pressure deviation GUID-B411AB36-1D67-42F4-A4D1-AD4271A97537
An alarm is activated if the measured fuel gas pressure at the engine deviates too much
from the reference pressure, which is calculated based on the engine load and the pressure
in the charge air receiver.
The pressure deviation alarm may be caused by a too low gas pressure due to leakage or
blockage in the fuel gas system. Make sure that the manual shut-off valves in the gas
supply line are fully open and that the gas filter is not clogged. A fault in the control system
may also cause problems with the gas pressure control.
WARNING
A too low gas pressure will lead to a too lean fuel/air mixture, misfiring and fuel
gas entering the exhaust gas system, causing a danger of gas explosions.
8.2.2 Fuel leakage GUID-0A4B3EB6-17D5-4767-8CFE-48F74F1EEDB6
If the fuel leakage alarm is activated, the leak has to be located immediately. If the leakage
is severe, the engine and the fuel supply must be stopped. To locate the leak, it may be
necessary to remove the side covers of the hot box.
The dirty leak fuel is drained from the hot box of the engine. A dirty leak fuel alarm may be
caused by leaking flange connections or external liner leakage.
Clean leak fuel is fuel leaking from the injection valves and the injection pumps during
operation. A clean leak fuel alarm is caused by worn out injection nozzles or injection pump
elements.
If no abnormal leakage is found, check the level switch and the electrical connections.
WARNING
Leaking fuel may catch fire if it comes into contact with any hot surfaces on the
engine.
8.2.3 Fuel pressure low GUID-4DF31C7B-77C1-43CC-86C1-06AB7706107C
An alarm is activated if the fuel pressure in the inlet line to the engine drops too low. The
low pressure may be caused by leaks in the fuel system, a malfunctioning fuel pump, or
valves in the fuel system being in the wrong positions. The pressure drop over the fuel filters
should be checked, to ensure that the filter is not clogged.

If no corrective action is taken, the engine load will not stay stable. The lack of fuel will
eventually cause the engine to stop.
8.2.4 Lubricating oil level low GUID-63EDA899-04B5-4B0C-A5DC-FCF96D74B5EC
A lubricating oil level alarm requires immediate attention, as a too low level in the engine oil
sump may cause damage to the oil pump and to the bearings. Check the level in the engine
oil sump with the dipstick to ensure that the sensor and the electrical connections are not
faulty. To find out whether the low oil level may be due to normal consumption, check when
oil was last added.
An abnormal decrease in the lubricating oil level may be caused by leaks in the lubricating
oil circuit, for instance at the heat exchanger. Repair any leaks and top up the engine oil
sump.
8.2.5 Lubricating oil pressure low (during running) GUID-81FC1A56-6393-4A8E-9DBB-1E04A7D2AF34
If the lubricating oil pressure drops below the alarm limit, the engine should be stopped as
soon as the conditions permit, and the reason for the alarm investigated.
The low pressure may be caused by low oil level or by leaks in the lubricating oil system. A
low viscosity, for instance resulting from too high temperature or from lubricating oil being
diluted by cooling water, may also cause too low pressure. Check that the oil pump and the
temperature control valve are not defective, that the cooler is not dirty and that the filter is
not clogged.
CAUTION
If no corrective actions are taken, damage to bearings, crankshaft or pistons is
possible.
8.2.6 Lubricating oil pressure low (at engine start) GUID-63285047-F4E4-4BE8-B815-7AA70B0A871C
The engine will not start until the required prelubrication pressure has been reached. If the
engine start is blocked due to insufficient prelubrication, check the prelubrication pump and
the electrical connections. Make sure that the pump is set for automatic operation.
If the prelubrication pump is running but the oil pressure does not rise to the required level,
check the setting of the pressure relief valve.
8.2.7 Lubricating oil temperature high GUID-5162DDEB-6BBA-4774-BFB4-CB36C781B895
If the high temperature alarm is activated, check that the temperature control valve in the
lubricating oil circuit is operating correctly and that the oil level is correct. The LT water
temperature and the function of the temperature control in the cooling system should also
be checked, as a high cooling water temperature will increase the temperature of the
lubricating oil. Compare the inlet and outlet temperatures of the oil cooler with the normal
temperatures. A small difference between the inlet and outlet temperatures indicates a heat
exchanger fault. If the cooler is dirty, it should be cleaned.
The high temperature may also be caused by engine overload, overheated bearings, bad
injection timing, or worn cylinders, pistons and piston rings.
CAUTION
A too high temperature will lower the viscosity of the oil and may cause damage
to bearings, crankshaft and pistons.

8.2.8 Compressed air pressure low GUID-4E897943-58D3-4485-B52B-6A3E56050644
The compressor unit normally starts and stops automatically according to the pressure in
the system. Should the pressure drop below the alarm limit, it may be necessary to start the
compressor unit manually.
The low air pressure may be caused by a compressor fault, leaks in the system or a
defective safety valve. Also check that the valves in the compressed air lines are fully open
and that the compressor unit is set for automatic operation. Too many start attempts during
a short period may activate the low pressure alarm.
CAUTION
A sufficient supply of control air is vital to an engine in operation. Therefore, the
shut-off valves in the air supply line to the engine must never be closed when
the engine is running. Lack of control air increases the risk of engine overspeed,
which may result in severe damage to the engine or the generator.
8.2.9 Cooling water pressure low GUID-3B9DFCDF-F35D-4021-9CBD-172AB0192DAC
A low water pressure may be caused by leaks in the system or by a defective cooling water
pump. Also check that all valves in the cooling system are in the right positions. If the level
in the expansion vessel is too low, the cooling water circuits should be topped up.
CAUTION
Too low cooling water pressure may cause local overheating of the engine.
Major damage to the engine is possible.
8.2.10 Cooling water temperature high GUID-F58E5979-97B6-4D11-A6CC-1B3AA170638D
An abnormally high cooling water temperature may be caused by engine overload, a water
pump failure, a cooler malfunction or valves being in the wrong positions.
● Check the running speed of the radiator fans and make sure that the radiators are set for
automatic speed control. Also check that the radiators are free of obstructions.
● Check that the temperature control valves are operating correctly and that all manual
valves are in the correct positions.
● Check that the cooling system is properly vented.
Deposits in the cooling water system may elevate the water temperature by impairing the
heat transfer. Make sure that the cooling water system is not dirty (internally or externally)
and clean it if needed.
CAUTION
A too high cooling water temperature may cause overheating of the engine, liner
and piston seizure, or damage to cylinder head O-rings and valves. Engine
breakdown is possible.
8.2.11 Charge air pressure high GUID-2594167A-9A54-4DC2-AA93-9911FE8BD710
A high charge air pressure may be caused by a dirty turbocharger, or by too high engine or
turbocharger speed. If the alarm is activated, the turbocharger should be cleaned.

8.2.12 Charge air temperature high GUID-0007740A-1F8F-45FF-BD35-474F95B0FDFE
An alarm is activated if the temperature in the air receiver, after the charge air cooler, rises
too high. A high charge air temperature will cause an increase in the exhaust gas
temperature.
The reason for the high charge air temperature may be that the charge air cooler is dirty
internally or externally. As the alarm may also be caused by problems in the cooling water
system, check the cooling water temperatures and the operation of the temperature control
valves.
8.2.13 Exhaust gas temperature high GUID-B097F7C5-6586-40CD-90A7-ADCC468F13DD
If the exhaust gas temperature for only one cylinder is abnormally high, the high
temperature may be due to a leaking exhaust gas valve or faulty injection equipment. Also
verify that the alarm is not caused by a defective sensor.
An overall increase in the exhaust gas temperatures is normally caused by engine overload
or lack of charge air. The reason for the high temperature alarm may also be high charge air
temperature, insufficient charge air pressure, problems in the fuel system, high pressure of
the exhaust gases after the turbocharger, a blocked or dirty turbocharger, or a blocked
exhaust gas pipe.
CAUTION
If no corrective actions are taken, engine breakdown is likely to happen very
fast.
8.2.14 Main bearing temperature high GUID-D21B73AB-D151-4930-B6F4-C58B09C7C4B2
If the main bearing temperature alarm is activated, check the lubricating oil pressure and
temperature readings. If the lubricating oil temperature at the engine inlet is abnormally
high, the oil cooler may have to be cleaned. Also check the operation of the temperature
control valve in the lubricating oil circuit.
If the temperature of only one bearing is abnormally high, make sure that the alarm is not
caused by a faulty temperature sensor. If the sensor is not defective, check the bearing.
8.3 Troubleshooting the fuel gas system GUID-2F952D25-4365-41A8-9C77-6710146EEA8B
NOTE
If a part of the fuel gas system needs to be opened for service work, it must first
be purged with inert gas to reduce the explosion risk. Purging with inert gas
must also be performed before taking the system into operation again once the
service work has been completed.
8.3.1 Troubleshooting the compact gas ramp GUID-4F793685-9B2B-489A-B0D6-F81F161DFB7F
Related topics
Compact gas ramp............................................................................................................. 4-14
The compact gas ramp is equipped with sensors for monitoring the pressure and
temperature of the fuel gas. An alarm is activated if a pressure or temperature reading is
outside the set limits.

General operating problems may be caused by a control system malfunction, a sensor

failure or insufficient compressed air supply inhibiting proper control of the automatic
valves. Make sure that the control air pressure is sufficient, that the air filter is not clogged
and that the shut-off valves in the air supply line are fully open.
8.3.1.1 Gas inlet pressure alarms

GUID-C10EFA18-357A-44AF-8E47-DE49887CB3F2
An insufficient gas inlet pressure inhibits engine operation at full load, while a too high
pressure causes a risk of equipment damage. An alarm is activated if the gas inlet pressure
goes outside the set limits. If the pressure continues to rise after the high pressure alarm is
activated, the engine is eventually shut down.
An abnormal gas inlet pressure indicates a problem in the gas supply line to the plant, such
as a malfunctioning pressure reduction or compressor station. A low pressure may also be
caused by blockage in the gas line, for instance a partially closed valve or a clogged filter.
Check the pressure drop over the filters and make sure that the manual shut-off valves are
fully open. An unusually high pressure drop over a filter indicates that the filter element is
clogged and must be cleaned or replaced.
To verify that the pressure alarm is not caused by a sensor fault, check the pressure
readings for the other engines.
8.3.1.2 Gas temperature alarms

GUID-B22ABA24-80B5-4353-92A0-5F6E29375F80
An alarm is activated if the temperature of the fuel gas goes outside the set limits. A too
high or too low temperature may cause equipment failure or damage in the fuel gas system.
A too low temperature also causes a risk of condensation.
If a temperature alarm is activated, check the gas temperature readings for the other
engines to verify that the temperature sensor is not faulty. If the temperature reading for all
engines is abnormally high or low, this indicates a problem in the gas supply line to the
plant. A low temperature may be caused by a malfunctioning heating system in an
upstream pressure reduction station. Correspondingly, a malfunctioning cooling system in
an upstream gas compression station may cause an abnormally high temperature.
8.3.1.3 Gas leakage test failure

GUID-6D651E82-3DC0-4F7F-BF55-A30F95684967
A leakage test of the automatic shut-off valves is performed after every engine stop. A
leakage test failure may be due to a leaking shut-off valve, a shut-off valve malfunction or a
pressure transmitter failure. Make sure that the valve control problems are not caused by
insufficient compressed air supply due to a too low pressure, a clogged filter or a partially
closed valve in the air line. In addition to the main leakage test, a less extensive leakage
check of the first shut-off valve is performed regularly during engine standby.
The engine start is blocked if a gas leakage test fails. The start block is reset when a
successful leakage test has been performed. The leakage test can also be initiated
manually from the WOIS workstation.
8.4 Troubleshooting the fuel oil system
8.4.1 Troubleshooting the LFO transfer pump unit GUID-96E4C0DC-3190-4418-A2C5-02569FF76EEB
Related topics
Starting the LFO transfer pump unit..................................................................................... 7-9
The LFO transfer pump unit is monitored primarily from the unit control panel and the local
gauges. A common alarm is sent to the plant control system if a problem is detected. The

reason for the alarm has to be investigated by checking the indications on the local control
panel.
If a pump does not start, check that the power supply and the control voltage are on and
that the motor protection switch has not tripped. If the pump is running but the fuel
pumping is inefficient, make sure that the shut-off valves in the fuel transfer line upstream
and downstream of the pump are fully open.
8.4.1.1 Suction pressure low, LFO transfer pump

GUID-40E6466E-2210-421C-BFE3-5ECD39AC81C3
The pressure switch of the LFO transfer pump activates an alarm and stops the pump if the
suction pressure drops too low, to protect the pump from cavitation.
If a pump stops due to a suction pressure alarm, check the condition of the suction strainer
and make sure that the pump inlet valve is fully open. Clean or replace the suction strainer if
necessary. Make sure that a strainer with the correct mesh size is used, and that the
pressure switch is correctly adjusted. The setting of the pressure switch should be about
-0.1 bar.
The standby pump starts automatically if the main pump stops due to a suction pressure
alarm. If the suction pressure alarm is activated for both pumps, the problem may be
caused by blockage in the common inlet line, for instance a partially closed valve or pipe
damage. Make sure that there is enough fuel in the upstream tank.
Before the stopped pump can be restarted once the reason for the alarm has been found
and the fault has been corrected, the suction pressure alarm must be reset with a button on
the pump unit control panel.
8.4.2 Troubleshooting the HFO transfer pump unit GUID-5B43A679-C3C7-4CA7-B602-EAAF448EFBE6
Related topics
Starting the HFO transfer system......................................................................................... 7-8
The HFO transfer pump unit is monitored primarily from the unit control panel and the local
gauges. A common alarm is sent to the plant control system if a problem is detected. The
reason for the alarm has to be investigated by checking the indications on the local control
panel.
that the motor protection switch has not tripped. If the pump is running but the fuel
pumping is inefficient, make sure that the shut-off valves in the fuel transfer line upstream
and downstream of the pump are fully open, and that the fuel is heated to a temperature
and viscosity enabling pumping.
8.4.2.1 Suction pressure low, HFO transfer pump

GUID-42792DE4-3CAD-41A5-A143-F03F13B2005A
The pressure switch of the HFO transfer pump activates an alarm and stops the pump if the
suction pressure drops too low, to protect the pump from cavitation.
If a pump stops due to a suction pressure alarm, check the condition of the suction strainer
and make sure that the pump inlet valve is fully open. Clean or replace the suction strainer if
necessary. Make sure that a strainer with the correct mesh size is used, and that the
pressure switch is correctly adjusted. The setting of the pressure switch should be about
-0.1 bar.
The standby pump starts automatically if the main pump stops due to a suction pressure
alarm. If the suction pressure alarm is activated for both pumps, the problem may be
caused by blockage in the common inlet line, for instance a partially closed valve or pipe
damage. Make sure that there is enough fuel in the upstream tank and that the fuel is
heated to a viscosity enabling pumping.

Before the stopped pump can be restarted once the reason for the alarm has been found
and the fault has been corrected, the suction pressure alarm must be reset with a button on
the pump unit control panel.
8.4.2.2 Fuel temperature low

GUID-82CEA423-1DEE-4323-BEEE-67B2386ED86E
An abnormally low fuel outlet temperature is a sign of heater failure. The heating problems
may be caused by a temperature sensor malfunction, insufficient thermal oil supply or a
disturbance in the fuel flow.
● Check the setting of the heater control thermostat.
● Check the thermal oil supply to the heater.
○ Check the operation of the thermal oil regulation valve.
○ Check that the manual shut-off valves in the thermal oil lines are fully open.
○ Check the condition of the strainer in the thermal oil line.
● Inspect the heater and clean it if necessary.
8.4.2.3 Fuel temperature high

GUID-ABE57DE3-34D4-4C17-853E-3D5C30A506F4
An abnormally high fuel outlet temperature is a sign of excessive heating due to an incorrect
thermostat setting or a thermal oil regulation failure.
● Check that the thermal oil regulation valve does not leak.
● Check the temperature sensor.
● Compare the fuel inlet and outlet temperatures of the heater to verify that the high outlet
temperature is not caused by a problem in the upstream system.
8.4.3 Troubleshooting the fuel separator unit GUID-C2CEF0BE-35F4-4B02-BADB-3B9D27854659
Related topics
Fuel separator.......................................................................................................................4-8
Separator unit alarms are handled from the local control unit. The separator unit sends a
common alarm signal to the plant control system if a malfunction is detected. Critical alarm
conditions will stop the separator unit or set the system in bypass mode until the fault has
been corrected. Some parameters and alarm limits can be adjusted by the operator within
certain limits, to achieve the best separator performance considering the operating
conditions and the properties of the fuel.
The interval between the sludge discharges may need to be readjusted before treating fuel
of different quality or degree of contamination. The appropriate sludge discharge interval
must be determined based on experience. A too long interval between sludge discharges
may cause separator damage due to accumulation of sludge, and shows as a dirty sludge
space when the separator bowl is inspected.
If abnormal vibration is observed, stop the separator to avoid serious damage. Excessive
vibration may be caused by sludge in the bowl, worn out or damaged components, or
incorrect assembly of the separator. Dismantle, inspect and manually clean the bowl before
restarting the separator.
General operating problems may be caused by an insufficient supply of water or
compressed air. Make sure that all manual shut-off valves are fully open.
For detailed information about troubleshooting and alarm handling, refer to the separator
unit manual.

8.4.3.1 Oil pressure alarms

GUID-4331FE30-79DE-4AEB-9BEB-D1D9C152CCAE
The separator back pressure can be adjusted with a regulating valve at the separator outlet.
A correct back pressure is essential for the proper operation of the separator. Refer to the
separator manual for instructions on determining the correct back pressure.
An alarm is activated if the oil pressure is outside the set limits. A too low pressure may be
caused by a feed pump failure, major leakage or blockage in the oil line.
● Check that all shut-off valves in the oil line are fully open, that the suction strainer of the
feed pump is not clogged and that there is no other blockage.
● Check the temperature in the upstream fuel tank. Insufficient heating of the untreated
fuel may cause pumping problems due to the high viscosity.
● Check that the separator bypass valve is not malfunctioning and that the control air
pressure is sufficient.
● Check that the water pressure is sufficient and that the water supply line is not clogged.
Problems in the water supply may decrease the oil pressure due to poor sealing and
consequential oil leakage to the sludge tank.
A too high pressure may be caused by blockage in the oil return line from the separator, for
instance a partially closed shut-off valve.
8.4.3.2 Oil temperature alarms

GUID-7DE02199-7026-481B-8C4D-52FE00A5EBE0
Efficient separation requires that the fuel oil be preheated to a temperature of about 95 °C.
The separator is bypassed if the oil temperature goes outside the set limits.
An oil temperature alarm typically indicates heater failure or malfunction of the control
equipment.
● Check the temperature sensors and the electrical connections.
● Check the thermal oil supply.
○ Check the operation of the thermal oil regulation valve.
○ Check that the manual shut-off valves in the thermal oil lines are fully open.
● Make sure that oil is flowing through the heater.
● Clean the heater if it is dirty or clogged.
Check also the temperature in the upstream fuel tank, to verify that the alarm does not stem
from heating problems in the fuel storage system.
8.4.3.3 Sludge tank level high

GUID-8625B578-269D-42AE-8442-B754BBA9692A
The sludge pump starts automatically when the sludge tank needs emptying. An abnormally
high sludge level or overflow from the tank indicates a pump failure or a level switch
malfunction.
● Check the compressed air pressure and make sure that the shut-off valves in the air line
to the pneumatic pump are fully open.
● Check that the valves in the sludge disposal line are fully open.
● Check that the control power to the pump is turned on.
● Check the operation of the sludge tank heating. A heater failure may cause pumping
problems in consequence of the high viscosity.
A continuously high level in the sludge tank or frequent running of the sludge pump may be
caused by separator leakage.

8.4.4 Troubleshooting the fuel feeder unit GUID-6036480B-F73C-4A79-BEE5-83669F8021A1
The fuel feeder unit is monitored primarily from the unit control panel and the local gauges.
A common alarm is sent to the plant control system if a problem is detected. The reason for
the alarm has to be investigated by checking the feeder unit and the control panel locally.
If a pump or some other component does not start, make sure that the power supply is
turned on and that the protection switch has not tripped. Also check the positions of the
control switches on the feeder unit control panel.
If the fuel flow is insufficient despite a normal feeder pressure, check that the shut-off
valves in the downstream fuel feeding line are fully open.
For detailed troubleshooting instructions, refer to the documentation issued by the original
equipment manufacturers.
8.4.4.1 Suction pressure low, LFO feeder pump

GUID-403305EB-33F6-4D3D-9D97-8D520048B902
The normal suction pressure of the feeder pump is approximately 0 bar, depending on the
level in the upstream fuel tank. A suction pressure below −0.5 bar may be an indication of
blockage in the fuel line, for instance a partially closed valve or a clogged strainer. Check
the level in the fuel tank and have the tank filled if necessary.
8.4.4.2 Suction pressure low, HFO feeder pump

GUID-7B7FF924-1B74-450F-A57D-5B326FBC3E9D
The normal suction pressure of the feeder pump is approximately 0 bar, depending on the
level in the upstream fuel tank. A suction pressure below −0.5 bar may be an indication of
blockage in the fuel line, for instance a partially closed valve or a clogged strainer. Check
the level and temperature in the fuel tank, and have the tank filled if necessary.
The HFO feeder can be kept in operation while a dirty suction strainer is cleaned, by
performing a switchover to the standby pump. The stopped pump must be disabled and
isolated from the fuel flow before starting the service work.
8.4.4.3 LFO feeder pressure deviation

GUID-44D304FB-FCB5-4780-8A83-CCFA697FF213
The LFO feeder pressure is controlled by an adjustable overflow valve, the normal setting
being about 6 bar. If the feeder pressure is abnormally high or low, check the setting of the
overflow valve and readjust it if necessary.
A low feeder pressure may be caused by problems in the upstream fuel system. Check the
pressure in the fuel inlet line of the feeder, and make sure that all shut-off valves are fully
open. If the pump has stopped, check the motor protection switch, and inspect the pump
and the motor for damage.
A high feeder pressure may be caused by blockage in the overflow line.
8.4.4.4 HFO feeder pressure deviation

GUID-997F93FA-4ACC-443C-98B3-DF685EE5B47D
The HFO feeder pressure is controlled by an adjustable overflow valve, the normal setting
being about 6 bar.
The standby feeder pump starts automatically if the outlet pressure decreases due to a
failure of the main pump. To enable the standby function, the pump must be set in standby
mode and the shut-off valves must be fully open. If the standby pump has started, inspect
the main pump and the whole feeder system to find out the cause.
● Check the motor protection switch, and inspect the main pump and the motor for
damage.
● Check that the inlet and outlet valves of the main pump are fully open.

● Check the setting of the feeder pressure regulation valve, and readjust it if necessary.
● Check the temperature of the fuel. Insufficient heating may cause pumping problems in
consequence of the high viscosity.
● Check the pressure in the fuel inlet line of the feeder.
An abnormally high feeder pressure may be caused by incorrect adjustment of the pressure
regulation valve, or by blockage in the overflow line.
8.4.4.5 High differential pressure, automatic filter

GUID-8196A5D7-CEAD-47A8-9EF6-8072205F74BE
The fuel filter is cleaned by automatic back-flushing. A reduced interval between the back-
flushing operations indicates a deterioration in the condition of the filter elements, which
may eventually lead to a differential pressure alarm.
If the differential pressure alarm is activated, initiate a manual back-flush from the control
box. If this does not help, the filter must be shut down for manual cleaning or replacing of
the filter elements. The fuel system can be kept in operation while the automatic filter is
serviced, by temporarily directing the fuel flow to the bypass filter.
Make sure that the adjustable parameters – such as the interval between the back-flushing
operations – are correctly set, to achieve the best filter performance depending on the fuel
quality. If the filter elements clog rapidly, the back-flushing frequency may need to be
increased.
8.4.4.6 High differential pressure, bypass filter

GUID-A7BCB474-F045-4A90-9974-974BC117419F
A high differential pressure alarm from the bypass filter indicates that the filter elements are
clogged and must be cleaned or replaced. If the main filter is in working order, put it back in
operation to avoid stopping the fuel system for the time of the bypass filter maintenance.
The bypass filter shall be serviced as soon as possible, to ensure that it is available if the
main filter needs to be taken out of use again.
8.4.4.7 Sludge pump malfunction

GUID-7E04676D-59D6-431D-B43D-4F2D52E7A8E1
A sludge pump malfunction may be caused by incorrect valve positions or by problems in

the compressed air supply.
● Check that the manual shut-off valves in the compressed air line and the sludge disposal
line are fully open.
● Check that the three-way valve on the suction side of the pump is in the correct position
(normally drawing sludge from the filter).
● Check that the air pressure is sufficient and that the filter of the pressure regulator is not
clogged.
Make sure that the trace heating of the sludge line is in operation. Failure of the trace
heating may cause pumping problems due to the increased viscosity.
8.4.4.8 Quick-closing valve closed

GUID-34DB89DE-9DE2-4181-AFD7-FBAA4AB7341C
An alarm is activated if the limit switch indicates that the quick-closing valve in the fuel line
is in the closed position. The valve must be open to enable the fuel supply.
Check that the control switch of the quick-closing valve is in the correct position. If the
valve fails to open, check the compressed air supply. Make sure that the control air
pressure is sufficient, that the shut-off valves in the air supply line are fully open and that
there is no other blockage (such as a clogged air filter).
If no other reason for the valve malfunction can be found, inspect the quick-closing valve
for damage. Also check the limit switch and the electrical connections.

8.4.5 Troubleshooting the compact booster unit GUID-A002E666-C141-471D-A897-1BFDD1C61C9F
The control of the compact booster unit is handled by the central plant control system,
which activates an alarm if it detects a component malfunction or an abnormal process
value. To find out the cause of the alarm and correct the situation, it is usually necessary to
inspect the booster unit locally.
As the booster unit control is largely automatized, operating problems are typically caused
by a signal failure or by incorrect valve positions.
8.4.5.1 Fuel selection valve position alarm

GUID-D8A62B0C-161A-4F74-B815-9F7ECE96B9AD
The control system monitors the position of the fuel selection valve and activates an alarm if
the valve position signal is lost or if both limit switches are active at the same time. A valve
position alarm may be caused by malfunction of the fuel selection valve or a limit switch.
● Check the control air supply to the fuel selection valve.
● Check the limit switches and the electrical connections.
● Check that the fuel selection valve does not jam.
8.4.5.2 Mixing tank level low

GUID-6C045A83-00A8-47B7-A821-BA37355A5BB4
During operation of the fuel circulation system, gases may be released from the fuel and
collect in the mixing tank, causing the oil level in the tank to drop. If the low level alarm is
activated, release air by operating the lever of the tank safety valve until the normal oil level
is restored.
If the level in the tank does not rise, check the upstream fuel supply system for problems,
such as a feeder pump failure, major fuel leaks or blockage caused by a clogged strainer or
a partially closed valve. Make sure that the drain valve of the mixing tank is fully closed.
Major leaks in the booster circuit may also cause a mixing tank low level alarm.
8.4.5.3 Booster pressure deviation

GUID-84062398-062C-4CEE-B46E-75A5F3FE91A0
If the fuel booster pressure deviates from the normal level (about 8 bar), check the setting of
the pressure regulating valve on the engine and readjust it if necessary. An abnormally low
pressure may also be caused by a pump failure or by problems in the upstream fuel supply
system.
● Check that the shut-off valves in the fuel line are fully open.
● Verify that the level in the mixing tank is normal. Release air from the tank if the low level
signal is active.
● Check the temperature of the fuel upstream of the booster. Insufficient heating may
cause pumping problems in consequence of the high viscosity.
If the booster pump has stopped, check the motor protection switch. Inspect the pump and
the motor for damage.
8.4.5.4 Fuel temperature low

GUID-44325BB0-3235-4E4B-B35E-6E5F5B85743F
The heating effect of the fuel heater is controlled automatically based on the properties of
the fuel. An insufficient fuel outlet temperature indicates a problem in the thermal oil supply,
a temperature sensor failure or other control equipment malfunction. If necessary, the
temperature setpoint for the heater can be entered manually at the WOIS workstation.
If the heater fails to raise the fuel temperature to the required level, check the thermal oil
supply and the operation of the thermal oil regulation valve. Make sure that the heater
bypass valve is fully closed and that the shut-off valves in the thermal oil supply line are

open. Also check the control air supply to the pneumatic thermal oil regulation valve.
Inspect the heater and clean it if necessary.
CAUTION
The engine must never be run on HFO when the fuel heating is out of operation.
If the thermal oil supply is interrupted or the heating control fails, perform a
change-over to LFO operation.
8.4.5.5 Fuel temperature high

GUID-95DF84A2-84D9-4506-8941-33E4A0779F3E
A too high fuel temperature can be caused by a heater control failure or by insufficient
cooling.
CAUTION
To prevent overheating of the fuel and consequential equipment damage due to
too low viscosity, make sure that the fuel heating is stopped when the system is
filled with LFO.
Cooling of the fuel to prevent overheating is required especially during prolonged operation
on LFO. If the fuel temperature rises too high even when the heater is not active, check the
operation of the cooler.
● Check that the cooler is not bypassed on the fuel or water side.
● Check the setting of the manual flow control valve in the cooling water bypass line. The
flow to the cooler can be increased by slightly throttling the flow through the bypass line.
● Vent the fuel and cooling water sides of the cooler to remove any air.
● Check the pressure and temperature drops on both sides of the cooler, and clean the
heat exchanger if necessary. The need for cleaning is indicated by an increased pressure
drop or a reduced temperature difference (cooling efficiency).
8.4.5.6 High differential pressure, fuel filter

GUID-D26E1D0E-8693-4A0E-AA3F-A9E2A2003964
The high differential pressure alarm indicates that the filter element is clogged and must be
cleaned or replaced.
If the alarm is activated, change over to the standby filter chamber and clean or replace the
dirty filter element according to the instructions in the fuel filter manual. If the filter is not
clogged, check the operation of the pressure switch.
8.4.5.7 Clean leak fuel tank level alarms

GUID-C63A7A62-6AAC-4861-AEA6-D27F876F20CB
The emptying pump of the clean leak fuel tank normally starts and stops automatically
according to the level in the tank. If the tank overflows or the pump is running even after the
tank is empty, make sure that the pump is set for automatic operation. The pump
malfunction may also be caused by a level switch failure preventing automatic control. If
necessary, run the pump in manual mode to empty the tank.
CAUTION
The pump must be stopped when the tank is empty. Dry running causes a great
risk of pump damage.
If the high level alarm is activated or the tank emptying is inefficient, make sure that the inlet
and outlet valves of the pump are fully open, and that there is no blockage in the
downstream emptying line. The failure may also be caused by pump damage. If the pump
does not start, check the motor protection switch.

8.4.5.8 Dirty leak fuel tank level alarms

GUID-D055AEC7-CDC5-43E9-948D-BF0CB0B3626E
The emptying pump of the dirty leak fuel tank normally starts and stops automatically
according to the level in the tank. If the level in the tank is abnormally high or low, make
sure that the pump is set for automatic operation. The pump malfunction may also be
caused by a level switch failure preventing automatic control. If necessary, run the pump in
manual mode to empty the tank.
A high level alarm is typically caused by incorrect valve positions or by problems in the
compressed air supply.
● Check that the inlet and outlet valves of the pump are fully open, and that there is no
blockage in the downstream sludge disposal line.
● Check the compressed air supply.
○ Make sure that the air pressure and the air flow are sufficient for pump operation.
Adjust the settings of the pressure regulator and the flow regulation valve if
necessary.
○ Make sure that the air filter of the pressure regulator is not clogged.
○ Check that the solenoid valve in the air supply line operates correctly and does not
jam.
● Inspect the pump for damage.
8.5 Troubleshooting the lubricating oil system
8.5.1 Troubleshooting the lubricating oil storage system GUID-5AEA846B-1134-4076-9400-2BA5E690A308
The status of the units in the lubricating oil storage and transfer system is monitored
primarily from the local control panel of the transfer pump unit. The control panel includes
alarm indication lamps facilitating the fault finding. An alarm is sent also to the plant control
system if a problem is detected in the transfer pump unit or a connected tank.
that the motor protection switch has not tripped. If the pump is running but the lubricating
oil transfer is inefficient, make sure that the shut-off valves in the oil transfer line upstream
and downstream of the pump are fully open and that there is no other blockage.
If a level alarm is malfunctioning, check the level switches and the electrical connections.
Stop the pumps manually if an automatic stop function fails, to prevent dry running or tank
overflow.
8.5.2 Troubleshooting the oil mist separator unit GUID-FA7B4721-99E2-4FAB-BB18-AE1FEE0F970E
Related topics
Oil mist separator unit.........................................................................................................4-17
If the oil mist separator vibrates abnormally, stop the separator and overhaul it according to
the instructions in the separator manual.
The engine can be kept running if the oil mist separator has to be stopped for service work,
but the crankcase ventilation gas will then not be purified. Close the throttle valve at the
separator inlet for the time of the service work. When restarting the separator, the throttle
valve must be recalibrated.

8.5.2.1 Oil mist separator alarms

GUID-2882BE34-761A-4BCB-AC0A-3631FC334F48
The oil mist separator is automatically started and stopped based on the operation of the
engine. The plant control system activates an alarm if the separator does not follow the
engine running status. This is typically caused by the separator not being set for automatic
operation with the switch on the local control panel. If the separator does not start although
the engine is running, check that the main switch of the separator unit and the separator
safety switch are turned on.
The separator unit sends a common alarm signal to the plant control system if a fault is
detected. The typical reason for the common alarm is a separator motor failure or a
frequency converter failure.
8.6 Troubleshooting the compressed air system
8.6.1 Starting air unit alarms GUID-F9E4132F-5DFF-47FF-BF4E-E8469F8B889F
The operation of the starting air unit is controlled and monitored by the unit's own control
system. If a malfunction is detected, the unit sends a common alarm signal to the plant
control system. The reason for the alarm has to be investigated by inspecting the starting
air unit and checking the fault indications on the local control panel.
Refer to the separate starting air unit manual for instructions on alarm handling and
troubleshooting.
8.6.2 Instrument air unit alarms GUID-97AB7D59-CCA6-464F-8AE6-EA5B78065777
The operation of the instrument air unit is controlled and monitored by the unit's own
control system. An alarm is activated if the pressure in the instrument air unit drops too low,
indicating that the instrument air compressor has stopped or that there are major leaks in
the instrument air system. The situation must be investigated and corrected immediately.
Check that the compressor is set for automatic operation and running, and that the air flow
is not blocked by a closed shut-off valve. If the instrument air pressure continues to drop, a
plant shutdown will eventually be initiated, as a sufficient instrument air supply is vital to a
plant in operation.
If the instrument air compressor fails, a plant shutdown can be avoided by using the starting
air unit as a backup for the instrument air system. This is done by opening the manual valve
(TCC 900 V002, V004, V006, V008) connecting the starting air unit to the instrument air
system. Before opening the valve, make sure that the setting of the pressure reducer in the
starting air unit does not exceed the normal instrument air pressure. Using the instrument
air backup line is considered abnormal operation, and a malfunctioning instrument air
compressor must be repaired as soon as possible.
In addition to the low pressure alarm, the instrument air unit may send a common alarm
signal to the plant control system if a malfunction is detected. The reason for the alarm has
to be investigated by inspecting the instrument air unit and checking the fault indications on
the local control panels.
Refer to the separate instrument air unit manual for detailed instructions on alarm handling
and troubleshooting.

8.7 Troubleshooting the cooling water system
8.7.1 Expansion vessel level low GUID-F20789C9-34C1-4919-98EC-88BA6A6ABC23
The level in the expansion vessel may slowly decrease due to evaporation of water or minor
leaks. If the low level alarm is activated, top up the cooling water system. When filling the
system, make sure that the correct level of cooling water additives is maintained.
If there is a sudden or rapid decrease in the water level, inspect the engine and the external
cooling water system for leakage. Also check the level in the engine oil sump, to make sure
that the water loss is not caused by cooling water entering the lubricating oil system.
8.7.2 Troubleshooting the preheating unit GUID-EDB33854-F1B1-45FC-A416-687921A2F82F
The preheating unit slowly heats up the cooling water and keeps it at the set temperature
when the engine is on standby. If the temperature does not rise or the heating is abnormally
slow, inspect the preheating unit and the other parts of the cooling system for
malfunctioning or wrongly adjusted components. Preheating problems may be caused by
poor water circulation or malfunction of the electric heater.
● Check that the shut-off valves are fully open and that the circulation pump of the
preheating unit is running.
● Check the temperature readings throughout the cooling system to verify that water is
circulating in the system and that heated water is not leaking out through a
malfunctioning three-way valve.
● Check that the temperature setpoint of the heater is adjusted to the desired preheating
temperature.
● Check that the heater current corresponds to the nominal heating power.
If the preheating unit does not start, check the water level in the cooling system. The start of
the preheater is blocked when the water level is too low.
8.7.2.1 Preheater level low

GUID-AB4C4CE7-6BBA-433F-BDB7-36D2E0EB8354
The level switch of the preheating unit activates an alarm and blocks the operation of the
heater if the water level in the preheating circuit drops.
● Check the water level in the cooling system from the expansion vessel. The cooling
system must be topped up if the vessel is empty. If the water level has decreased
rapidly, inspect the system for leaks and make sure that all drain valves are closed.
● Check the water circulation. Make sure that the circulation pump of the preheater is
running and that the shut-off valves are fully open.
● Vent the preheating unit using the manual vent valve. If this removes the alarm signal,
the automatic vent valve may be malfunctioning.
8.7.2.2 Preheater overheated

GUID-7CABC5AE-E955-4782-8D7A-3D5775F57EF1
If the temperature in the preheating unit rises too high, the overheating protection
thermostat is tripped and the heater is switched off.
If the alarm is activated, check that the pump of the preheating unit is running and that
water circulates through the heater. Make sure that the inlet and outlet valves of the
preheating unit are fully open. Also, check the water level in the system and make sure that
the unit is properly vented.
Before starting the unit again, the safety thermostat must be reset.

8.7.3 Troubleshooting the radiators GUID-53C0FE85-D3FA-4DF0-B0CD-A76026DC9B45
The speed of the radiator fans follows the heat load of the cooling system. Failure to keep
the cooling water temperature at the desired level may be due to reduced heat transfer
capacity, water flow or air flow.
● Check that the radiator fans are set for automatic speed control based on the measured
water temperature. Malfunctioning speed control may be caused by a frequency
converter fault or a temperature sensor failure.
● Check that the manual shut-off valves in the cooling water circuit are fully open.
● Check that the radiators are properly vented. Air in the system reduces the cooling
capacity.
● Check that no foreign objects are obstructing the air flow.
● Clean the heat transfer section if the space between the fins is fouled. The cleaning can
be done by vacuum cleaner, blowing with compressed air or water washing.
CAUTION
Take care not to damage the heat transfer section when cleaning it.
● Make sure that the cooling water system is clean internally. Deposits in the system may
reduce the heat transfer capacity or the water flow.
If a fan does not start, check that the safety switch is turned on. If a motor has stopped due
to overload or the radiator produces abnormal noise, a fan, motor or bearing may be
damaged.
If water leakage from the radiators is detected, the leaking cooling water tubes must be
repaired.
Refer to the separate radiator manual for further troubleshooting instructions.
8.7.4 Temperature control valve malfunction GUID-29F29962-68ED-4BD8-9EDB-AB3F51FBD86F
The cooling water temperature control valve is operated electropneumatically. A valve

malfunction may be caused by a signal failure or by problems in the compressed air supply.
● Check the control air supply and the setting of the pressure regulator.
The normal pressure regulator setting is 5–6 bar. If the air pressure is insufficient, check
that the shut-off valves in the control air line are fully open. Also make sure that the
problem is not caused by a clogged filter in the pressure regulator or in the upstream air
supply system.
● Check that the associated temperature sensor is not faulty. Also check the I/P converter.
● Check that the control mode is correctly selected at the WOIS workstation. If the valve is
set for operation with a manually defined setpoint, make sure that the setpoint is
correctly entered.
8.7.5 Troubleshooting the maintenance water tank GUID-8CC1BAA0-751B-4F44-A6F7-70166A71CC89
Water flowing in the wrong direction when filling or emptying the engine cooling system
indicates that a valve is in the wrong position. Incorrect valve positions may also cause an
abnormally low flow and inefficient filling or emptying.

● Check that the valves by the maintenance water pump are in the correct positions.
● Check that the shut-off valves in the engine cooling circuit to be filled or emptied are
fully open – including the isolation valve of the expansion vessel.
● Check that the valve connecting the maintenance water tank to the engine cooling
system is fully open.
● Check that the valves in the filling and draining lines of the other engines are closed.
8.7.6 Incorrect cooling water pressure or flow GUID-E71EBEB2-FE05-4F41-BC34-276B43C57518
The cooling water pressure at the engine inlet is kept at the correct level by means of
suitable orifices in the cooling water system. The cooling water flow can be estimated
based on the pump curve and the temperature or pressure difference over the engine or the
auxiliary equipment.
Both the high-temperature and the low-temperature cooling water circuits include pre-
installed orifices. The main orifices for adjusting the pressure and flow are located in the
main piping that conveys the whole cooling water flow also when the engine is cold, that is,
between the engine connections and the three-way valves for temperature control. If the
cooling water pressure or flow is outside the limits, it may be necessary to add, change or
remove orifices.
● To rectify a low pressure or a high flow, add an orifice or change to a smaller one.
● To rectify a high pressure or a low flow, remove the orifice or change to a larger one.
NOTE
An increase in the low-temperature water pressure will cause also the jacket
water pressure to increase.
Additional orifices in the cooler bypass pipes are used for balancing the system so that the
pressure will be at approximately the same level regardless of the cooling need and the flow
through the bypass line. The size of these orifices is not critical, and it is rarely necessary to
replace the pre-installed orifices.
8.8 Troubleshooting the charge air and exhaust gas

system
8.8.1 Troubleshooting the charge air filter
8.8.1.1 High differential pressure, charge air filter

GUID-EAED6CB2-465E-4B7B-BBB3-56A560C4EC8B
The condition of the charge air filter can be monitored by following the pressure drop over
the filter. A high differential pressure alarm indicates that the filter is dirty and must be
cleaned.
CAUTION
Operation with a dirty filter may lead to overheating of the engine and serious
equipment damage.
If the differential pressure alarm is activated, check the condition of the oil-wetted filter and
the dry filter elements. Make sure that the oil-wetted filter is in operation, that the oil level is
correct and that the oil is clean. Top up the oil container or change the oil if necessary, and
remove any sludge and water from the container.

CAUTION
If the filter runs out of oil, particles may enter the engine, causing a risk of engine
breakdown.
Clean or replace the dry filter elements if they are dirty. The fine filters can be cleaned with
compressed air once or twice, after which they must be replaced.
Reduced performance of the oil-wetted filter causes more dust to enter the dry filter.
Abnormal clogging of the dry filter may also be caused by oil carry-over due to poor oil
quality or incorrect timer settings. The type of dry filter elements and adhesive oil must be
correct for the application and the climate, to enable efficient filtration.
8.8.1.2 Low differential pressure, charge air filter

GUID-30FA2F93-DA35-4610-BE6B-7B8C7C5758B3
An unusually low pressure drop over the charge air filter indicates that air may be leaking
past the filter due to damaged or incorrectly installed filter elements. Air leakage may be
suspected especially if the pressure drop has decreased during operation, while a low
pressure drop is normal right after new filter elements have been installed.
Inspect the filter elements and change them if necessary. Inspect also the downstream
charge air system for leakage that may reduce the air flow through the filter. In
consequence of reduced filtration, particles may enter the engine and cause a risk of engine
damage.
8.8.2 Dew point control failure GUID-9164A9F1-A6BD-4A32-B19D-897B22726DF5
The automatic dew point control function reduces the condensation in the charge air
receiver by raising the water inlet temperature of the charge air cooler when necessary. A
malfunction of the dew point control can be detected by regularly checking the drain pipe of
the charge air cooler housing. If condensation is observed, check the operation of the dew
point control and the related instrumentation.
● Check that the low-temperature cooling water circuit is set for operation with a PLC-
controlled temperature setpoint. The automatic dew point control is disabled when the
system is operated with a manually entered setpoint.
● Check the charge air pressure reading and the operation of the pressure sensor.
● Check the water inlet temperature of the low-temperature charge air cooler. Make sure
that the temperature sensor and the temperature control valve operate correctly.
● Check the outside air humidity reading and the operation of the humidity sensor.
If the automatic dew point control cannot be used, for instance due to a sensor failure, the
cooling water temperature can temporarily be controlled with a manually entered setpoint.
Raise the temperature setpoint gradually until condensation is avoided. Keep track of the
engine load and the humidity level, so that the water temperature setpoint can be reduced
again when the situation allows. Running the engine with an unnecessarily high cooling
water temperature increases the thermal load and the specific fuel consumption.
If condensation still occurs after reaching the maximum water temperature (in automatic or
manual control mode), the engine load has to be reduced. This will lower the charge air
receiver pressure and the dew point.
8.8.3 Exhaust gas ventilation failure GUID-84B62634-DE14-4687-8D89-B07E206E9B43
An alarm is activated if the flow switch in the exhaust gas ventilation unit indicates that the
ventilation is not working properly. Exhaust gas ventilation problems may be caused by
failure of the ventilation fan or the driving motor, or by a malfunction of the automatic shut-
off valve.

● Check that the ventilation fan is set for automatic operation and that it is running. If the
motor has stopped due to overload, the fan or the bearings may be damaged.
● Check the compressed air supply to the pneumatic shut-off valve. Make sure that the
valve operates correctly and does not jam.
● Check that the alarm is not caused by a faulty flow switch.
The engine start is blocked until the exhaust gas system has been ventilated.
8.8.4 Troubleshooting the turbocharger washing unit GUID-3B19EC84-C8CA-496E-8B52-D514A77FDB3B
The turbocharger washing is monitored and controlled from the WOIS workstation, which
also displays alarm messages related to the operation of the washing unit.
The turbocharger washing unit requires a sufficient supply of water and compressed air.
General operating troubles may be caused by problems in the air and water supply, or by a
malfunctioning or jamming valve.
● Check the water pressure and flow, and make sure that the shut-off valves in the water
line are fully open.
● Check the compressed air pressure, and make sure that the shut-off valves in the
compressed air line are fully open.
● Check that the compressed air filter is not clogged.
8.8.4.1 Too high engine load or exhaust gas temperature

GUID-C277D90A-2297-4B4F-860D-CAAFA6161FFC
The turbocharger washing requires that the engine is running at reduced load so that the
exhaust gas temperature at the turbine inlet does not exceed 430 °C. Depending on the
operation mode, the operator may have to reduce the load manually before the
turbocharger washing can proceed. An alarm is activated if the load adjustment is not
successfully completed within 40 minutes.
The washing sequence is stopped and an alarm is activated also if the engine load or the
exhaust gas temperature exceeds the set limit during the washing.
Failure to keep the engine load and the exhaust gas temperature at the required levels is an
indication of engine malfunction or problems in the engine control. Reduce the load
manually if needed. Refer to the engine manual for troubleshooting instructions related to
the engine operation.
8.8.4.2 Washing sequence stopped

GUID-4E06F029-3C41-4734-9517-20CABA0FE1E5
The control system stops the turbocharger washing sequence and activates an alarm if it
detects a problem. The operator can also stop the washing sequence manually from the
WOIS workstation. If the washing is interrupted by an automatic alarm function or by the
operator, it can be restarted only after a 10 minute stabilization period.
To find out the cause of the failure and identify possible malfunctioning components, check
the washing sequence status indication on the WOIS workstation. The washing failure can
be caused by problems in the water or compressed air supply, or by a valve malfunction.
Once the problem has been identified and corrected, restart the washing sequence.
8.9 Troubleshooting the oily water system
8.9.1 Oily water pit level high GUID-EBC3329F-BF68-4E90-A132-98754C32A8A1
A high level alarm from the oily water pit indicates a failure in the automatic emptying
system. If the oily water pit is not prepared for automatic emptying, it must be emptied
manually by running the pump when high level is reached.

● Check that the emptying pump is switched on, and try to start it manually from the
control panel. If the pump can be started manually, the level switch may be
malfunctioning.
● If the pump does not start even after a manual start command, check the compressed
air supply to the pump. Make sure that the air inlet valve is open, and that the pressure
and the flow are sufficient for pump operation. Adjust the pressure reducer and the flow
control valve if necessary. The malfunction may also be caused by a pump failure.
● If the pump is running but the level in the oily water pit does not go down, make sure
that all shut-off valves in the oily water line are open, including the inlet and outlet valves
of the pump. The purging valve in the compressed air line must be fully closed. Also
check that the strainer in the oily water pit is not clogged.
8.9.2 Oily water treatment unit alarms GUID-C2769053-95FD-487E-BA52-B3660CD5ED8E
The operation of the oily water treatment unit and the associated feed pump is controlled
and monitored by the unit's own control system. If a malfunction is detected, the unit sends
a common alarm signal to the plant control system. The reason for the alarm has to be
investigated by inspecting the oily water treatment unit and checking the fault indications on
the local control panel.
Refer to the separate oily water treatment unit manual for instructions on alarm handling
and troubleshooting.


Plant Operation Manual 9. Running a plant - tutorial information
9. Running a plant - tutorial information
9.1 Plant status GUID-F1044F99-2D5B-41E4-BF84-16E4212F2451
The measures to take at startup depend on the state of the plant. If the engine is stopped
for a brief period only, some of the auxiliary units may be kept in automatic operation during
the stop. Starting up the plant after a prolonged stop requires more preparations and
manual operation. The following main operating states of the plant are distinguished:
In operation The plant is in operation or on standby and is controlled by the

control system. The engine may be running or temporarily stopped.
When the engine is stopped, the auxiliary systems remain filled and
are ready for engine startup. Some units are started and stopped
automatically by the control system.
Maintenance The engine is stopped for maintenance. The state of the auxiliary
stop systems depends on the nature of the maintenance work that is to be
performed. Some auxiliary units may be kept in operation if they are
not affected by the maintenance. The fuel and compressed air
supplies are typically shut off for safety reasons.
Prolonged stop The engine is shut down for a prolonged time. The auxiliary systems
are stopped. The fuel and compressed air supplies are shut off. The
fuel circulation system is emptied or filled with LFO. The units are
disconnected from the power supply and the control system.
9.2 Plant supervision and logkeeping
9.2.1 Plant supervision GUID-AA897E2B-711F-49FA-AE5D-D5CB60D22342
In addition to supervising the plant from the terminal of the control system, it is necessary
that the operator walks through the plant taking readings of thermometers and pressure
gauges. The load should be recorded at the same time, since many temperatures and
pressures are dependent on the load situation. By comparing the readings with previous
values at the same load, an indication of the engine condition is obtained. It is important to
try to note long-term trends, as most changes in operating conditions develop slowly and
are difficult to record. Data collected and properly recorded will form a valuable “wear
history” for the equipment, giving the operator a source of reference when comparing new
data.
9.2.2 Inspection techniques GUID-C2177B49-3874-4813-A990-29A780EE7F50
The inspection routines cover a wide range of procedures used by plant operators to find
out the condition of the equipment in the plant, including continuous monitoring as well as
predetermined stops of units for dismantling and inspection of parts subjected to wear.
It is important to set up proper routines for inspecting the equipment and collecting
operation data. Establishing such routines helps to ensure that the inspections are carried
out in the same manner each time. The routines help the operator to remember the various
checks without having to refer to charts and checklists. Walking a certain path each round
will help the operator remember the actions to take at each location.
Each inspection routine should be planned and every checkpoint along the route should
have a detailed checklist, stating exactly which checks or inspections to perform at that

9. Running a plant - tutorial information Plant Operation Manual
point. A typical checklist includes reading gauges and meters, making necessary
adjustments, checking the positions of switches and valves, and checking for leakage, wear
and abnormal vibration. To detect deviations, it is essential to have the inspections
performed in the same way each time. If a component is found to be faulty or in the wrong
position, measures must be taken immediately.
9.3 Daily routines, inspection and operation GUID-02D9402B-91E5-4CEC-AAED-10155D2AEB91
There is no automatic supervision or control arrangement that can replace an experienced

engineer’s observations. On the daily inspection tours, the operator should take readings,
make measurements and perform other inspection routines. It is of great importance that all
actions are carefully recorded. Note deviating values along with the possible cause. To
utilize trend information, a continuous record is essential.
Although some values can be read from the terminal of the control system, the readings
should be checked from the local gauges and indicators, if installed. At the same time, the
unit may be checked visually to ensure that the sensors and transmitters are functioning
properly.
All systems should be inspected for leaks regularly, and any abnormal leaks repaired. It
should be made sure that the telltale holes of the heat exchangers are open and that the
leakage from the telltale holes of the pumps is normal.
The pressure and temperature readings in all systems should be checked frequently. If the
pressure drop over a filter increases, it may be necessary to clean the filter or change the
filter elements.
The condition of the heat exchangers is supervised by following the temperature and
pressure values. An increasing pressure drop over the heat exchanger or decreasing
cooling efficiency indicates that the heat exchanger needs to be cleaned. Any adjustments
to the flow rates required to maintain correct temperatures or pressure drops should be
made slowly, in order to prevent shocks to the system.
9.3.1 Supervising the fuel gas system GUID-A8D50A7B-B0D8-440E-8E8E-22A60A43F3EE
Closely monitor the pressure and temperature readings throughout the fuel gas system, to
detect possible problems in the gas supply or the system operation. The condition of the
filters can be evaluated by checking the pressure drop.
Always carry a portable gas detector when inspecting the fuel gas system or performing
other work in the engine hall. Pay attention to any signs of leakage from the fuel gas
system, such as abnormal smells.
WARNING
If gas is leaking into the engine hall, shut down the plant and the gas supply
system immediately and evacuate the engine hall. Before re-entering the engine
hall, it must be properly ventilated to remove any gas.
9.3.2 Supervising the fuel oil system GUID-7E3F53B6-E4A9-47B4-AF89-BB093D2FC26C
Check the level in the fuel storage tanks on a regular basis and order new fuel when
necessary, to secure that the plant does not run out of fuel. Keep the fuel treatment system
in continuous operation when the plant is running on HFO.
The pressure and temperature readings throughout the fuel oil system have to be closely
monitored. The fuel temperature is of particular importance for tanks and pipe systems
containing HFO – also when the system is on standby. The HFO heating must always be
enabled, to prevent the fuel from cooling down and clogging the system. The settings of the

pressure regulating valves in the fuel supply system shall be checked occasionally and
readjusted if necessary.
9.3.2.1 Maintaining the fuel oil quality in gas mode operation

GUID-0FA227EF-548F-4265-9463-CA189B159A95
The condition of the fuel oil shall be monitored also when the engine is running in gas mode.
Light fuel oil for pilot fuel injection continuously circulates in the engine fuel system, but due
to the low consumption and the slow addition of fresh fuel oil, the fuel quality may
deteriorate as the water content or the concentration of solid impurities increases. A poor
fuel quality may cause corrosion in the fuel system, and consequential operating problems
or engine failure.
During operation in gas mode, regularly check the fuel oil quality and the condition of the
fuel oil system components.
● Check the quality of the fuel oil in the tanks, and drain out any water or sludge. Deposits
in the tank may indicate an increased concentration of impurities in the fuel.
● Check the operation and pressure drop of the fuel filters, and adjust the filter service
intervals accordingly. Pay attention to signs of reduced fuel quality, such as a need for
more frequent cleaning or replacing of the filter elements.
● Make sure that the fuel oil is correctly processed. If the fuel oil is cleaned by separation,
the separation parameters shall be adjusted according to the fuel quality, following the
recommendations by the manufacturer of the separation system.
● Change the fuel oil occasionally, to prevent water condensation in the fuel oil circulation
system.
9.3.3 Supervising the lubricating oil system GUID-DB16C8AD-F473-499F-BBA7-1FA8767E9737
Check the oil level in the engine frequently. When topping up the engine oil sump to
compensate for normal oil consumption, do not add more than 10% fresh oil at a time. The
appropriate interval between complete oil changes can be determined by regularly
analyzing the lubricating oil.
9.3.3.1 Conservation of lubricating oil

GUID-EA364DA2-CFA7-45EF-B42C-E4C095834B55
Proper and careful maintenance is an important aspect of lubricating oil conservation. An

engine in good condition uses less oil and adds less contamination to the circulating oil,
enabling a longer interval between oil changes.
Careful recording of the make-up oil quantities can help to indicate leaks in the system. To
find and correct leaks, regular inspections should also be performed. Any detected leaks
must be reported to the maintenance personnel, as even small leaks may considerably
increase the lubricating oil consumption.
9.3.4 Supervising the compressed air system GUID-708C71C1-C79C-4BAD-AAC8-45656BBD73C1
The compressor units are normally set for automatic operation. In the automatic mode, the
compressors keep the pressure in the compressed air system within the preset range.
Drain any condensate from the air vessels and the pipelines on a daily basis – both when
the plant is in operation and when it is on standby. If an abnormally high amount of water is
drained from the system, check the operation of the drain valves in the compressor units,
and make sure that the coolers are not dirty. Due to the heavy condensation when the
system cools down, it is of special importance to drain the compressed air system the day
after shutting down the plant.

9.3.4.1 Compressed air leakage

GUID-4C9FE3D0-0316-4D59-AEE9-F5E4C0BFACE7
To ensure efficient operation, the compressed air system should be inspected for leaks
regularly. The leakage rate can be checked by measuring the amount of air lost when there
is no normal consumption, for instance by timing the pressure drop rate or the interval
between compressor starts. Leaks are typically found in valves, at joints or at flange
connections.
9.3.5 Supervising the cooling water system GUID-51A119AA-E913-4A00-92B3-CC10BF37028B
The water level in the expansion vessel must be checked regularly and water added to the
system as necessary. The level in the expansion vessel may vary during operation, due to
temperature changes and consequential volume changes in the cooling water circuit.
Water can be added to the cooling water circuit using the maintenance water tank. When
topping up the system, make sure that the correct level of additives is maintained in the
system. If water is added to compensate for evaporation and the concentration of
chemicals is more than sufficient, untreated water may be used.
CAUTION
If the low water level is caused by abnormal leakage, repair the leaks. Too low
level in the cooling water system may damage the engine.
To secure efficient cooling and avoid operational problems, it is important that any air in the
cooling water circuits is removed. The units in the system must be vented at regular
intervals, and always in connection with filling or starting the system.
The cooling water should be analyzed on a regular basis, to monitor the water quality and
determine the need for chemical dosing. Chemicals can be added to the cooling water
using the maintenance water tank.
9.3.6 Supervising the charge air and exhaust gas system GUID-29196A2D-40B7-448E-8EB0-C0594FFD4523
The silencers in the charge air and exhaust gas system should be drained of condensate on
a regular basis. The drain pipe of the charge air cooler must be open during operation. If
water keeps on dripping or flowing from the drain pipe for a long period, the cooler insert
may be leaking.
To reduce the formation of deposits and extend the interval between overhauls, the
turbocharger should be regularly washed by injecting water. A dirty turbocharger may
increase the fuel consumption and the thermal load of the engine. The appropriate washing
intervals depend on the operating conditions and the fuel quality, and must be determined
based on experience. Typically, the compressor side of the turbocharger is washed on a
daily basis, while the turbine side is washed once a week.
9.4 Standby routines GUID-E5875227-073F-4AB3-AFB2-3E37A292F919
If the engine is temporarily stopped, the auxiliary systems may be kept filled and ready for
operation. The preheating unit, the prelubrication pump and the generator anticondensation
heater should normally be set for automatic operation. If the engine is stopped on HFO, the
booster group and the trace heating of the fuel pipes must be activated.
During the shutdown, the operation of the activated units should be checked frequently.
Every second day, the prelubrication pump should be run and the crankshaft rotated to a
new position using the turning device. If the plant is kept in standby for a prolonged time,
regular test runs have to be performed.

9.4.1 Weekly routines GUID-542D64C4-5C20-497C-B037-C123CE8BFF68
NOTE
In case of prolonged shutdown, a fuel change-over to LFO should be
performed.
Once a week, the prelubrication pump has be run and the engine started. Run the engine
for a few minutes and observe the temperature and pressure readings. Also check for
alarms.
9.4.2 Monthly routines GUID-ABF95929-D01F-4450-BA5F-DE4E033FAAC1
Run the prelubrication pump and start the engine. Run the engine at the same load as
during previous operation tests. Observe the temperature and pressure readings, and
compare the readings with previous values to notice possible changes in operating
conditions.
Check that there is no leakage of fuel, water, or lubricating oil. Especially observe the pipe
lines, valves and pumps. Check also the starting air distributing pipe. An abnormally hot
pipe indicates a leaking starting air valve, which may cause an explosion.
If the monthly test run cannot be performed, the engine must be cranked by means of the
turning device or by using starting air, and the shaft must be rotated in a different position.
9.4.3 Annual routines GUID-E0BD1A7B-B65B-4F04-8EE5-411889A47B22
After one year, perform the following maintenance tasks:

● Take a sample of the lubricating oil from the engine crankcase, and analyse it to ensure
that the quality of the oil remains within acceptable limits. Change the oil in the
turbocharger and the alternator bearings.
● Inspect all fuel and lubricating oil filters, and clean and/or replace them if necessary.
● Check the opening pressure of the injection valves, and dismantle and clean the nozzles.
● Trip the mechanical overspeed device manually.
● Check that the heaters in the generator are working properly to prevent humidity and
condensation inside of the machine.
● Start the engine, and water clean the turbocharger.
Pay special attention to the function of the control mechanism as a defect in the system
may result in a disastrous overspeed of the engine, or in the engine not being able to take
load. Check and lubricate racks, bearings and ball joints of the control mechanism to
ensure a free and easy movement of all gliding surfaces.
9.5 Fuel quality
9.5.1 Supply and handling of fuel GUID-96A1BD3B-2B46-4BE9-A88E-DD41053323F4
The power plant requires a continuous and reliable source of fuel and it is essential to
maintain an effective control over the fuel consumption to ensure that fuel always is
available. To avoid stability and incompatibility problems, blending of fuels from different
bunker stations should be avoided, if possible, unless the fuels are known to be compatible.
The local management should decide on the minimum amount of fuel to have in storage at
any given time for the safe operation of the plant, and guidelines should be set up to let the
operators know when to reorder fuel.

It is important to ensure that the amount of fuel received is according to the consumption
and that the quality of the fuel meets the specifications. It is advisable to take samples of
the new fuel and have it analyzed before use.
9.5.2 Description of fuel oil characteristics GUID-8D0BBC4B-1FAB-48BA-A178-7E2ECFFA0718
Viscosity and density

Fuels having a low viscosity in combination with a high density usually have poor ignition
properties.
Ignition quality
Heavy fuel oils may have a very low ignition quality. This may cause trouble at start and in
low load operation, particularly if the engine is not sufficiently preheated. A low ignition
quality may also result in a long ignition delay, and can cause a fast pressure rise and very
high maximum pressures. This increases the mechanical load and can severely damage
engine components.
The ignition quality of heavy fuel oil can be roughly determined by calculating the
Calculated Carbon Aromaticity Index (CCAI) from the viscosity and density of the fuel. An
increased CCAI value indicates a decreased ignition quality.
Water content
If the water is sweet and very well emulsified in the fuel, the effective energy content of the
fuel decreases with an increasing water content, leading to an increase in the fuel
consumption. The combustion will not be affected negatively by even a substantial amount
of water.
If the fuel is contaminated with sea water, the chlorine in the salt will cause corrosion of the
fuel handling system, including the injection equipment.
Sulphur content
Sulphur in the fuel may cause cold corrosion and corrosive wear especially at low loads.
Together with vanadium and/or sodium, sulphur also contributes to deposit formation in the
exhaust system, normally in the form of sulphates. The deposits can also cause high
temperature corrosion.
Ash content
Aluminium and silicon oxides can cause severe abrasive wear mainly of the injection pumps
and nozzles but also of cylinder liners and piston rings.
Oxides of vanadium and sodium (mainly sodium vanadyl vanadates) are formed during the
combustion, and they mix or react with oxides and vanadates of other ash components,
such as nickel, calcium, silicon and sulphur. The sticking temperature of the mixture may be
such that a deposit is formed on a valve, in the exhaust gas system, or in the turbocharger.
This deposit is highly corrosive in the molten state destroying the protective oxide layer on,
for instance, an exhaust valve, and leading to hot corrosion and a burned valve. Deposits
and hot corrosion in the turbocharger, especially on the nozzle ring and turbine blades, will
cause decreased turbocharger efficiency. The gas exchange will be disturbed, less air flows
through the engine, and thus the thermal load on the engine increases. The deposit
formation increases at increased temperatures and engine outputs.
Carbon residue content

A high carbon residue content may lead to a deposit formation in the combustion chamber
and in the exhaust system especially at low loads.

Asphaltene content
Asphaltenes are complex, highly aromatic compounds with a high molecular weight
containing usually sulphur, nitrogen and oxygen, and metals like vanadium, nickel and iron.
A high asphaltene content indicates that the fuel may be difficult to ignite and that it burns
slowly. If the fuel is unstable, the asphaltenes may precipitate from the fuel and block filters,
and/or cause deposits in the fuel system and excessive centrifuge sludge.
A high asphaltene content may contribute to the deposit formation in the combustion
chamber and in the exhaust system especially at low loads.
Flash point
A low flash point (a high vapour pressure) will not influence the combustion, but the fuel can
be hazardous to handle and store. This is especially the case if the pour point is high, and
the fuel has to be heated because of this.
The low flash point can also cause cavitation and gas pockets in the fuel pipes.
Total sediment potential

The total sediment potential (TSP) indicates something about the stability of the fuel. If the
TSP is high, the danger of sediment and sludge formation in tanks and fuel handling
systems increases, as well as the probability of filter clogging.
TSP can also be used as a check for the compatibility of two different fuels: two fuels are
mixed, and if TSP for the mix remains low, the mixed fuels are compatible.
9.6 Lubricating oil quality GUID-F8DAFE13-BBD0-4862-8E07-E71AC7038394
Lubricating oil is an integrated engine component and the quality of the oil is of upmost
importance. All lubricating oils, which have been approved for use in Wärtsilä engines, have
gone through an approval test according to the engine manufacturer's procedure.
The use of approved lubricating oil qualities during the warranty period is mandatory and is
also strongly recommended after the warranty period. The list of approved lubricating oils
can be found in the engine instruction manual. Before using a lubricating oil not listed in the
manual, the engine manufacturer must be contacted. The lubricating oils that are not
approved have to be tested according to the engine manufacturer's procedures.
NOTE
Never blend different oil brands unless approved by the oil supplier, and during
the warranty period, by the engine manufacturer.
9.6.1 Supply and handling of lubricating oil GUID-C9EAB129-4C1B-47EC-81E5-26A86BA32E3E
The power plant requires a continuous and reliable source of lubricating oil, and it is
essential to maintain an effective control over the lubricating oil consumption to ensure that
oil is always available. To avoid stability and incompatibility problems, blending of different
oil brands should be avoided unless approved by oil suppliers. The local management
should decide on the minimum amount of lubricating oil to have in storage at a given time
for the safe operation of the plant, and guidelines should be set up to let the operators
know when to reorder oil.
It is important to ensure that the amount of lubricating oil received is according to the
consumption and that the quality of the oil meets the specifications. It is advisable to take
samples of the new lubricating oil and have it analysed before use.

9.6.2 Lubricating oil sampling GUID-C4A0D664-DAF5-45FE-8AC0-B07E256F4D38
To ensure safe operation of the engine, the lubricating oil should be analyzed frequently, at
an interval of 500 operating hours. Based on the results, it is possible to determine when
the oil needs to be changed.
To ensure that the sample is representative of the oil in circulation, it should be taken with
the engine in operation, before adding new oil to compensate for consumption. The sample
should be taken from the lubricating oil circuit immediately after the lubricating oil filter. The
oil sample should be sent for analysis together with the necessary information, such as:
● Oil brand
● Engine operating hours
● Number of hours the oil has been in use
● Where in the system the sample was drawn
● Type of fuel
● Filter replacement intervals
● Lubricating oil consumption.
Taking oil samples at regular intervals and plotting the test results as a function of the hours
in operation is an effective method of determining the need for oil changes. Generally,
changes in the test results give a better indication about the condition of the engine than do
the actual values. Large and rapid changes indicate abnormal operational conditions in the
engine or in the lubrication system.
9.6.3 Lubricating oil analysis GUID-CA44F8AF-080C-46CF-8E04-E93E981A5505
When estimating the condition of the used oil, the following properties should be observed.
Compare the values with guidance values (type analysis) for new oil of the brand used.
● Viscosity
Should not decrease by more than 20% and not rise by more than 25% above the
guidance value at 100 °C. Should not decrease by more than 25% and not rise by more
than 50% above the guidance value at 40 °C.
● Flash point
Should not fall by more than 50 °C below the guidance value. Minimum permissible flash
point 190 °C (open cup) and 170 °C (closed cup). At 150 °C a risk of crankcase
explosion.
● Water content
Should not exceed 0.3%. A value higher than 0.3% cannot be accepted for longer
periods but measures must be taken. The oil must be centrifuged or changed.
● Base Number (BN)
The minimum allowed BN value of used oil is 50% of the nominal value of new oil.
● Total Acid Number (TAN)

Should not increase by more than 2.5 mg KOH/g compared to nominal value of new oil.
● Insolubles
The allowed quantity depends on various factors. The oil supplier's recommendations
should be followed. However, an n-Pentane insoluble value above 0.5 w-% calls for
attention. A value higher than 1.0 w-% cannot be accepted for long periods.

● Nitration and oxidation

If the nitration level exceeds 20 Abs/cm and/or the oxidation level exceeds 25 Abs/cm,
the oil must be changed.
In general it can be said that the changes in the analyses give a better basis for an
estimation than the absolute values. Large and fast changes may indicate an abnormal
operation of the engine or the system.
9.6.3.1 Contaminants in lubricating oil

GUID-9FF25DC6-1FD0-4BFF-8E78-D1D8B75B77F9
A frequent contaminant in the lubricating oil is an engine coolant that shows up in the
analysis as water, sodium, boron or sludge. Sodium and boron are components of water
treatments and antifreezes.
The analysis indicates also the presence of various metals in the lubricating oil. These
metals and their sources are displayed in the following table. On a new engine or an engine
that has just been overhauled, higher values may be expected until the engine has been
“run in”.
Element Symbol Origin

Aluminium Al Pistons, bearings, blower housings.
Lubricating oil detergent additive, smoke modifying agent in fuel
Barium Ba supplements, additive used in coolants and lubricants.
Boron B Additive used in coolants and lubricants.
Lubricating oil detergent additive, road salt, salt derived from marine
Calcium Ca atmospheres, and sea water.
Bearings, top end and rocker arm bushes, cam roller bushes or thrust
Chromium Cr bearings, thread lubricants and lubricating oil supplements.
Cylinder liners, pistons, camshafts, crankshafts, gears, tappet facets,
Iron Fe cam followers and rollers.
Lead Pb Bearing flash, poured bearing (babbit).
Lubricating oil detergent additive, aluminium components or
Magnesium Mg magnesium derived from sea water.
Antifriction supplements, lubricating oil additives, flash coatings on
Molybdenum Mo components.
Nickel Ni Crankshafts, camshafts, gears, valves, and valve seats.
Dirt, atmospheric dust, grinding compound, casting sand, silicone
Silicon Si gasket material and sealants, anti-foam additives in lubricating oil.
Coolant inhibitor additives, lubricating oil additives, water treatment
Sodium Na additives, road salt.
Silver Ag Piston flashing, bearing flashing, bearings or bushes.
Lubricating oil wear and oxidation additive, die-cast parts (valve
Zinc Zn covers, for instance).
9.7 Water quality
9.7.1 Raw water quality requirements GUID-D5F432C0-2A74-4E10-B5CD-B95672A0197D
Evaporated water and good quality tap water are normally recommended to be used as raw
water. Water from a reverse osmosis process may also be used if it meets the
specifications. Untreated sea water, fresh water, and rain water are unsuitable.

9.7.1.1 Raw water treatment

GUID-CC6A43A5-48CB-471C-AC37-CBD5C269B4C6
Depending on the raw water quality, water may need to be treated to prevent scale
formation.
Scale formation may occur when the concentration of salt (normally calcium carbonate,
calcium sulphate, calcium phosphate and magnesium silicate) rises too high. Salt may
precipitate and form deposit on the surface area when in contact with water. Deposit has a
poor heat transfer capacity that may lead to an insufficient cooling of the engine’s vital
parts.
Scale formation can be prevented by removing the scaling mineral from the water, by
keeping the scale forming mineral in solution, or by allowing the scale forming mineral to
precipitate but chemically alter the scale (by using crystal modifiers) to form removable
sludge. To keep the scale forming minerals in solution or to chemically alter the scale to
form sludge, requires a chemical treatment.
Common methods for removing scaling minerals are the following: using filters (sand filters),
softening the water in an ion-exchange facility, and a complete demineralisation of the
water.
9.7.2 Cooling water sampling GUID-806D7E3F-BA9C-4957-8F3A-D79EC2C38576
The quality of the water in the cooling system is an important factor in the operation of the
engine. To prevent corrosion and deposits in the closed circulating water systems, the
water must be treated with additives. Water samples should be taken regularly, to ensure
that the cooling water meets the requirements.
The concentration of additives in the cooling water should be checked at least once a
month or after every 500 running hours. The water quality should also be checked before
starting the engine after an overhaul. The water samples can be taken from several places
in the cooling water circuit. If necessary, chemicals should be added to the cooling water
system.
9.7.2.1 Cooling water treatment

GUID-451DE287-DC97-4CC1-9786-96D34B7C204C
The water must be treated with additives to prevent corrosion, scale deposits or other
deposits in the cooling water system. Before treatment, the water must be limpid and meet
the raw water quality requirements. The use of an approved cooling water additive or
treatment system is mandatory.
CAUTION
Distilled water without additives absorbs carbon dioxide from the air, which
involves a great risk of corrosion.
Rain water has a high oxygen and carbon dioxide content causing a great risk of corrosion,
and is unsuitable as cooling water. Sea water will cause severe corrosion and deposit
formation, even if supplied to the system in small amounts. Fresh water generated by a
reverse osmosis plant often has a high chloride content (higher than the permitted 80 mg/l)
causing corrosion.
If a risk of freezing occurs, please contact the engine manufacturer for the use of antifreeze
chemicals.
CAUTION
The use of glycol in the cooling water is not recommended, unless it is needed
as an antifreeze. Since glycol alone does not protect the engine against
corrosion, additionally an approved cooling water additive must always be used.

When changing the additive, or when entering an additive into a system where untreated
water has been used, the complete system must be thoroughly flushed and, if necessary,
chemically cleaned and rinsed before fresh treated water is poured into the system.
NOTE
Ask the supplier of the treatment product for treatment instructions and
information on the dosage and concentration.
Some chemicals used in water treatment are regarded as harmful to humans and/or the
environment. It is therefore essential to follow the supplier's instructions, and also the local
regulations regarding the handling of chemicals.
9.7.2.2 Cleaning of cooling water system

GUID-9B459C7F-F3E3-4C3D-8F2E-CF4656B8D2EE
In completely closed systems fouling will be minimal if the cooling water is treated correctly.
Depending on the cooling water quality and the efficiency of the treatment, the cooling
water spaces will foul more or less in the course of time. Deposits on, for instance, cylinder
liner water jackets, cylinder heads and cooler stacks should be removed as they may
disturb the heat transfer to the cooling water and thus cause serious damage.
Deposit formation
Deposit formation may be caused by solid contaminants in suspension sticking in the
surface area, or settling in the system regions, in which the water flow velocity is low. The
clean circulating water should be treated with chemicals to keep the foulant in suspension
and to prevent precipitation.
Deposits already formed in the system can be removed by treating the cooling water with
chemicals to dissolve and disperse the foulant. The dissolved deposits can be flushed out
of the system, and clean treated water can be added. Fine solids in suspension may be
treated with chemicals to form larger, non-adhering particles that can be flushed out from
the system.
CAUTION
It is important to flush out the suspended sludge from the system to prevent the
buildup of excessive high sludge concentrations.
A great deal of deposits consist of loose sludge and solid particles, which can be brushed
and rinsed off with water. In some cases it is advisable to combine a chemical cleaning with
a subsequent mechanical cleaning as the deposits may have dissolved during the chemical
treatment without having come loose.
Biofouling
Biofouling means the growth and propagation of living organisms that leave deposits on
surfaces. The deposits may clog up pipes and pipe systems, and also frequently accelerate
corrosion.
Biofouling is divided to macro and micro biological foulings. Macro biological fouling can be
found in low-temperature water systems, and is normally caused by, for instance, mussels
and clams entering the system via a raw water intake. Micro biological fouling can mainly be
found in low-temperature water systems but also in systems with elevated temperatures. It
may be caused by bacteria, algae and fungi entering the system via a cooling water intake,
for instance.
Common methods for the protection against biofouling are a mechanical treatment, a
thermal treatment and a chemical treatment. The mechanical treatment of the cooling water
supply normally consists of a two-stage screening; the first stage is a rather coarse intake
strainer and the second stage a finer suction strainer. The use of thermal treatment is based

on the fact that some organisms are killed by an elevated temperature. Thermal backwash
must be performed frequently and is usually not a solution in open recirculation systems.
The chemical treatment is often very effective against biofouling but it has a toxic effect on
the environment.
9.8 Abnormal operating situations GUID-A487A91A-B94A-4FB6-8E36-EA10523647B9
During operation, pay attention to any indications of operating problems, such as:
● leakage
● emerging smoke
● excessive vibration
● strange sounds or smells.
If any abnormal operating conditions are detected, stop the system as soon as possible and
investigate the cause. Continued operation with malfunctioning components may result in
extensive damage.
9.8.1 Emergency stop GUID-A1CDB8C4-E397-493E-A729-3819A2B18421
In an emergency situation, the plant or a part of it can be stopped by pushing an

emergency stop button. Emergency stop buttons for different purposes are installed in
various locations throughout the plant.
● An immediate engine shutdown can be initiated by pushing one of the engine
emergency stop buttons. Emergency stop buttons are installed both close to the engine
and on the central control panel. Pushing the emergency stop button will also cut off the
power to some of the engine auxiliaries, causing the units to stop and the automatic
valves to return to their fail-safe positions.
● A shutdown of the entire plant can be initiated by pushing the plant emergency stop
button on the central control panel. This will activate the emergency stop circuit of all
engines.
● Some auxiliary units are equipped with local emergency stop buttons for initiating an
immediate stop of a single unit.
NOTE
The emergency stop button must be used only in emergency conditions, such
as situations causing a risk of personal injury or major equipment damage.
NOTE
If an auxiliary unit is stopped and cannot be restarted immediately, consider
whether it is possible to keep the rest of the plant in operation. If the unit is
essential for the safe engine operation, perform a controlled stop of the engine
or the entire plant as necessary.
Before resetting the emergency stop circuit and restarting the equipment, the reason for the
emergency stop has to be thoroughly investigated, and any actions required to prevent
similar situations have to be taken. If the emergency stop button is of a type that locks
when pressed, it is reset by turning it partly clockwise.

9.8.2 Overflow and leaks GUID-987218E8-B15E-4C20-AA2A-E31701B638F2
Related topics
Responding spills................................................................................................................. 2-7
It is very important that actions are taken immediately in case of abnormal leakage of oil
from any unit, tank or pipes. The leakage must be stopped immediately and the cause of
the situation investigated. The leaking section should be isolated if possible, to prevent oil
from escaping into the water drainage system.
In case of severe leakage or overflow, the oil may be transferred directly to the sludge tank
or collected to a tanker truck for disposal. In an overflow situation in the tank yard it is
imperative that the rainwater drain valve is closed. If oil drains onto the ground, the
contaminated soil has to be removed and properly disposed of. All areas in the power plant,
including the tank yard, must be properly cleaned after collecting any leaked or overflown
oil, and always be kept clean.
NOTE
The rainwater drain valve should normally be closed, and may be kept open only
under supervision. Opening the valve requires that the drain pit is clean and
does not contain any oil.
Leaking oil from various units is collected into oily water pits. The pits must be checked
frequently and emptied whenever necessary, in order to prevent overflow.
Any abnormal leaks, even small ones, should be repaired as soon as possible.
9.8.3 Blackout situations GUID-06E2D75B-3E77-4133-99C5-282A18171B84
The startup of a power plant after a total power failure is usually referred to as a black start.
The normal startup procedures cannot be followed when the main switchgear is not
energized and the auxiliaries are shut down. It is important that the plant operators make
their own plan regarding what actions to take after a general power failure, taking the needs
of the entire plant into consideration.
A black start generator is normally used to provide power for the auxiliary units needed
when starting the engine. When the generating set has been started and all readings are
normal, the black start generator may be stopped and more auxiliaries started as required.
When power has been restored and the plant is operating normally, it is important that the
operating personnel investigate the conditions that led to the power failure. By doing this, it
may be possible to avoid recurrent failures and prevent similar blackouts. A power failure is
typically caused by an overload situation in which the breaker protection devices have been
activated. To identify the true cause of the failure, it is advisable to check, for instance, the
alarm panels, the sensors, the control system and the fuel supply system.
9.8.4 Operation with stopped lubricating oil separator GUID-C320C015-A1B0-4C06-82B5-B60ED2BBBCA3
The lubricating oil separator should always be in operation when the engine is running on
HFO.
If the separator needs to be temporarily stopped, for instance due to maintenance work, the
engine can be kept running without lubricating oil separation for a period not exceeding 48
hours. If the separator is shut down for a longer period of time, running the engine requires
that the condition of the lubricating oil is closely monitored. To ensure safe operation of the
engine during a prolonged separator stop, the lubricating oil should be sampled and
analyzed frequently, at an interval of 48 hours.


Plant Operation Manual A. Technical specifications
A. Technical specifications
Number of engines 12
Plant output 199.65 MW
Generating set
Engine
Engine type W18V50DF
Number of cylinders 18
Cylinder bore 500 mm
Speed 500 rpm
Rated output 17,100 kW
Main voltage 400 V; 50 Hz
Secondary voltage 24 VDC
Rotation direction Clockwise
Generator
Generator type AMG 1600SS12 DSE
Output 20,798 kVA
Power factor 0.80
Voltage 11 kV
Current 1092 A
Frequency 50 Hz
Anticondensation heater power 2.4 kW
Other equipment
Flexible coupling Centa
Turbocharger ABB TPL76 C
Governor Woodward PG-EG-200
Black start unit
Power 1260 kVA
Voltage 400/230 V
Frequency 50 Hz
Fuel tank capacity 3200 l
DBAD066321a Confidential A-1

A. Technical specifications Plant Operation Manual
Power distribution system
Medium voltage system

Voltage 11 kV
Low voltage system

Voltage 400 V
Fuel storage system
HFO transfer pump unit (double)

Capacity 72 m3/h
Motor power 15 kW
HFO transfer pump unit (single)

Capacity 36 m3/h
Motor power 15 kW
LFO transfer pump unit

Capacity 20.1 m3/h
Motor power 5.5 kW
Fuel treatment system
HFO separator unit

Capacity, separator 16.7 m3/h
Motor power, separator 23 kW
Capacity, feed pump 18.9 m3/h
Motor power, feed pump 7.5 kW
Fuel supply and circulation system
HFO feeder unit

Capacity 19 m3/h
Motor power 5.5 kW
Sludge tank 36 l
LFO feeder unit (905–906)

Capacity 28 m3/h
Motor power 7.5 kW
A-2 Confidential DBAD066321a

LFO feeder unit (907–908)

Capacity 18 m3/h
Motor power 5.5 kW
Booster unit
Motor power, booster pump 7.5 kW
Mixing tank volume 60 l
Clean leak fuel tank, volume 150 l
Dirty leak fuel tank, volume 50 l
Clean leak fuel pump, motor power 1.1 kW
Lubricating oil circulation system
Prelubrication pump
Motor power 30 kW
Oil mist separator

Motor power 1.5 kW
Lubricating oil storage system
Unloading pump unit for new oil

Capacity 8.1 m3/h
Motor power 3 kW
Loading pump unit for used oil

Capacity 8.1 m3/h
Motor power 3 kW
Stationary transfer pump unit

Capacity 8.1 m3/h
Motor power 3 kW
Mobile transfer pump unit

Capacity 8.1 m3/h
Motor power 2.2 kW

Compressed air system
Starting air unit

Start pressure (in automatic mode) 25 bar
Stop pressure (in automatic mode) 30 bar
Motor power, electric 37 kW
Instrument air unit

Operating pressure 7 bar
Capacity 2.7 m3/min
Motor power 18.5 kW
Starting air vessel

Volume 4800 l
Instrument air bottle

Volume 270 l
Cooling water system
Radiators
Number of radiators per engine 5
Number of cooling fans per radiator 5
Motor power 4 kW
Expansion vessel
Volume 1200 l
Preheating unit
Motor power 1.1 kW
Heater power 108 kW
Maintenance water tank

Volume 10 m3
Pump capacity 9 m3/h
Motor power, pump 2.2 kW

Charge air system
Charge air filter

Number of fine filters 18
Charge air silencer

Attenuation 45 dB(A)
Exhaust gas system
Exhaust gas silencer

Attenuation 45 dB(A)
Exhaust gas ventilation unit

Motor power, ventilation fan 11 kW
Oily water treatment system
Oily water treatment unit

Capacity 2.5 m3/h
Oily water feed pump unit

Motor power 1.5 kW
Water supply system
Water booster unit

Motor power 3 kW
Pressure vessel volume 50 l


Plant Operation Manual B. Normal operating parameters
B. Normal operating parameters

This section lists the typical pressure and temperature levels for the main systems in the
plant. If not otherwise stated, the values apply when the engine is running at full load. Many
temperature and pressure readings depend on the load situation.
A temperature or pressure reading differing substantially from the normal level is a sign of
abnormal operating conditions or malfunctioning equipment, and the reason should always
be investigated. The control system includes a number of safety functions that will activate
an alarm or initiate an engine stop if a value exceeds the limits for safe engine operation.
For information about alarm limits, engine shutdown limits, etc., refer to the engine manual
and the manuals of the auxiliary units.
Fuel gas system
Unit Parameter Normal value
Compact gas ramp Gas inlet pressure 4–6 bar
Gas temperature Ambient temperature
Gas filter, pressure drop <0.2 bar
Fuel oil system
HFO storage tank Temperature 45 °C
HFO buffer tank Temperature 60 °C
LFO transfer pump unit Suction pressure switch setting -0.1 bar
HFO transfer pump unit Suction pressure switch setting -0.1 bar
HFO separator unit Separation temperature 95 °C
LFO feeder Pressure 6 bar
HFO feeder Pressure 6 bar
Engine fuel system Fuel pressure (regulation valve setting) 8 bar
Fuel filter, pressure drop <0.8 bar
Lubricating oil system
Lubricating oil separator unit Separation temperature 95 °C
Separator back pressure 2 bar
Starting air system Pressure 30 bar
Instrument air system Pressure 7 bar
DBAD066321a Confidential B-1

B. Normal operating parameters Plant Operation Manual
NOTE
The compressors keep the pressure in the starting air and instrument air
systems within set ranges. The actual pressure varies slightly during normal
plant operation and may be somewhat lower than the nominal value mentioned
here.
HT water preheating unit Preheating temperature 70 °C
B-2 Confidential DBAD066321a

Plant Operation Manual C. Process water quality
C. Process water quality

Corrosion inhibiting additives must be used in the engine cooling water. Only additives of
brands and types approved by Wärtsilä are allowed to be used. Dosage, pH, and testing
recommendations of the additive manufacturer must be followed.
If a nitrite based corrosion inhibitor is used, the aim should be to keep a nitrite (NO2)
content of approximately 1500 mg/l, calculated as nitrite. The pH shall be between 8.5 and
9.5.
Table C-1 Limits for engine cooling water (primary circuit), turbocharger washing
water, and separator operating water.
Property Limit
pH at 25 °C >6.5
Conductivity at 25 °C (limit for washing the turbine of turbocharger <100 mS/m

only)
Total hardness Ca2+ + Mg2+ <10 °dH
Silica as SiO2 <50 mg/l
Chlorides Cl- <80 mg/l
Sulphates as SO42- <150 mg/l
The general appearance of water should be clear, colourless and free of insoluble materials.
DBAD066321a Confidential C-1

C. Process water quality Plant Operation Manual
C-2 Confidential DBAD066321a

Plant Operation Manual D. Manual valves and local indicators
D. Manual valves and local indicators

This list of valves and indicators does not include the components in the prefabricated units
and modules. For complete lists of valves and instruments, refer to the device lists, the
system descriptions in this manual and the manuals of the auxiliary units.
The tables list the typical valve positions when the plant or the system is in normal
operation. The valve positions in other operating situations are described in the
corresponding sections of this document.
NOTE
Engine-specific valves are listed only for one engine. To get the valve codes for
other engines, replace the system number 010 (engine 1) with 020 (engine 2),
030 (engine 3), etc.
A valve code with the system number 900 indicates that the valve is shared by
several engines.
Fuel gas system
Valve Description Normal position Notes

ZAA 900 V001 Gas to power house Open
ZAA 900 V003 Inert gas flush connection Closed

ZAA 010 V001 Gas to power house Open
ZAA 010 V004 Inert gas flush connection Close
Fuel oil system

PAA 900 V001 HFO storage tank inlet Open
PAB 900 V001, V002 HFO storage tank drain Closed
PAC 900 V001 HFO storage tank outlet Open
PBA 900 V001, V002, HFO buffer tank drain Closed

V003, V004
PBB 900 V010 Deaeration Closed
PBC 900 V001, V002, HFO day tank drain Closed

V003, V004
PBD 900 V001, V002 LFO day tank drain Closed
PBF 900 V001, V011 Flow meter inlet from pilot fuel filter Open
PBF 900 V002, V012 Flow meter outlet from pilot fuel filter Open
PBF 900 V003, V013 Flow meter bypass from pilot fuel filter Closed
PBF 900 V006, V016 Flow meter outlet (return fuel line) Open
DBAD066321a Confidential D-1

D. Manual valves and local indicators Plant Operation Manual

PBF 900 V008, V015 Flow meter inlet (return fuel line) Open
PBF 900 V009, V017 Flow meter bypass (return fuel line) Closed
PBF 900 V019 Isolation valve Open
PBF 900 V021 Pilot fuel return to LFO day tank Open
PBF 900 V024 Deaeration Closed
PBF 900 V025 Pilot fuel return Open
PBF 900 V029, V030 Pilot fuel isolation Open
PCA 900 V004, V007 Flow meter inlet (HFO circulation line) Open
PCA 900 V005, V014 Flow meter outlet (HFO circulation Open
line)
PCA 900 V006, V015 Flow meter bypass (HFO circulation Closed
line)
PCA 900 V008, V013, HFO circulation Closed

V025, V033
PCA 900 V010 LFO to heat recovery LFO tank Open
PCA 900 V011 LFO to black start unit Open
PCA 900 V020, V021, Deaeration Closed

V022, V024
PCA 900 V029, V036 HFO viscometer inlet Open
PCA 900 V030, V037 HFO viscometer outlet Open
PCA 900 V031, V032 HFO viscometer bypass Closed
PCA 900 V043, V044 Isolation valve Open
PDC 900 V004 Clean leak from engines Open
PDC 900 V005, V006 Clean leak return Open
NOTE
The fuel tanks have to be regularly drained of water by opening the drain valves
until all water is discharged.
Lubricating oil system

QAA 900 V001 Clean lubricating oil unloading (from Closed
tanker)
QAA 900 V002, V003, Storage tank for new lubricating oil, Open
V004, V005 inlet
QAB 900 V001 Tank for used lubricating oil, outlet Open
QAB 900 V002 Used lubricating oil loading (to Closed

disposal tanker)
D-2 Confidential DBAD066321a


QAC 900 V001, V002, Storage tank for new lubricating oil, Closed
V003, V004 drain
QAD 900 V001 Tank for used lubricating oil, drain Closed
QAE 900 V001, V003, Storage tank for new lubricating oil, Open
V005, V007 outlet
QAE 900 V002, V004, Service tank outlet Open

V006, V008
QAE 900 V009, V010, Pipe rack isolation valve Closed

V011
QAF 900 V005, V006, Service tank inlet Open

V007, V008
QAF 900 V009 Lubricating oil to tank for used Closed

lubricating oil
QAF 900 V010, V011, Pipe rack isolation valve Closed

V012
QAM 900 V001, V002, Service tank drain Closed

V003, V004

TCC 900 V002, V004, Instrument air backup connection Closed Open only in emergency situations
V006, V008
TCC 900 V009, V010 Starting air to instrument air unit Open
TCC 900 V011, V012, Instrument air unit outlet Open

V013, V014
TCC 900 V015, V016, Condensate drain Closed

V037, V044, V062,
V067, V076, V077,
V082, V083, V084,
V086, V087, V088,
V090
TCC 900 V017, V099 Instrument air to pipe racks Open V099 is V095 in device list
TCC 900 V019, V023 Instrument air to boiler washing pump Open
unit
TCC 900 V020, V024, Instrument air to oily water transfer Open
V038, V061 pump unit
TCC 900 V026, V091, Instrument air to thermal oil container Open
V092
TCC 900 V027 Instrument air to dessicant dryer Open
TCC 900 V028, V069 Instrument air to emission control Open
TCC 900 V029 Instrument air to treatment house Open
TCC 900 V030 Instrument air to fuel treatment house Open

and storage tank yard


TCC 900 V031, V032, Instrument air to HFO feeder unit Open
V033, V034
TCC 900 V035, V036 Instrument air unit to HFO separator Open
unit
TCC 900 V039, V043 Instrument air vessel inlet Open
TCC 900 V040 Instrument air to main fuel gas shut- Open
off valve
TCC 900 V041 Instrument air to oily water treatment Open

unit
TCC 900 V045 Instrument air to consumers Open
TCC 900 V046, V048 Instrument air to HFO day tank inlet Open
valve
TCC 900 V047, V049 Instrument air to HFO day tank outlet Open
valve
TCC 900 V050 Instrument air to LFO day tank inlet Open
valve
TCC 900 V051 Instrument air to LFO day tank return Open
fuel inlet valve
TCC 900 V052 Instrument air to LFO day tank outlet Open
valve
TCC 900 V053, V054, Control air to return fuel inlet valve of Open
V058, V059 HFO buffer tank
TCC 900 V055, V057 Control air to HFO buffer tank inlet Open
valve
TCC 900 V056, V060 Control air to HFO buffer tank outlet Open
valve
TCC 900 V065 Instrument air to HFO day tank Open

overflow diverter
TCC 900 V070, V071, Instrument air to LFO feeder unit Open
V072, V073
TCC 900 V074, V075 Instrument air to pilot fuel filter Open
TCC 900 V085 Instrument air to sludge loading pump Open

unit
TCC 900 V089 Day tank area isolation valve Open
TCC 900 V093 Instrument air to oily water treatment Open

bypass valve
TCC 900 V094 Instrument air to fuel oil tank control Open
valves
TSA 900 V001, V004, Condensate drain Open

V005, V006, V007,
V008, V009
TSA 900 V002, V010 Starting air to pipe racks Open
TSA 900 V003 Starting air to bottles Open


TCC 010 V001 Instrument air to turbo charger Open
washing unit
TCC 010 V002 Instrument air to pilot fuel control Open

valve
TCC 010 V003 Instrument air to exhaust gas module Open
TCC 010 V004, V007, Condensate drain Closed

V008, V078
TCC 010 V006 Instrument air to fuel gas inlet and gas Open
vent valves
TCC 010 V025 Instrument air to waste heat recovery Open

unit and damper
TCC 010 V090 Instrument air to waste heat recovery Open

soot blowing
NOTE
The drain valves have to be momentarily opened at regular intervals, to drain
any condensate from the compressed air lines.

VBA 900 V001, V002 Pipe rack isolation valve Open

VCL 010 V005, V006, Radiator outlet Open
V007, V008, V009
VCL 010 V010, V011, Radiator inlet Open

V012, V013, V014
Indicator Description Notes

VCL 010 P003 Radiator inlet pressure
VCL 010 P004 Radiator outlet pressure
VCL 010 T003 Radiator inlet temperature
VCL 010 T005 Radiator outlet temperature
Charge air system

NGD 900 V001 Oil to charge air filters Closed Open when filling a filter
NGD 900 V002 Oil from charge air filters Closed Open when emptying a filter
NGD 900 V003, V004 Isolation valves to engines 071–121 Closed Close during installation of engines


NGD 010 V001 Oil filling, A-bank filter Closed Open when filling the filter
NGD 010 V002 Oil filling, B-bank filter Closed Open when filling the filter
NGD 010 V003 Oil emptying, A-bank filter Closed Open when emptying the filter
NGD 010 V004 Oil emptying, B-bank filter Closed Open when emptying the filter
YMD 010 V001, V002 Valves for opacity sensors Open
Oily water system

DAA 900 V001 To oily water sump (from day tank Closed
area 1)
DAA 900 V002 To rain water drain (from day tank Closed
area 1)
DAA 900 V003 To oily water sump (from day tank Closed
area 2)
DAA 900 V004 To rain water drain (from day tank Closed
area 2)
DAB 900 V001, V002 Oily water buffer tank drain Closed
DAD 900 V004 Tank selection valve for oily water Normally open towards the buffer tank
from transfer pumps (buffer tank/
sludge tank)
DAD 900 V007 Oily water buffer tank inlet Open
DAD 900 V008 Oily water buffer tank outlet Open
DAD 900 V009 Oily water treatment unit bypass Closed
DAD 900 V013 Sludge tank inlet Open
DAD 900 V015 Engine hall sludge Open
DAD 900 V016 Pipe rack isolation valve Open
DDB 900 V003, V004 Sludge tank drain Closed
DDD 900 V001 Sludge tank outlet Open
DDD 900 V002 Sludge loading (to disposal tanker) Closed
Water supply system

VAA 900 V001 Water booster unit outlet Open
VAA 900 V002 Water to engine hall Open
VAA 900 V004, V007 Water to boiler washing water pump Open
unit
VAA 900 V009 Water to fuel treatment house Open
VAA 900 V010, V011 Water to HFO separator unit Open


VAA 900 V012, V015, To/from pressure vessel Open
V017
VAA 900 V013, V016, Pressure vessel drain Closed

V018
VAA 900 V014, V036 Pipe rack isolation valve Open
VAA 900 V023, V024 Treated water to maintenance water Open

tank
VAA 900 V029, V030, Water to turbocharger washing unit Open

V031, V032
VAA 900 V033 Water to oily water treatment unit Open
VAA 900 V034, V035 To emergency shower Open
VBB 900 V001 Raw water tank outlet Open
VBB 900 V002 Water to water treatment unit Open
VBB 900 V003 Treated water tank inlet Open
VBC 900 V001 Treated water tank outlet Open
VBC 900 V005 Treated water tank drain Closed

VAA 010 V001 Water to turbocharger washing unit Open
VAA 010 V002 Water to waste heat recovery unit Open

VAA 900 P001, P002, Pressure of water to turbocharger washing
P003, P004 unit
VAA 900 P005 Pressure of water to fuel treatment house
VAA 900 P006 Pressure of water to engine hall
Thermal oil system

ROH 900 V002, V004 Hot oil to engine hall Open
ROH 900 V006 Fuel treatment house, thermal oil Open

isolation valve
ROH 900 V012 HFO storage tank heating inlet Open
ROH 900 V013, V014 HFO buffer tank heating inlet Open
ROH 900 V015, V016 HFO day tank heating inlet Open
ROH 900 V017 Sludge tank heating inlet Open
ROH 900 V018 Oily water buffer tank heating inlet Open
ROH 900 V020 Day tank area, thermal oil isolation Open
valve


ROH 900 V021 Storage tank area, thermal oil isolation Open
valve
ROH 900 V023 Hot oil to consumers Open
ROH 900 V024, V025 Air cooler bypass Closed
ROH 900 V027 Air cooler outlet Open
ROH 900 V028 Air cooler inlet Open
ROH 900 V040, V041 Hot thermal oil to HFO separator unit Open
ROH 900 V042, V043, Trace heating inlet Open

V044
ROH 900 V061–V083 Trace heating header valve Open
ROH 900 V084, V085 Venting before air cooler Closed
ROR 900 V001, V002 Cold oil from engine hall Open
ROR 900 V003 Fuel treatment house, thermal oil Open

isolation valve
ROR 900 V004 HFO storage tank heating outlet Open
ROR 900 V005, V006 HFO buffer tank heating outlet Open
ROR 900 V007, V008 HFO day tank heating outlet Open
ROR 900 V009 Sludge tank heating outlet Open
ROR 900 V010 Oily water buffer tank heating outlet Open
ROR 900 V011 Suction line Open
ROR 900 V012 Drain of thermal oil drain tank Closed
ROR 900 V015 Cold oil from consumers Open
ROR 900 V023 Day tank area, thermal oil isolation Open
valve
ROR 900 V024 Storage tank area, thermal oil isolation Open
valve
ROR 900 V030–V033 Valves between pipe racks Open
ROR 900 V034, V035, Trace heating outlet Open

V036
ROR 900 V051–V073 Trace heating header valve Open

ROH 010 V001 Hot oil from waste heat recovery unit Open
ROH 010 V002, V003 To differential pressure switch Open
ROH 010 V004 Waste heat recovery unit bypass Closed
ROH 010 V005 Waste heat recovery unit deaeration Closed
ROH 010 V008 Economizer air supply Open
ROR 010 V002 Waste heat recovery unit inlet Open
ROR 010 V006 Cold oil drain Closed


ROH 900 P002 Day tank area heating inlet pressure
ROH 900 P003 Pressure, thermal oil from waste heat

recovery unit
ROH 900 P004 Trace heating inlet pressure
ROH 900 P005 Storage tank area heating inlet pressure
ROH 900 P006 HFO storage tank heating inlet pressure
ROH 900 P007, P008 HFO buffer tank heating inlet pressure
ROH 900 P009, P010 HFO day tank heating inlet pressure
ROH 900 P011 Sludge tank heating inlet pressure
ROH 900 P012 Oily water buffer tank heating inlet pressure
ROH 900 P013, P014 Engine hall inlet pressure
ROH 900 P015, P016, HFO transfer pump unit heating inlet
P017 pressure
ROH 900 P018, P019 HFO separator unit heating inlet pressure
ROR 900 P001 Pipe rack heating outlet pressure
ROR 900 P002 Day tank area heating outlet pressure
ROR 900 P003 Pressure, thermal oil to circulation pumps
ROR 900 P004 Trace heating outlet pressure
ROR 900 P005 Storage tank area heating outlet pressure
ROR 900 P006 HFO storage tank area outlet pressure
ROR 900 P007, P008 HFO buffer tank heating outlet pressure
ROR 900 P009, P010 HFO day tank heating outlet pressure
ROR 900 P011 Sludge tank heating outlet pressure
ROR 900 P012 Oily water buffer tank heating outlet pressure
ROR 900 P013, P014, Engine hall heating outlet pressure

P015
ROR 900 P016, P017, HFO transfer pump unit heating outlet
P018 pressure
ROR 900 P019, P020 HFO separator unit heating outlet pressure
ROR 900 T001 Hot oil to consumers
ROR 900 T003 Cold oil from consumers
ROR 900 T004 Day tank area heating outlet temperature
ROR 900 T005, T006 HFO day tank heating outlet temperature
ROR 900 T007 Oily water buffer tank heating outlet

temperature
ROR 900 T008 Sludge tank heating outlet temperature
ROR 900 T009, T010 Engine hall heating outlet temperature
ROR 900 T011 Trace heating outlet temperature


ROR 900 T012 HFO storage tank heating outlet temperature
ROR 900 T013, T014 HFO buffer tank heating outlet temperature
ROR 900 T015 Storage tank area heating outlet temperature
ROR 900 T016, T017, T018 Thermal oil return temperature

Wärtsilä is a global leader in complete lifecycle power solutions for the marine and energy markets.
By emphasising technological innovation and total efficiency, Wärtsilä maximises the environmental
and economic performance of the vessels and power plants of its customers. Wärtsilä is listed on the
NASDAQ OMX Helsinki, Finland.
See also www.wartsila.com
WÄRTSILÄ® is a registered trademark. © 2015 Wärtsilä Corporation.
Wärtsilä Services Main Office Vaasa, Finland

24hrs Phone +358 10 709 080
Switchboard +358 10 709 0000
Fax +358 10 709 1380
Find local offices at www.wartsila.com/addresses

PLTD Gas Pesanggaran - Plant Operation Manual - EN Kirim

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Plant Operation Manual

Date of issue 17.12.2015

1. About this manual........................................................................................................................................ 1-1

2. Safety notes.................................................................................................................................................. 2-1

3. Plant description.......................................................................................................................................... 3-1

4. Auxiliary system description....................................................................................................................... 4-1

4.4.1.2. Feed pumps................................................................................................................................ 4-9

4.10.2. Charge air silencer........................................................................................................................ 4-32

5. Plant support system description............................................................................................................... 5-1

6. Electrical and control system description................................................................................................. 6-1

DBAD066321a Confidential iii

6.5. WISE workstation.................................................................................................................................... 6-5

7. Procedures for operating the plant............................................................................................................ 7-1

7.4.2.1. Stopping the fuel circulation system........................................................................................ 7-24

8. Alarms and fault finding............................................................................................................................... 8-1

8.2.6. Lubricating oil pressure low (at engine start).................................................................................... 8-3

9. Running a plant - tutorial information........................................................................................................ 9-1

A. Technical specifications............................................................................................................................. A-1

B. Normal operating parameters.................................................................................................................... B-1

C. Process water quality................................................................................................................................. C-1

D. Manual valves and local indicators........................................................................................................... D-1

DBAD066321a Confidential vii

1. About this manual

1.1 Change log GUID-08B961DD-07A7-492D-B413-9C5B73C07ACE

Table 1-1 Changes in this document revision

Section Type of change Description

1.2 Objective GUID-EF1294C2-9B16-4865-A918-B388544F1A01

1.3 Use of symbols GUID-7CCEB85B-87B1-4B4A-B618-FD8B38F102A6

DBAD066321a Confidential 1-1

1.4 Preconditions GUID-CCE2BF3A-FE3E-470B-A440-E6A106DF3C84

1.5 Glossary GUID-316D83FB-837F-4C2D-9703-F531F0BDDF75

1-2 Confidential DBAD066321a

WISE Wärtsilä Information System Environment

DBAD066321a Confidential 1-3

This page has intentionally been left blank.

1-4 Confidential DBAD066321a

2.1 General safety notes GUID-B2F39505-B588-4D24-9B53-5874E70B9D0C

2.2 Elementary plant safety GUID-5DE929B3-C253-4A74-9499-08E3F98206A1

DBAD066321a Confidential 2-1

Burning or splashing hazard

Clean working space

Working in confined spaces

2.3 Fire protection GUID-57818227-FF80-4903-92EF-7EC511A42234

2-2 Confidential DBAD066321a

2.4 Pressure equipment GUID-FC033F6E-D5A9-4FF4-A1CA-5F69166A052C

2.5 Safety devices GUID-70F15958-F930-420F-B731-FFB4A92C5FB8

2.5.1 Insulation GUID-8BB617A2-89CA-4D5A-8CEB-5E0F744D9D33

2.5.2 Safety shields GUID-F457CEDC-CAF4-4196-973D-6AA3877E00E1

DBAD066321a Confidential 2-3

2.5.3 Safety valves GUID-3FF8ACE8-B11A-4724-B1FD-73B8BA627B80

2.5.4 Safety switches GUID-6BE3E774-8C57-4A2C-A320-7017E928FE64

2.6 Hazardous areas GUID-7BED94DD-EEF7-4731-A83D-330ED5E16E88

2-4 Confidential DBAD066321a

2.7 Safety and emergency procedures GUID-33731AFB-99A9-48B1-A4E9-3D4A72D83D6E

2.7.1 Locking and tagging out for maintenance or inspection GUID-05C7F416-CE2C-448D-BF47-0463EA11D6EE

2 Verify that the equipment to be serviced is turned off.

4 Secure all energy sources with an appropriate locking device.

5 Place an appropriate warning tag on the energy sources.

8 Perform the required maintenance work on the equipment.

b Replace all safety guards.

c Ensure that all workers are clear of the equipment.

DBAD066321a Confidential 2-5