Ultimate Solution Provider

SPECSVISION
Worldwide Proven

Oil Mist Detector

VISION A : Atmospheric OMD

VISION C : Crank Case OMD

Specs COMD@2008
 Ultimate Solution Provider

Established in 1970
$34 million turnover in 2007
68 employees
Overseas representatives
USA, UK, Japan, Singapore, China, Germany, UAE, Greece
Certified: ISO 9001:2000, ISO 14001
DNV, LR, GL, ABS, KR for Oil Mist Detector

Business Sectors
- Sealing Division
- Fluid Control Division
- System Division
- Marine Division

Greetings
The SPECS Corporation is the top leading specialist in Korea in system integration
for mechanical, electrical instrumentation of process industry. This system service
includes design, installation, and quality sales servicing.

Since the company was established in 1970, SPECS has expanded its market share
through its four major organisation sectors: Sealing; Fluid control; System and
Marine division.
As a top market leader in specialised products such as sealing gaskets, air torque
valves, UV sterilizers, calibrators, Combined Ship Shore Link System and infrared
instruments etc. as well as Oil Mist Detection System, we have provided ultimate
solutions and satisfactory sales services to customers in most industries.
Specs has made a remarkable growth in the marineindustry in Korea from a simple
tank gauge to a complex SCADA system.

SPECS recently released specially designed advanced marine equipment such as

crank case oil mist detector system as well as new atmospheric OMD in the market.

OMD@Specs 2008
 Ultimate Solution Provider

Company Profile

Sealing Division
• Products
P ducts
du
ucts
s
- No
Non
onn Me
Metalic
M etalicc G
Gaskets,
a
askets, Sem
Semi
mii Me
Metalic
etalicc Ga
Gaskets
askets
- Me
Metalic
etalicc ga
etal gaskets,
assketts,
s Mechanica
Mechanical
al Seals, Spray Shields,
- O Ring,
Ringg, M
Memory Packing,
• Applications
lications
- Ta
Tank,
ank, Ves
Vessel,
ssell, P
Piping,
ip
ping, Ma
Machine
achin
ne sealing
- Ro
Rotary
otary sh
shaft,, Expansionn Joints sealing.
• Major
orr users
use
ers
- All shipbu
shipbuilding
uilding
g yards, Petrochemical, Steel & Irons
- Uti
Utility
il power plants, Pulp and Paper etc.
• Orders
errs
- 14.5Million$

Fluid Control Division

• Products
ducts
du
ucts
uct
tss
-O
Onn--O
n Off
ff Auto Cont. Valve, Piston & Ball V. A
ff Actuatorr
-U
UV
V Sterilizer,
Stte
erili IR system for Aerospace .
• Applications
lic
cations
- Se
Semiconductor,
emicondductor, LCD,
LCD, Control
Co
ontrol of Process
Prr industires .
- Ae
Aero
ero spa
space,, Defence
e industry.
• Major
orr use
users
ers
- Ch
Chemical/Petrochem
hemical/Petrochem plants, Valve
e Manufacturers
- LC
LCD/PDP
C Manufacturers, Food/Beverage Makers etc.
• Orders
errs
- 10.3Million$

OMD@Specs 2008
 Ultimate Solution Provider

System Division
• Products
P ducts
- LNG
LN
NGG ttank
ankk LT
LTD
TD S
System, Leve
L
Level
ell Ga
G
Gauge,
augee, Flo
Fl
Flow
ow Com
C
Computer
mpu
uter
- Mi
Microwave
crow
crowave Guid
Guide,
de, IR Heater
Heater,
r, Ca
Calibrators
alibra
atorss
• Applications
lications
s
- LN
LNG
NG & LP
LPG
PG Tank yards, Process Industries
- Ra
Radio
adio Telecommunications,
Te Semiconductors
• Major
orr use
users
ers
- All LNG Tank
T yards, Diesel Engine manufac
manufacturers
- IT IIndustries
• Orders
errs
- 4.1Million$

Marine Division
• Products
ducts
du
ucts
uct
tss
-O
Oilill -Mi
M
Mist
isst Detection System, Cargo manuals
ls
-C
CSSL
SSL
S Sys S
System, FLG System, MIP System,
m, TTorsion Me
Meter
eter
t .
• Applications
lic
cations
- LN
LNGC
NGC & Tanker
T engine
ne room, Dies
Diesel Engine .
- Sh
Ship
hip shaft
shaf power
• Major
orr users
us
use
ers
- All Shipbuilding
Shipbu
uilding Yards, Engine manufacturers
- All Cargo Ships
• Orders
errs
- 5.2Million$

OMD@Specs 2008
 Ultimate Solution Provider

Quality Policy

Quality Management

“Client
Client Satisfaction
tion is the key factor in quality
Improvement” - Founder’s Philosophy

Five missions of the Company to the Market are

• P
Proven System Performance
• Providing
P g Extensive Solution
• Providing
P g Qualityy Service
S
• Do sell yourself
D
• Make No from Customer to Yes

Quality Assurance

“Our quality commitment is

- To
o Provide Defect
Defecct - Fr
Free
ree Products And Serv
Services
by Understanding Customer Requirements

- And Performing Exactly To Them.”

OMD@Specs 2008
 Ultimate Solution Provider

SPECSVISION
Global Leader of

Oil Mist Detector

VISION A : Atmospheric OMD

OMD@Specs 2008
 Ultimate Solution Provider

Atmospheric Oil Mist Detection System

OMD Recommended for Fire & Explosion Prevention

The SPECS Oil mist detection system (VISION III Multi
point oil mist detector) adopting newest microprocessor
and infra-red technology was designed for detecting
oil mist existence which may possibly happen in the air
of engine room with such environments, engine oil
pump, purifier, generator and other machines etc. as
well as crank chamber of marine engine of the vessel.
- to be easily installed and maintained. so that the
operation will not be affected or interfered with by oil
condensation in the air or by any electrical interference.
- to be interfacible to the ship's computer on various
communication channels like RS-485, and 4-20mADC
analog signal as well.

It measures in realtime the oil mist suspended in the air
nearby mist detector in the engine room.
SPECS OMD Atmospheric version (VISION series) is
globally well known as a reliable system and selected
by potential users such as U.S. navy, BP shipping,
Mitusi, Koyo Japanese shipbuilders as well as most
LNG ships worldwide more than 70 ships(1500 points).
Systenm Features:
> Reliable Configuration
SpecsVision OMDs for both diesel engine and engine
room are already certificated by international
classification societies such as DNV, KRS and also
under renewal type test by Lloyd and GL.
The robust construction of the detector probes,
and their associated equipment, is designed to take
into account the harsh environmental conditions in
the vessel. This detector to detect oil mist can be used
as a stand alone solution in sensitive operating
environments.

> Compact Structure & Installation

>Easy Operation and Maintenance

with
> Satisfactory Ageing Test for Infant Fail Prevention

> Proven Test & Calibration Facilities use

This system features,

- to give a fast response in the event of exceeding
allowable limit of the oil mist contents in the air according
to the marine environment law.

- to given an alarm in a potentially dangerous situation, One practical answer is to install an Oil Mist Detector
before any serious damage can occur to machinery or to detect an oil mist before it can reach levels where it
injury to personnel. saturated the atmosphere to such an extent that there is
a risk of fire.

The IMO and IACS strongly recommended that the MSC(Maritime Safety Committee) taking into account that most engine room fires
are the result of the formation of oil mist, thatsectors within the shipping industry have been actively fitting of oil mist detection equipment
and following the recommendation of the Sub Committee on Fire Protection, approved a code of practice for atmospheric oil mist detectors.

Key of Recommended OMD (Effectiveness verification):

-System Functional Performance
-Detector Accuracy
-Sensitivity
-System Reliability

OMD@Specs 2008

The Role of Oil Mist in Machinery Space Fires
This review is presented of the role of oil mist as a principal
agent in machinery space fires. The ways in which oil mist can
be produced and the distinction between mist and spray are
described.
Oil mist and machinery space fires
The contrast between the oil mist conditions inside crankcases
and that in the general atmosphere in machinery spaces is
discussed. Methods of measuring oil mist and spray are
described and equipment suitable for monitoring conditions
inside machinery and in machinery spaces is discussed.
Recommendations are made to improve safety on board ship
and in industrial plant. A large proportion of machinery space
fires have been caused by fuel or lubricant leaks.
However, leaks of this kind, while providing fuel, do not
inevitably lead to a fire. In most cases a hot surface
of some kind has produced the conditions necessary to
produce flammability and has also acted as the ignition source.
A typical set of circumstances is a leak of fuel from an injector
pipe, the fuel falls onto (say) the turbocharger blading, vapourises
and is ignited. This sounds like simple cause and effect, however
there are a series of intermediate stages which ought to be
considered.
Burning of liquid fuels
Liquid fuels do not burn as liquid, they burn only as vapour.
Inevitably, the conversion from liquid to vapour must require the
input of some energy. This can be provided by compression in
an engine or with a hot surface,
a spark or a flame. Outside of an engine or boiler, oil products
not usually regarded as fuel may also burn under uncontrolled
conditions producing a fire or explosion. Fuel from an injector,
under pressure, may escape as a jet or spray so that it can
reach a hot surface.
At this point, it will vapourise and form a cloud of vapour
expanding away from the heat. As the vapour moves away from
the surface, it cools and re-condenses, forming a cloud of fine
mist droplets. During this time, the droplets of fuel near to the
hot surface may reach a sufficiently high temperature for
spontaneous ignition to occur and, after a delay period, the
whole mist cloud becomes ignited. Similarly, hydraulic oil from
a high pressure line will follow the same mechanism if it
contacts a hot surface.
The same process can take place inside machinery, if a
mechanical failure occurs creating a high temperature. This
mechanism is well understood and has been described in
relation to crankcase explosions in the 1950s, and to marine
gearbox explosions in the 1970s and 80s.
Ultimate Solution Provider
MSC/Circ.1086
CIRC\MSC\1086.DOC
Properties of oil droplets
There is general agreement on the hazardous nature of oil
mists and, unless we are considering volatile fuels whose
vapour concentration in the atmosphere is sufficient to be
flammable, the production and properties of mist in machinery
spaces must be of prime concern. Fuel oils, lubricants and
hydraulic oils can all become flammable via their mist, even
though they are comparatively non-volatile liquids and have
flash points higher than normal temperatures.
Droplets are more flammable than the bulk liquid because of
the higher surface to volume ratio of the liquid. Thus, the
droplet is more sensitive to heat input from potential ignition
sources and more surface is in contact with oxygen in the air.
The smaller the droplet the lower the minimum ignition energy
and the more nearly it resembles a vapour. It is useful to
consider droplets in three categories according to size. First,
very small droplets (less than 1μm); these are usually referred
to as "smoke", they tend to appear blue in colour and are
produced when oil is in contact with extremely hot surfaces
(greater than about 800 deg.C).
Secondly, droplets in the size range 1-10μm, described as
"mist"; these appear white and are produced at surfaces
between 200¼C and 600¼C. finally, droplets greater than
about 50μm, described as "spray", which is produced
mechanically (eg: from a pinhole leak in a pressure line).
It should be pointed out that the above categories are
deliberately described in approximate terms and not all
workers would necessarily accept all of the figures. In practical
terms we must consider the mists and sprays as the most
important contributors to fire since less extreme conditions are
required to produce them and they are, therefore, more likely
to be present than smoke.
Crankcase and gearcase explosions
The role of oil mist in crankcase and gearcase explosions is
well known (1, 2), and can be summarised as the generation
of mist droplets at hot surfaces, producing a mist concentration
above the lower flammable limit (approximately 50 mg/l) in the
presence of large volumes of oil in the "spray" category
described above.
This indicates that the minimum ignition energy for mist is less
than that for spray and this is to be expected since, as stated
above, fuels must be in the vapour state at the point of ignition
and more energy is required to produce vapour from spray
than from mist.
This does not imply that the spray is innocuous but that the
production of mist followed by vapour are the essential first
steps in the process. This is the situation in a closed
environment where oil is expected to be present and the
release of large amounts of heat when a component fails
converts the oil into a hazardous form (mist).
OMD@Specs 2008

Fires in machinery compartments
In the case of fires in machinery compartments, where fuels,
hydraulic oils and lubricants are supposed to be properly
contained, the initial step must be the escape of oil. A second
step is the contact between the oil and a heat source. There
are, of course, numerous way in which a fuel or oil leak may
occur. Pipework which is subject to vibration (eg: fuel lines to
injectors) are a common source of oil escape (3).
In this case also the leakage may be near to hot components
and be more likely to generate mist leading to ignition. High
pressure hydraulic pipework, particularly if flexible hoses are
in use, can produce finely atomised sprays which can travel
significant distances in a machinery space with the chance of
contacting hot components. Overfilling of fuel systems,
particularly during bunkering, is a common cause of fuel
contacting high temperature (?).
The contribution to fire hazard in machinery spaces of liquid
fuels, lubricants and hydraulic oils can be considered as
relying principally on the ease, or otherwise, of generation of
droplets in the atmosphere. This report will now concentrate
on the properties of oil mists and sprays and how they behave
in machinery space atmospheres.
Oil drops in the atmosphere
As mentioned above, energy must be used to create a mist
or spray from the bulk liquid. The distinction between mist and
spray is only in the droplet size, although more energy is
required to form a mist and its minimum ignition energy is lower
than that of a spray. A lower flammable limit mixture (50 mg/l)
of oil mist of droplet diameter of (say) 3μm would contain
about 44x10 15 droplets per litre.
A 30μm droplet diameter spray would contain about 44x10 12
droplets per litre, at the same mass concentration. From this
it follows that an oil mist at the lower flammable limit (LFL) is
extremely dense optically.
In fact, a 100W light bulb would be obscured at a distance of
only a few centimetres. Mists of this kind have the properties
of a meteorological fog, both optically and physically. This mist
flows along a gravity or thermal gradient and persists in still air.
As in the case of a meteorological fog, oil mists give rise to a
disorientating effect to personnel present, or trapped, in the
vicinity.
?The results of this alone can be extremely hazardous, often
with fatal results. Although spray has some of these properties,
its obscuration effect is less and its rate of settlement is much
greater. The minimum ignition energy of sprays is much higher
than mist but the lower flammable limit by mass is lower than
for mist.
When a mist is ignited, the flame travels from drop to drop and,
because the drops are small, each drop is consumed in the
flame front, its energy going to sustain and accelerate the flame.
The array of drops in a spray behaves somewhat differently
from a mist.
Ultimate Solution Provider
MSC/Circ.1086
CIRC\MSC\1086.DOC
The drops are comparatively large and, although the flame,
again, travels from drop to drop, not all of each drop is
consumed. The surface layers of oil are burnt, leaving the
core and, because the inter-drop distance is large, the flame
"jumps" from drop to drop, leaving some oxygen in the air and
some oil drops un-reacted. The concept of
a clearly defined lower flammable limit thus breaks down.
The fact remains that, with a sufficiently energetic ignition
source, it is possible for a flame to propagate through
a spray at lower mass concentrations than with a mist.
While generally agreed figures cannot be ascribed to the LFL
for sprays, the presence of spray in the atmosphere must be
treated with alarm since it must be at least a potential fire hazard.
Detection of oil mist
Having established that oil droplets, both mist and spray,
present a potential fire hazard, it is necessary to decide how to
recognise the presence of droplets and how to act thereafter.
The installation of oil mist detectors to monitor the interior of
crankcases and gearcases is a well established concept. As
stated above, LFL data for mists is widely accepted and
methods are available for calibrating equipment using
"standard" concentrations of thermally generated oil mist.
Equipment is on the market which can be so calibrated. High
quality oil mist detectors (OMDs), can discriminate between
the large amount of large droplet spray and splashes of oil,
which is always present in such machinery, and the mist which
is produced only in the event of a failure. This thermally
generated mist can, if no action is taken, lead on rapidly to a
devastating explosion. It is therefore necessary for he OMD
to respond rapidly and to transmit a signal to the Machinery
Control Room, where it can be used to trigger alarms, shut-
down sequences or extinguishing systems.
It should be appreciated that the thermally generated mist
must have been produced at a component which has become
unusually hot. This is frequently a bearing or some other
overstressed component. If vulnerable components are
adequately monitored, the onset of a high temperature can be
detected and the consequent generation of mist can be avoided.
Not every component can be so monitored, however, and the
use of one or more OMDs with their larger "field of view" is
essential. Thus it can be appreciated that a crankcase or
gearcase monitoring system should comprise both OMDs and
thermosensors, coupled to appropriate software and control
equipment.
The situation in the machinery space, external to the crankcase
and gearcase, is quite different. Here we have an atmosphere
which is expected to be substantially free from contamination;
combustible liquids should all be safely contained in pipework.
However, there are a number of identifiable hot spots and the
intention should be to keep the two separate.
Should a leak, or burst, occur, droplets of oil may enter the
atmosphere and may contact a hot surface.
OMD@Specs 2008

The provision of an OMD in the machinery space could detect
the presence of oil drops before the oil contacted the hot zone.
There are, however some important differences in the conditions.
In particular, the droplets are probably an order of magnitude
larger than in a thermal mist, their sedimentation rate will also
be greater.
An OMD must therefore respond to these larger drops, and
more rapidly. As mentioned above, the concept of a precise LFL
cannot be applied to large drops, but the presence of oil mist
where a clear atmosphere is expected should be sufficient to
trigger an alarm.
The detailed design of a machinery space OMD needs to be
different from a crankcase OMD, since the former must observe
all droplets while the latter must respond selectively to the fine
mist droplets.
Oil droplets in the atmosphere can be observed by their optical
effects. The effect of droplets on a beam of transmitted light is
twofold. Some of the light is transmitted unaffected, and can be
observed by a detector, and some is intercepted by the droplets.
Of the light intercepted, some is absorbed by the droplets but
most is scattered away from the detector.
Thus two methods of optical measurement are available. We can
measure the loss or signal in a detector placed in line with the
light emitted or we can place a detector at an angle at which
scattered radiation can be observed. In the first case the signal
strength will decrease with increasing mist concentration and, in
the second case an increase in signal is produced.
An added feature of the scattering detector is that the angle of
scatter changes with droplet size so that the detection angle
must be chosen carefully. Detectors using one or other of these
principles are on the market.
A major disadvantage of the obscuration OMD is that, if a
detector or emitter should fail, no signal is observed, which may
be interpreted as an oil mist alarm.
The scattering OMD should always produce a positive signal
except in a totally clear atmosphere, again failure of a detector
or emitter would give no signal in the presence of mist. However,
a further feature of the scattering OMD is the provision of a
second detector in line with the emitter, so that emitter failure,
or dirt on the lenses, can be sensed.
These basic features can be used for an OMD whether inside
a crankcase or in the open machinery space. However, inside a
crankcase, or gearbox, some provision must be made to avoid
the effects of the large amounts of oil normally present. In some
commercial instruments this is achieved by the use of lengthy
pipe runs to the detector heads.
This protects the detector from the large drops but also allows
some of the fine mist to become trapped on the pipe walls.
The lengthy pipework also introduces an unacceptable delay in
response during which a major failure could occur.
Ultimate Solution Provider
MSC/Circ.1086
CIRC\MSC\1086.DOC
Discrimination in favour of fine mist droplets is achieved by the
use of a labyrinth which is effective in trapping the large drops
and returning them to the crankcase. Inclusion of this labyrinth
allows the detector head to be placed very close to the
atmosphere being monitored so that response time is greatly
improved.
OMDs for the open machinery space do not require the
labyrinth since it is necessary to "see" all the droplets in the air
whatever their source. A specially designed OMD for machinery
space monitoring has now been produced. This embodies the
principles described above and can be coupled to the same
master multiplexing unit as the crankcase or gearcase detectors
so that all the possible hazard areas of a ship or industrial
installation can be monitored continuously with rapid remedial
response as necessary.
Conclusions
The processes that lead to fires and explosions involving oil
products on board ship and in other large complex machinery
installations are well known. Except in the case of very volatile
products or gases, the generation of oil mist is the essential
pre-requisite for the formation of a flammable condition. Oil
mist generated inside machinery must be distinguished from
general oil spray which, in this context can be read as
innocuous. In the open machinery space, oil mist or spray of
any droplet size must be treated as a potential fire risk.
Fire & Instrument Services
The history of fire in large industrial installations, and in
particular on board ship, clearly demonstrates that sensible
warning and remedial measures are essential. The loss of life
and material losses that have occurred and the fact that the
causes and progress of fires and explosions involving oil
products in these installations are well known and understood
demand that atmosphere monitoring equipment is introduced.
While it is recognised that improvements in construction and
materials are constantly being introduced, the human element
is always a major influence. Monitoring equipment, for
conditions which may lead to fires, is available. It would be
possible for the International Maritime Organisation to introduce
regulations covering atmosphere monitoring as a fire prevention
measure.
by Professor M. H. Holness
Acknowledgements to Fire & Instrument Services
OMD@Specs 2008
 Ultimate Solution Provider

Atmospheric Oil Mist Detector

Technical Specification
ITEM SPECIFICATION

MODEL VISION III

Max. No. of Detecting Point 112points

Remote Monitoring Unit(RMU)

TYPE Vision IIIR
Display 6 inch monochrome LCD (340x280)
Mist Level Display mode( Bar & Digital Value)
Scanning Time 50msec for each
Max. No of Group 8 Groups
Measuring Range 0 – 5.00 mg/liter
Communication signal:
- Input RS-485 ( protocol; Modbus )
- Output RS-485 ( protocol; Modbus Dual )
Electrical requirement
Power supply 24VDC
-.Current rating 1.5A
-.Fuse rating 2A
-.Over voltage protection +30% -20% of voltage rating (24V DC)
Temp Rating 0°C to 70°C
Memory:
-.Event Log 3000 Data
-.History Log 10 Sec X 3 Days

ALARM FUNCTION Alarm & Failure status

Mist Alarm:
-.Main mist Alarm
-.Pre-warning Alarm
-.System Fault Alarm
Alarm Setting
Alarm Contacts
RMU- Red LED On (Alarm Indicators panel)
and Alarm channel displayed on LCD
RMU- Yellow LED On (Fan, Communication Alarm Indicators panel)
and failed channel displayed on LCD
Main mist Alarm (Max .2.0mg/liter)
Pre-warning Alarm (User adjustable)
Main mist N.O(8 ea), Pre-warning Alarm N.C(8 ea) -NO, NC selectable
125VAC 0.5A, 30VDC 1.0A, 1a1b

Detector Unit
TYPE VISION IIIA, Multi sensor
Suction System High quality miniature fan (5VDC 1.0W)
Sensitivity 0.01 mg/Liter (0.01 ppm)
Suitable for all lubricating oil types and variations,
Output Signal RS 485 and/or 4-20mA DC(0-5mg/L oil mist concentration)

Junction Box
TYPE VISION IIIJ1
Input/ Output RMU/ 14 detectors on RS485
Power DC 24V

CONSTRUCTION
Weight(RMU/JB/Detector)
Housing(RMU, JB/Detector)
Enclosure
Dimension (W x H x D)
7.5 kg /2.5kg/1.2kg Gross,
Carbon steel, Aluminum/Aluminum+PPA GF30FR
IP-44 (RMU/Detector)
IP-56 (J/B)
380 x 250 x 130 (RMU)
260 x 160 x 90 (JB)
100 x 104 x 173 (Detector)

OMD@Specs 2008
 System Configuration Drawing for Atmospheric OMD

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Ultimate Solution Provider

OMD@Specs 2008
 Ultimate Solution Provider

Engine Room Oil Mist Detection System

Reference List
Mar. 2008
Customer Ship Hull No. Year Year Points
/ Ship Owner Type /Ship Name (Order) (Delivery)

SHI / SK Shipping LNGC 1998 1998 4

DSME / EXMAR LNGC 2206 2000 2001 24
DSME / TAPIAS LNGC 2205 2000 2001 24
SHI / EXMAR LNGC 1405 2001 2002 2
SHI / SK Splender LNGC 1258 2001 2002 2
DSME / OSPREY LNGC 2215 2001 2002 24
DSME / GOLAR LNGC 2220 2001 2002 24
SHI / EXMAR LNGC 1406 2001 2002 6
DSME / TAPIAS LNGC 2209 2001 2003 24
SHI / BERGESEN LNGC 1428 2001 2002 6
DSME / EXMAR LNGC 2213 2001 2002 24
DSME / EXMAR LNGC 2208 2002 2002 21
HHI / GOLAR LNGC 1444 2002 2002 21
DSME / AP Moller LNGC 2210 2002 2002 24
DSME / EXMAR LNGC 2218 2002 2003 24
DSME / EXMAR LNGC 2219 2002 2004 24
DSME / AP Moller LNGC 2211 2002 2003 24
US Navy / MTL Storeship Cape Horn 2002 2002 12
HHI / GOLAR LNGC 1460 2002 2003 19
DSME / SONAP PC 5225 2002 2002 4
DSME / SONAP PC 5226 2002 2002 4
DSME / Northwest Shelf LNGC 2214 2002 2003 22
US Navy / MTL Storeship Cape Hudson 2003 2003 13
US Navy / MTL Storeship Cape Henry 2003 2004 15
SHI / 3J LNGC 1440 2003 2004 6
SHI / 3J LNGC 1441 2003 2004 6
SHI / 3J LNGC 1442 2003 2005 6
HHI / NIGERIA LNGC 1469 2003 2004 22
HHI / NIGERIA LNGC 1470 2003 2004 22
HHI / NIGERIA LNGC 1471 2003 2004 22
HHI / NIGERIA LNGC 1472 2003 2005 22
HHI LNGC 1525 2003 2004 7
NITC / NITC Tanker 5083 2003 2003 12
NITC / NITC Tanker 5084 2003 2003 12
NITC / NITC Tanker 5085 2003 2003 12
NITC / NITC Tanker 5086 2003 2003 12
NITC / NITC Tanker 5087 2003 2003 12
SHI / MISC LNGC 1502 2004 2004 6
SHI / MISC LNGC 1503 2004 2004 6
DSME / KRISTEN LNGC 2227 2004 2004 22
DSME / KRISTEN LNGC 2228 2004 2004 22
DSME / GOLAR LNGC 2226 2004 2004 22
DSME / GOLAR LNGC 2234 2004 2004 22
SHI / MISC LNGC 1589 2004 2005 6
SHI / MISC LNGC 1590 2004 2005 6
SHI / MISC LNGC 1591 2004 2006 6
NITC / NITC Tanker 5135 2004 2004 12
NITC / NITC Tanker 5133 2004 2005 12
SHI / 4J LNGC 1594 2004 2006 6
SHI / NYK LNGC 1563 2005 2006 11
SHI / NYK LNGC 1564 2005 2006 11
DSME / EXMAR LNGC 2237 2005 2005 24

OMD@Specs 2008
 Ultimate Solution Provider

Engine Room Oil Mist Detection System

Reference List
Mar. 2008
Customer Ship Hull No. Year Year Points
/ Ship Owner Type /Ship Name (Order) (Delivery)
DSME / KRISTEN LNGC 2235 2005 2005 24
DSME / KRISTEN LNGC 2243 2005 2006 24
DSME / GOLAR LNGC 2244 2005 2006 22
DSME / SOVCOMFLOT LNGC 2241 2005 2006 22
DSME / SOVCOMFLOT LNGC 2242 2005 2007 22
HHI / TSAKOS LNGC 1754 2005 2005 19
HHI / OSG LNGC 1791 2005 2006 42
HHI / OSG LNGC 1792 2005 2007 42
HHI / Dynacom LNGC 1719 2005 2007 19
HHI / Dynacom LNGC 1734 2005 2007 19
HHI / Dynacom LNGC 1748 2005 2006 19
NITC / NITC Tanker IRAN ASTANEH 2005 2005 12
NITC / NITC Tanker IRAN ABADEH 2005 2005 12
NITC / NITC Tanker IRAN AMOL 2005 2005 12
SHI / OSG LNGC 1605 2005 2006 42
SHI / OSG LNGC 1606 2005 2006 42
SHI / AP Moller LNGC 1607 2005 2007 7
SHI / AP Moller LNGC 1608 2005 2007 7
SHI / AP Moller LNGC 1625 2005 2007 7
SHI / AP Moller LNGC 1626 2005 2008 7
SHI / K-LINE LNGC 1619 2005 2007 8
SHI / K-LINE LNGC 1620 2005 2007 8
STX / SOVCOMFLOT Tanker S2014 2006 2006 2
STX / SOVCOMFLOT Tanker S2015 2006 2007 2
STX / SOVCOMFLOT Tanker S2016 2006 2007 2
STX / SOVCOMFLOT Tanker S2017 2006 2007 2
SKHI / Lauritzen Kosan LPGC 1147 2006 2006 3
SKHI / Lauritzen Kosan LPGC 1148 2006 2006 3
SKHI / Lauritzen Kosan LPGC 1149 2006 2006 3
SKHI / Lauritzen Kosan LPGC 1150 2006 2007 3
SKHI / Lauritzen Kosan LPGC 1151 2006 2007 3
SKHI / Lauritzen Kosan LPGC 1152 2006 2007 3
HHI / KOTC LPGC 1766 2006 2006 12
HHI / KOTC LPGC 1767 2006 2007 12
SHI / Japan Consortium LNGC 1686 2006 2008 6
HHI / RGIII LNGC 1862 2006 2007 42
HHI / RGIII LNGC 1863 2006 2007 42
HHI / RGIII LNGC 1875 2006 2007 42
21CSB Chemical Tanker CS214 2006 2006 2
21CSB Chemical Tanker CS216 2006 2006 2
DSME / EXMAR LNGC 2254 2006 2006 21
DSME / KOGAS LNGC 2260 2006 2006 19
DSME / KOGAS LNGC 2261 2006 2006 19
TPM Tanker MERION PARK 2006 2006 2
TPM Tanker RAFFLES PARK 2006 2006 2
TPM Tanker ALEXANDRA PARK 2006 2006 2
IRAN HUWAYZEH / NITC Tanker IRAN HUWAYZEH 2006 2006 12
ITALCAN Tanker CONSUELA 2006 2006 12
MES / MOL LNGC CS1681 2006 2007 14
STX Tanker S1227 2006 2006 2
STX Tanker S1229 2006 2006 2
SKHI / Lauritzen Kosan LPGC 1171 2006 2008 3
SKHI / Lauritzen Kosan LPGC 1172 2006 2008 3

OMD@Specs 2008
 Ultimate Solution Provider

Engine Room Oil Mist Detection System

Reference List
Mar. 2008
Customer Ship Hull No. Year Year Points
/ Ship Owner Type /Ship Name (Order) (Delivery)
21CSB / PEROSEA Tanker CSN215 2006 2006 2
STX / Barclay Tanker S2035 2007 2007 1
21CSB / PEROSEA Tanker CSN217 2007 2007 2
21CSB / PEROSEA Tanker CSN219 2007 2007 2
21CSB / PEROSEA Tanker CSN222 2007 2008 2
21CSB / PEROSEA Tanker CSN223 2007 2008 2
21CSB / PEROSEA Tanker CSN239 2007 2008 2
21CSB / NGM Tanker CSN247 2007 2008 2
21CSB / NGM Tanker CSN248 2007 2008 2
21CSB / NGM Tanker CSN249 2007 2009 2
21CSB / EITZEN Tanker CSN227 2007 2007 2
21CSB / EITZEN Tanker CSN238 2007 2007 2
21CSB / EITZEN Tanker CSN240 2007 2007 2
21CSB / EITZEN Tanker CSN242 2007 2008 2
21CSB / EITZEN Tanker CSN243 2007 2008 2
STX / STX POS Tanker S2009 2007 2007 2
STX / STX POS Tanker S2010 2007 2007 2
STX / STX POS Tanker S2013 2007 2007 2
STX / GESCO Tanker S1268 2007 2007 2
STX / GESCO Tanker S1269 2007 2008 2
STX / GESCO Tanker S1249 2007 2008 2
STX / GESCO Tanker S3007 2007 2007 2
STX / GESCO Tanker S1300 2007 2008 2
STX / GESCO Tanker S1301 2007 2008 2
DK Shipping / DK Shipping Tanker Myoung Jin 2007 2007 3
DK Shipping / DK Shipping Tanker Myoung Jin No.3 2007 2007 3
DK Shipping / DK Shipping Tanker DK Mogua 2007 2007 3
SHT / d'Amico Tanker Naopoli 2007 2007 2
SHT / d'Amico Tanker Milalo 2007 2007 2
SHT / d'Amico Tanker Parigi 2007 2007 2
HHI / MOL LNGC 1876 2007 2008 25
HSHI / MOL LNGC S297 2007 2008 25
HHI / KOGAS LNGC 1903 2007 2008 19
HHI / QGIII LNGC 1908 2007 2008 42
HHI / QGIII LNGC 1909 2007 2008 42
HHI / QGIII LNGC 1910 2007 2008 42
SHSB / EITZEN Tanker SH-1080 2007 2007 2
SHSB / EITZEN Tanker SH-1073 2007 2007 2
SHSB / EITZEN Tanker SH-1074 2007 2007 2
DSME / EXMAR LNGC 2270 2007 2008 21
DSME / EXMAR LNGC 2271 2007 2008 21
KOYO / MOL LNGC S2263 2007 2008 8
KOYO / MOL LNGC S2265 2007 2008 8
NITC / NITC Tanker IRAN FARAZ 2007 2007 12
HMD / Conti Tanker 2055 2007 2007 2
HMD / Conti Tanker 2056 2007 2007 2
HMD / Conti Tanker 2057 2007 2008 2
HMD / Conti Tanker 2058 2007 2008 2
HMD / Conti Tanker 2059 2007 2008 2
HMD / Conti Tanker 2060 2007 2008 2
STE / KSIM Tanker 2007 2007 3
STE / KSIM Tanker 2007 2007 3
STE / KSIM Tanker 2007 2007 3

OMD@Specs 2008
 Ultimate Solution Provider

Engine Room Oil Mist Detection System

Reference List
Mar. 2008
Customer Ship Hull No. Year Year Points
/ Ship Owner Type /Ship Name (Order) (Delivery)
STE / KSIM Tanker 2007 2007 3
SAMHO / UYENO Tanker SH-1081 2007 2007 2
SAMHO / UYENO Tanker SH-1082 2007 2008 2
HSHI / QGIII LNGC S324 2007 2008 42
BP Shipping / BP Shipping Tanker Border Tartan 2007 2007 7
BP Shipping / BP Shipping Tanker Border Heather 2007 2007 7
BP Shipping / BP Shipping Tanker Border Thistle 2007 2007 7
BP Shipping / BP Shipping Tanker British Cormorant 2007 2007 12
BP Shipping / BP Shipping Tanker British Robin 2007 2007 12
BP Shipping / BP Shipping Tanker British Cygnet 2007 2007 12
BP Shipping / BP Shipping Tanker British Kestrel 2007 2007 12
BP Shipping / BP Shipping Tanker British Curlew 2007 2007 12
BP Shipping / BP Shipping Tanker British Osprey 2007 2007 12
BP Shipping / BP Shipping Tanker British Merlin 2007 2007 12
BP Shipping / BP Shipping Tanker British Falcon 2007 2007 12
BP Shipping / BP Shipping Tanker British Eagle 2007 2007 12
BP Shipping / BP Shipping Tanker British Hawthorn 2007 2007 11
BP Shipping / BP Shipping Tanker British Oak 2007 2007 11
BP Shipping / BP Shipping Tanker British Laurel 2007 2007 11
BP Shipping / BP Shipping Tanker British Willow 2007 2007 11
BP Shipping / BP Shipping Tanker British Esteem 2007 2007 11
BP Shipping / BP Shipping Tanker British Engineer 2007 2007 11
BP Shipping / BP Shipping Tanker British Experience 2007 2007 11
BP Shipping / BP Shipping Tanker British Excellence 2007 2007 11
BP Shipping / BP Shipping Tanker British Environment 2007 2007 11
BP Shipping / BP Shipping Tanker British Gannet 2007 2007 11
BP Shipping / BP Shipping Tanker British Mallard 2007 2007 11
BP Shipping / BP Shipping Tanker British Swift 2007 2007 11
NITC / NITC Tanker IRAN FAZEL 2007 2007 12
SPP / Top tanker PC S1025 2007 2008 3
SPP / Top tanker PC S1026 2007 2008 3
SPP / Top tanker PC S1027 2007 2008 3
SPP / Top tanker PC S1029 2007 2008 3
SPP / Top tanker PC S1031 2007 2008 3
SPP / Top tanker PC S1033 2007 2008 3
STX / Elcano LNGC S3008 2007 2008 24
STX / Barclay Tanker S1243 2007 2008 1
STX / Barclay Tanker S1250 2007 2008 1
STX / Barclay Tanker S1258 2007 2008 1
STX / Barclay Tanker S1262 2007 2008 1
STX / Barclay Tanker S1272 2007 2009 1
STX / Barclay Tanker S1298 2007 2009 1
STX / KLC Tanker S1245 2007 2007 2
STX / KLC Tanker S1246 2007 2008 2
STX / KLC Tanker S1270 2007 2008 2
STX / KLC Tanker S1271 2007 2009 2
SKHI / Lauritzen Kosan LPGC 1171 2007 2008 3
SKHI / Lauritzen Kosan LPGC 1172 2007 2008 3
SKHI / Lauritzen Kosan LPGC 1173 2007 2008 3
SKHI / Lauritzen Kosan LPGC 1174 2007 2009 3
SKHI / Lauritzen Kosan LPGC 1215 2007 2009 3
SKHI / Lauritzen Kosan LPGC 1216 2007 2009 3
SHI / Chandris PC 1678 2007 2008 3

OMD@Specs 2008
 Ultimate Solution Provider

Engine Room Oil Mist Detection System

Reference List
Mar. 2008
Customer Ship Hull No. Year Year Points
/ Ship Owner Type /Ship Name (Order) (Delivery)
SHI / Chandris PC 1678 2007 2008 3
SHI / Chandris PC 1679 2007 2009 3
SHI / Chandris PC 1723 2007 2009 3
SHI / Chandris PC 1724 2007 2009 3
SHI / BP Skarv FPSO 1763 2007 2009 16
HMD / CST Tanker 2111 2007 2008 1
HMD / CST Tanker 2112 2007 2008 1
HMD / CST Tanker 2173 2007 2010 1
HMD / CST Tanker 2174 2007 2010 1
HMD / CST Tanker 2175 2007 2010 1
HMD / CST Tanker 2176 2007 2010 1
HMD / CST Tanker 2177 2007 2010 1
21CSB /CST Tanker CSN228 2008 2008 2
21CSB / CST Tanker CSN253 2008 2008 2
21CSB / CST Tanker CSN254 2008 2008 2
21CSB / CST Tanker CSN255 2008 2008 2
21CSB / CST Tanker CSN256 2008 2008 2
21CSB / CST Tanker CSN257 2008 2009 2
21CSB / CST Tanker CSN258 2008 2009 2
HHIC / KOGAS LNGC N192 2008 2008 14
HHIC / KOGAS LNGC N193 2008 2008 14
HMD / MITSUI Tanker 2104 2008 2010 8
HMD / MITSUI Tanker 2105 2008 2010 8
KITANIHON / KEYMAX Chemical Tanker S.382 2008 2008 2
KITANIHON / KEYMAX Chemical Tanker S.385 2008 2008 2
KITANIHON / EIHUKU Chemical Tanker S.390 2008 2008 2
KOES / KSIM Tanker 2008 2008 3
Hanseatic Shipping Tanker NAIDA 2008 2008 2
STE / KSIM Tanker 2008 2008 3
DSME/ TMT LNGC 2268 2008 2008 12
DSME/ TMT LNGC 2278 2008 2009 12
DSME / KNUTSEN LNGC 2267 2008 2009 12
DSME / KNUTSEN LNGC 2269 2008 2009 12
DSME / KNUTSEN LNGC 2274 2008 2009 12
DSME / KNUTSEN LNGC 2275 2008 2009 12
Stolt tanker / Chemical Tanker Stolt Facto 2008 2008 4
Stolt tanker / Chemical Tanker Stolt Sisto 2008 2008 4
HMM LNGC OCEANPIA 2008 2008 9
HMM LNGC TECHNOPIA 2008 2008 9
HMM LNGC GREENPIA 2008 2008 9
HAS Chemical Tanker SHANGHAI PIONEER 2008 2008 3

OMD@Specs 2008
 Ultimate Solution Provider

SpecsVision

Worldwide User List

US Navy ships (Cape horn, Hudson, Henry)
Remote BP Shipping, UK
Monitoring Unit
Mitsui, Koyo shipbuilding, Japan
NITC, Iran
HHI, DSME, SHI (All LNGCs),
TPM, Gesco, Uyeno, Sonap, Sovcomflot,
Italcan
VISION IIIA
STX, 21CSB, HMD, Samho
Atmospheric OMD FPSO, Hyundai Engine etc.

Majority of Engine Room Fires

IMO Maritime Safety Committee confirmed the majority of fires

occurred in marine engine room and engine are generally caused by
Oil Mist formation .
The Oil mist can be formed in one of two ways:
* Atomizing of oil spray leaked from oil line
* Vaporizing of oil mist on hot machine surface

Justification of OMD installation

Specs corporation
Bundang Techno-Park B-703,704,705
In the ideal world the simple solution for preventing oil mist fires
148 Yatap Bundang, Sungnam Kyonggi
Korea 463-760 is to ensure no leaks occur in the first instance, but the harsh reality
Tel +82-(0)31-706-5211, Fax +82-(0)31-706-5214 is oil mist fires do occur and problem needs to be addressed.
Email specs@specs.co.kr One practical answer is to install an Oil Mist Detector
Website www.specsvision.com, www.specs.co.kr to detect an oil mist before it can reach levels where it saturated
ISO 9001/14001 Certified the atmosphere to such an extent that there is a risk of fire.
OMD@Specs 2008
 Ultimate Solution Provider

SPECSVISION
Worldwide Proven

Oil Mist Detector

VISION C : Crank Case OMD

OMD@Specs 2008

Crankcase and Gear-case explosions
The role of oil mist in crankcase and gear-case explosions
is well known and can be summarized as the generation
of mist droplets at hot surfaces, producing a mist
concentration above the lower flammable limit
(approximately 50 mg/l) in the presence of large volumes
of oil in the "spray“.
Droplets are more flammable than the bulk liquid because
of the higher surface to volume ratio of the liquid. Thus,
the droplet is more sensitive to heat input from potential
ignition sources and more surface is in contact with
oxygen in the air.
The smaller the droplet the lower the minimum ignition
energy and the more nearly it resembles a vapour.
It is useful to consider droplets in three categories
according to size.
First, very small droplets (less than 1μm); these are
usually referred to as "smoke", they tend to appear blue
in colour and are produced when oil is in contact with
extremely hot surfaces (greater than about 800 degC).
Secondly, droplets in the size range 1-10μm, described
as "mist"; these appear white and are produced at
surfaces between 200 degC and 600 degC. finally,
droplets greater than about 50μm, described as "spray",
which is produced mechanically (eg: from a pinhole leak
in a pressure line).
This indicates that the minimum ignition energy for mist
is less than that for spray and this is to be expected since,
as stated above, fuels must be in the vapour state at the
point of ignition and more energy is required to produce
vapour from spray than from mist.
This does not imply that the spray is innocuous but that
the production of mist followed by vapour are the
essential first steps in the process. This is the situation
in a closed environment where oil is expected to be
present and the release of large amounts of heat when
a component fails converts the oil into a hazardous
form (mist).
It should be appreciated that the thermally generated
mist must have been produced at a component which
has become unusually hot. This is frequently a bearing or
some other overstressed component. If vulnerable
components are adequately monitored, the onset of a
high temperature can be detected and the consequent
generation of mist can be avoided.
Not every component can be so monitored, however,
and the use of one or more OMDs with their larger
"field of view" is essential. Thus it can be appreciated
that a crankcase OMD system associated appropriate
software and control equipment.
Ultimate Solution Provider
The VISION III oil mist detector has function of this
measurement of the optical density of each sample
mist continuously and, when the density exceeds
preset levels, provides alarm indications and the
necessary remedial action taken to minimize the risk
of fire or explosion.
If machine oil, as used for lubricating engines is over
heated(250degC), it generates vapor which, when coming
in contact with the colder atmosphere (approx. 70degC)
in the crank case. it condenses into the oil mist.
This is the case when excessive local heat build up
occurs in any part in engine crank chamber.
The VISION III oil mist detector uses one characteristic
of oil mist that it absorbs light. The rate of measurement
of absorbed light is called “opacity”. This property is
exploited for diesel engine surveillance.
The oil mist suspended in the atmosphere of the
Engine crank chamber is induced into every OMD
being placed.
The sensing part of OMD consists of a LED (light
emitting diode) and few photodiodes.
The light intensity level at each photodiode from the
LED varies depending on how much oil mist is filled in
the space between IR sensors. The oil mist causes light
intensity at the photodiodes to be reduced as much as
light absorbed.
This change in light reduction is then evaluated and
initiates an alarm if a predetermined threshold is
exceeded.
The VISION III oil mist detector adopting micro
processor and infrared technology was designed for
detecting concentration of oil mist generated and
suspended in the all oil chambers in the marine
engine.
The robust construction of the detector probes, and
their associated equipment, is designed to take into
account the harsh environmental conditions of the
engine.
This detector to detect oil mist presence can be used
as a stand alone solution in sensitive operating
environments in the diesel engine.
OMD@Specs 2008
 Ultimate Solution Provider

Crank Case Oil Mist Detector

Technical Specification
ITEM SPECIFICATION

MODEL VISION III

Max. No. of Detecting Point 112points

Remote Monitoring Unit(RMU)

TYPE Vision IIIR
Display 6 inch monochrome LCD (340x280)
Mist Level Display mode( Bar & Digital Value)
Scanning Time 50msec for each
Max. No of Group (Engines) 8 Engine Groups
Measuring Range 0 – 5.00 mg/liter
Communication signal:
- Input RS-485 ( protocol; Modbus )
- Output RS-485 ( protocol; Modbus Dual )
Electrical requirement
Power supply 24VDC
-.Current rating 1.5A
-.Fuse rating 2A
-.Over voltage protection +30% -20% of voltage rating (24V DC)
Temp Rating 0°C to 70°C
Memory:
-.Event Log 3000 Data
-.History Log 10 Sec X 3 Days

ALARM FUNCTION Alarm & Failure status

Mist Alarm:
-.Slow down Alarm RMU- Red LED On (Alarm Indicators panel)
-.Pre-warning Alarm and Alarm channel displayed on LCD
-.System Fault Alarm RMU- Yellow LED On (Fan, Communication Alarm Indicators panel)
and failed channel displayed on LCD
Alarm Setting Slow down Alarm (Max .2.5mg/liter)
Pre-warning Alarm (User adjustable)
Alarm Contacts Slow Down N.O(8 ea), Pre-warning Alarm N.C(8 ea) -NO, NC selectable
125VAC 0.5A, 30VDC 1.0A, 1a1b
CONSTRUCTION
Dimensions H250mm, W380mm, D130mm
Enclosure Rating IP 44
Weight(RMU) 7.5 kg Gross
Housing Carbon steel

IACS issued new tests procedure in Oct. 2006 which required to demonstrate that crank
case oil mist detection and alarm equipment intended to be fitted to diesel engines satisfy
classification society requirements.
The purpose of type testing crankcase oil mist detection In accordance with above rules, The new VISION III oil
and alarm equipment is described within the below features: mist detector adopting advanced micro processor and
infrared technology was designed for detecting oil mist
- To verify the functionality of the system. generated, and suspended in the crank-case of the marine
- To verify the effectiveness of the oil mist detectors. diesel engine.
- To verify the accuracy of oil mist detectors. The robust construction of the detector probes, and their
- To verify the alarm set points. associated equipment, is designed to take into account the
- To verify time delays between oil mist leaving
harsh environmental conditions of a vessel. This detector
the source and alarm activation.
- To verify functional failure detection. to detect oil mist can be used as a stand alone solution in
- To verify the influence of optical obscuration sensitive operating environments for the marine diesel
on detection. engine.

OMD@Specs 2008
 Ultimate Solution Provider

Technical Specification -Continued

ITEM SPECIFICATION

Detector Unit
Type Vision IIIC
Sensitivity 0.01 mg/Liter
Communication between RMU RS 485
& detector
Indication Green : Power On
Yellow : System Fault
Red : Mist Alarm
5 Way Plug In Connector Power 1,2 pin
Signal 3,4 Pin, Shield 5 pin
Mounting ¾ inch BSP
Enclosure Rating IP 56
Power 24VDC
Temp Rating 0°C to 70°C
Dimensions H137mm, W84mm, D90mm
Weight 0.5kg
Housing PPA +GF30%, Halogen free

Junction Box
TYPE Vision IIIJ2
Max. No of Detector Inputs 14 Serial (Loop) connection
Fuse Rating 0.5A
Temp Rating 0°C to 70°C
Enclosure Rating IP 56
Dimensions H75mm, W90mm, D45mm
Weight 0.2kg
Housing Aluminum

Features :

- Newest Version on recent IACS requirement

- Effectiveness verified on M67 rule
- Superior accuracy verified
- Most rigid construction
- Instantaneous response to alarm
- RS485, 422 to IAS
- Advanced technology

OMD@Specs 2008
 System Configuration Drawing for Crank Case OMD

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› ŒŒ› ›Œ —œ™—–šŒš –™ žŠ ›“Œ™‹ vpsGtpz{Gkl{lj{pvuGz€z{lt zw}pppTlunTiWWY
W
Oil Mist Detector
X Y Z [ \ ] ^ _
Ultimate Solution Provider

OMD@Specs 2008
 Ultimate Solution Provider

Crankcase Oil Mist Detection System

Reference List
Apr. 2008
Customer Ship Year Year Points Engine Type
/ Ship Name Type (Order) (Delivery)

Paterson, UK 1997 1997 2 Sample

HICO 2000 2000 2 Caterpiller 4 Stroke
HICO 2000 2000 2 Caterpiller 4 Stroke
HHI 2000 2000 6 HiMSEN 6L23/28
HHI 2000 2000 6 HiMSEN 6L23/28
HHI 2002 2003 6 HiMSEN 6L23/28
HHI 2007 2007 8 HiMSEN 8L28/32
Genco/ Challenger CT 2008 2008 7 B&W 6S42MC
NOL/ Colombo CN 2008 2008 6 Hudong B&W 6L42MC
NOL/ Tiger River CN 2008 2008 6 Hudong B&W 6L42MC
Genco/ CT 2008 2008 7 B&W 6S42MC
Genco/ CT 2008 2008 7 B&W 6S42MC
Genco/ CT progress 2008 7 B&W 6S42MC
Wilhelmsen/ Tampere RR progress 2008 11 Mitsui B&W 9K90GF
Wilhelmsen/ Toba RR progress 2008 11 Mitsubishi Sulzer 9RND 90M
Wilhelmsen/ Tourcoing RR progress 2008 11 Mitsubishi Sulzer 9RND 90M
Wilhelmsen/Tapiola RR progress 2008 11 Mitsubishi Sulzer 9RND 90M
KOSPO PP progress 2008 8 B&W 7K60MC
KOSPO PP progress 2008 8 B&W 7K60MC
KOSPO PP progress 2008 8 B&W 7K60MC
KOSPO PP progress 2008 8 B&W 7K60MC
Hanjin/ Bremerhaven CT 2008 2008 18 Warsila 12RT96FLEX/
HiMSEN 8H25/33,9H25/33

OMD@Specs 2008
 Ultimate Solution Provider

SpecsVision World Best SpecsVision !

MAN B&W Installed !
U.S. Bulk Carrier
GENCO CHALLENGER
VISION IIIC
Crank Case OMD

Remote
Monitoring Unit

Majority of Engine Room Fires

IMO Maritime Safety Committee confirmed

the majority of fires occurred in marine
engine room and engine are generally
caused by Oil Mist formation.
The Oil mist can be formed in one of two ways:
* Atomizing of oil spray leaked from oil line
* Vaporizing of oil mist on hot machine surface

Justification of OMD installation

In the ideal world the simple solution for preventing oil mist fires
is to ensure no leaks occur in the first instance, but the harsh reality
is oil mist fires do occur and problem needs to be addressed.
One practical answer is to install an Oil Mist Detector
to detect an oil mist before it can reach levels where it saturated
the atmosphere to such an extent that there is a risk of fire.
Vision III OMD@2007 Specs
 Ultimate Solution Provider

Global Customer Service Network

ASIA NORTH AMERICA

• Republic of Korea • USA

Specs Corporation Engineering & Machinery Consultants, Inc.
Techno park B-703/704/705, 8015 Sportshaven Drive
148 Yatap, Bundang, Sungnam, Kyonggi Humble. TX77346, U.S.A.
463-070 Republic of Korea TEL : +1-206-412-8754
TEL : +82-31-706-5211 E-mail : emc.jong@hotmail.com
FAX : +82-31-706-5214 Newport Technologies
E-mail : specs@specs.co.kr 23091 Antonio Purkway, Suite 335
Rancho Santa Margarita, CA92688, U.S.A.
• Japan
TEL : +1-949-635-1234
LGE Japan Ltd. FAX : +1-949-635-0700
Room 717, Chisan 7th Shin Osaka, E-mail : jchoinpt@gmail.com
6-2-3 Nishi, Nakajima, Yodog awa-ku, Osaka
532-0011 Japan EUROPE
TEL : +81-6-6885-8871
FAX : +81-6-6885-8876 • United Kingdom
E-mail : lgejapan@lgejapan.co.jp
Whessoe Total Automation Ltd.
• China Unit 28 Northfield Way, Aycliffe Business Park,
Newton Aycliffe, Co. Durham, DL5 6UF, UK
Hai Cheung Trading Co. (HK) Ltd.
TEL : +44-132-5-327-299
21/F, Bupa Centre, 141 Connaught Road West
FAX : +44-132-5-310-808
Sheung Wan, Hong Kong, China
E-mail : info@whessoe-europe.co.uk
China PC: 200122
TEL : +852-2836-3936 • Germany
FAX : +852-2893-5550
GATec GmbH
E-mail : hk-office@haicheung.com
Buchwaldstr.3
• Singapore D-22143 Hamburg, Germany
TEL : +49-40-6758-2379
ACE Instrumentation PTE Ltd. FAX : +49-40-6758-2408
61 Upper Oaya Lebar Road E-mail : hong@gatec.net
#04-01, Tat Wan Building
Singapore 534816 • Greece
TEL : +65-6269-5218
SELMA
FAX : +65-6364-2470
SELMA building
E-mail : info@aceinstrumentation.com
122 Kallikratida Street 18546,
Sea Hover Technology PTE Ltd. Piraeus, Greece
21 Toh Guan Road East TEL : +30-210-4635 951, 4620 167
#04-28, Toh Guan Center FAX : +30-210-4616 357
Singapore 608609 E-mail : info@selma.gr
TEL : +65-6267-8061
FAX : +65-6267-8062
E-mail : info@seahover.com

• UAE

Metro Mac Marine Automation

P .O .B O X 134 85
S hed #6 2/1, A LJeda f P ort ,D uba i,U A E
TE L : + 97 1-4-32 4-77 77
F A X : + 97 1-4-32 4-10 48
E-mail : info@metromac.com

H. Q.
Techno Park B-703, 704, 705 #148 Yatap Bundang Sungnam Kyonggi, Korea 463-070
+82-31-706-5211 TEL, +82-31-706-5214 FAX specs@specs.co.kr EMAIL
www.SpecsVision.com, www.specs.co.kr
Busan Office:
Byucksan Digital valley 704 132-7 Gamjeon2 Sasang Busan 617-800
+82-51-803-0041 TEL, +82-51-804-3364 FAX specsps@specs.co.kr EMAIL

OMD@Specs 2008