Engine Room Simulator

MAN B&W 7S80ME-C9.2 VLCC

DMS-2017A

Operators Manual
Part 3

Machinery & Operation

 Contents
1 Sequence Diagram .............................................................................................................. 1
1.1 First start to own supply ................................................................................................ 1
1.2 Own supply to harbour condition .................................................................................. 1
1.3 Harbour condition to ready for departure ...................................................................... 2
1.4 Ready for departure to constant speed .......................................................................... 2
2 Electrical Plant ...................................................................................................................... 3
2.1 Electrical Power supply ................................................................................................. 3
2.2 Emergency Switchboard................................................................................................ 8
2.3 Auxiliary Engines and Auxiliary Engines System ...................................................... 10
2.4 Synchro & Bus Tie CB ................................................................................................ 16
2.5 Main Switchboard-Starter Section .............................................................................. 19
2.6 Main Switchboard-Feeder Section .............................................................................. 20
3 MAIN ENGINE AND MAIN ENGINE SYSTEMS ........................................................... 22
3.1 Main Engine ................................................................................................................ 22
3.2 M/E Fuel Oil Service System ...................................................................................... 22
3.3 Main Lube Oil Service System ................................................................................... 26
3.4 Fresh Water Cooling System ....................................................................................... 29
3.5 M/E Bearings............................................................................................................... 32
3.6 M/E Cylinders ............................................................................................................. 33
3.7 M/E Turbocharger ....................................................................................................... 34
3.8 M/E Local Control ...................................................................................................... 36
3.9 M/E Manoeuvring System .......................................................................................... 38
3.10 M/E Load Diagram.................................................................................................... 41
3.11 M/E Indicator Diagram ............................................................................................. 43
3.12 Exhaust Gas System .................................................................................................. 44
4 PROPELLER AND STEERING SYSTEMS ................................................................... 46
4.1 Stern Tube Lube Oil System ....................................................................................... 46
4.2 Steering System ........................................................................................................... 47
5 SERVICE SYSTEMS ......................................................................................................... 53
5.1 Fuel Oil Transfer System................................................................ !
5.2 Fuel Oil Purifying System .............................................................. !
5.3 Heavy Fuel Oil Separators ............................................................. !

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5.4 Fuel Oil Drain System .................................................................... !
5.5 Lube Oil Transfer System .............................................................. !
5.6 Lube Oil Purifying System ............................................................. !
5.7 Lube Oil Purifier ............................................................................ !
5.8 Lube Oil Drain System ................................................................... !
5.9 Sea Water Cooling System ............................................................. !
5.10 LTFW Cooling System ................................................................. !
5.11 Fresh Water Generator .................................................................. !
5.12 Daily Fresh Water System ............................................................ !
5.13 Compressed Air System ............................................................... !
5.14 Air Distribution System ................................................................ !
5.15 Air Ventilation System.................................................................. !
5.16 Air Condition System ................................................................... !
5.17 Refrigeration System .................................................................... !
5.18 Bilge System ................................................................................ !
5.19 Bilge Separator ............................................................................. !
5.20 Sludge Oil System ........................................................................ !
5.21 Sewage Treatment System ........................................................... !
5.22 Boiler Fuel Oil Systems ............................................................... !
5.23 Boiler Feed Water System ............................................................ !
5.24 Boiler Steam System .................................................................... !
5.25 Steam Condenser System ............................................................. !
5.26 Cargo Pump Turbines ................................................................... !
5.27 Ballast Pump Turbines ................................................................. !
5.28 Ballast Water System.................................................................... !
5.29 Ballast Treatment System ............................................................. !
5.30 Anti-fouling System ..................................................................... !
5.31 Impressed Current Cathodic Protection System........................... !
5.32 Windlass and Mooring System ..................................................... !
5.33 Mooring Winch System ................................................................ !
5.34 Davits ........................................................................................... !

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 5.35 Accommodation Rooms ............................................................... !
6 EVALUATING SYSTEM .................................................................................................. 108
6.1 Malfunction Setting by Trainers................................................................................ 108
6.2 Evaluating Operation of Trainees .............................................................................. 110

III
1 Sequence Diagram

1.1 First start to own supply

1.1.1 Cold ship

1.1.2 Prepare and start emergency generator, via ID92, see Section 2.1
1.1.3 Close the breakers on emergency switchboard, via ID93, see Section 2.1
1.1.4 Prepare the compressed air system, via ID83, see Section 2.3
1.1.5 Prepare the LTFW cooling system, via ID31, see Section 2.3
1.1.6 Prepare one of the A/E systems, via ID80/81/82, see Section 2.3
1.1.7 Start one of the diesel generators and connect it to main switchboard, via ID104/105/110,
see Section 2.3
1.1.8 Close breaks on main switchboard starters, via ID100/101/113/114, see Section 2.5
1.1.9 Close breaks on main switchboard feeders, via ID102/103/111/112, see Section 2.6
1.1.10 Close breaks on 220V main and emergency board, via ID115/95, see Section 2.6 and
2.2
1.1.11 Start fans, via ID74, see Section 5.15
1.1.12 Own supply

1.2 Own supply to harbour condition

1.2.1 Own supply

1.2.2 Check and connect breakers on main switchboard feeders, via ID102/103/111/112, see
Section 2.6
1.2.3 Prepare and operate fresh water cooling system for A/E, via ID31 and ID80/81/82, see
Section 2.3
1.2.4 Prepare and operate main air compressors, to supply service air and control air, via ID83,
see Section 5.13
1.2.5 Prepare and operate air distribution system, via ID84, see Section 5.14
1.2.6 Prepare and operate daily fresh water system, via ID35, see Section 5.12
1.2.7 Prepare and operate refrigeration system, via ID65, see Section 5.17
1.2.8 Prepare and operate oil fired boiler on MDO/HFO, via ID40~43, see Section 5.22~5.24
1.2.9 Operate ME lube oil purifiers, via ID23~25, see Section 5.6~5.7
1.2.10 Prepare HFO settling tanks, via ID12, see Section 5.1
1.2.11 Prepare HFO service tanks by HFO separators, via ID13~15, see Section 5.2~5.3
1.2.12 Operate ME HTFW pre-heating system, via ID33, see Section 3.4
1.2.13 Prepare HFO supply for AE, via ID10~11, see Section 2.3/3.2

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1.2.14 Change over MDO to HFO of AE, via ID10~11, see Section 2.3/3.2
1.2.15 Set up bilge system for bilge tank, via ID60, see Section 5.18
1.2.16 Harbour condition

1.3 Harbour condition to ready for departure

1.3.1 Harbour condition

1.3.2 Prepare and parallel standby diesel generator(s) in SEMI or MANUAL mode, via
ID80/81/82, see Section 2.4
1.3.3 Open starting air to ME from main air bottles, via ID83, see Section 5.13
1.3.4 Prepare and start ME lube oil system, cylinder oil system and hydraulic control oil
system, via ID20, see Section 3.3
1.3.5 Prepare and start ME HTFW system, via ID33, see Section 3.4
1.3.6 Prepare sea water cooling system for starting of ME, via ID30, see Section 5.9
1.3.7 Prepare ME fuel oil service system, via ID10, see Section 3.2
1.3.8 Prepare and start exhaust gas boiler water circulating pumps, via ID42, see Section 5.23
1.3.9 Prepare and test steering gear system, via ID150/132, see Section 4.2
1.3.10 Prepare and operate stern tube lube oil system, via ID21, see Section 4.1
1.3.11 Turn ME on turning gear with indicator cocks open, via ID04, see Section 3.8
1.3.12 Remove turning gear and put auxiliary blowers in REMOTE, via ID04, see Section 3.8
1.3.13 Put main starting valve to SERVICE position, via ID05, see Section 3.9
1.3.14 Air run ME in LOCAL position, via ID04, see Section 3.8; or in ECR position, via
ID126
1.3.15 Close indicator cocks, then test ME ahead and astern, via ID04, see Section 3.8
1.3.16 Accept standby engine in LOCAL position, via ID04, see Section 3.8; or in ECR
position, via ID127
1.3.17 Set ME to WHEEL HOUSE position, via ID04/127/130, see Section 3.8
1.3.18 Ready for departure
1.4 Ready for departure to constant speed

1.4.1 Ready for departure

1.4.2 Start ME by putting the telegraph handle to DEAD SLOW AHEAD, via ID130
1.4.3 Control the speed of ME by telegraph handle, via ID130; and control the rudder angle
by steering gear wheel, via ID132, see Section 4.2
1.4.4 When at sea with a constant speed, change over MDO to HFO of ME, via ID10, see
Section 3.2
1.4.5 Prepare and operate fresh water generator in necessary, via ID34, see Section 5.11

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2 Electrical Plant

2.1 Electrical Power supply

General
Fig.2.1 shows the power station diagram of the ship (ID: 116). It shows that the ship’s electric
power is generated by:
- Three 1120 kW/450 V/60 Hz/900 rpm diesel engine driven synchronous generators
- One 260 kW/450 V/60 Hz/1800 rpm emergency generator

Fig.2.1 Power station diagram

The electrical power is distributed via:

- One main switchboard, divided into two main 440V bus bars and one 220V bus bar
- One emergency switchboard, divided into one emergency 440V bus bar and one
emergency 220V bus bar
- One DC 24V panel, with one 24V bus bar
No.1 and No.2 main 440V bus bars are connected by a bus tie (BT), and they power all the
440V electrical equipment, 220V transformers, and the emergency 440V bus bar through a
bus tie circuit breaker (BT-CB), in normal condition.
In emergency, the emergency generator powers the emergency 440V bus bar, through an
emergency circuit breaker (EG-CB) and an isolation breaker (EG-BT), with the bus tie circuit
breaker open.
The main bus bar can be supplied from shore connection via the shore cable and the shore
circuit breaker (SCB). The emergency bus bar can also be powered by the shore power, via
the shore circuit breaker (SCB) and bus tie circuit breaker (BT-CB).
Description

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The emergency generator can be set to either AUTO or MANU mode, via the emergency
generator control panel (ID: 93). It is normally kept in AUTO. In AUTO mode if power is lost
to the emergency bus bar the generator starts and connects automatically. Reconnecting the
emergency bus bar to a live main bus bar automatically stops the generator.
Each main generator has indication for rotor phase (between current and voltage), current
angle, power factor and reactive power. The main generators governor speed control can be
accessed. All are based on a PI controller with droop setting.
All main generators are protected by a circuit breaker. The breaker protects against:
- Instant over current of generator
- Fast over current of generator
- Slow over current of generator
- Reversed power
- Low voltage
- Low frequency
The settings of the above are easily accessed on the breaker itself. The breaker also sets the
level at which the preferential trips operate, this function does not trip the circuit breaker.
Whichever trip has activated is indicated and can be reset from the circuit breaker.
The emergency generator can not be synchronized. On the main bus bar there is a connection
to the emergency bus bars.
Normal operating modes for the emergency generator and main generators are as follows:
- Emergency generator on AUTO mode at all times.
- Main generators:
- In port: main generators supplying power as required, normally one is sufficient.
- Manoeuvring: any two main generators supplying power at least.
- Sea passage: main generators supplying power as required.
Operation
1. Shore Connection
1.1 Ensure all generators disconnected, emergency bus bar and bus tie disconnected.
1.2 Connect incoming cable.
1.3 Check phase rotation:
- Push the Phase Check button on the emergency 440V feeder panel. (ID94)
- Observe the Phase Sequence Detector:
- if the Normal lamp is lighting, it’s indicating that the phase of the shore power is
accordance with the ship power;

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 - if the Reverse lamp is lighting, it’s indicating that the phase of the shore power is
NOT accordance with the ship power, two connections should be changed at random,
then take the above measures again, until the Normal lamp is lighting.
1.4 Close shore circuit breaker to supply main bus.
1.5 Close emergency bus if required or starting from cold and continue start sequence.
1.6 Shore circuit breaker must be tripped before connecting main generator to bus.
2. Emergency Generator Starting
Preparation: Turn on the MAIN CONT. CONS. switch on the DC 24V panel (ID90, as shown
in Fig.2.2) at first, and then, turn on the other swithes, including QF, F1 to F7, F10 and F11.

Fig.2.2 DC24V panel

2.1 On the emergency generator system (ID92, as shown in Fig.2.3), put the POWER switch
to ON positon, and put the MODE switch to MANU position.
2.2 Ensure the level of fuel tank, LO sump tank, hydraulic oil reservoir and fresh water cooler
are correct.
2.3 Open the outlet vlave of the fuel tank and the fuel shutdown valve.
2.4 Ensure battery voltage is correct (no less than 24V), and then push down the START
button, the emergency generator will be started and kept running at 1800 rmp.
2.5 If the battery voltage is too low, the hydraulic energy is able to be used. In this case, click
the handle of hand pump, and the pressure (about 206 bar) in the accumulators will be
established in several seconds. Then, open the stop valve in the outlet of accumulator by
pressing the left mouse button on is continuously, until the generator speed is upto 1800 rpm.

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2.6 On the emergency generator control panel (ID93, as shown in Fig.2.4), put the CTRL
MODE switch to MANU positon, close emergency generator breaker, by pushing down the
EG CB CLOSE button. And turn on the ISOLATION BREAKER (EG-BT).
2.7 Then, the electrical power is supplied to the emergency 440V bus bar.

Fig.2.3 Emergency generator system

Fig.2.4 Emergency generator control panel

3. Emergency Generator Stopping
3.1 Ensure that main bus bar has supply.

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3.2 Connect main bus bar breaker connection to emergency bus, by push down the BUS TIE
CB CLOSE button on the emergency generator control panel (ID93).
3.3 Open emergency generator breaker, by pushing down the EG CB OPEN button (ID93).
3.4 Stop generator, by pushing down the STOP button (ID92).
4. Emergency Generator Automatic Operation
4.1 The generator is normally in AUTO, voltage control on, circuit breaker open. There are
three switches should be placed in AUTO, including MODE switch for emergency generator
(ID92), CTRL MODE switch for EG-CB and BT-CB (ID93).
4.2 If supply is lost to the emergency switchboard the generator will be automatically started
and EG-CB closed, supplying the emergency bus.
4.3 The main bus will be isolated due to the BT-CB opening on low voltage.
4.4 When the emergency bus is again supplied from the main bus, BT-CB will be closed and
EG-CB opened, the emergency generator will be automatically stopped.
5. Emergency Generator Testing
5.1 The generator should be tested regularly to ensure that it will function when required.
5.2 Ensure that main bus bar has supply. Switch the generator in AUTO, CTRL MODE of
EG-CB and BT-CB in AUTO.
5.3 Turn the SEQUENCE TEST switch to ON position, BT-CB will be tripped at first, and
then emergency generator started automatically. After the voltage and frequency are
established, EG-CB will be closed. Then emergency bus bar is supplied from emergency
generator.
5.4 After everything is OK, put the SEQUENCE TEST switch to OFF position, BT-CB will
be closed immediately.Then EG-CB will be closed and emergency generator stopped
automatically after several seconds.
6. Main Generators
6.1 It is normal to have the generators in AUTO, by put the CONTROL MODE SELECT in
AUTO position (ID106). And priority of standby generatros should be set by the STANDBY
SELECT switch. In this condition, the standby generator will be started and connected to the
main bus bar automatically, if the electrical load is beyond the output of the running
generator(s).
6.2 If the CONTROL MODE SELECT is switched to MANU or SEMI position, the standby
generator can only be started manually.
6.3 With generators not in AUTO mode connection can be made from ID106, see Section 2.4.
6.4 Before attempting connection check that the generator is ready to run. (ID80/81/82, see
Section 2.3).

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6.5 If the generator engine is in LOCAL mode, it can only be started locally, by pushing down
the ENG START button (ID80/81/82); if it is in REMOTE & AUTO mode, it can only be
started remotely, by pushing down the START ENGINE button on the diesel generator panel
(ID104/105/110).
6.6 When engine is running adjust voltage control if necessary to match main bus voltage.
This could be done by pressing the left mouse button on the pointer of VOLTAGE
REGULATOR and dragging it to the desired position.
6.7 The generator can be connected to or disconnected from the main bus bar, using the
synchroscop & bus tie CB panel manually, semi-automatically, or automatically. (ID106, see
Section 2.4)

2.2 Emergency Switchboard

General
The emergency switchboard supplies circuits necessary for the safety of the vessel. These
include communications, navigation lights, fire alarm, fire and flood control, and some
auxiliary equipment.
The emergency switchboard includes an emergency generator control panel (ID93), an
emergency AC440V feeder panel (ID94), an emergency AC220V feeder panel (ID95) and a
H1 & fan control panel (ID96).
Description
On the emergency generator control panel, there are two circuit breakers and a bus tie. They
are bus tie circuit breaker (BT-CB), emergency generator breaker (EG-CB) and emergency
generator bus tie (EG-BT, also named isolation breaker).
The BT-CB is used to connect the main switchboard and the emergency switchboard, and it is
usually located in AUTO mode in normal condition. Only if there is voltage on the main
switchboard, the BT-CB can be closed manually or automatically. When it is deactivated on
the main switchboard, the BT-CB will be opened automatically or can not be closed
manually.
In case of the emergency switchboard is supplied by the emergency generator, the EG-CB and
EG-BT should be closed. There are two control modes of EG-CB, MANU and AUTO. It is
usually located in AUTO in normal condition, with EG-CB opened and EG-BT colsed. When
it is deactivated on the main switchboard, the emergency generator will be started
automatically in less than 45 seconds, and then the EG-CB will be closed automatically.
Fig.2.5 shows the emergency AC440V feeder panel. It supplies electrical power for G/E
priming LO pump, G/E DO pump, NO.3 main air compressor, NO.3 steering gear, NO.1&2

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emergency transformer primary, high expansion foam liquid pump, emergency fire pump, and
so on. The shore power tie breaker (SCB) is used to supply shore power to the main bus bar or
emergency bus bar. SCB is usually kept in OFF, and it needs to switch on when shore power
is supplied from the shore box.
Fig.2.6 shows the emergency AC220V feeder panel. There are two switiches for NO.1 and
NO.2 emergency transformer secondary, one of the two switchers should be selected and
opened. The panel supplies electrical power for main control console, E/G battery charger,
battery charger and discharge board, bridge panel, and so on.
Earth fault findings are availale on both feeder panels.

Fig.2.5 Emergency AC440V feeder panel

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 Fig.2.6 Emergency AC220V feeder panel

2.3 Auxiliary Engines and Auxiliary Engines System

General
The ship is equipped with three 1120 kW/450 V/60 Hz/900 rpm synchronous main generators.
Each generator is driven by a turbocharged, four-stroke, 6-cylinder auxiliary diesel engine.
The auxiliary diesel engines are equipped with separate, integrated systems for cooling water
and lubrication oil. The diesel engines are designed for low sulfur gas oil diesel oil or heavy
fuel oil operation.
Description
In emergency or first start process, the engines can be supplied with DO or GO, by means of
the A/E fuel oil service system, as shown in Fig.2.7 (ID11). In normal condition, the engines
can also be supplied with HFO, DO or GO, by means of the M/E fuel oil service system
(ID10).
There are two diesel oil pumps serviced for G/E purely, one is electric driven (powered by
emergency AC400V) and the other one is air driven (powered by compressed air). The pumps
take suction either from the GO service tank or DO service tank. Shifting between GO and
DO is carried out by means of the 3-way valve. The return oil from engines are led to a
venting tank and then to the GO service tank.
In order to keep the viscosity of DO in a certain range, the system is equipped with a DO
cooler. By means of the cooler, DO can be cooled down by LTFW, if the DO has to be used
for a long time.

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An auto backflushing filter and two flow meters are equipped in the system. The can work
together with the M/E fuel oil service system, supplying fuel oil to auxiliary diesel engines.
One flow meter is located in the inlet line, to record the inlet quantity of fuel oil, and the other
one is located in the outlet line, to record the return quantity of fuel oil. Then, the fuel oil
consumption of auxiliary diesel engines can be calculated.

Fig.2.7 A/E fuel oil service system

The A/E HTFW cooling system is used to supply cooling water for the auxiliary engines, to
cool the jackets, cylinder covers, HT air coolers, and so on, as shown in Fig.2.8 (ID32).
For ench engine, a shaft driven HT fresh water circulating pump circulates the HT cooling
water. The temperature is controlled by a thermostatic 3-way vavlve, controlling the
temperature at inlet cylinder jackets. The temperature controller is a PID controller, and the
setting can be changed by clicking the symbol . As the HT water and LT water are
blended through the three-way valve, no jacket cooler is needed. The LO cooler and LT air
cooler are cooled by the LT cooling water, which is circulated by fresh water pumps in the
LTFW cooling system (ID31).
The HT cooling water can be pre-heated in the first start process, by means of a G/E jacket
water heating unit. In the unit, an electric pump and an electric heater are equipped, which are
powered by emergency AC440V.

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 Fig.2.8 A/E HTFW cooling system
Each A/E has an A/E system, including the engine control panel, safety unit, indicators for
key parameters, and serve systems. These are integrated on the engine. Fig.2.9 shows NO.1
A/E system (ID80).
The fuel oil is supplied from ID11, and its quantity supplied to each plunger pump is
controlled by the governor.
There are two air supply branches for the engine, one is the control air from ID83, and the
other one is the starting air from ID83.
The lubrication system is equipped with an electrical LO priming pump and a shaft driven LO
main pump. The priming pump serves as a pre-lubrication oil pump and as a stand by oil
pump in case of break down of the main pump. The pumps take suction from the LO sump
tank of the diesel engine and discharges though a freshwater cooled LO cooler and a self
cleaning filter. The oil sump can be refilled from the LO storage tank, and the oil can be
purified by using the LO purifying system. The electrical priming pump is powered by
emergency AC 400 V.
Engine control
The engine control panel has the following functions and indications:
- Selection of LOCAL/REMOTE&AUTO control of engine.
- Start engine in LOCAL mode, and emergency stop the engine.
- Block engine by the BLOCK HANDLE. Only when the handle is located in the RUN
position, the engine can be started; if in STOP position, the engine can only be blown

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 by the starting air.
- Start/stop of LO priming pump in LOCAL mode. With the engine in
REMOTE&AUTO mode, the pump will be started automastically.
- Low pressure reset of LO priming pump.
- Condition indications of engine and LO priming pump.
Control/safety unit
The diesel engines are equipped with a separate, independent safety system, and each engine
has a control/safety unit to conduct the safety protection function. The system monitors the
engine condition by binary sensors and includes the following adjustable parameters (safety
shutdown):
- Over speed
- LO low pressure
- HTFW high temperature
If one of the parameters is exceeded the diesel engine will shut down and a trip alarm is given.
A lamp at the local panel indicates the trip condition. To restart the engine the cause must be
found and corrected.

Fig.2.9 A/E system

Operation
In normal operation the generator is in stand by mode with AUTO, by put the engine control
mode in REMOTE & AUTO position (ID80/81/82) and the generator control mode in AUTO

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position (ID: 106). And priorities should be set by the STANDBY SELECT switch. While in
AUTO mode the generator must be prepared ready to start.
1. Preparation for a routine start of the engine
In normal operation, when one auxiliary engine in running at least, and a standby engine is
going to be started, the following preparations for the standby engine should be carried out:
1.1 Check that the fresh water temperature controller is working. The normal set point is 85℃,
and it can be changed.
1.2 Check level in lubricating oil sump tank, refill from storage tank if necessary.
1.3 Ensure that lubrication oil valve to the sludge tank is closed. And ensure that lubrication
oil valve to the bypass filter is closed.
1.4 Check lubrication oil pressure. If the priming pump is stopped, start it in LOCAL mode;
or put the engine in REMOTE & AUTO mode, the pump will be started automatically.
1.5 Ensure that control air and starting air supply valves to engine are opened.
1.6 Ensure that fuel oil supply valves from A/E fuel oil service system (ID11) to engine are
opened.
2. Preparation for the first start process
If the auxiliary engine is prepared for the first start with emergency supply, more preparations
should be taken compared with the above mentioned routine operation, as follows:
1.1 Prepare the compressed air system. (ID83)
1.1.1 Ensure the valves from NO.3 main air compressor to auxiliary air reservoir are opened.
1.1.2 Ensure the cooling water valves inlet and outlet of the compressor are opened.
1.1.3 Then start the compressor by switching the COMPRESSOR CONTROL swtich to
MANU position. The compressor should be stopped by switching the COMPRESSOR
CONTROL swtich to OFF/RESET position, when the pressure of auxiliary air reservoir is
upto 3.0 MPa.
1.2 Prepare the LTFW cooling system. (ID31)
1.2.1 Check level in the fresh cooling water expansion tank and refill if necessary.
1.2.2 Ensure the revent valves of the system are opened, at least involving the inlet and outlet
valves of FW pumps, FW coolers, main generators, and NO.3 main air compressor.
1.2.3 After the main power supply is restored, start one the cooling water pumps, and check
the inlet and outlet pressure. The power of the pumps are supplied from group starter panels
of main switchboard (ID100, ID101 and ID114).
1.3 Prepare the A/E fuel oil service system. (ID11)
1.3.1 Check water level in the DO service tanks and drain if necessary.
1.3.2 Ensure the valves from DO service tank to auxiliary engines are opened. The valves in

14
the fuel returning line should be opened too.
1.3.3 Start the G/E DO pump from NO.2 group starter panel (ID101). If there are no power
supply, switch on the P2-2 switch from the emergency AC440V feeder panel (ID94).
1.3.4 The air driven G/E DO pump can be used as an alternative, if the compressed air is
supplied.
1.4 Prepare the A/E systems. (ID80/81/82)
Suppose NO.1 auxiliary engine is going to be used:
1.4.1 Check that the fresh water temperature controller is working. The normal set point is
85℃, and it can be changed.
1.4.2 Check level in lubricating oil sump tank, refill from storage tank if necessary.
1.4.3 Ensure that lubrication oil valve to the sludge tank is closed. And ensure that lubrication
oil valve to the bypass filter is closed.
1.4.4 Check lubrication oil pressure. If the priming pump is stopped, start it in LOCAL mode;
or put the engine in REMOTE & AUTO mode, the pump will be started automatically.
1.4.5 Ensure that control air and starting air supply valves to engine are open.
1.4.6 Ensure that fuel oil supply valves from A/E fuel oil service system (ID11) to engine are
open.
3. Starting
3.1 When the control mode is in REMOTE & AUTO, the engine can only be started from the
corresponding diesel generator panel (ID104/105/110).
3.2 To starte locally, select LOCAL mode on the engine control panel.
3.3 Put the BLOCK HANDLE in RUN position.
3.4 Start the LO priming pump if it is stopped, and check lubrication oil pressure.
3.5 Ensure there are no alarm lamps (red) at the engine control/safety unit.
3.6 Press the ENG.START button, the engine will be started immediately and speeded up to
900 rpm.
3.7 When engine is running, the shaft driven LO pump is used, and the priming pump will be
stopped automatically.
3.8 Switch the engine mode to REMOT & AUTO, then the generator can now be connected
to the main bus using the Synchro & Bus Te CB panel (ID106).
4. Stopping
4.1 When the control mode is in REMOTE & AUTO, the engine can only be stopped from
the corresponding diesel generator panel (ID104/105/110).
4.2 To stop locally, firstly ensure that generator circuit breaker is open.f
4.3 With the control mode in LOCAL, press EM’CY STOP button. The button can only be

15
released by clicking it with the right mouse button.
4.4 If the generator is to be stopped for maintenance, keep control mode in LOCAL, put
BLOCK HANDLE in STOP, close starting air valve to the engine, and stop the LO priming
pump.

2.4 Synchro & Bus Tie CB

General
The synchro & bus tie CB panel (ID106), as shown in Fig.2.10, is used for manual connection
and disconnection of the generators to the bus bar. The panel can be divided into four
sections:

Fig.2.10 Synchro & bus tie CB panel

Section 1 - Parameter meters. They including power meters and power factor meters for each
generator, dual-scal frequency meters and voltmeters for bus bar and incoming generator,
synchro meter, and so on. The synchro meter indicates the phase relationship between main
bus bar and selected generator.
Section 2 – Indicator lamps. They including the condition and important alarm indicators of
diesel generators, emergency generator, EG-CB, BT-CB, and so on.
Section 3 - Push buttons. They including OPEN and CLOSE push buttons for each circuit
breaker of diesel generator, AUTO START/SYN and LOAD SHIFT push buttons for each
generator, SYN/LOAD SHIFT CANCEL push button, FLICKER/BUZZER STOP push
button, ALARM ACK push button, and so on. In case of an alarm is actived, the

16
corresponding lamp will be flashed and the BUZZER will be sound. Then the
FLICKER/BUZZER STOP button should be pushed down to stop the flicker and buzzer. If
the alarm is solved, the corresponding lamp will be darken by pushing down the ALARM
ACK button.
Section 4 - Control switches. They including governor switches for each generator, synchro
select switch, control mode select switch, standby select switch, and so on. The governor
switches are used to lower or raise the speed of diesel engines. The position of synchro select
switch shouled be turned to the incoming generator position when the synchro meter is used,
and must be turned to OFF if it is not needed.
Operation
There are three mode of the main bus bar, MANU, SEMI and AUTO, and can be selected by
the control mode select. The incoming generator can be connected or disconnected to the
main bus bar as follows:
1. Manual connection
1.1 Turn the control mode select switch to MANU.
1.2 Prepare and start the incoming generator locally or remotely, see Section 2.3.
1.3 Turn the synchro select switch to the incoming generator position. For example, if NO.2
generator is the incoming one, turn the switch to DG2.
1.4 Compare the voltage and frequency with main bus. Adjust excitation if necessary to give
equal voltages, using VOLTAGE REGULATOR on the relevant diesel gengerator panel.
1.5 Adjust frequency using relevant GOVERNOR switch, so that incoming generator is
slightly faster than bus frequency.
1.6 Synchro meter should be turning slowly in a clockwise direction, it is about 5 seconds per
circle.
1.7 Connect the relevant circuit breaker by pushing down the CB CLOSE button, when the
light turns to the 11 o’clock position. The lighting button will show that the generator is now
connected to the bus.
1.8 Turn the synchro select switch to OFF, after the connection is successful.
1.9 Regulate the GOVERNOR switches of running and incoming generaor at the same time,
to manually share the load equally. The running one with high load should be LOWERED,
and the incoming one with low load should be RAISED. Make sure the regulation is done
slowly.
2. Manual disconnection
2.1 Ensure the control mode select switch is in MANU.
2.2 Regulate the GOVERNOR switches of running and outgoing generaor at the same time, to

17
reduce the load on outgoing generator to a low value (To avoid power reversing, the value
should not be reduced to zero, about 30 kW is OK). The running generator should be
RAISED, and the outgoing generator should be LOWERED. Make sure the regulation is done
slowly.
2.3 When the load of the outgoing generator is reduced to about 30 kW, push down the revent
CB OPEN button immediately. The lighting button will show that the generator is now
disconnected from the bus.
3. Semi-automatic connection
3.1 Ensure the control mode select switch is in SEMI.
3.2 Prepare and start the incoming generator locally or remotely, see Section 2.3.
3.3 Ensure the control mode switch of the incoming generator engine is in REMOTE
&AUTO. (ID80/81/82)
3.4 Connect the relevant circuit breaker by pushing down the AUTO START/SYN button of
incoming generator, it will be synchronized with the bus automatically. Then the load will be
shared between the bus and the incoming generator automatically.
3.5 The synchronizing operation can be cancelled if it is needed, by pushing down the
SYN/LOAD SHIFT CANCEL button, espically when the power reversing problem is going
to be happened.
4. Semi-automatic disconnection
4.1 Ensure the control mode select switch is in SEMI.
4.2 Ensure the control mode switch of the outgoing generator engine is in REMOTE &AUTO.
(ID80/81/82)
4.3 Disconnect the relevant circuit breaker by pushing down the LOAD SHIFT button of
outgoing generator. The load will be shifted to the bus and then disconnected from the bus
automatically.
4.4 The load shifting operation can be cancelled if it is needed, by pushing down the
SYN/LOAD SHIFT CANCEL button.
4.5 After several miniuts running in idle, the outgoing generator engine will be stopped
automatically.
5. Automatic operation
5.1 Turn the control mode select switch to AUTO.
5.2 Select the priority of standby generators using STANDBY SELECT switch.
5.3 Ensure the standby generator engines are in REMOTE &AUTO. (ID80/81/82)
5.4 Then the generators are automatically controlled by the Protection and Paralleling Unit,
including starting, connecting, load sharing and shifting, dicconnecting, stopping, and so on.

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2.5 Main Switchboard-Starter Section

General
There are four starter panels in all, including ID100, ID101, ID113 and ID114. They supplies
the key equipment directly form the main switchboard, such as main LO pump, HTFW pump,
and so on. Fig.2.11 shows the NO.1 group starter panel (left).
For each starter section, it contains power switch, current meter, hour conuter, indicator lamps,
mode select switch, space heater switch, start button, stop/reset button, etc.

Fig.2.11 NO.1 group starter panel

Operation
Take the operation of NO.1 main LO pmup for example:
1. Starting
1.1 Supply electrical power to the pump by clicking ON of the power switch. The lighting
SOURCE lamp shows the power is successfully supplied.
1.2 Turn the mode select switch to MANU.
1.3 Start the pump by pushing down the START button, and the lighting RUNNING lamp
shows the pump is running. Then the current meter shoulded be observed.
1.4 The pump may be started locally, only if the mode select switch is in MANU.
1.5 If the pump is used as the standby one, the mode select switch should be located in
AUTO.
2. Stopping
2.1 Ensure the pump is not needed to run.

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2.2 Ensure the mode select switch is in MANU.
2.3 Push down the STOP/RESET button to stop the pump.
2.4 The pump can be stopped locally, no matter the position of mode select switch.
2.5 If the pump is not needed for a long time, turn off the power supply by clicking OFF of
the power switch. Then put the space heater in ON position.

2.6 Main Switchboard-Feeder Section

General
There are four AC440V feeder panels in all, including ID102, ID103, ID111 and ID112. They
supplies the distribution box of some equipment, such as air conditioning plant, steering gear,
and so on. Fig.2.12 shows the NO.1 AC440V feeder panel (left).
In case of overload of available supply, the breakers can be grouped for non essentials to
automatically disconnect. Two levels of overload trip are labeled on the nameplate above the
breakers, preferential trip 1 (PT-1) and preferential trip 2 (PT-2). In case of overload, PT-1
loads will be tripped after a delay, and then PT-2 loads tripped followed if overload is not
eliminated, after a delay too. If it is still overload after PT-2 loads tripped, the circuit breaker
of running generator(s) will be tripped.

Fig.2.12 NO.1 AC440V feeder panel

The AC220V feeder panel, as shown in Fig.2.13, is fed from the main bus via a breaker and a
transformer.
There are two transformers, but only one can be used at a time.
Three earth lamps on AC220V panel are used to monitor the earth leakage current constantly.

20
 Fig.2.13 AC220V feeder panel

Operation
1. Turn on or turn off the breaker
1.1 To turn on the breaker, clicking OFF of it.
1.2 To turn off the breaker, clicking ON of it.
2. Power supply for AC220V feeder panel
2.1 Turn on the breakers on the primary side of transformers. They are 3-13 on ID102 and
10-13 on ID112.
2.2 Turn on one of the breakers on the secondery side of transformers on ID115. MTR1 and
MTR2 are interlocked with each other, only one of them can be turned on.
2.3 MTR1 or MTR2 can be changed with each other, only when both of them are turned off.

21
3 MAIN ENGINE AND MAIN ENGINE SYSTEMS

3.1 Main Engine

The propulsion machinery is based on one MAN B&W 7S80ME-C9.2, large, low speed, 7
cylinder configuration, 2-stroke, turbocharged, reversible diesel engine. The main engine is
coupled to a propeller shaft with a fixed pitch propeller, without any power-take-off.
Main particulars of the main engine are as follows:
- Number of cylinders: 7
- Cylinder bore: 800 mm
- Piston stroke: 3450 mm
- MCR: 25190 kW × 72 rpm
- CSR: 21220 kW × 68 rpm
- Cylinder max. pressure: 17.0 MPa
- Mean effective pressure: 1.73 MPa
- Fuel oil consumption rate: 159.4 g/(kW·h) + 6%
- Number of air coolers: 2
- Number of turbochargers: 2

3.2 M/E Fuel Oil Service System

General
The purpose of the fuel oil service system is to preheat the fuel oil to correct injection
viscosity, to fine-filter the fuel oil and to supply the main engine(s) and the generators with a
continuous flow of fuel oil at a correct pressure.
All engines are running at the same viscosity and intended to operate on heavy fuel oil at all
times, full power, manoeuvring and in port.
Operation on diesel oil is only recommended during abnormal conditions and during major
overhaul of the fuel oil system.
The system is capable of preparing heavy fuel oil with a viscosity of 700 cSt at 50℃ and
arranged as a pressurised fuel oil system in order to prevent foaming and high-pressure fuel
oil pump cavitation.
Description
Fig.3.1 shows the M/E Fuel Oil Service System (ID10). Two supply pumps take suction from
the heavy fuel oil service tanks or from the diesel oil service tank through an adjustable 3-way
mixing valve. The pumps can also take suction from the gas oil service tank instead of diesel

22
oil tank, throuth another adjustable 3-way mixing valve, in necessary. The supply line from
each service tank is equipped with non-return valves in order to prevent confluence.

Fig.3.1 M/E Fuel Oil Service System

The supply pumps discharge to the venting tank at a pressure of approx. 4 bar. The total
amount of fuel oil supplied to the venting box is measured by a flow meter (FI) equipped with
a by-pass valve.
The capacity of each supply pump exceeds the max consumption of the main engines and the
generator engines combined.
Two fuel oil circulation pumps take suction from the venting box and discharge to the fuel oil
circulating line, at a pressure about 10 bar, supplying fuel oil to the injection system of the
main engines and of the generator engines. The circulating line is equipped with one LTFW
cooled fuel oil cooler (if diesel oil is used for a long time), two steam heated fuel oil heaters,
one backflush fuel oil filter and one bypass filter. The capacity of each heater is sufficient for
the max consumption for the main engines and the generators engines.
It is possible to run the generator engines on diesel oil (through the A/E Fuel Oil Service
system) with the main engine on heavy oil.
The capacity of each circulating pump exceeds the max consumption of the main engines and
the generator engines combined.
Excess fuel is normally returned to the venting box. Provision is also made to return the fuel
oil to the service tanks through a bypass valve.
Steam for heating of the venting box and all fuel oil lines (steam tracing) is supplied through
the Boliler Steam System (ID43). Steam for fuel oil heaters and steam tracing can be shut off

23
by stop valves.
Operation
1. Preparation and starting on diesel oil - Supply system
1.1 Set 3-way valves into diesel oil position (100% for pure diesel oil).
1.2 Ensure sufficient level in diesel oil service tank and drain the tank.
1.3 Line up system from diesel oil service tank to venting tank – by pass valve for fuel oil
flow meter normally to be closed.
1.4 Start one of the supply pumps manually and check the discharge pressure and flow.
1.5 If there are no power supply for the supply pumps, switch on the 2-2 switch from the
NO.2 group starter panel (ID101) and the 11-2 switch from the NO.1 group starter panel
(ID113).
1.6 Set the standby pump in auto mode, by turning the MODE SELECT switch in AUTO
position from the corresponding group starter panel.
Note: If there is no fuel oil consumption from the fuel oil supply system the supply pumps
must be stopped in order to avoid damage of the pump due to high temperature.
2. Preparation and starting on diesel oil - Circulation system
2.1 Line up system from venting tank to main engine as follows:
2.1.1 The FO cooler is not needed at first, so the inlet and outlet valves to be closed, bypass
valve to be opened.
2.1.2 Open inlet and outlet valves of both FO circulating pumps.
2.1.3 Open valves of one of the fuel oil heater.
2.1.4 Bypass valve of fuel oil viscosity controller normally to be closed.
2.1.5 Open valves of the back flush filter, and keep the valves of bypass fiter in close.
2.1.6 Open the fuel oil shut off valve for main engine.
2.2 Check that the valve to venting tank in the return line is open, to make sure FO return to
venting tank. And keep the bypass valve of venting tank in close.
2.3 Set fuel oil viscosity controller into Manual.
2.4 Check that the valves for steam supply to fuel oil heaters and steam tracing is closed.
2.5 Start one fuel oil booster pump manually and check discharge pressure and flow. The
power of the two pumps are supplied from NO.1/NO.2 group starter panel (ID113 & ID101).
2.6 Set the standby pump in auto mode, by turning the MODE SELECT switch in AUTO
position from the corresponding group starter panel.
NOTE: If steam system is not shut off effectively by closing the stop and control valves of the
steam system there is a risk of heating the diesel oil. Too high temperature of the diesel oil
may cause poor lubrication of high-pressure pump’s plunger and of fuel oil nozzle needle

24
valve due to low viscosity. This again may cause piston or needle valve to seize.
3. Changing from diesel oil to heavy fuel oil
3.1 HFO purifier to be in operation.
3.2 Ensure sufficient level in the HFO service tank and proper temperature (about 80 ℃) in
order to get a suitable oil viscosity.
3.3 Drain the tank of any water.
3.4 Line up the system from HFO service tank to 3-way mixing valve.
3.5 Open steam valves to selected FO heater(s) and steam tracing, and check steam pressure.
3.6 Set viscosity controller into AUTO and set point at 11-15 cSt.
3.7 Gradually change value of 3-way mixing valve to pure HFO while checking that the
controller keeps the viscosity within appropriate limits.
3.8 Quicker change-over can be obtained with return to service tank open. This, however,
may cause needle valves to seize in fuel injectors.
4. Changing from heavy fuel to diesel oil
4.1 Slowly reduce the temperature on HFO by adjusting the viscosity controller manually.
4.2 When temperature drops, gradually mix in diesel oil by adjusting the 3-way mixing valve.
4.3 Observe the rate of temperature reduction. Too quick temperature drop can cause fuel oil
high-pressure pump’s plungers to seize due to plunger-liner contraction / reduced lubrication.
Note: If for some reason venting box must be drained, the bypass valve can return the fuel oil
to the service tank(s).
With main engine running, best result in viscosity control is obtained with controllers in
AUTO.
The main engine and generator engines are usually stopped and started with HFO in fuel lines.
Diesel oil is used if engines are to be stopped for a prolonged period (dry-docking) or when
conducting major overhauls to fuel system. If ambient temperature is extremely low, or if
steam system is out of commission, change to diesel oil before stopping or empty lines by
changing to diesel oil and re-circulating oil back to HFO service tank.
5. Operating with gas oil
In some special cases, suck as the ship sailing in emission contrl area (ECA), low suphur gas
oil should be used. The operation on gas oil is simiar with diesel oil (for the heavy gas oil, it
should be heated in operation).
Model particulars
If the plant is shut down with no heating, the oil in the venting tank will cool down because of
heat loss to surroundings. The oil viscosity in the venting tank is computed, depending on
temperature and possible dilution by diesel oil.

25
If the viscosity at the circulating pump inlet is high, the fuel oil booster pump discharge
pressure will decrease.
The oil viscosity in the circulating line is computed, depending on temperature and possible
dilution by diesel oil.
The flow resistance in fuel oil heaters and filters is dependent on viscosity. A pressure drop in
fuel oil filters and fuel oil heater results in a correspondingly drop of fuel oil pressure at the
DG’s and ME’s high-pressure pumps.
Above a viscosity of approximately 600 cSt the oil is beyond the pumping limit.
If the rate of temperature reduction/rise when changing from HFO to diesel oil is too high,
some of the HP injection plungers might stick due to plunger liner contraction/reduced
lubrication.
The oil delivery from the circulating pumps is reduced if the suction pressure drops below a
certain limit.
Fuel oil gassing
If the fuel oil temperature after the fuel oil heaters rises higher than the fuels boiling
temperature "gassing" of the oil is simulated. Fuel oil gassing causes that:
- the running of the main engine is disturbed.
- the signal from the viscosity meter becomes very noisy.

3.3 Main Lube Oil Service System

General
Fig.3.2 shows the Main LO Service System (ID20). The system can be devided intothree
parts:
Part 1 - main lube oil circulating system, to lubricate some moving parts of the main engine,
including main bearings, crosshead bearings, turbocharger, etc. The pistions are cooled by the
circulation oil too.
The lubrication oil from the main engine sump is collected in a sump tank below the engine,
and then pumped out by one of the main LO pumps. The lubrication oil is cooled in a LTFW
cooled main LO cooler and is then passed through an automatic backflush filter or a standby
conventional filter before it enters the main engine. The LO temperature is controlled by a
PID controller, which regulates a three-way valve for the LO cooler. The temperature sensor
is located at the inlet of the ME (before the backflush fiter). The temperature setting is usually
kept at 45℃.
The LO filters must be checked regularly to avoid pressure/flow reduction.
The sump tank oil level will gradually decrease due to oil consumption and possible

26
drain/sludge discharge from the purifier. The level is unstable in poor weather and if the level
is low, there may be false alarms/shut downs. New oil is supplied by a make-up piping with
flow directly to the sump tank, from LO transfer system (ID22).

Fig.3.2 Main LO Service System

Part 2 - cylinder oil system, to lubricate cylinders of the main engine.
A cylinder lubrication model is included in the system. The cylinder oil is able to be supplied
from three tanks, two cylinder oil storage tank and a low TBN cylinder oil storage tank.
Except that, an electrical heater, a flowmeter and a cylinder oil alarm chamber are also
included in the system.
Generally, there will be a steady consumption of cylinder oil, dependent on main engine
speed.
Part 3 – hydraulic control oil system, to serve the hydraulic system of main engine.
The hydraulic oil from the hydraulic control oil tank is circulated by one of the hydraulic
control oil pumps. The oil is cooled in a LTFW cooled hydraulic control oil cooler and is then
passed through an automatic backflush filter or a standby conventional filter before it enters
the main engine. The oil temperature is controlled by a PID controller, which regulates a
3-way valve for the oil cooler.
The LO filters must be checked regularly to avoid pressure/flow reduction. The level of
hydraulic control oil tank must be kept in suitable value. New oil is supplied from the main
LO filling system (ID22). And the oil is able to be cleaned by NO.1 main LO purifier (ID23).
Operation
1. Start up for main lube oil circulating system

27
1.1 Ensure sufficient level in LO sump tank, filling it if necessary.
1.2 Line up system from LO sump tank to automatic backflush filter. Ensure inlet and outlet
valves of both pumps are open. Ensure inlet and outlet valves of automatic backflush filter are
open, and valves for the bypass filter are close.
1.3 Ensure the LTFW supply for the main LO cooler is correct, and set the temperature
controller to AUTO and 45℃.
1.4 Start one of the main LO pumps manually and check the discharge pressure and flow.
1.5 If there are no power supply for the main LO pumps, switch on the 1-4 switch from the
NO.1 group starter panel (ID100) and the 12-4 switch from the NO.2 group starter panel
(ID114).
1.6 Set the standby pump in auto mode, by turning the MODE SELECT switch in AUTO
position from the corresponding group starter panel.
2. Start up for cylinder oil system
1.1 Ensure sufficient level in cylinder oil storage tanks. Choose the correct oil according to
the fuel oil specification.
1.2 Line up system from cylinder oil storage tank to the cylinder lubrication model. The
bypass valve of flowmeter normally to be closed.
1.3 The cylinder lubrication model will be actived automatically after the main engine been
started. Then, the flow of cylinder oil should be observed. The flow will vary with engine
speed and load.
3. Start up for hydraulic control oil system
1.1 Ensure sufficient level in hydraulic control oil tank, filling it if necessary.
1.2 Line up system from the tank to automatic backflush filter. Ensure inlet and outlet valves
of both pumps are open.
1.3 Ensure the LTFW supply for the hydraulic control oil cooler is correct, and set the
temperature controller to AUTO and 45℃.
1.4 Start one of the hydraulic control oil pumps manually and check the discharge pressure
and flow.
1.5 If there are no power supply for the hydraulic control oil pumps, switch on the LP1-01
switch from the LP1 & LP3 group starter panel (ID52) and the LP2-01 switch from the LP2
group starter panel (ID53).
1.6 Set the standby pump in auto mode, by turning the MODE SELECT switch in AUTO
position from the corresponding group starter panel.
4. System shut down
When main engine has stopped at Finished with Engine, wait for approx 30 mins to ensure

28
engine has cooled down, and then stop all oil pumps. The cylinder lubrication model will be
stopped automatically after the engine has stopped. The temperature of sump tank is normally
maintained in port, by continually running the lube oil purifier.

3.4 Fresh Water Cooling System

General
The fresh water cooling system is separated in two subsystems:
- Low Temperature System
- High Temperature System
The Low Temperature Fresh Water (LTFW) Cooling System (ID31), as shown in Fig.3.3,
cools all auxiliary equipment, such as:
- Auxiliary engines
- Main air compressors
- Main engine air coolers
- Main lube oil cooler
- Hydraulic LO cooler of M/E hydraulic control oil system
- Main engine jacket fresh water cooler
- DO cooler of A/E FO service system
- FO cooler of M/E FO service system
- A/B MGO cooler
- Condensers for provision refrigeration system
- Condenser for air condition system
- LO coolers for cargo pump turbines
- Heating steam drain cooler
The LTFW pumps (normally only one in operation), pump the fresh water through the above
mentioned coolers. The FW system is cooled by the Sea Water Cooling System, via two
central FW cooler.
The fresh water temperature in the LTFW system is controlled by a PID controller, which
actuates a three-way mixing valve, placed after the two FW coolers. This controller can be
operated in manual or auto mode. The controller input signal is given by the temperature after
the FW coolers. The temperature setting is usually between 30℃ to 36℃.

29
 Fig.3.3 LTFW Cooling System
The High Temperature fresh water cools the cylinder liners and covers of the main engine.
Some of the excessive heat is used for heating the fresh water generator. Fig.3.4 shows the
M/E HTFW Cooling System (ID33).
The fresh water through the main engine is driven by two HTFW pumps, of which only one
of the main pumps is normally in operation. If the main engine has been stopped for a long
period of time, it is required to heat the HTFW with the jacket water heater, which is heated
with steam.
The venting valve in HTFW line after cylinders should always be open. Its purpose is to keep
a small amount of water flowing from the cylinders to the expansion tank in order to release
entrapped air in HTFW system. The system is indicative only.
The HTFW system is controlled by a PID controller, which operates a three-way mixing
valve, mixing hot water from main engine outlet with cold water from the HTFW cooler. The
temperature sensor is located at the inlet of the ME. The temperature setting is usually kept at
72℃.

30
 Fig.3.4 M/E HTFW Cooling System
The static pressure in the fresh water system is given by the water level in the fresh water
expansion tank. There is a small constant consumption of fresh water due to leakage and
evaporation. The expansion tank must be filled periodically. In bad weather, false alarms may
arise because of unsteady expansion tank level.
Operation
1. Operation of LTFW cooling system
Generally, the LTFW cooling system is in use befor standby of M/E. It is only need to open
the inlet and outlet valves for coolers of M/E, including jacket FW cooler, LO cooler,
hydraulic control LO cooler, air coolers, and so on. Then, start one of the standby cooling FW
pumps if it needed.
2. Pre-heating of HTFW
2.1 During out of service periods or if stopped for a prolonged period during manoeuvring the
main engine must always be pre-heated. Insufficient pre-heating of the main engine before
starting may cause misalignment of the main bearings and fresh water leaking.
2.2 Once steam is available for the jacket water heater, open the HTFW inlet valve and close
the by-pass valve.
2.3 Correct pre-heating temperature at the inlet of the M/E is 60 - 65℃.
3. Operation of jacket cooling water
3.1 Check the position of all valves in suction and discharge line and start one of the jacket
cooling water pump locally.

31
3.2 If there are no power supply for the pumps, switch on the 1-3 switch from the NO.1 group
starter panel (ID100) and the 12-3 switch from the NO.2 group starter panel (ID114).
3.3 Set the standby pump in auto mode, by turning the MODE SELECT switch in AUTO
position from the corresponding group starter panel.
3.4 Normal temperature controller set point is 72℃, and the FW temperature at the outlet of
M/E is about 80℃.
3.5 During normal operation with engine running the jacket water heater would be by-passed
and shut off.
3.6 The expansion tank level should be checked periodically.
4. Shut down procedure
4.1 Prior to stopping the engine the fresh water generator must be secured and the jacket
cooling water by-pass valve opened to prevent under cooling of the jackets during
manoeuvring.
4.2 When main engine has stopped at Finished with Engine, wait for 20 - 30 mins to ensure
engine has cooled down, and then stop the pumps.
4.3 During short stops one of the HTFW pumps may be left running and the jacket water
heater put in use.
4.4 For longer stops the HTFW pumps may be stoped. However, it is better to keep one of the
pumps running in the cold weather, to prevent leakage of the system.
4.5 If securing the engine for maintenance, shut off steam to the jacket water heater until
temperature has cooled to about 40℃ or ambient engine temperature and stop all pumps.
4.6 To secure the LTFW system all plant must be shut down and then all LTFW pumps may
be stopped.

3.5 M/E Bearings

General
Fig.3.5 shows the screen of M/E Bearing (ID08). The screen provides the operator with a
clear display of all bearing temperatures within the engine, as well as the main parameters that
affect bearing load.
Indicating bars are used to display temperatures of the following bearing:
- Seven crosshead bearings
- Eight main bearings
- Seven crankpin bearings
Several meters are used to display the main parameters that affect bearing load. These
parameters are:

32
 - Main engine speed
- Main LO inlet temperature
- Main LO inlet pressure
- Main engine tourque
- Main engine power
- Main engine SFOC
The bearing temperature depends on the cylinder power, the lubricating oil flow and
temperature, and ambient temperature. The shaft friction includes static friction as well as
speed-dependent friction. Comparisons between the various bearings can be easily made.

Fig.3.5 M/E Bearing

3.6 M/E Cylinders

General
Fig.3.6 shows the screen of M/E Cylinder (ID06). The indication of seven cylinders are able
to be selected via the Cylinder Selection panel. The following indications are present:
- Cylinder exhaust gas temperature and deviation from the average exhaust
temperature.
- Temperature and pressure of exhaust gas receiver
- Temperature and pressure of scavenge air receiver
- Inlet temperature and pressure of jacket cooling water
- Starting air pressure

33
 - Temperature, pressure and flow of piston cooling oil
- Flow of cylinder oil
- Flow of FO to the injector
- Temperature and pressure of hydraulic control oil of hydraulic power supply (HPS)
system
- Working conditions of the pumps of HPS system
- Speed, power and SFOC of main engine
The indicator cock for each cylinder is able to be opened or closed via the screen.

Fig.3.6 M/E Cylinder

3.7 M/E Turbocharger

General
The main engine is supercharged by two constant pressure turbochargers. Fig.3.7 shows the
screen of M/E Turbocharger (ID07).
The turbo-charged air is cooled in a fresh water-cooled air cooler before entering the main
engine. The air cooler must be kept clean to enable it to provide a sufficient amount of cool
air to the engine. Hot air will lead to high exhaust temperatures, greater heat losses and
increased specific fuel oil consumption.
After the air leaves the air coolers, it enters the scavenge air receiver. As there are some water
in the air, so a drain off valve is fitted at the lowest position of the receiver.
Dirty turbocharger air filters throttle the scavenging airflow and will result in reduced engine
performance.

34
 Fig.3.7 M/E Turbocharger
The exhaust gas from the main engine cylinders enters the common exhaust gas receiver.
From this receiver the exhaust gas flows into the turbochargers and then enters the Exhaust
Gas Boiler (ID01). The exhaust boiler must be kept clean. High back pressure reduces
scavenging air flow and engine efficiency, especially at high power.
Except the two air compressors driven by exhaust gas turbines, there are two electrical driven
auxiliary blowers, which are used in starting and maneuvering process of the engine.
From the screen, a lot of parameters are displayed, such as:
- Cylinder exhaust gas temperature
- Temperature and pressure of exhaust gas receiver
- Temperature and pressure of scavenge air receiver
- Flow of air from scavenge air receiver to each cylinder
- Air temperature before and after air coolers
- Air temperature before and after turbochargers
- Exhaust gas temperature before and after turbochargers
- M/E speed and T/C speed
Operation
1. Operation of auxiliary blowers
1.1 Turn on the electrical power supply of the blowers from ID102 and ID112, if it is
necessary.
1.2 Put the control mode switch of the blowers in REMOTE position. These are operated

35
from ID04. During the running of main engine, the blowers will be started or stopped
automatically, determined by the preset pressures.
2. Some other operations
2.1 Check the cooling water supply of air coolers from the LTFW Cooling System (ID31).
2.2 Check differential pressure across cooler and air inlet filter regularly, to make sure they
are clean enough.

3.8 M/E Local Control

General
Local control of the main engine is provided to enable operation and control of the main
engine should a defect or malfunction of the main control or manoeuvring system occur. In
Local control the automatic thermal load programme, main governor functions, and slow
down protection is overridden.

Fig.3.8 M/E Local Control

Fig.3.8 shows the local control panel (ID04), it contains the following operating functions:
- Local fuel control knob. This is directly connected to the Fuel Injection and the Valve
Activation Valve (FIVA) and the manoeuvring system.
- Emergency telegraph. This is automatically linked with the Bridge telegraph and ECC
telegraph. Three status of main engine are included, F/E, S/B and R/U. Nine positions of
telegraph are included, DS, SL, HF, FL and NF for ahead, and DS, SL, HF and FL for
astern.
- M/E control mode switch. Three positions are included, AIR RUN, AUTO and SLOW

36
 TURN. Combined with the control mode switch, main engine can be air run, slow turned
or started by turning the fuel control knob.
- M/E control position buttons. LOCAL and ECR buttons can be operated, to change the
control position of main engine.
- M/E emergency operation buttons. These include emergency shut down button, crank oil
mist high cancel button, increase limitation button, and take command button, which are in
red color. In emergency situations, the main engine can be stopped immediately by
pushing down the emergency shutdown button; or take commond by the local control
panel by pushing down the take commond button.
- M/E shut down and slow down cancel buttons. The shut down or slow down commands
can be cancelled by pushing down the corresponding buttons if it needed. Slow down
commands can be reseted.
- Cylinder indicator cocks. These can be opened or closed. The cocks would be opened
during engine shut down, and closed when the engine is started. The cocks for cylinder 1 to
7 is selected from M/E cylinder screen (ID06) and can be operated locally.
- Auxiliary Blowers. These can be stopped or started in LOCAL control, as well as being
placed in REMOTE control for blower stop and start via the pressure switch on the
scavenge air manifold.
- Turning gear engage and disengage. Once the turning gear is engaged, it can be started to
turn the engine before the engine is started. This will ensure that no water has collected
within the main engine cylinders. The indicator cocks should be opened whilst the turning
gear is operating.
There are status indicators for:
- M/E Failure status. This indicates locally whether there is a shut down, slow down or
failure present. All three main engine protection system can be reset at this local panel.
- Important M/E parameters. These include starting air pressure, hydraulic oil pressure and
revolution speed.
Starting procedure of the main engine at the Local Control Panel
Suppose the electrical power, FO system, LO system, FW cooling system, compressed air
system for main engine are prepared, then take the following operations:
1. The engine control position is set to LOCAL.
2. The Bridge should select S/B to indicate that engine operations are required.
3. The turning gear should be disengaged (the engine should be turned with turning gear
before been started, with indicator cocks opened).
4. The M/E failure status should be checked, and any failure be reset.

37
5. The auxiliary blowers should be placed on REMOTE, and the auxiliary blowers should be
started.
6. The emergency telegraph should be observed, and any command from the Bridge
acknowledged.
7. Air run the engine. With the indicator cocks been opened, turn the M/E control mode
switch to AIR RUN, and then turn the fuel control knob to AHEAD or ASTERN (any
location above scale 0). After that, close the indicator cocks.
8. Start the engine. Turn the M/E control mode switch to AUTO, and then turn the fuel control
knob to scale 1 location of AHEAD. The engine will be started and accelerate to about 21
rpm.
9. Turn the fuel control knob to fulfil the Bridge request. The speed will be changed
accordingly.
10. To stop the engine, turn the fuel control knob to STOP.
11. If a stop has been prolonged the slow turn can be used to maintain engine readiness. Select
SLOW TURN then turn the fuel control knob to AHEAD or ASTERN (any location above
scale 0). The engine will be turned slowly at about 12 rpm. Turn the knob to STOP can finish
the slow turn. Then the engine can be started as procedure 8.
12. In emergency, the engine can be stopped by pushing down the emergency shut down
button. The button should be reset after been used.

3.9 M/E Manoeuvring System

General
It has no camshaft for the MAN B&W 7S80ME-C9.2 type main engine, so the fuel injecting
exhausting and stopping are controlled electronically. The manoeuvring system, as shown in
Fig.3.09 (ID05), is only used to start the engine.

38
 Fig.3.9 M/E Manoeuvring System
Discreption
Position 1 – Ball valve. For manual cutting-off of control air supply.
Position 3 – Ball valve. For manual cutting-off of air to exhaust valve.
Position 12 – Two-position, five-way valve. Contrlols main starting valve (open or close).
Position 23 – Double non-return valve (change over valve).
Position 26 – Two-position, three-way valve. Prevents air inlet to starting air distributor in the
event of leaking main starting valve. Allows air to enter during start.
Position 68 – Two-position, five-way valve. Controls slow-turning valve (open or close).
Position 92 – Two-position, three-way solenoid valve. Controls pilot signal to two-position,
five-way valve (68). For slow-turning.
Position 93 – Two-position, three-way solenoid valve. Controls pilot signal to two-position,
five-way valve (12). For main starting.
Position 94 – Two-position, three-way solenoid valve. Controls pilot signal to two-position,
five-way valve (12). For main starting.
Position 115 – Two-position, three-way valve. Blocks start possibility when turning gear is
engaged.
Position 118 – Shut-off valve. For manual cutting-off of control air to starting air distributor.
LDCL System – Load Dependent Cylinder Liner System. Controls the cooling water
temperature with variable set point, depending on engine load.
There are two air sources of the system, 3.0 MPa starting air and 0.7 MPa control air.
Engine start operation

39
1. Slow turn
1.1 Prepare the engine and its systems ready for starting.
1.2 Check the main starting valve in service, it can be active from the SERVICE button on
M/E manoeuvring system.
1.3 Disengage the turning gear, valve 115 will be activated, and control air supplied to valve
92.
1.4 To slow turn the engine in local control:
1.4.1 Set the engine control position to LOCAL.
1.4.2 Turn the M/E control mode switch to SLOW TURN.
1.4.3 Turn the fuel control knob to AHEAD or ASTERN (any location above scale 0). Valve
92 will be activated, and control air is supplied to the left side of valve 68. Then valve 68
works in the left position, to supply control air to the slow turn valve. The opening of slow
turn valve permits starting air to enter the cylinder(s), and the engine will be turned slowly at
about 12 rpm.
1.4.4 Turn the knob to STOP can finish the slow turn.
1.5 To slow turn the engine in remote control (from the M/E MOP and M/E RCS ECC panel):
1.5.1 Set the engine control position to ECR.
1.5.2 Push down the SLOW TURN button from MOP panel.
1.5.3 Turn the fuel control lever (from the M/E RCS ECC panel) to AHEAD or ASTERN
(any location besides STOP). The manoeuvring system will be operated as above, and the
engine will be turned slowly at about 12 rpm.
1.5.4 Turn the lever to STOP can finish the slow turn.
2. Starting
1.1 Prepare the engine and its systems ready for starting.
1.2 Check the main starting valve in service, it can be active from the SERVICE button on
M/E manoeuvring system.
1.3 Disengage the turning gear, valve 115 will be activated, and control air supplied to valve
92.
1.4 To start the engine in local control:
1.4.1 Set the engine control position to LOCAL.
1.4.2 Turn the M/E control mode switch to AUTO.
1.4.3 Turn the fuel control knob to AHEAD or ASTERN (any location above scale 0). Valve
94 (or valve 93, it is the standby) will be activated, and control air is supplied to the left side
of valve 12 through valve 23. Then valve 12 works in the left position, to supply control air to
the main start valve. The opening of main start valve permits starting air to enter the

40
cylinder(s), and the engine will be started immediately. At the same time, valve 92 is activated
too, so the slow turn valve will be opened together with the main start valve, to supply enough
starting air to the cylinder(s).
1.4.4 Turn the knob to STOP can finish the starting.
1.5 To start the engine in remote control (from the M/E MOP and M/E RCS ECC panel):
1.5.1 Set the engine control position to ECR.
1.5.2 Push down the AUTO button from MOP panel.
1.5.3 Turn the fuel control lever (from the M/E RCS ECC panel) to AHEAD or ASTERN
(any location besides STOP). The manoeuvring system will be operated as above, and the
engine will be started.
1.5.4 Turn the lever to STOP can finish the starting.

3.10 M/E Load Diagram

General
The load diagram, as shown in Fig.3.10 (ID03), is used to provide a graphical representation
of the engine power and speed at any given time of the engine operation.
Logarithmic scales are used for both power and speed, so that the relationship P∝n3 between
them for a fixed pitch propeller installation can be shown as a straight line. The load diagram
also provides valuable information about the limitations of engine operation. Normally the
engine would be expected to operate within the limits of line 1-7 and 100% speed, but during
shallow water operations, heavy weather, and during load-up periods, then operation within
lines 4-5-7-3 are permissible.
These specific lines are:
Line 4 represents the limit of thermal loading that should be placed on the engine. Should the
engine operate to the left of this line, then there is insufficient air for combustion, and hence
this will impose a limitation of the torque the engine can produce at a given speed.
Line 5 represents the maximum mean effective pressure the engine can produce under
continuous operation.
Line 7 represents the maximum power the engine can produce under continuous conditions
(100% of Maximum Continuous Rating (MCR)).

41
 Fig.3.10 M/E Load Diagram
Line 3 represents the maximum acceptable speed under continuous operation (105% of the
given speed for that engine).
Line 8 represents an overload condition of the engine. The engine is designed to be able to
operate for 1 hour in 12 between the lines 4 and 8, but in moderately heavy weather engine
overload would easily occur when operating close to line 4 due the varying load imposed on
the engine.
Within this normal operating range, the lines of 1, 2 and 6 represent the relationship of P∝n3,
thus reflect the expected operation of the engine for various conditions.
Line 1 represents the expected operation of the engine with the shaft alternator operating. This
line passes through the optimisation point of the propeller / engine st-up, where the maximum
fuel efficiency of the engine will occur.
Line 2 represents the operation of the engine when the shaft alternator is not operating. This
will reduce the power output of the engine, whilst it still delivers the expected speed.
Line 6 represents the light running operations of the engine. It is at this condition that the
engine / propeller would be expected to operate at sea trails. However, once delivered the
expected fouling of the hull, propeller and engine, combined with realistic weather and wind
condition will dictate that for a given speed output a higher power output is required. By
illustrating the original clean set-up of the engine, then the engineer can quickly see how
much deterioration has occurred, and hence decide when cleaning of the hull, propeller and
engine is required. Note that operation with increasing hull fouling will cause the engine to

42
operate in an overload condition, i.e. to the left of line 8.
The other points to note on this diagram are:
Point A represents the intersection between the expected operation line 6 and the maximum
power line 7.
Point M represents the maximum continuous rating (MCR) of the engine as specified by the
engine manufacturer, thus for this engine this will be 25190 kW at 72 rpm.
The load diagram can be used to determine:
- When the engine is overloaded due to environmental conditions. Note this does not need to
occur when the engine is developing excess power, as most damage occurs when operating
to the left of line 8.
- The effectiveness of the load limiters. They should prevent operation to the left of line 4. If
the engine was initially loaded on line 2 then when the engine is loaded up, the
speed~power relationship will leave this line and move closer to line 4, especially if the
shaft alternator is operating. The load limiter parameters must be adjusted if the engine
load diagram indicates operation to the left of line 4 during load-up conditions. This will
extend the time taken for the engine and vessel to speed up, but should prevent premature
damage to the cylinder combustion components.

3.11 M/E Indicator Diagram

General
The cylinder indicator diagram is used as a teaching aid and investigative system to enable
regular monitoring of the engine cylinders to be undertaken. Faults within the combustion
system can be located, and cleared using the malfunction editor function.
There are two different kinds of indicator diagrams that can be selected to indicate the
cylinder pressure conditions, namely p-V (pressure-volume) diagram and p-φ (pressure-angle)
diagram, as shown in Fig.3.11 (ID09). Each diagram can be used to illustrate differing
combustion traits.
The pressure-volume diagram displays the classical p-V diagram used in thermodynamic
calculations to measure the power produced within a cylinder. The x-axis displays the swept
volume of the piston.
The pressure-volume diagram would be used for:
- Display the classical power diagram, where the area within the diagram equates to the
power developed by that power stroke.
- Display the maximum pressure.
- Display the expansion curve and thus indicating whether there is slow burning fuel or

43
 afterburning of the cylinder combustion products present.
The pressure-angle diagram would be used for:
- Display the compression pressure curve, for comparisons with the other cylinders, to
indicate cylinder sealing efficiency.
- Display the approximate timing of the fuel ignition.
- Display the fuel pressure trace.

Fig.3.11 M/E Indicator Diagram

Operation
At the lower part of the screen, it lies two selection box. Select the cylinder 1 to 7 that you
wish to be measured by click the check boxes, then the p-V diagram and p-φ diagram will be
displayed.
You can select the more than one cylinders at the same time, to compare the diagrams of
different cylinders.

3.12 Exhaust Gas System

General
The oil-burning equipment, such as main engine, auxiliary engines, boilers, incinerator, are
designed with exhaust gas systems, as shown in Fig.3.11 (ID01).
The exhaust gas from main engine (exactly from the turbochargers of main engine) enters the
exhaust gase boiler/economiser (EGE), and then enters to the open air through the funnel. The
exhaust boiler must be kept clean, and the pressure differential gauge is used to detect if it is
clean. The EGE washing water tank is used to collect the washing water from EGE and oil

44
fired boilers.
On the exhaust gas pipe of each auxiliary engine, there is a silencer to reduce the exhaust
noise.
The exhaust gas pipes are connectet with seal pots by drain water pipes, to drain the water
which may come from rain or condensated water.

Fig.3.12 Exhaust Gas System

Operation
1. Open the valve on the pipe of pressure differential gauge, to measure the pressure
differential between the inlet and outlet of EGE.
2. Observe the temperatures, pressures and flows of the exhaust gas from each equipment in
operation.
3. Clean the EGE and oil fired boilers in time. Never forget to open the drain valves to the
washing water tank.
4. Observe the condition of exhaust gas from each funnel, to evaluate the performance of each
quipment.

45
4 PROPELLER AND STEERING SYSTEMS

4.1 Stern Tube Lube Oil System

General
The stern tube bearings are lubricated by two separate gravity seal oil tanks, one high and one
low. These are selectable and should be chosen according to vessel draft. The aft seal are
lubricated and sealed by the two gravity tanks too. There is a forword seal oil head tank, to
lubricate and seal the forward seal. Fig.4.1 shows the sterb tube LO system (ID21).

Fig.4.1 Stern Tube LO System

Description
The oil is pumped from the stern tube LO sump tank to the selected gravity tank, from where
it flows to the stern tube bearings and also to the stern seal. The gravity tank is automatically
filled by one of the lubricating oil pumps and surplus oil is continuously drained to the sump
tank through an overflow pipe. The oil is cooled as it is pumped to the gravity tank, by the air
around it. If the running pump fails to maintain the level in the gravity tank the stand by pump
will start at low level in the gravity tank provided that the pump is set on STANDBY.
Stopping of pumps has to be carried out manually.
Refilling of the lubricating oil sump tank is carried out by opening corrending valves, which
are lie between main LO storage tank and S/T LO sump tank (on ID22, LO transfer system).
The oil can be transferred to the LO sludge tank in case of contamination, by the sludge pump.
Water contamination can be drained through the water check valves. The stern tube has a

46
forward seal oil system that can be topped up from the gravity feed line.
Operation
1. Check the level of LO sump tank, refill it if necessary.
2. Select required gravity tank according to vessel draft. The aft seal oil high tank is selected
as shown in Fig.4.1, as its inlet and outlet valves are opened.
3. Open inlet and outlet valves for both stern tube LO pumps.
4. Start the one of the LO pump in manual and check the discharge pressure and flow.
5. If there are no power supply for LO pumps, switch on the LS1-1 and LS1-1 switches from
the NO.LS group starter panel (ID50).
6. Set the other pump in auto mode, by turning the STANDBY switch in ON position from
the group starter panel.
7. If the running pump is unable to maintain the level in the gravity tank, the stand-by pump
starts automatically.
8. Check oil levels of aft seal oil high tank, aft seal oil low tank, and forward seal oil head
tank, fill them from make-up valves if necessary. The make-up valves are located in the
piping which are connected to the top of these tanks.
9. Temperatures, pressures and flows of the system should be observed. Drain water from the
system if required.
10. Stop of pumps to be carried out manually.

4.2 Steering System

General
The steering gear system comprises three parts:
Part 1 - Main screen of steering system, as shown in Fig.4.2. It includs:
- one hydraulic steering gear of the Rapson-slide type, with two rams and four cylinders.
- rudder angle indicators and limiters.
- A hydraulic system. It includes two sub-systems, which are served by three power units.
The steering gear alarm panel is located on the bridge control console panel, as shown in
Fig.4.3 (ID131).

47
 Fig.4.2 Steering system (main screen)

Fig.4.3 Bridge control console panel

Part 2 - Steering panel for remote control from the Bridge by pilot system. Fig.4.4 shows the
steering panel. It includes a display, a rudder angle indicator, a rudder wheel and its angle
indication, a mode select switch and a system select switch.

48
 Fig.4.4 Steering Remote Control Panel
Part 3 - Steering local control panel in the steering gear room, as shown in Fig.4.5. It includes
three starter control panels and auto pilot switches for hydraulic pump units, an isolate panel,
three pump control knobs and a rudder angle indicator.

Fig.4.5 Steering Local Control Panel

The steering gear is able to change the rudder position from 35 deg to the opposite 30 deg
within 28 s with two pumps, independent of ship speed. The increased demand of thrust on
the rudder at higher ship speed is taken care of by increased pump pressure. The max rudder

49
turning angle of each side is 35 deg.
Description
Hydraulic system
The steering gear itself is operated by two close type hydraulic sub-systems, with max
working pressure at 23.5 MPa. Each sub-system has an automatic isolating valve.
NO.1 sub-sytem is able to supply from NO.1 pump unit or NO.2 pump unit, or two units at
the same time. NO.2 sub-system is supplied from NO.3 pump unit. Normally, two pump units
are used together (any two), with the other one in standby. However, it it permitted to use one
pump units lonely or three pump units together. In emergency situations, one sub-system is
able to be isolated from the other one by the automatic isolating valve. It means, two cylinders
are isolated, only the remaining two can work, either automatically or manually controlled.
Each pump unit comprising:
- an oil storage tank with accessory
- a main hydraulic pump of directional, variable displacement axial piston type
- a servo pump of gear type
- a pump control unit
- an unloading device
- a level switch with two positions, one is LOW and the other one is L-LOW
- equipment for monitoring of temperature, pressure and level
Steering control method
The steering gear control system is of the on-off type. The directional pumps control the
rudder angle.
The steering gear can be operated by the following methods assuring correct and easy
hangdling and changing:
- Automatic steering by remote control system in wheelhouse/bridge.
- Hand steering by remote control system in wheelhouse/bridge. Two control methods are
included:
- Follow up control
- Non follow up control
- Local steering in steering gear room, by the pump control knobs.
Automatic steering
The automatic steering method is normally used at sea, with the mode select switch on
steering panel in AUTO and the auto pilot switches on steering gear local control panel in ON.
Then the rudder angle is controlled according to the ship course setting.
Follow up control
50
Fellow up control is a kind of hand control by remote control system. The mode select switch
on steering panel should be turned to HAND position and the auto pilot switches on steering
gear local control panel to ON. The rudder angle demand is set by the rudder wheel. The
rudder angle scale displays the desired angle, and the rudder angle indictor displays the actual
angle. When they are equal with each other, the adjusting is stopped automatically.
Non follow up control
Non follow up control is a kind of emergency control from the bridge. The mode select switch
on steering panel should be turned to NFU position and the auto pilot switches on steering
gear local control panel to ON. Then the steering gear can be operated by the NFU control
knob, by continuously turning the knob to P or S position, until the rudder angle meets the
demand.
Local steering (emergency control)
In failure of the control system in the wheelhouse or during the adjustment operation of the
steering gear, the steering gear can be operated by the pump control knobs from the steering
local control panel in the steering gear room. That means, local steering is the actual
emergency steering, which is not rely on the remote control system.
The auto pilot switches on steering gear local control panel should be turned to OFF and at
least one of the pumps in operating, then operate the pump contrl knob to PORT or
STARBOARD continuously, until the rudder angle meets the demand.
Operation procedure
1. Preparation
1.1 supply electrical power for three hydraulic pumps, by turning on 3-7 switch of NO.1
AC440 feeder panel (ID102), 10-7 switch of NO.2 AC440 feeder panel (ID112), P2-4 switch
of emergency AC440 feeder panel (ID94).
1.2 On the steering gear local control panel, turn on the main source switches of starter
control panels, auto pilot switches, and power source of isolate panel.
1.3 Turn on the power source of steering panel from the bridge, and turn the system select
switch to NO.1 or NO.2.
1.4 Check content in hydraulic oil tanks, refill if necessary.
1.5 Check for oil leakage from hydraulic system.
1.6 Start steering gear pump(s) locally or remotely from bridge.
1.7 Make sure there are no alarms on the steering gear alarm panel in the bridge, and on the
steering gear local control panel.
2. Pumps
2.1 During normal operation at sea two pumps are in operation.

51
2.2 During manoeuvre and in congested waters three pumps in operation is recommended.
2.3 One pump in operation is permitted, but it may increase the steering time. Only one pump
can be operated in non follow up mode.
2.4 With emergency power supply, only NO.3 pump can be used.
2.5 Starting and stopping of the pumps can be carried out locally or remote from the bridge
control console panel.
3. Steering control
3.1 Automatic steering
Switch the mode select switch on steering panel to AUTO and the auto pilot switches on
steering gear local control panel to ON. Then the steering gear is controlled according to the
ship course setting.
3.2 Follow up control
Switch the mode select switch on steering panel to HAND/FU and the auto pilot switches on
steering gear local control panel to ON. Then operate the rudder wheel to the desired angle,
the steering gear is controlled automatically.
3.3 Non follow up control
Switch the mode select switch on steering panel to NFU and the auto pilot switches on
steering gear local control panel to ON. Then operat the NFU control knob to P or S
continuously, until the rudder angle meets the demand.
3.4 Local steering (emergency control)
Switch the auto pilot switches on steering gear local control panel to OFF and at least one of
the pumps in operating, then operate the pump contrl knob to PORT or STARBOARD
continuously, until the rudder angle meets the demand.
Note: In non follow up control and local steering modes, the steering gear will turn as
long as the knots is turned.
The limit rudder angle is 35 deg for PORT and STARBOARD, the control knob should
be released in time when the rudder angle turns to the limit.

52
5 SERVICE SYSTEMS
2D Software is 2D interaction software of Engine Room Simulator, it’s developed according to marine
completion data, videos and pictures, engineering and electric diagram. The software almost realizes all
operation training program of marine engine room, and is easy to be installed and used. The systems
simulated are as follows:
1) Sea water system
2) Low temperature fresh water system
3) M/E high temperature fresh water system
4) A/E high temperature fresh water system
5) Fresh water generation system
6) Daily fresh water system
7) Electrical power plant inclusive of main and emergency diesel generator
8) Compressed air system inclusive of compressors
9) Service and control air system
10) Electrical power and pump management, manual, semi-automatic and automatic
11) Battery charging system
12) Steam plant inclusive of two D-type oil fired boilers and one exhaust boiler
13) Feed water system
14) Diesel oil, marine diesel oil, low sulphuric fuel oil and heavy fuel oil filling and transfer system
15) Fuel oil purifying system inclusive of separator
16) Fuel oil supply system inclusive of viscosity control
17) Lubricating oil filling and transfer system
18) Lubricating oil purifying system inclusive of separator
19) Lubricating oil service system
20) Stern tube lubricating system
21) CPP bow thruster
22) Steering gear
23) Turbo charger systems
24) Main engine control system, bridge, ECR and local control
25) Main engine control air system
26) Fuel oil high pressure system
27) Cylinder indication diagrams
28) Main Engine Load Diagram
29) Main Engine bearing system
30) Air ventilation system
31) Bilge system inclusive of bilge separator
32) Air conditioning plant
33) Sewage treatment system
34) Sludge system inclusive of incinerator plant

53
35) Ballast system
36) Refrigeration system
37) Ship loading system
38) Scavenging air box fire extinguish system
39) Remote foam release, emergency stops & quick release valves
40) Alarm, monitoring and control system
41) Fire alarm system
42) Fire and G.S. system
43) Engine room local firefighting system
44) High foam firefighting system
45) Deck crane hydraulic system
46) Anchor windlass hydraulic system
47) Warping winch hydraulic system
48) Steam turbines
49) Impressed current cathode protection system
50) Marine growth protection system
51) Watch calling system
52) Inert gas system
53) Engineering safety system
54) Fault setting system
55) Variable setting
56) Initial condition management
The simulation mathematical model of the engine room simulation software is programmed based on the
real-time dynamic mode, which reflects the dynamic process of the whole engine room and the interaction
between various subsystems of the engine room. All the system simulation mathematical models are highly
realistic and can accurately reflect the thermal state and dynamic response process of the system, enough to
meet the established design, training and evaluation requirements.
The Marine simulation software can complete the full-mission training program of real ships. Through the
training, students can quickly and effectively master the knowledge and skills of composition, function,
basic operation, fault treatment, operation optimization, and fuel oil economy and energy conservation of
Marine turbine systems.
The simulation software has the function of adaptive screen resolution, which is suitable for all kinds of
resolution monitors to be able to display the entire screen, so as to meet the requirements of laboratory and
household use. Each software interface adapts to full screen resolutions 1920*1080, 2560*1440 and
3840*2160, enabling dual or more screens to display and achieve the best performance.
Now we give several simulator software interfaces of some system, such as:

5.1 M/E and M/E Remote Control System

Main engine remote control system simulation to Nabtesco company M - 800 - Ⅴ (or KONGSBERG
AC600) as the simulation object, the concrete which can realize the following functions:

54
1. Main engine remote control system is modelling in accordance with the M - 800 - Ⅴ system control
law.
2. The host part of the pneumatic remote control logic are consistent with the M - 800 - Ⅴ pneumatic
control logic.
3. The main parameters of the main engine remote control system are set according to the data of real ship
parameters for reference and modelling.
4. The final simulation results of all the systems are in accordance with the main engine remote control
navigation/bench testing data.

NABTESCO Simulation

M/E Maneuvering System Simulation

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 M/E indicator diagram

5.2 Electrical Power Station

There should be a fully functional main switchboard and emergency switchboard (including shore power
access), with automatic power station management function, in which the logic, timing and function
requirements are in line with the actual ship situation. It has the function of fault simulation of generator,
main switch and load switch. A complete set of load panel and combined starting panel, lighting load panel.
Requires three main generator (AC rated voltage 440V, the frequency of 60Hz), on the main switchboard
can dynamic display voltage, frequency, power, power factor and current data, such as manual and
frequency and load, frequency and load automatically, automatic load shedding, with short circuit, overload
and reverse power protection, shore power and Marine electric power supply interlock relationships,
manual, automatic, simulation test of emergency generator operation, emergency power grid and interlock
function between the main grid.
The 2D interactive software of ship power station should have a complete set of diesel generator system
simulation interface and distribution panel simulation interface, including 3 generators and 1 emergency
generator system and control panel, synchronous panel, load panel, group starting panel and lighting load
panel.
Main network simulation functions include:
1. Three operation station includes local control box, main switchboard and computer monitor screen.
2. Parameters are real-time displaying as follow: power, speed, exhaust temperature, oil pressure, cylinder
cooling water outlet temperature, gas pressure, the turbine speed, total running time of each generator.
3. The local operation of diesel generator.
4. The simulation of the diesel generator lubricating oil system.
5. Safety protection system of diesel generator.
6. Software and hardware simulation of main switchboard can dynamically display voltage, frequency and
current etc.
7. Manual start/stop generator and automatic start/stop.
8. Manual regulating frequency and load, frequency and load regulation automatically, automatic load
shedding.

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9. Short circuit, overload and reverse power protection.
10. Power management system automatically.
11. The standby unit.
12. Diesel running fault protection.
13. Illumination simulation.
14. Power control unit.
15. Power system fault setting function.
16. Shore power supply with the Marine electric power supply interlock relationship.
Emergency power grid simulation include:
1. Manual, automatic, simulation test of emergency generator operation.
2. Interlock function between emergency power grid and the main power grid.
3. 24V power supply control system simulation.

1# Diesel Generator Simulation

Emergency Generator Simulation

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Diesel Generator Control Panel Simulation

Synchro Panel Simulation

Group Starter Panel Simulation

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 Feeder Panel Simulation

EM'CY Generator and DC24V Panel Simulation

PowerStation Diagram Simulation

5.3 Cooling Water System

Cooling water system includes high temperature fresh water cooling system, low temperature fresh water
cooling system (including generator high temperature fresh water system) and seawater cooling system.

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1. Simulation function of high temperature cooling water system:
1) Flow chart display.
2) High temperature fresh water pump and related valve operation.
3) High temperature water PID temperature controller operation panel display.
4) High temperature of the fresh water expansion tank filling water and liquid level display operation.
5) Fresh water pump of high temperature stress.
6) Each cylinder cooling water temperature display and alarm.
7) The turbocharger outlet temperature of the cooling display and alarm.

M/E HTFW Cooling System Simulation

PID Control Simulation

Low temperature water system (including generator high temperature water system) simulation:
1) Flow chart display.
2) Fresh water pump and related valves operation at low temperature.
3) The equipment import and export of temperature, pressure, display and alarm.
4) Main engine import and export air cooler cooling water temperature, pressure, display and alarm.
5) Import and export of lube oil cooler cooling water temperature, pressure, display and alarm.

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 LTFW Cooling System Simulation
Seawater system simulation include:
1) Flow chart shows.
2) The main sea water pump and related valve operation.
3) The flow of sea water and sea water temperature match the main engine’s working load.
4) The fault setting simulation.

Sea Water Cooling System Simulation

5.4 Compressed Air System

The compressed air system consists of mainly starting air system, control air system and daily air system.
The starting air system implement the following functions:
1) Start/stop operation of two main air compressor.
2) Normal operation of two main air compressor.
3) Air bottle pressure, condensate water change with gas model.
4) Start/stop operation of auxiliary compressor.
5) Normal operation of auxiliary air compressor.
6) Valve system logic control model.

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7) Air pipe coefficient model.
8) High temperature air compressor cooling water, lube oil low pressure failure model.
The simulation interface to complete the following functions:
1) System flow chart shown.
2) Pressure numerical display and alarm.
3) The air compressor unloading valve action shows.
4) Air bottle valve and main starting pressure alarm display and check valve.
5) To ensure continuous reversing air bottle pressure let main engine starting 12 times.
6) Parking brake consume amount of air show.
7) Air compressor control box operation panel and the testing result is the same, realize the air compressor
manual and automatic operation.
8) Daily air system and control software system to complete the following function valve logic control.
9) Other daily air load mathematical model.
10) A mathematical model system failure.
11) System flow chart display. System valve operation.
12) Pressure numerical display and alarm.

Compressed Air System Simulation 1

Compressed Air System Simulation 2

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5.5 Boiler Steam System
Steam system mainly include fuel boiler, gas boiler and steam distributor and all kinds of pipe, steam
turbine cargo oil pump and the ballast pump.
1) Fuel boiler water level, steam pressure, air/oil ratio of continuous automatic adjustment function, can
realize the manual/automatic furnace and the furnace operation. Simulating function basically has:
Water level, steam pressure, air supply/drainage, air/oil ratio of continuous automatic adjustment, which
also has high and low fire control function.
Boiler control box operation panel and analysed basic same, can realize the manual/automatic operation on
the operation panel.
The boiler ignition and combustion have 2D animation display.
The simulation results conform to the testing result data.
2) The exhaust gas boiler are in conformity with testing result data system.
3) Steam system to establish the steam simulation system model, and auxiliary boiler, gas boiler steam
generating system matching.
4) Cargo oil pump with ballast pump steam to drive a turbine cargo oil pump and ballast pump system
model.

Boiler Fuel Oil System Simulation

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Boiler Feed Water System Simulation

Boiler Steam System Simulation

Steam Condenser System Simulation

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 Cargo Pump Turbines Simulation

Ballast Pump Turbines Simulation

5.6 Fuel Oil System

Fuel oil system mainly consists of fuel storage, transfer, purification, supply and other units. Can realize the
simulation of function:
1) Temperature or viscosity controller has the PID adjustment, the control system has good dynamic
characteristics.
2) Different equipment and pipes are displayed by different colour, opening and closing valves,
starting-stopping the equipment described by different colour on system monitoring chart.
3) System has the same interface with the parent ship, the testing result including gas, oil tank heating,
alarm and parameter setting interface also has the same function with the parent ship.
4) The output of the PID regulator viscosity with the steam valve opening value display. Can adjust the
given value, scale band, integral time, differential time.
5) All kinds of oil tank drain, leakage and overflow display.
6) Oil purifier control box panel and operation panel are basically the same with the parent ship.
7) Oil purifier normal operation and status display.
8) The main fault simulation oil purifier and fault alarm display.

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ME Fuel Oil Service System Simulation

Fuel Oil Transfer System Simulation

Fuel Oil Purifier System Simulation

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 HFO Separator Simulation

5.7 Lube Oil System

The lubricating oil system is mainly composed of lubricating oil storage, transfer, net oil, supply and other
units. It mainly includes the following main contents and could realize the simulation of function:
1) Parameters such as shown on the flow chart of the oil temperature, oil pressure.
2) Temperature controller with PID regulating function, parameters can be modified.
3) Different equipment and pipes are displayed by the different colour.
4) Opening and closing valves, starting and stopping facilities are marked by different colours on the
system monitor diagram.
5) Oil purifier control box panel and operation panel are basically the same with the parent ship
6) Oil purifier normal operation and status display.
7) The main fault simulation oil purifier and fault alarm display.

Main LO Service System Simulation

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 Stern Tube LO System Simulation

LO Purifying System Simulation

LO Filling and Transfer System Simulation

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5.8 Other Auxiliary System
Steering System realize the simulation function includes:
1) System flow chart shown.
2) Operation of the servo system, the realization of follow-up steering, emergency steering and steering
mode conversion between operations.
3) The steering gear pump, valve operation of the system.
4) Steering mechanism of each cylinder pressure, pump parameters such as flow, pressure display.
5) Fault indicator and exclusion, the instructions of the alarm function.
6) The operation condition of the steering gear selection and sealing cylinder operation.
7) Ship sailing conditions choice.

Steering System Simulation

Steering Control System Simulation

Incinerator System completes the simulation function mainly includes:
1) The burn, solid waste incineration residue.
2) The flow chart shows.
3) Slag light oil pump, oil pump and valve operation.
4) Light oil tank, residual oil mixing tank liquid level display.
5) Light oil pump and slag pump pressure display.

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6) Incinerator monitoring panel displays.

Incinerator System Simulation

Ballast Water System completes the simulation function:
1) Flow chart shows.
2) Ballast pump and allocating manifold valve operation and status display.
3) Ballast tank liquid level display.

Ballast Water System Simulation

The oil-water separator is equipped with a control box, which has the function of operation, indication and
alarm.
Bilge system can complete the following simulation function:
1) Bilge water system flow chart display.
2) Bilge pumps, and bilge/fire pumps, bilge pump/ballast pump, remote control valve operation panel
display.

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 Bilge System Simulation
Complete simulation cabin sewage system function mainly includes:
1) Oil concentration monitoring. Sewage discharge automatically.
2) The flow chart shows. Sewage pump and related valve operation.
3) Sewage tank liquid level display, sewage pump pressure, oil concentration monitoring panel displays.
4) Be processed oil volume will be accumulated

Sewage System Dynamic Simulation

Daily fresh water system can complete the following simulation function:
1) Daily fresh water system flow chart display.
2) The simulation of the daily water system daily operation and maintenance.
3) Daily fresh water system of fault Settings.

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 Daily Fresh Water System Simulation
Firefighting system can realize the simulation function includes:
1) System flow chart shown.
2) The operation of the pump valve.
3) The layout of the ships fire line display.
4) The operation of water mist system.
5) The CO2 release the operation of the system.
6) Water mist system model of the pressure tank.

Water Mist System Simulation

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 HIFoam Fire Fighting System Simulation
Deck machinery can realize the simulation function includes:
1) Hydraulic system flow chart display.
2) The operation of the pump valve. Manual anchor, anchor and anchor operation automatically.
3) Manual warping, cable and mooring operation automatically.
4) The choice of winch light load and overload.
5) Winch hoist and crane under the operation of the goods.

Windlass and Mooring System Simulation

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 Mooring Winch System Simulation

Deck Crane System Simulation

Air Condition System and refrigeration System simulation function mainly includes:
1) Air conditioning and refrigeration system flowchart full display.
2) Return air, air temperature and humidity.
3) Cooling water, refrigerant pipe pressure of the road.
4) The oil level, oil pressure of lubricating oil system.
5) The refrigerant pressure before and after the compressor.
6) Can realize compressor start-stop, choose the refrigeration or heating condition.
7) Alarm display.
8) Fault set and simulation.

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 Air Condition System Simulation

Refrigeration System Simulation

5.9 Alarm and Monitor System

Simulation of Kongsberg's latest k-chief 600 centralized monitoring system enables simulation of system
graphics and parameters display, setting, printing, panel operation, extension alarm and grouping, alarm
point lock, detection point table, etc.
Data from each subsystem model of measuring points and can switch different display screen, and can be
censored, fusion and other response mechanisms, and response to alarm can be extend to the specified
location.
Alarm display is divided into list, histogram, trend graph display shows a variety of ways, and can carry out
alarm group, query, print, store, and other functions.

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 Alarm and Monitor System Simulation

Group Alarm and Monitor System Simulation

Alarm and Monitor System Bar Diagram Simulation

6. 3D Terminal Software
The 3D terminal software is a 3D interactive software of the ERS (engine room simulator), which is
modeled by the engine room of the ME Engine VLCC ship, with the function of Full Mission and 3D

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Operation and Interaction. The engine rooms produced specifically conclude each layer of the engine room
(the 1st, the 2nd, the 3rd and the 4th floor of the engine room and the engine room casing), ECR, Purifier
Room，Stern，Steering Gear Room，Emergency Fire Pump Room，Emergency Generator Room，
Charge/Discharging Room，Battery Room, 3D production and interactive operation of Exhaust Manifold
Smoke Monitoring and etc. The engine room resource management includes the effects of Blackout，Fire，
Local Water Mist Extinguishing，Flooding in engine room to realize the operation and interaction of the
ERS, which connects with the 2D ERS and its hardware and the simulation process can real-time
synchronous response. It also has the ability to simulate a real ship for multiplayer interaction, and all the
3D constructions are realistically produced at the height of the actual ship.

6.1 Introduction
The requirements of virtual cabin of the semi-physical simulator is required to be made in 3D
continuous cabin, that is the 3D view requires roaming of continuous cabins which can complete the
interactive operations, various scenarios, continuous walking and operation between each floor and
adjacent cabins, the view is not stuck, not flashing，clear and correct. Resolutely avoid the phenomenon of
inrush, emergence or sudden changes in objects within the line of sight. The change of scene in the process
of walkthrough should be real and natural. The compartments of adjacent compartments can be opened and
closed, so the visual scene needs to be changed in a timely and correct manner.
The technical requirements for the production of 3D engine room are as follows:
It is required to have a realistic and comprehensive 3D cabin inspection, equipment and system
display and interactive operation software. Based on the designated parent ship, develop panoramic
interactive virtual cabin software with cabin roaming, dynamic simulation, interactive operations,
multi-person collaboration, special rendition, emergency drills, and fault simulation, establish a cabin,
equipment, system, operating status, and provide a high-immersive experience teaching and training
platform for human-computer interaction. Finally, it can improve the emergency response capability and
overall quality of the trainees by simulating the ship's electromechanical faults, ship distress, ship collisions,
ship spills, special operations, fire accidents, large wind waves, engine room water ingress, whole ship
blackouts, and hull damage.
The entire virtual environment, scenes, actions, dubbings are modelled on real ships. The virtual
simulation environment, visual effects, dynamic changes, sound and light simulation, and cabin transition
requirements are consistent with the height of the physical cabin, supporting interactive operation and
achieving exquisite and super Qing's high-end visual and auditory effects, the dynamic response of various
actions, the process, the phenomena occurring, the sound effects are consistent with the height of the real
ship, with complete and real physical dynamic effects and rich situational design; With excellent character
animation, it can complete, routinely and accurately complete the daily operation of various
electromechanical equipment in the real ship's work in the virtual scene, such as operation, inspection,
measurement, inspection and management; Operation and handling of emergency conditions such as
machine failure, engine room water intake, engine room fire, poor sea conditions, stranding, collision,
pirate attack, oil spill, main engine and other equipment failures; capable of simulating the ship on the

77
barge by three-dimensional visual simulation Cabin and vehicle, voyage, operation and berthing during
cabin duty (including handover situation), motorized voyage, normal voyage, wind and wave sailing,
shallow water voyage, mooring, departure from port operation, foggy navigation, etc. The state and
operation of the turbine under operation and treatment.
The whole scene is required to be accurate and exquisite. The structure, equipment and system are
complete. The parts of the equipment are accurate, clear and correct, the process is reasonable, the
proportion is appropriate, the material is vivid, the sound is realistic, the colour is realistic, the picture
quality is fine, the picture layering and depth are deep. Conscious, gradation continuous, good visual
layering, outstanding stereoscopic effect, realistic visual experience, beautiful real-time rendering effect,
complete and realistic ship overall and subdivision structure, equipment and control box installation, fixing
the process, pipeline and cable are scientifically arranged continuously.
The 3D cabins specifically produced in this project shall be produced as specified below, and the
equipment to be produced shall be determined according to the specified actual cabin.
The entire 3D cabin scene requires switching conveniently, and various scenes are accurately
displayed.
1. Panoramic Engine Room Production
The engine room production requires fully reflecting the content to be produced and the structure
between them, scientifically and reasonably embodies the production of the engine room and their mutual
plane and top and bottom structure.
1) The 3D model engine rooms that need to be produced are as follows: The specific engine room name
can be corrected according to the condition of the parent ship。
Engine Room：Each floor of the engine room（The content under the pattern steel does not need to be
made），casing of engine room，ECR，Purifier Room，Steering Gear Room，Emergency Generator Room.
2) List the equipment that needs to be focused on below：The specific equipment name, quantity and
specifications are determined by the defined engine room and actual ship conditions.
M/E，Shaft，Intermediate shaft，Propeller，Steering，Thruster，Anti-rolling device，Windlass，
Bollard，Funnel，Exhaust Manifold，Generator Set，Boiler，Cascade，Purifier，Shaft lubrication and sealing，
Incinerator，Sewage Treatment Plant，A/C and Refrigerator ，Oil Water Separator，Air Bottle，Hydrophone
Tank，Oily Bilge Tank，Compressor，Console，Pump(Emergency Fire Pump and Spray Pump)，Water Mist
Extinguishing，Fire Detection，Fire and Fire Extinguishing Unit，Hull Protection，Fuel Supply Unit，
Muffle，Heat Exchanger，Detection and Control Device，Valve remote control，Lighting，Switchboard，
ECR，Bridge Room，Control panel，Control box，Monitoring panel，Visual alarm，Distribution box，
Valve，Flange， Fitting，Pipeline，Cable，Fastening and clamping device，Socket，doors and windows，
crane，Hoisting Device，Stairway，Escape trunk，Transformer，Deck，Air permeable device，Fan，
Wind tunnel，equipment base, bilge well, railings and protective equipment, spare parts, racks, batteries,
electric welding equipment (lathe, drilling machine, electric welder, bench vise, grinding machine, oxygen
cylinder, acetylene bottle, welding torch, bottle head valve, etc.) ), electric test bench, steering gear, deck
machinery, anchoring machine, lifeboat, rescue boat, boat frame, cargo lift, wash basin, exhaust valve

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turnover frame, exhaust valve grinding machine, fuel injector test bench, spare parts, Cylinder liner, piston,
piston rod, cylinder head set, alarm lamp post, sound telephone and program-controlled telephone system,
skimmer, tool, material, spare parts, instrumentation, filter, turbine, thermostat, water machine, SCR, ICCP
for current-carrying cathodic protection device, MGPS for hull anti-sea creature attachment, frequency
converter, shafting grounding connection, shaft power measuring device, electronic dynamometer, cold
storage call device, internal communication equipment, bilge well, extension alarm, Fire hydrants, fire
extinguishing equipment, measuring and display equipment, sea chest valve control, drinking fountains,
elevators, soot collection tank, water purifiers, ventilation and ventilation, oil valves and dampers, and
complete or related equipment or systems Wanted attachments and more. The fixed base of each equipment
is required to be produced according to the instructions or real ship photos and has a thoughtful logo and
humanized design.。
2. Continuous Engine Room Display
The requirements of virtual cabin of the semi-physical simulator is required to be made in 3D
continuous cabin, that is the 3D view requires roaming of continuous cabins which can complete the
interactive operations, various scenarios, continuous walking and operation between each floor and
adjacent cabins, the view is not stuck, not flashing，clear and correct. Resolutely avoid the phenomenon of
inrush, emergence or sudden changes in objects within the line of sight. The change of scene in the process
of travel should be real and natural. The compartments of adjacent compartments can be opened and closed,
so the visual scene needs to be changed in a timely and correct manner.
3. Full Mission Interaction
The system to be completed is a marine engineering-electrical related system, mainly including main
engine and propulsion system, main engine remote control system, main engine condition monitoring
system, compressed air system, bilge system, incinerator system, ballast water system, bilge Water system,
daily water supply system, cooling water system, seawater desalination system, boiler and steam system,
fuel system (including low-sulfur oil and cooling system), lubricating oil system, purifying oil system,
steering gear system, air conditioning and refrigeration system, power station and power system, anti-sea
biological pollution system, forced current cathodic protection system, ballast water treatment system,
centralized monitoring and alarm system, deck machinery, fire detection and alarm system, fire protection
system (partial water mist, water spray, CO2 ( Or foaming system), ventilation system, ventilation sounding
system, emergency shut-off, shaft lubrication and sealing system, internal communication system, valve
remote control and liquid level telemetry system, large tank water intake, engineer safety, on-call calling,
Cold storage call system, venting system, drainage system, launching system, evacuation system, exhaust
system, escape route, thruster system, and fin stabilizer.
It can complete full-task operation in 3D environment, interactive operation with touch screen, and
parameter setting and adjustment function. The software in the real ship PC, such as the cabin monitoring
alarm, can be operated in 2D software mode.
4. Scenario Production
Realistic simulation of engine room fire, water mist release, cabin water intake and other emergency
scenarios with realistic sound, light and visual experience.
5. Search Targeting

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 The 2D interface accurately corresponds to 3D, the 2D and 3D interaction points completely jump to
each other, designing 3D and 2D mutual search and positioning functions for tens of thousands of
interaction points per ship, and solving the problem of difficulty in identifying the operation position in the
virtual engine room.
Established a powerful and flexible self-search and positioning function, it has a complete mutual
search and positioning of the 2D terminal of the ERS and the virtual engine room, which can realize the
telescopic observation point function.
The content to be searched has interaction points, hotspots, devices, and so on. For the convenience of
description, in this section, collectively referred to as the point to be searched.
The location to be searched should be able to give a significant mark by highlighting, selecting,
highlighting, blinking, or dynamic pointing markers.
Search targeting requirements are suitable for searching for location commanders that are distributed
locally or on other computers distributed across the network.
The following is an example of the virtual reality software of the ME Engine VLCC parent ship. The
software simulates various engine systems in the engine room and performs corresponding operations
(including the use of touch-based 2D display and operation, 3D virtual roaming and interaction). The
simulation content is based on the parent ship's technical data and is not omitted or simplified. Realize
real-time roaming of virtual cabins, realize virtual cabin operation and interaction, and associate with
two-dimensional end. The simulation process real-time synchronous response, which can simulate the
real-life interactive operation and control of multiple people.
The 3D production content of the ME Engine VLCC ship includes the 1st, the 2nd, the 3rd and the 4th
floor of the engine room and the engine room casing, ECR, emergency generator room, fire control room, a
charging and discharging room, and a battery room. , emergency fire pump cabin, cab, engineer cabin, stern
shaft, spare parts room, rudder cabin, air conditioner room, centralized control room, chimney smoke
monitoring, etc., including indoor equipment, lighting, distribution box, control box, Switch, etc. The
centralized control room includes virtual scenes and interactive production of control consoles,
switchboards, lights, split air conditioners, switches, and water-removal tools. Requires a real ship, can
continuously swim into the adjacent cabin, with full-function three-dimensional operation. Real-time
roaming of virtual cabins and support of stereo/flat display mode for real-time conversion. Realize virtual
cabin operation and interaction, can be connected with 2D turbine training system and turbine training
system hardware, real-time synchronous response of simulation process, can simulate real ship
multi-person interactive operation, control, maintenance, maintenance and management, all 3D ship is
highly realistic and can be continuously moved in various compartments and can be operated interactively.
It has special effects production of Engine VR virtual man, overalls, uniforms, various motion production,
engine VR fault, disaster effects, cabin water, flood, water leakage, etc. The main contents are as follows:

6.2 Emergency Power Station

The emergency power station consists of emergency generator system, emergency switchboard and
related control boxes. The 3D virtual engine room realizes the virtual operations of the emergency power
station system, including:

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 （1）Local start and stop operations of emergency generators.
（2）Real-time display simulation of operating parameters of emergency generators.
（3）Daily maintenance operation of emergency generator.
（4）All-round interactive operation of emergency switchboards, including emergency generator
control, load switch control, and alarm handling.
（5）Real-time display simulation of emergency grid operating parameters such as emergency
generator voltage, frequency, power, etc.
（6）Simulation of emergency lighting effects.

3D view of emergency generator room

3D view of the fire in emergency generator room

6.3 Power Station

The ship's main power station consists of three generator systems, a main switchboard and associated
control boxes. The 3D virtual engine room realizes the virtual operations of the ship's main power station

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system, including:
（1）Local start and stop operations of the main generator.
（2）Real-time display simulation of operating parameters of the main generator.
（3）Daily maintenance operation of the main generator.
（4）All-round interactive operation of main switchboards, including main generator control, load
switch control, and alarm handling.
（5）Real-time display simulation of main grid operating parameters such as main generator voltage,
frequency, power, etc.
（6）Simulation of main lighting effects.

3D view of the generator room

3D view of the generator

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3D view of the control panel of the centralized control room power station

3D view of the engine room distribution board

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 3D view of the battery room

3D view of the charge/discharging room

6.4 Cooling System

Cooling water system includes sea water system, high temperature freshwater system, and low
temperature freshwater system. The 3D virtual engine room implements the virtual operations of the
cooling water system, including:
（1）Seawater system: sea chest opening and closing operation, central cooler seawater valve
opening and closing operation, manual and automatic start and stop operation of sea water pump, other
valve switch and adjustment of system, system pressure gauge and temperature gauge parameter display.
（2）High-temperature water system: manual and automatic start-stop operation of the main cylinder
liner pump, manual and automatic water supply operation of the expansion tank, automatic and manual
operation of the temperature controller, other valve switches and adjustments of the system, system
pressure gauge and thermometer parameter display and etc.

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 （3）Low-temperature water system: manual and automatic start and stop operation of low
temperature fresh water pump, fresh water switch and adjustment of each cooler, valve switch and
adjustment of auxiliary machine cooling system, manual and automatic water supply operation of
expansion water tank, automatic and manual operation of temperature controller , system other valve
switches and adjustments, system pressure gauges and thermometer parameters display.

3D view of Sea Water System

3D view of the High-Temperature Freshwater System

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 3D view of the Low-Temperature Freshwater System

6.5 Fuel Oil System

3D view of the Fuel Oil Transfer System

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 3D view of The Fuel Oil Purifying System
The fuel oil system consists of fuel transfer system, a fuel purifying system, fuel supply system, and a
fuel bleed system. The 3D virtual ERS implements the virtual operations of the fuel system, including:
（1）Fuel filling, fuel tank inter-fuel transfer, tank heating, tank level measurement, tank level and
temperature display and alarm.
（2）The virtual operation of the fuel separator, including the switching and adjustment of the system
valve, the start of the oil separator, automatic and manual operation of the shutdown, parameter
adjustment, alarm processing, etc.
（3）Virtual operation of the fuel supply system, including switching and adjustment of the system
valve, automatic and manual control of the pump, operation and maintenance of the backwash
filter, automatic and manual adjustment of fuel viscosity and temperature, parameter adjustment,
alarm processing, etc.
（4）3D simulation of dynamic effects of venting and releasing of various fuel tanks.

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 3D view of Fuel Oil Supplying System

6.6 Lubricating Oil System

3D view of the Lubricating Oil Transfer System

The lubricating oil system includes a lubricating oil transfer system, a main lubricating oil supply
system, a lubricating oil purification system, a lubricating oil drain system, a manifold lubricating oil
system, and a steering gear system. The 3D virtual engine room realizes various virtual operations of the
lubricating oil system, including:
（1）Lubrication of oil storage cabinets, inter-cabin transfer, cabin heating, tank level measurement,
tank level and temperature display and alarm.
（2）Switching and adjusting of the valve of the lubricating oil purification system, automatic and
manual operation of the start and stop of two main oil separators and one auxiliary oil separator,
parameter adjustment, alarm processing, etc.

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（3）Switching and adjustment of lubricating oil system and cylinder lubricating oil system valve,
automatic and manual control of pump, operation and maintenance of backwashing filter,
automatic and manual adjustment of oil temperature, parameter adjustment, alarm processing, etc.
（4）Switching and adjustment of the valve of the lubricating oil pipe system of the stern tube,
automatic and manual control of the pump, automatic and manual adjustment of the oil
temperature, parameter adjustment, alarm processing, etc.
（5）3D simulation of dynamic effects of venting and releasing of each tank of lubricating oil.

3D view of the Lubricating Oil Purifying System

3D view of the Stern Tube

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 3D view of the Stern Tube Room

6.7 Steering Gear System

The steering gear system achieves steering control of the ship. The 3D virtual engine room realizes
remote control of the rudder, follow-up steering and emergency handle steering, emergency control of the
cockpit cabin and control panel of the control console.

3D view of the Steering Gear Room 1

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 3D view of the Steering Gear Room 2

6.8 Boiler and Steam System

3D view of the Boiler Fuel System

The ship boiler and steam system mainly consists of two oil-fired boilers and one exhaust boiler to
provide steam for the ship. The main control timing includes manual ignition, semi-automatic ignition,
automatic ignition, light and heavy oil conversion and manual and automatic shutdown. Exhaust gas boiler:
The boiler exhaust water is used to heat the boiler water to form a steam and water mixture with higher
temperature, so as to achieve waste heat recovery and improve economy. The main contents of the virtual
operation include: virtual operation of the boiler fuel system, virtual operation of the boiler feed water
system, virtual operation of the boiler steam distribution system, and virtual operation of the vacuum
condensing system. The detailed functions and contents are as follows:

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（1）Virtual operation of boiler fuel system: mainly includes boiler fuel supply, light and heavy oil
conversion operation, virtual operation of boiler burner, etc. The control contents in the burner include
emergency operation of single boiler, manual ignition and control operation, and automatic ignition.
And control operation, two boilers combined with master-slave control operation, wind-oil ratio
automatic control, etc.
（2）Virtual operation of the boiler feed water system: including the fuel auxiliary boiler feed water
pipeline and two feed water pumps, the exhaust gas boiler feed water pipeline and two feed water
pumps for pumping the boiler in the hot water well into the boiler water pack.
（3）Virtual operation of the boiler steam distribution system: the steam from the boiler is distributed to
the steam equipment through the shut-off valve and pipeline, and then cooled by the condenser to the
condensed water and sent back to the hot water well of the boiler.
（4）Virtual operation of vacuum condensing system: In order to ensure the timely release of excess steam
and the normal operation of the cargo pump and ballast pump, the vacuum condensing system should
be put into normal operation to ensure a certain degree of vacuum in the condensing pressure in the
vacuum condenser. At the same time ensure that the liquid level of the condenser is in place.

3D view of the Boiler Control System

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3D view of the Boiler Feed Water System

3D view of the Steam Condensing System

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 3D view of the Steam Distribution System

6.9 Main Engine and Remote Control System

The MAN B&W 7S80ME-C9.2 two-stroke low speed reversible diesel engine, its rated power is
25190kW ， MCR is 72RPM. The engine remote control system provides a control panel for the
human-machine interaction between the control console and the control console, which realizes functions
such as remote control, status monitoring and parameter setting of the host, including host pneumatic
control, host manipulation position conversion, load program control, and host start and stop. Control and
parameter viewing and modification. The virtual operation of the 3D virtual engine room realizes the
virtual operations of the engine and the engine remote control system, including:
（1）Engine stand-by, start-up, and operation management, shut down, emergency reversal and finish
engine.
（2）Engine control authority conversion, main/sub-clock transmission and return, over speed test, host
parameter viewing and modification, SHD and SLD control, alarm silence and confirmation.
（3）Auxiliary blower operation, hydraulic power unit management, cylinder oil unit management.

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 3D view of the 3rd layer platform of the engine

3D view of the local remote control console of the engine

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 3D view of the ECR

3D view of the lower layer of the engine

6.10 Incinerator System

The 3D virtual engine room implements the virtual operations of the incinerator system, including:
（1）Transfer between waste oil tank and oil slag cabinet, tank heating, tank level measurement, tank
level and temperature display and alarm.
（2）Automatic and manual control of the oil slag pump
（3）Virtual operation of burning solid waste, including main power switch and emergency switch
operation, combustion mode and oil selection operation, solid waste disposal, cooling fan and
combustion start-stop operation, parameter adjustment, alarm processing, etc.

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 （4）Virtual operation of incineration oil residue, including main power switch and emergency switch
operation, combustion mode and oil selection operation, cooling fan and combustion start-stop
operation, parameter adjustment, alarm processing, etc.
（5）3D simulation of the dynamic effects of venting and releasing of various tanks in the residue
system.

3D view of the Incinerator System

6.11 Bilge Water System

The 3D virtual engine room implements the virtual operations of the bilge water system, including:
（1）Virtual start and stop of oil-water separator pump, bilge pump, fire bilge pump, fire bilge and
ballast pump.
（2）Opening and closing of sewage well valves and discharge of sewage in main wells, steering
gears, emergency fire pump rooms, empty spaces, foam generator rooms and engine rooms.

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6.12 Oil-Water Separator

3D view of the Oil-Water Separator

The virtual operation of the 3D virtual cabin realizes the virtual operation of the oil-water separation
system, including:
（1）Separation cabinet steam heating pipeline, oil water separator inlet and outlet pipeline,
compressed air valve pipeline valve opening and closing.
（2）Oil-Water separator monitoring system water washing.
（3）Oil concentration (PPM value) monitoring and alarm indication in discharged water.
（4）At the end of the operation of the device, flush the system with seawater and keep the device
full of water.

6.13 Sewage Treatment Plant

The virtual operation of the 3D virtual engine room realizes the domestic sewage treatment system,
including:
（1）Switching and adjustment of the valve system, quantitative pump, air pump start and stop and
hand automatic control, parameter adjustment, pre-treatment tank water level alarm treatment,
etc.
（2）Power indication, discharge crush pump operation indication.
（3）3D simulation of the dynamic effects of venting and displacing of each tank.

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 3D view of domestic sewage system

6.14 Compressed Air System

The 3D virtual engine room implements various virtual operations of the compressed air system,
including:
（1）Three main air compressors can perform manual, stop and remote selection operations on the
local control box, manual start and stop and automatic control on the control console, and
three-position priority start selection knob in automatic mode.
（2）Air bottle and air piping pressure indication and automatic opening of safety valve, opening and
closing operation of main air, distribution air and cooling water line valves.
（3）Air compressor high temperature, low oil pressure, overload red alarm indication, operating
operation indication, motor heating operation and indication, and air compressor current and
running time indication.

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 3D view of the Compressed Air System

6.15 Fresh Water Generating System

The virtual operation of the 3D virtual engine room realizes the fresh water generating system,
including:
（1）The opening and closing operation of the water machine seawater pipeline, the high temperature
freshwater pipeline, the freshwater pipeline and the dosing pipeline valve, and the vacuum
destruction valve opening and closing operation of the water generator device.
（2）Adjusting the water supply valve opening.
（3）Start-stop operation of seawater jet pump and freshwater pump, and its operation instructions.
（4）Power indication, fresh water salt concentration (PPM value) monitoring and alarm indication.
After the alarm, the indicator light is light, the relay acts, and the discharge water solenoid valve
is controlled.

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 3D view of the evaporative seawater desalination system

6.16 Air Conditioning System

The virtual operation of the 3D virtual engine room realizes the air conditioning system, including:
Cooling operation in summer：
（1）Summer working condition selection, start and stop temperature setting；
（2）Opening and closing of the shut-off valve that enters and exits the cooler fresh water valve and
the refrigerant flows through the pipeline;
（3）Start and stop of fans and compressors;
（4）Oil pressure, condensing pressure and evaporation pressure display, cooling water flow,
condensing pressure and other parameters alarm processing.
Heating operation in winter：
（1）Winter working conditions selection, control temperature and humidity settings;
（2）The shut-off valve on the heating and humidifying pipeline and the shut-off valve of the
compressed air pipeline are opened and closed;

6.17 Refrigeration System

The virtual operation of the 3D virtual engine room realizes the refrigeration system, including:
（1）Start and stop temperature setting of each storage room;
（2）The fresh-water valve entering and leaving the cooler and the shut-off valve of the refrigerant
flowing through the pipeline are opened and closed;
（3）Start and stop of fans and compressors;
（4）Oil pressure, condensing pressure and evaporation pressure display, cooling water flow,
condensing pressure and other parameters alarm processing.

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 3D view of the Refrigeration System

6.18 Deck Machinery System

3D view of hydraulic system of anchor winch

The deck machinery system mainly includes the anchoring machine and cable machine, pneumatic
sludge hoist, pneumatic pump cabin crane, pneumatic fuel hose hoist, sailor long warehouse hoist and other
systems and accommodation.
The function of the windlass is to overcome the water flow force on the hull when berthing, the wind
force and the inertia force generated during the trim and heel of the ship to keep the position unchanged. In
addition, it helps the ship to safely leave the dock or make the ship emergency move. The main function of
the winch is to help the ship dock at the dock, rigging the buoy, side by side with other boats and entering
and leaving the dock. The 3D virtual engine room realizes the hydraulic system management of the anchor
winch and the start and stop operation of the machine.

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 3D view of the local control of the anchor winch
The cabin consists of a chief engineer's cabin, a large tube wheel room, a second tube wheel room, a
three-tube wheel room, a motor crew compartment and a public activity room. Each compartment has an
extension alarm and an extended alarm display. The extended alarms alert the staff in each compartment to
an alarm, and the alarm details can be viewed in the extended alarm display. In addition, a propeller
tachometer and a rudder angle indicator are separately provided in the chief engineer's cabin. The 3D
virtual cabin simulation shows the real environment of each cabin.

3D view of the Chief Engineer's Office

6.19 Firefighting and Hull Protection System

Firefighting and hull protection systems include high-frequency foam fire protection systems, local
fire protection systems, fire alarm systems, ventilation systems, marine biological protection systems, and

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hull cathodic protection systems, which are mainly used to extinguish fires in the event of fire in ships to
achieve ship safety and Protection against hull corrosion.

3D view of the firefighting system

（1）Firefighting System
High-bubble fire-fighting system: When a ship fires, the main control panel displays the location of
the fire. The foam in the tank is sent to the chamber of the fire chamber through the liquid foam pump to
achieve the fire-extinguishing effect. The release of the high-foam system, alarms, operation of the
associated valve components, and demonstration of the foam fire-fighting process can be achieved in the
virtual cabin.
Local fire-fighting system: used for fire extinguishing of ship main engine, generator, boiler,
incinerator and oil separator, mainly by manual alarm, main control room panel, pump start control panel,
water pump, pipeline and valve, fresh water system constitute. Can complete manual automatic fire
extinguishing, water mist spray demonstration.

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 3D view of carbon dioxide room
Fire alarm system: It monitors and alarms the area where each machine and equipment in the engine
room is located. When a fire occurs, it sends an alarm through the smoke probe or the open flame probe, so
that the staff can check or extinguish the fire in time to ensure the safe operation of the machine. A
demonstration of fire changes, silence alarms and fire suppression processes.

3D view of the High-bubble fire-fighting system

Ventilation system: refers to the fan to evacuate the cabin compartment, and to send fresh air to
ventilate the cabin, reduce the cabin temperature, improve the working environment of the staff, ensure the
normal operation of the machine such as the main engine and the auxiliary machine, or extinguish the fire.
After the completion, ventilate the fire area to make the air content in the area reach the normal working
value. Realize the start and stop operation of the fan and demonstrate the damper switch.

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 3D view of the Ventilation System

3D view of fire control station

（2）Hull Protection System
The marine biological protection system includes an electrode chamber, a protection unit, a flow meter,
a nozzle, and the like. The implemented system control functions include current regulation, fault detection,
and current interruption detection. The cathodic protection system includes an electrode, a bow control unit,
a bow control unit, a remote monitoring unit, a shaft grounding system, and the like. The simulation of the
electrode current control process of the forced current cathodic protection system is carried out by drawing
the principle display diagram, and the fault setting and elimination simulation of the electrode fault and the
shaft grounding system fault are performed.

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 3D View of the Sea Bio-Protect System 1

3D View of the Sea Bio-Protect System 2

6.20 Monitoring and Alarm System

The monitoring and alarm system mainly completes the functions of real-time monitoring and
alarming of the cabin equipment and on-call calling. When the operating parameters of the equipment
exceeds limits or malfunctions, an audible and visual alarm is issued and the alarm is extended to the bridge.
The virtual engine room enables sound and light simulation and system virtual setup and operation of the
detection alarm system.

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 3D view of the engine room monitoring and alarm system lamp post

7 EVALUATING SYSTEM

7.1 Malfunction Setting by Trainers

After the training course is finished, trainees can be evaluated or tested via the simulator. The
malfunction variables are pre-set in the simulator, and can be initiated in two ways, MANU
and AUTO.
In MANU, trainers can set malfunctions by clicking the button “M”, which lies on the left
bottom of MIMIC interface. Fig.6.1 shows the interface of system setting (ID300). On the left
side of the interface, there are several buttons, including Operating State, File Path,
Evaluations, Net Condition, V Setting, M Setting, System Date, and so on.

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 Fig.6.1 Interface of system setting
Malfunction setting is able to be selected by clicking the “M Setting” button. Then, three
columns are displayed in the screen, Group Item, Page Item, and Malfunction Information &
Value Setting. In the Group Item column, 20 group items are shown, and each group can be
selected by clicking it. For example, if “02 Fuel Oil”is selected, 7 page items will be
displayed in the Page Item column, which are corresponding with 6 MIMICs. Then, click
“10 M/E Fuel Oil Service System”, and 13 malfunction items will be displayed in the
Malfunction Information & Value Setting column. Select one of the items by clicking it, and
change the State from OFF to ON, by clicking “OFF”. Then, the malfunction item is
initiated and the state of the item will be changed to “ON”, with red color. After that,
trainees are albe to practise the based on the malfunction, including observe malfunction
symptoms, analyze malfunction reasons, deal with the malfunction, and so on. Trainers are
able to evaluate trainees according to the results.
In AUTO, trainers can set malfunctions by a Malfunction Editor, as shown in Fig.6.2.

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 Fig.6.2 Main interface of the malfunction editor

7.2 Evaluating Operation of Trainees

Evaluation items are able to be selected by clicking the “Evaluations” button from the
interface of system setting, as shown in Fig.6.1. Then, 25 evaluation items will be displayed
as shown in Fig.6.3, they include:
E01: Power Plant Manu Syn. Para. And Discon. Operation
E02: SW System Preparation and Temp. Regulation
E03: Fuel System Manage and Viscosity Auto Adjustment
E04: Management of LO System and Operation of Back Flush Filter
E05: NO.1 Boiler Preparation and Starting
E06: ME Standby
E07: ME Starting and Vessel Departure
E08: ME Emergency Control
E09: DG NO.1 Engine Preparation and Operation
E10: DG NO.2 Engine Preparation and Operation
E11: DG NO.3 Engine Preparation and Operation
E12: Operate the Fresh Water Generator
E13: Operate the Compressor Air System
E14: Operate the Bilge Water System
E15: Operate the Bilge Separator System
E16: Operate the sludge Oil Burning System
E17: Operate the Solid Waster Burning System

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E18: Operater the Sewage Treatment Unit
E19: Operate the Air Condition’s Cooling System
E20: Operate the Air Condition’s Heating System
E21: Operate the Provision System
E22: Emergency Generator Starting and Operation
E23: Daily Fresh Water System
E24: Power Source Changed to Shore Power
E25: Operation and Management of Separator

Fig.6.3 Evaluation items

If one of the evaluating items is selected, operations taken by the trainee will be supervised by
the evaluating system, and a recommended result will be given.
Take “E01: Power Plant Manu Syn. Para. And Discon. Operation” for example, the
requirements of evaluating process are as follows:
- The evaluation process will be interrupted automaticly, if the following cases occur:
- Operation lasts more than 15 minutes
- Paralleling failure as a result of misoperation
- Blackout occured during the operation
- Synchronizing meter located at wrong position, during breaker closing operation
- Disconnecting directly, without load shifting at first
- Power reversed of the power plant during disconnecting operation
- The operation is failed if the following cases occur:

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 - Paralleling operation is not tanken at all
- Load sharing operation is not taken after paralleling
- Disconnecting operation is not taken
- Factors that will effect evaluating rusults are as follows:
- Operation time. Full score will be given if it is less than 5 minutes.
- Frequency difference during paralleling. 0.1 Hz is the best value, and frequency of
the in-coming generator should be a little higher than the line. Only in the range 0~0.5
Hz will be scored.
- Voltage difference during paralleling. 0 V is the best value, and only in the range
-10~10 V will be scored.
- Phase difference during paralleling. 10° is the best value, and phase of the
in-coming generator should be a little later than the line. Only in the range is 0~30°
will be scored.
- If alarm(s) occurred as the result of misoperation, the score will be deducted.
- After the breaker is closed, the frequency of the line should be keept at around 50 Hz.
Only in the range 49.5~50.5 Hz will be scored.
- After the breaker is closed, the voltage of the line should be keept at around 400 V.
Only in the range 395~405 V will be scored.
- Turn off the synchronizing meter after paralleling.
- The power of out-coming generator is about 5 % of the line power during
disconnecting, and only in the range 0~10 % will be scored.

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