ERS 4000 General Cargo Eng

ENGINE ROOM SIMULATO
SIMULATORR
ERS 4000
VESSEL MODEL “GENERAL CARGO”

TRAINEE MANUAL
Document Code: ERS4-M-051A
© Transas Ltd. June, 2005

© Transas Ltd. 2005
All rights reserved. The information contained herein is proprietary to Transas Ltd.
and shall not be duplicated in whole or in part.
The technical details contained in this manual are the best that are available at the date of issue
but are subject to change without notice. Transas Ltd. pursues the policy of continuous development.
This may lead to the product described in this manual being different from the product delivered after its publication.
Microsoft and Windows are registered trademarks of Microsoft Corporation.
The names of actual companies and products mentioned herein may be the trademarks of their respective owners.
This document contains:
Preamble This chapter provides general information for the work

with this document. 3
Chapter 1 Ship Diesel Propulsion Plant.
This chapter contains the description of the simulator module
for training the watch personnel in skill of proper operating
the Ship diesel propulsion plant. 7
Chapter 2 Ship Electrical Power Plant.
the Ship Electrical Power Plant. 87
Chapter 3 Auxiliary Machinery and Systems.

the ship auxiliary machinery and systems. 167
ENGINE ROOM SIMULATOR ERS 4000. 1

Vessel Model “General Cargo”. Trainee Manual.
PREAMBLE
PREAMBLE
This chapter provides general information for the work
with this document.
Copyright Transas Ltd., 2005

Printing House Conventions
PRINTING HOUSE CONVENTIONS

Sample of an entry Comments on the use
Control Panel To highlight the current document sections

<F4> To highlight keyboard key names
“Power” To highlight, in a printed document, names of a window,
page, tab, button, etc.
Preamble. 5
CHAPTER 1
Ship Diesel Propulsion Plant
This chapter contains the description of the simulator
module for training the watch personnel in skill of proper
operating the Ship diesel propulsion plant.

This chapter contains:
Introduction ..............................................................................................................11
Purpose ..............................................................................................................11
Vessel ......................................................................................................11
Main Engine .............................................................................................12
Simulator Module Systems .....................................................................................13
Main Engine Control System (МЕ Page) ...........................................................13
Purpose....................................................................................................13
System Components................................................................................13
Control Panel ...........................................................................................15
Power .......................................................................................................17
Steering Gear...........................................................................................17
Emergency Control ..................................................................................18
ME Safety System....................................................................................19
Alarm Signals ...........................................................................................19
ME Safety System....................................................................................20
System Faults Introduced by the Instructor .............................................20
System Operation ....................................................................................20
Freshwater Cooling System (FW Page).............................................................21
Purpose....................................................................................................21
Control Panel ...........................................................................................23
Alarm Signals ...........................................................................................24
ME Safety System....................................................................................25
Seawater Cooling System (SW Page) ...............................................................26
Purpose....................................................................................................26
Control Panel ...........................................................................................28
Alarm Signals ...........................................................................................30
Protection System ....................................................................................30
Fuel Oil Supply System (FOS Page)..................................................................32
Purpose....................................................................................................32
Control Panel ...........................................................................................35
Alarm Signals ...........................................................................................38
Fuel Oil Transfer System (FOT Page) ...............................................................41
Purpose....................................................................................................41
Control Panel ...........................................................................................42
Alarm Signals ...........................................................................................44
Chapter 1. Ship Diesel Propulsion Plant. 9

Oil and Fuel Separators (OFS Page) ................................................................ 46
Purpose ................................................................................................... 46
System Components ............................................................................... 46
Control Panel........................................................................................... 48
Alarms ..................................................................................................... 51
Safety System ......................................................................................... 51
System Faults Entered by the Instructor ................................................. 51
System Operation.................................................................................... 51
System of Circulation Lubrication and Piston Cooling (LO Page) ..................... 54
Purpose ................................................................................................... 54
Control Panel........................................................................................... 57
Alarm Signals .......................................................................................... 61
ME Safety System ................................................................................... 62
System Faults Introduced by the Instructor............................................. 62
Compressed Air System (СА Page) .................................................................. 64
Purpose ................................................................................................... 64
Control Panel........................................................................................... 65
Alarm Signals .......................................................................................... 66
Protection System ................................................................................... 67
Exhaust Gas & Turbocharging System (EXH Page) ......................................... 68
Purpose ................................................................................................... 68
Control Panel........................................................................................... 70
Alarm Signals .......................................................................................... 72
ME Safety System ................................................................................... 72
Panel for Control and Tuning the Combustion Process in Cylinders
(CYL Page) ........................................................................................................ 74
Purpose ................................................................................................... 74
Control Panel........................................................................................... 75
Alarm Signals .......................................................................................... 79
ME Safety System ................................................................................... 79
System Faults, Introduced by Instructor.................................................. 79
Local ME Control Post in the ER (ELC Page) ................................................... 80
Purpose ................................................................................................... 80
Control Panels ......................................................................................... 81
Alarms ..................................................................................................... 84
ME Safety System ................................................................................... 85
System Faults Entered by the Instructor ................................................. 85
Switching Control of RAC Mode.............................................................. 85
ME Reversing .......................................................................................... 86
10 ENGINE ROOM SIMULATOR ERS 4000.

Introduction
INTRODUCTION
Purpose
The simulator module is designed for training the cargo ship engine room watch
personnel in skill of proper operating the Ship diesel propulsion plant (SDPP)
systems, including:
• Preparing and putting into operation machinery and systems;

• Monitoring their operation by measured parameters with the aid of the alarm
system;
• Trouble shooting;
• SDPP control during vessel manoeuvring.
In addition to training in practical skills, the simulator allows the user to learn the basic
principles of the structure, functions and interaction of SDPP components and systems.
The simulator composition corresponds to SDPP standard setup. Parameters

and performance of the simulated mechanisms and systems correspond to the
real ones, because the simulator simulates all basic processes interrelated in
SDPP (thermal, mechanical, gas/hydrodynamic, and electrical).
This is simulation of SDPP of the multi-purpose general cargo-containership

of 12.000 DWT having a two-stroke reversible low-speed turbo charged diesel,
and direct transmission to a fixed pitch propeller (FPP).
Vessel
Length o.a., m 137.40

Length b.p.p, m 127.40
Breadth mld, m 21.50
Depth to main deck, m 11.50
Draught at design WL, m 7.50
Deadweight at SLM, t 12.000
Cargo holds capacity, cub. m 14,950

Container capacity 521 TEU (199FEU &123 TEU)
Including ref. containers, pcs 20
Speed in full load at 8.0 m draught, kn 19.1

Introduction
Main Engine
Type MAN B&W 6S60MC
Cylinder bore, mm 600
Piston stroke, mm 2292
No. of cylinders 6
MCR, kW 12,240
Corresp. Engine speed, rpm 105
MEP, bar 18
Propeller FPP
Propeller blades 4

Simulator Module Systems
SIMULATOR MODULE SYSTEMS
Main Engine Control System (МЕ Page)

Purpose
The control system for a two-stroke reversible low-speed turbocharged diesel main
engine is described on the МЕ page. The system designed for automated remote
control (ARC) of the ship reversible diesel from the Engine Control Room (ECR),
and namely:
• Diesel slow turning prior to engine start;

• Starting diesel;
• Stopping diesel;
• Reversing diesel;
• Changing diesel RPM;
• Control of emergency/pre-emergency situation.
System Components
The page is presented as a control panel (see Fig. 1), containing all necessary
controls and monitoring tools:
Fig. 1

The system includes the following components modeled by the simulator:
• Propulsive part of the ship – the hull, the mover (fixed pitch propeller), the main
transmission (drive shafting with bearings) and ME;
• ME automated remote control (ARC) system;
• System of ME protection and emergency control.
Operation of each element is modeled using the characteristics related to
dependencies between the main operation parameters and environmental
conditions.
For the ship hull, this is dependence of the resistance force to the ship speed,
draught, weather condition, and biofouling.
For the propeller, this is dependence of the thrust created by the propeller
and the moment used by the propeller to its RPM, pitch and vessel’s speed.
For the main transmission, this is dependence of friction loss to RPM and lubrication
conditions.
For the main engine, this is dependence of engine torque to fuel consumption and RPM.
The steady-state mode of the propulsion complex operation can be described by

operational parameters of each complex component. These values are determined
by the cross-feed of complex component characteristics and the exterior sailing
conditions. The parameter values are derived from the system of energy balance
equations.
The transient modes of operation can be described by a system of propulsion

complex component dynamic equations depending on the value of control actions
and external actions in consideration of complex component inertia.
Schematically, the algorithm of the propulsive complex component interaction can

be described as follows:
• The control system sets a fuel supply rate to the diesel cylinders via the RPM
governor;
• The diesel produces torque, part of which is lost overcoming friction in the diesel
and the main transmission;
• The propeller uses the torque to rotate, the torque value depending on RPM,
the propeller pitch and the ship speed;
• The propeller shaft RPM keep changing up to the moment of balance betwixt
the propeller resistance torque and the diesel torque;
• The propeller provides thrust for vessel movement;
• When moving, the ship hull overcomes the hydrodynamic/aerodynamic drag,
which depends on ship speed and sailing conditions.
The ship speed keeps changing up to the moment of balance betwixt the resistance
force and the propeller thrust.

The ARC system operates in combination with subsystems for ME slow turning,
reversing and stopping:
• The ME slow-turn system provides remote (from ECR) switching ON (using the
“Slow Turn” button) the compressed air to turn ME, if the ME slow turn device
is ON in the engine room;
• The stop subsystem turns OFF fuel feed to the diesel cylinders;
• The reverse subsystem starts the stop subsystem and, when diesel RPM drop
to the reverse value, turns ON the reverse servomotor;
• If necessary, the start subsystem turns ON the reverse subsystem, sets the
diesel fuel lever to the start fuel feed position, opens the start air; assigns a task
to the all-mode governor equal to startup RPM, and, when the diesel reaches
the RPM, cuts off the start air, releases the fuel lever, relaying its control to the
all-mode governor. If the diesel does not gain the start rate of revolutions in the
pre-set time, the start is considered unsuccessful, and the start subsystem
launches the stop system, after which it tries to start the diesel again. If there are
three successive start failures, the start subsystem becomes locked sending the
Start Failed message. To unlock, set the control handle to the STOP position.
Control Panel
The central part of the control panel houses the engine telegraph (ET), which lever
serves at the same time as the ARC lever. The ET left arrow points to the prescribed
ET position (command from the bridge, if the ERS simulator is run together with the
NTPro navigation simulator, or the Instructor’s command in case of ERS simulator
stand-alone mode), the right-hand arrow repeating the ET lever position. If the ET
arrows do not coincide, the ET buzzer will sound. True values of the assigned ET
position and the ET lever position are shown digitally in the windows “Bridge order”
and “Speed setpoint” as percent values of the ET lever maximum position.
To set a mode of operation for the diesel, move the ET lever to the required position
using the mouse (trackball) to bring together the ET left-hand and right-hand
arrows). You can fine-tune the ET lever position using the “More/Less” buttons
located to the right of the “Speed setpoint” window.

The following is used as indicators of diesel operation (located in the control panel
upper part):
• The Engine R.P.M. analog/digital indicator of ME current RPM;
• ME reverse indicator window “Reverse” – “Ahead/Astern”;
• Ship knot speed window of the digital indicator – “Speed”;
• ME kW power window of the “Power” digital indicator;
• The analog/digital indicator of the rudder degree position – “Rudder angle”;
• The analog/digital “Fuel index” indicator of the ME HP fuel pump lever position
(HPFP), %;
• The analog/digital “Start air pressure” indicator of start air pressure, bar.
ARC can be turned ON using the “CNTRL ON” button – it provides control air supply,
when the control system power supply is ON.
Prior to engine start, is should be slow-turned using the “SLOW TURN” button.
To start ME, open the main start air valve by pressing the “MAIN START VALVE” button.

Manoeuvring program can be selected by pressing the “MANOEUVR. PROG.” button.
In the ARC mode, you can select a control station using the “ECR – BRIDGE” button.
In the ECR control mode (the indicator “ECR CONTROL” is ON), the diesel is controlled
from ECR by command from the bridge/Instructor.
In the bridge control mode (the indicator “BRIDGE CONTROL” is ON), the command
comes from the bridge ET directly to the ARC system. The ET lever doesn’t function
as a control means in ECR.
The ARC system will be blocked if Main Engine local control selected on engine
side, in Engine Room (the indicator “ENGINE LOCAL CONTROL” is ON).
Power
Three green lamps of power supply indication for:
• Remote Control System;

• Engine Telepraph;
• Safety System.
Steering Gear
The panel for remote control of Steering Gear pumps. The panel contains
AUTO-MANUAL switch for the control of the pump plant and “ON/OFF” buttons
for the pumps: “PUMP 1” and “PUMP 2”.
“PUMP 1” and “PUMP 2” buttons do not function unless the switch is set to the
manual mode of the pump plant operation: MANUAL.
AUTO position of the switch sets the automatic mode of the pump plant operation
(STAND-BY mode).
POWER indicators show that the pumps are powered.
The “ER LOCAL CONTROL” indicator is operating for indication of Steering Gear
local manual (non-follow-up) control mode from Engine Room.

Emergency Control
The emergency control buttons and indicators are in the lower right-hand corner
of the panel:
• The “SLOW DOWN” INDICATOR – accomplished fact of “SLOW DOWN”;
• The “SHUT DOWN” INDICATOR – accomplished fact of “SHUT DOWN”;
• The “EMERGENCY RUN” button – ME operation according to an emergency

program providing for turning OFF the ME safety system (except Overspeed
protection) and the slowed programs for ME heating/cooling;
• “EMERGENCY STOP” – ME emergency stop button;
• “SAFETY RESET” – ME safety system reactivation (“arming”) button, after

its tripping.
The emergency diesel operation mode buttons are protected against an

unintentional depressing by the user. To press the required button, it is first
necessary to lift the protection cover from the button (“To lift glass”) by a left click,
and then press the button.
The left-hand part of the screen page contains:
1. The “LOAD DIAGRAM” in “ME power – ME RPM” coordinates – restrictive ME

curve (according to the manufacturer) and the field of permitted ME loads.
The current ME power/RPM values are indicated in the diagram by a moving point.
2. The “POWER DEVIATION” diagram showing power distribution by diesel

cylinders, in percent, relative to the average value of cylinder power.

ME Safety System
The ME safety system is designed for protecting the diesel against breakdown under
conditions different from those of normal operation.
The system consists of two independent subsystems:
1. SLOW DOWN system – provides load shedding for a two-stroke reversible

low-RPM diesel with output to a fixed pitch propeller, by reducing engine RPM.
2. SHUT DOWN system – stops the engine by cutting off fuel supply.
After actuation of the system, you can unlock it using the “SAFETY RESET” button.
A safety system trip can be locked (except Overspeed) using the “EMERGENCY RUN”
button.
SHUT DOWN is actuated with a preset-time delay of about 10 seconds under

the following conditions:
• Lube oil pressure at diesel inlet is less than 1.8 bar;

• Lube oil pressure before ME camshaft lubrication system is less than 1.8 bar;
• Diesel RPM is higher than 105% of the rated value.
SLOW DOWN is actuated with a preset time delay of 30 seconds under the
following conditions:
• Cylinder exhaust gas temperature exceeds 550°С;

• Presence of oil vapours (“oil mist”) in the crankcase;
• Cylinder cooling water temperature at exit is above 95°С;
• Cylinder cooling water pressure at inlet is below 1.5 bar;
• Air temperature in the scavenging spaces and in the scavenge air receiver
above 120°С;
• Temperature of piston cooling oil at exit is above 85°С.
Alarm Signals
• Overload – ME overload, ME load is outside the restrictive load curve;
• Overspeed – ME RPM above the limit, (“ME racing”);
• Reverse Failed – failure of reverse operation;
• Start Att. Failed 1 – start attempt 1 not executed;
• Start Failed – start not executed, further starts locked;
• Low Press. Control Air – low pressure of control air;
• Low Press. Start Air – low pressure of start air (still 3 attempts of ME start
are possible);
• Slowdown – will be safety system actuation – ME Slow Down;
• Shutdown – will be safety system actuation – ME Shut Down.

ME Safety System
• ME start locking after reverse system failure;
• ME start locking after failure of three start attempts.
System Faults Introduced by the Instructor

• Medium fouling of the vessel hull – increase of resistance to movement,
increase of ME load;
• Heavy fouling of the vessel hull – increase of resistance to movement, increase
of ME load.
System Operation
System Preparation and Putting in Operation
1. Turn ON the ARC system by the “CNTRL ON” button.
2. In case of joint work with the NTPro navigation simulator, select in cooperation
with the bridge a control station (BRIDGE or ECR). In case of the simulator’s
stand-alone mode, select ECR as the control station.
3. Check for readiness of the other systems.
4. Prior to starting ME, slow-turn the diesel (the “SLOW TURN” button), pumping
simultaneously the lubricating pumps (LO system).
5. Open the main start valve, check start air pressure using the START AIR
PRESSURE indicator.
Diesel Control
1. Diesel operation mode setting comes to the ARC system:
– In the BRIDGE CONTROL model – from the engine telegraph located
on the bridge;
– In the ECR CONTROL mode – from the engine telegraph located in ECR,
being monitored by SPEED SETPOINT digital indicator.
2. The current mode of diesel operation is monitored using:
– LOAD DIAGRAM;
– RPM meter;
– Digital POWER indicator;
– FUEL INDEX analog/digital indicator of FUEL INDEX fuel lever position.
3. Camshaft position is monitored by the REVERSE indicator.
4. The SPEED digital indicator monitors ship’s speed.
5. The Slow Down and Shut Down indicators register actuation of the safety diesel
protection system. The safety system can be unlocked using the “SAFETY RESET”
button. To turn OFF the safety system, press the “EMERGENCY RUN” button.
6. To stop diesel in emergency, use the “EMERGENCY STOP” button.

Freshwater Cooling System (FW Page)

Purpose
The system is designed for cooling cylinders, covers and the turbocharger of the
Main Engine (ME) and the diesel-generators (DG’s). Fresh water, which is cooled,
in its turn, in the cooler by seawater, is pumped through the system’s closed circuit.
System Components
See Fig. 2 for a system schematic diagram.
Fig. 2

The system scheme realized in the simulator i.e. the system mnemonic diagram
can be seen in Fig. 3.
Fig. 3
The system includes the following components modelled by the simulator:
• Pipeline system as a hydrodynamic object;

• ME and DG as thermodynamic objects;
• Centrifugal electrically driven pumps 1, 2 that provide for circulation of cooling
freshwater through ME. The pumps can be controlled in manual or automatic mode;
• DG attached centrifugal pumps;
• VP valve for adjustment of water flow through ME (water pressure in the system);
• The expansion tank used for compensating water temperature expansion in
the cooling system. The tank capacity is approximately 10% of the total system
water volume. The height of the tank mounting determines the system static
pressure in the system and ensures filling the system with water;
• VL valve for expansion tank replenishment;
• Water coolers 1 and 2, equipped with remote-control valves at cooler inlets;
• Temperature controller and a three-way valve VT, which is controlled manually or
automatically by the temperature controller. The temperature controller maintains
constant water temperature after ME by way of full or partial bypassing the coolers.
The temperature controller sensor is installed at water exit after ME. In the
automatic mode, the temperature controller settings can be changed within the
range of 70°С to 90°С. The DG’s are equipped with similar thermostatic valves;
• Deaerator designed for prevention of air/gas accumulation in the cooling system;
• Remote-control valves for changing system configuration for in-port operation.

Control Panel
The right-hand part of the screen page contains the system control panel.
The control panel consists of the following modules:
• Adjustment of water pressure and flow rate in the system;

• Remote control of a number of valves;
• Adjustment of water temperature.
Circulation of water in the system (pressure and flow rate) is provided by two
electrically driven pumps.
The water-pressure/flow-rate adjustment module includes buttons for turning

ON/OFF the pumps “PUMP 1” and “PUMP 2”, the “Manual/Auto” pump control mode
switch, the water pressure gauge, the controller of water flow adjustment valve to
control the rate of water flow through the engine and water pressure in the system.
The “Manual/Auto” pump control mode switch has two positions:
• AUTO – automatic pump control mode;

• MANUAL – manual pump control mode.
When turning ON/OFF the pumps, automatic control of their valves is performed
at pump discharge side. The pumps are switched ON, working on the shut valve
flap. Then the flap automatically opens with a certain delay. After the pump is
switched OFF, the flap shuts automatically with a time delay.
The “PUMP 1” and “PUMP 2” buttons are active only in case the pump control mode
switch is in the MANUAL position. In the AUTO mode, the automation system turns
ON the pump, when pressure in the system is low. First, it starts pump 1, and if the
system pressure doesn’t rise, it will turn ON pump 2. In the AUTO mode the button
for turning the pumps ON/OFF are not active.
The upper right-hand corner of the control panel houses the ME FLOW controller
for opening the valve that regulates water flow rate in ME and system pressure.
The “0” position of the controller corresponds to a closed valve, the water flow
through ME being zero, and the pressure being at maximum. The “100” position
corresponds to a fully opened valve, the water flow through ME being maximum and
the pressure being decreased.

The system control panel has buttons to control the “COOLER 1” and “COOLER 2”
cut-off valves of water coolers, the “PORT MODE” button for turning ON the in-port
mode of system operation (for partial opening/closing part of valves, through which
the system provides ME heating by cooling water from running DG’s), and the
“TANK MAKE UP” button for turning ON/OFF the expansion tank replenishment pump.
The water temperature regulation controls of the system are combined in the
“TEMPERATURE CONTROL” module on the control panel.
These include:
1. The MANUAL – AUTO control mode switch for water temperature regulation.
2. The COOLER FLOW controller, which is used to manually control the water
temperature regulation valve. The “0” position corresponds to full bypassing the
cooler, the “100” position corresponding to full flow of water through the cooler.
3. The SET POINT turning knob for setting water temperature for the temperature
controller operating in the AUTOMATION mode. The temperature controller
setting can be changed within the range of 70°С to 90°C.
4. The ME INLET and ME OUTLET water temperature indicators (before ME

and after ME, respectively) are located in the upper part of the control panel
represented as thermometers calibrated 0° to 110°С.
The left part of the screen page has a mnemonic diagram of the system, showing
the current status of system valves/pumps, the expansion tank level and the flow
3
of water (m /h) through ME and the water coolers.
Alarm Signals
• Pump Autostart – automatic start of the stand-by pump following a system
low pressure signal;
o
• Low T ME Inlet – low temperature before ME;
o
• High T ME Outlet – high temperature after ME;
o
• High T Cyls Outlet – high temperature after the cylinder cooling jacket;
• Low Level Expan. Tank – low level in the expansion tank;
• High Level Expan. Tank – high level in the expansion tank;
• Low Press. ME Cooling – low pressure in the system.

ME Safety System
• Actuation of the Slow Down system by low system pressure (1.5 bar);
• Actuation of the Slow Down system by high temperature in the system (95°C).

• Water leakage – leakage of water from the system;
• Cavitation in FW system – circulation pump failure, cavitation in the system;
• Pump 1 Breakdown – emergency stop of pump 1;
• Cooler 1 Fouling – fouling of water cooler 1 in the freshwater end;
• Cooler 2 Fouling – fouling of water cooler 2 at the weather forecast end;
• Temp. Controller Breakdown – temperature controller breakdown.
System Operation
1. Check if there is water in the expansion tank. Add, if necessary
(TANK MAKE UP valve).
2. Start the pump (“PUMP 1” or “PUMP 2” button in the MANUAL mode).
3. Adjust pressure before diesel using the valve ME FLOW, check if there is water
flow through the diesel.
4. Switch the pump control mode to AUTO.
5. Switch the thermostatic valve control mode to AUTO.
6. Specify SET POINT for the temperature controller.
7. Open valves of a cooler: COOLER 1 or COOLER 2.
8. Check that there is no alarm signal in the system.
Control Over System Operation
1. Check water pressure before diesel.
2. Check that there is water flow through the diesel.
3. Check water temperature after diesel for each cylinder, and after turbocharger.
4. Check water temperature before diesel.
5. Check for correctness of temperature controller operation – maintaining
the proper temperature value.
6. Check level in the expansion tank.
7. Check for alarm signals in the system.
Switching Over to In-Port Mode
1. Retain the system running mode for 40 – 60 min. after ME stop.
2. Switch the pump control mode to MANUAL.
3. Stop the pump (“PUMP 1” or “PUMP 2” buttons in the MANUAL mode).
4. Use the “PORT MODE” button to switch ME to heating from the operating DG’s.
5. Check that there is water flow through diesel.
6. Check if there is water in the expansion tank. Add, if necessary
(TANK MAKE UP valve).

Seawater Cooling System (SW Page)

Purpose
The system is designed to cool lub. oil in ME and DG, the ME camshaft, the cooling
freshwater in the closed circuit, the scavenge air for the diesels, the air compressors,
and the propeller shaft bearings.
For this purpose, seawater is pumped through respective coolers/mechanisms

and out overboard. If temperature of seawater is low (below 10°С), it gets partially
recirculated.
System Components
Fig. 4

See Fig. 5 for the system scheme realized in the simulator i.e. the system mnemonic
diagram.
Fig. 5

• ME, DG, compressors, water cooler, lube coolers and shafting bearing units
as thermodynamic objects;
• Water intake sea chests, the lower and upper ones, equipped with filters and
stop valves;
• Electrically driven centrifugal pumps: the main ones – 1 and 2, and the in-port
one – aux;
• Lub. oil coolers – 1 and 2, and coolers of camshaft oil – Cam. LO;
• Freshwater coolers – 1 and 2;
• ME scavenge air cooler;
• DG oil/air coolers;
• Air compressor coolers;
• Propeller shaft bearing oil coolers;
• Overboard valve;
• Temperature controller and three-way valve VT, which is controlled manually
or automatically by the temperature controller. The temperature controller
maintains water temperature before LO coolers below 10°C by way of its partial
recirculation after cooler to pump inlets. The temperature controller setting can
be changed within the range of +5 to +32°С.

Control Panel
The control panel located in the right-hand part of the screen page contains the following
modules:
• Adjustment of water pressure and flow rate in the system;

• Water temperature regulation;
• Remote control of some valves, and required indicators.
Circulation of water in the system (pressure and flow rate) is provided by two electrically
driven main pumps and an auxiliary one.
The water-pressure/flow-rate adjustment module includes the “PUMP 1”, “PUMP 2”

and “AUX PUMP” buttons for turning ON/OFF the pumps, the “Manual/Auto” switch
of control modes for pumps “PUMP 1” and “PUMP 2”, and water pressure gauges
for the system.
The control mode switch for pumps “PUMP 1” and “PUMP 2” has two positions:
• AUTO – automatic pump control mode;

• MANUAL – manual pump control mode.
When turning ON/OFF the pumps, automatic control of its valves is performed
at the pump discharge side.
The “PUMP 1” and “PUMP 2” buttons are active only in case the pump control mode
switch is in the MANUAL position. In the AUTO mode, the automation system turns
ON the pump, when pressure in the system is low. First, it starts pump 1, and if the
system pressure doesn’t rise, it will turn ON pump 2. In the AUTO mode, the buttons
for turning ON/OFF the pumps are not active.
The “AUX PUMP” button is always active in the MANUAL mode.
Above the pump control buttons you can find pressure gauges that indicate pressure
at the pressure side of main pumps 1 and 2, and the AUX in-port pump, respectively.
Control of the valve that regulates water flow through the ME air cooler is performed
using the SCAV. AIR COOLER FLOW controller:

The “0” position of the controller corresponds to a closed valve, the water
flow through the ME air cooling being zero. The “100” position corresponds
to a fully opened valve, the water flow through the ME air cooling being
maximum. The current position of the controller (the rate of valve opening)
is shown in the mnemonic diagram.
The water temperature regulation module is located on the control panel,

left to the controller:
It includes:
1. The MANUAL – AUTO control mode switch for water temperature regulation.
2. The RECIRCULATION controller used to control the valve that regulates

water temperature in the MANUAL mode. The “0” position corresponds
to full drain of seawater overboard, while the “100” position indicates full
recalculation of seawater. The current position of the controller
(the rate of valve opening) is shown in the mnemonic diagram.
3. The SET POINT turning knob for setting water temperature for the temperature
controller in the AUTO mode. The temperature controller setting can be
changed within the range of +10°C to +32°C.
The temperature controller maintains water temperature before LO coolers below

the specified value by way of partial recalculation of water after coolers directing it
to the pumps.
The remote control module for some valves:
Contains the following control buttons:
• “LO COOLER 1” – cut-off valve of lube oil cooler 1;

• “LO COOLER 2” – cut-off valve of lube oil cooler 2;
• “FW COOLER 1” – cut-off valve of cooler freshwater 1;
• “FW COOLER 2” – cut-off valve of freshwater cooler 2;
• “UPPER CHEST” – valve of water intake from the upper sea chest;
• “LOWER CHEST” – valve of water intake from the lower sea chest;
• “COMPR. COOLER” – cut-off valve of compressor coolers 1 and 2;
• “SHAFT BEAR.” – cut-off valve of the propeller shaft bearing oil coolers;
• “CAMSH. LO COOLER” – cut-off valve of the camshaft oil cooler.

The control panel also features temperature indicators:
• LO Cooler Inlet – before ME lube oil cooler;

• FW Cooler Inlet – before freshwater cooler;
• FW Cooler Outlet – after freshwater cooler;
• Air Cooler Outlet – after scavenge air cooler;
• Sea Water – water temperature from the sea chest (in the upper right-hand
corner of the control panel).
The left part of the screen page has a mnemonic diagram showing the current status
of system valves/pumps, and the temperature of the shafting bearing units.
Alarm Signals
• Low Pressure – low pressure before air cooler (after the pumps);
• Pump Autostart – automatic start of the stand-by circulation pump following
a system low pressure signal;
• High Tº Shaft Bear – high temperature after shafting bearing coolers;
• High Tº Compress. 1 – high temperature of compressed air after compressor 1;
• High Tº Compress. 2 – high temperature of compressed air after compressor 2;
• Low Tº LO Cool. In. – low water temperature before lube oil coolers.
Protection System
No protection system is foreseen for the prototype and neither is modeled
by the simulator.

• Pump Aux. Breakdown – emergency stop of Aux. pump;
• LO Cooler 1 Fouling – fouling of lube oil cooler 1 on the seawater side;
• LO Cooler 2 Fouling – fouling of lube oil cooler 2 on the seawater side;
• FW Cooler 1 Fouling – fouling of freshwater cooler 1 on the seawater side;
• FW Cooler 2 Fouling – fouling of freshwater cooler 2 on the seawater side;
• Scav. Air Cooler Fouling – fouling of the scavenge air cooler on the seawater side;
• Temp. Controller Breakdown – temperature controller failure;
• Upper Chest Filter Fouling – fouling of the upper sea chest filter;
• Lower Chest Filter Fouling – fouling of the lower sea chest filter;
• Cavitation in SW system – circulation pump failure, cavitation in the system.
In addition, the instructor can specify the seawater temperature.

System Operation
1. Open the upper sea chest (when in port) – UPPER CHEST.
2. Check that the overboard valve is open.
3. Start the pump (the “PUMP 1” or “PUMP 2” button in the MANUAL mode).
4. Open the FW COOLER water cooler valve, the LO COOLER oil cooler valve
of ME, and the CAMSH. LO COOLER camshaft oil cooler valve.
5. Open the COMPR. COOLER and SHAFT BEAR cooler valves.
6. Check water pressure in the system.
8. Switch the recalculation valve control mode AUTO.

1. When putting to sea, switch over to the lower sea chest – LOWER CHEST.
2. Check water pressure in the system.
3. Check water temperature after/before the coolers.

5. Adjust the rate of flow through the air cooler using the SCAV. AIR COOLER
FLOW valve to maintain scavenge air temperature within the working range.
Switching Over to In-Port Mode

1. When in port, switch over to the upper chest – UPPER CHEST.
2. Switch the pump control mode to MANUAL.
3. Stop the pump (PUMP 1, PUMP 2 in the MANUAL mode).
4. Start the auxiliary (port) pump – AUX. PUMP.
5. Shut the valves of the unused coolers.

Fuel Oil Supply System (FOS Page)

Purpose
The system is used to supply fuel from the service tank to the diesel high-pressure fuel
pumps (HPFP). The system allows the main engine and the diesel-generators to be
run on heavy fuel oil or diesel fuel oil. Fuel circulation in the system is provided by two
pairs of electrically driven pumps – supply pump, and circulation pumps, operating in
the “Standby” mode i.e. one pump operating, the other one being a standby.
The fuel is supplied:
• Under certain pressure that ensures HPFP priming;

• At certain temperature that ensures viscosity of 10 to 15 cSt, necessary for proper
fuel atomisation by the burner;
• Through the filter that ensures removal of particles greater than 50 µm in order
to prevent abrasive wear and jam of high-precision components of the diesel
fuel equipment.
After final preparation and supply of fuel to HPFP, the system performs continuous
fuel circulation via HPFP and the burners. This makes it possible, independent
of diesel operation mode, including a stopped diesel, to:
• Maintain system readiness for operation on heavy fuel;

• Maintain proper thermal conditions and deaeration of the burners and HPFP.
To make the heavy fuel less viscous, heating is provided: preliminary heating in the
expansion tank and the pipelines (steam trace heating); and final heating in the fuel
preheater. The heating temperature to get the required viscosity depends on the fuel
grade, amounting up to 150°С. Therefore, to prevent fuel boiling (because generation
of vapours and foam can result in failure of fuel supply to the pumps), a high pressure
is to be maintained in the circulation system i.e. about 10 bar at discharging side and
about 4 bar at the suction side of the circulation pump. Pressure at the suction side
of the circulation pump is provided by the supply pump.

System Components
Fig. 6

diagram.
Fig. 7

• Tanks and pipelines as thermodynamic objects;
• HFO/DO service tanks, which are replenished by separators from the HFO
settle tanks and the DO reserve tanks (see “Fuel preparation system – the
FOT page”). The service tank overflow pipe connects to the settle tank. The
reserve tanks are provided with taps in their lower parts, designed for draining
sludge to the sludge tanks. The receiver pipe is located somewhat higher of the
tank bottom to prevent sludge entering the system. Therefore, there is always
a “dead” stock of fuel in the tank, which cannot be pumped out. The tank
“dead stock” can be removed through the sludge drain tap. The HFO tank
and the connected pipelines are steam-heated to reduce viscosity of the
pumped fuel. The HFO/DO suction pipes are connected with the suction sides of
the supply pump via a three-way plug valve (2/1), which is foreseen for switching
ME to another fuel grade “while running”. There are similar valves at each of
the diesel-generator;
• Supply pumps 1 and 2 (one stand-by) create a pressure of at least 4 bar in the
circulation system. These are electrically driven pumps of, usually, the gear type
or the screw type. The capacity of each pump covers the fuel consumption by the
diesels. The constant pressure at the charging side is maintained by a bypass valve;
• Circulation pumps 1 and 2 (one stand-by) perform continuous pumping of fuel
through the fuel preheater, filter and diesel fuel equipment, which allows the
system to be retained in the state of continuous readiness. These are electrically
driven pumps of, usually, the gear type or the screw type. The circulation pumps
feature capacity about twice as much as the supply pumps;

• The fuel preheater heats fuel up to the required temperature/viscosity. This is a

steam heat exchanger of the shell-and-tube type. Fuel temperature is controlled
after heater with the aid of the steam supply valve. It can be performed manually
or using the “Viscosity Control” temperature controller. The heating temperature
for the required viscosity of 10 to 15 cSt is determined by the fuel grade;
• A duplex fuel filter for removal of particles greater than 50 µm from fuel. The
clean filter pressure drop doesn’t exceed 0.3 bar. When if becomes higher than
0.5 bar, you should switch over to a clean section and then clean out the filter;
• The circulation system is completed by a return fuel tank equipped with an
automatic deaeration valve. The tank is located higher than the service one,
its middle being at the level of the service tank top;
• Fuel leakage collector. In particular, it is connected to the protection jackets
of the HP fuel injection tubes. The pipeline drains to the spill tank.
Control Panel
The upper part of the fuel supply system control panel contains the pump control
modules. They are as follows:
1. The “SUPPLY PUMPS” module of supply pumps. The “PUMP 1” and “PUMP 2”
buttons for turning ON/OFF two supply pumps (one being a stand-by) that
create a pressure of at least 4 bar at circulation pump inlets. The pumps have
two control modes i.e. manual and automatic.
2. The “CIRCULATION PUMPS” module. The “PUMP 1” and “PUMP 2” buttons for
turning ON/OFF two circulation pumps (one being a stand-by) that continuously
pump fuel through the fuel preheater, the filter and the diesel fuel equipment.
This allows the system to be retained in the state of continuous readiness.
The pumps have two control modes i.e. manual and automatic.
If the button is not highlighted, pressing it will start the respective pump (the button
highlights). If you press an unlighted button, it will stop the respective pump.
3. Pump control mode switches, each having two positions: MANUAL and AUTO.
The “PUMP 1” and “PUMP 2” buttons are active only in case the pump control
mode switch is in the MANUAL position. In the AUTO mode, the system turns
ON the pump automatically, when pressure in the system is low. First, it starts
pump 1, and if the system pressure doesn’t rise, it will turn ON pump 2. In the
AUTO mode the buttons for turning ON/OFF the pumps are not active.
4. Pressure gauges that indicate pressure after supply pumps and circulation pumps.

Fuel is supplied via a duplex fuel filter that ensures removal of particles greater than
50 µm. The filter condition is assessed by the pressure drop through it. The clean
filter pressure drop doesn’t exceed 0.3 bar. When if becomes higher than 0.5 bar,
you should switch over to a clean section and then clean out the filter. The control
panel has the FILTER switch for selection of filter sections 1 or 2, with position
indications “1” and “2”, as well as analog/digital indicators of fuel pressure before
HPFP – ENGINE INLET, and of pressure drop through the filter – FILTER DROP.
Viscosity of the pumped heavy fuel is adjusted by heating: the preliminary one in the
service tank and the pipelines and the final one in the fuel preheater. To provide for
these functions, there are following controls on the control panel:
• The “TRACING” button – to turn ON the steam trace heating

of the pipelines;
• The “HEATING” controller – to regulate steam supply for heating
heavy oil in the service tank (fuel temperature in the service tank
is monitored by the temperature indicator);
• The “PREHEATER “ON” and “PREHEATER BYPASS” buttons – for

remote control of the fuel preheater cut-off valve and the bypass valve.
Fuel temperature after the preheater can be regulated by the valve of steam supply
to the fuel preheater. It is performed with the aid of the “VISCOSITY CONTROL”
fuel viscosity module on the control panel, which includes:

1. MANUAL-AUTO mode switch of fuel viscosity control.
2. HEATING controller used to control the steam supply valve in the

MANUAL mode. The “0” position of the controller corresponds means
the preheater of OFF, while the “100” position corresponds to
preheater maximum capacity.
The current position of the HEATING controller is shown on the digital

indicator in the mnemonic diagram.
3. The SET POINT rotating knob for setting a value of fuel temperature after
the “VISCOSITY CONTROL” controller in the AUTO mode.
Fuel temperature is monitored by temperature indicators at the following points:

– Preheater Inlet – before preheater;
– Preheater Outlet – after preheater.
The lower part of the control panel contains tap control buttons to drain sludge from
the service tanks:
• DO DRAIN – from the diesel fuel oil tank and
• DRAIN (the “HFO TANK” module) – from the heavy fuel oil tank.
Fuel type selection for ME and two DG’s is made using the “HFO-OFF-DO”
three-way switches that remotely control the fuel receiving taps. The switch
positions correspond to the following:
• HFO – from the HFO service tank;

• OFF – the tap is closed (the middle tap position);
• DO – from the DO service tank.

The left-hand part of the screen page contains a mnemonic diagram, showing
the current state of system devices, and also:
• Level in DO/HFO service tanks (diesel oil and heavy fuel oil);
• Setting of the “HEATING” controller, for reduction of fuel viscosity;
3
• DO/HFO consumption, m /h.
Alarm Signals
• Pump Supp. Autostart – automatic start of the stand-by supply pump
by a low-pressure-after-pumps signal;
• Pump Circ. Autostart – automatic start of the stand-by circulation pump
by a low-pressure-after-pumps signal;
• Filter Dirty – fouled filter, increased filter pressure drop;
• Tº HFO Tank – high/low fuel temperature in the HFO service tank;
• Tº ME Inlet – high/low temperature (viscosity) of fuel before ME;
• Low Press. ME Inlet – low fuel pressure before ME;
• Level HFO Tank – high/low fuel level in the heavy fuel oil service tank;
• Level DO Tank – high/low fuel level in the diesel oil service tank.
Protection System
No protection system is foreseen for the prototype and neither is modelled by the
simulator.

• Supply Pump 1 Breakdown – emergency stop of supply pump 1;
• Supply Pump 2 Breakdown – emergency stop of supply pump 2;
• Circul. Pump 1 Breakdown – emergency stop of circulation pump 1;
• Circul. Pump 2 Breakdown – emergency stop of circulation pump 2;
• Filter 1 Fouling – fouling of filter 1, increase of pressure drop through it;
• Filter 2 Fouling – fouling of fuel 2, increase of pressure drop through it;
• Temp. Controller Breakdown – temperature controller failure;
• Preheater Fouling – fouling of preheater (viscosity control system).

System Operation
1. Check the level in the DO service tank. Drain sludge (the “DO DRAIN” button).
Fill up the tank, if necessary (the DO TRANSFER PUMP in the FOT system –
the “START/STOP” button).
2. Check the level in the HFO service tank. Drain sludge (the “DRAIN” button).
Fill up the tank, if necessary (SEPARATOR in the FOT system – the
“START/STOP” button).
3. Check temperature in the heavy fuel service tank – HFO TANK. Turn
ON HFO TANK HEATING, if necessary.
4. Set switches of fuel type selection for ME and DG’s to the required position:
HFO-OFF-DO and AE1 – AE2, respectively.
5. When running on heavy fuel oil – turn ON the heating of the fuel pipelines
by the “TRACING” button.
6. Start the supply pump pump (the “PUMP 1” or “PUMP 2” button of the “SUPPLY
PUMPS” module, in the MANUAL mode). Check its operation on the pressure gauge.
8. Start the circulation pump (the “PUMP 1” or “PUMP 2” button of the “CIRCULATION
PUMPS” module in the MANUAL mode). Check its operation on the pressure gauge.
10. When running on heavy fuel oil, open the preheater valves (the PREHEATER
“ON” button); if operating on diesel oil, open the bypass valve (the “PREHEATER
BYPASS” button).
11. Check fuel pressure before diesel (the ENGINE INLET pressure gauge).
12. Check filter pressure drop (the FILTER DROP pressure gauge); change over
to the filter stand-by section, if necessary.
13. Switch to the MANUAL mode of thermostatic valve control.
14. Use the HEATING controller to adjust fuel temperature before diesel
(PREHEATER OUTLET).


1. After starting the diesel, switch to the AUTO mode of thermostatic valve control.
3. Check fuel temperature before diesel.

5. Check fuel pressure before diesel.
6. Check pressure drop through the filter; change over to the stand-by section
of the fuel, if necessary.
7. Check the flow rate for the fuel from the service tanks.
8. Check the level in the DO service tank. Drain sludge (the “DO DRAIN” button).
Fill up the tank, if necessary (the DO TRANSFER PUMP in the FOT system –
the “START/STOP” button).
9. Check the level in the HFO service tank. Drain the sludge (the “DRAIN” button).
Fill up the tank, if necessary (SEPARATOR in the FOT system – the
“START/STOP” button).
10. Check temperature in the heavy fuel service tank – HFO TANK. Turn ON HFO
TANK HEATING, if necessary.

Switching to In-Port Mode
1. If your stay in port is of short duration, you can continue to use the running mode
of the FOS system for the purpose of being ready for operation on heavy fuel oil.
2. Before a long-duration stay, change the system in due time to DO before
manoeuvring. To do so, act per paragraphs 3 to 8.
3. Switch to the MANUAL mode of thermostatic valve control.
4. Set the fuel type selection switch HFO-OFF-DO of the main engine
to the DO position.
5. Use the HEATING controller to gradually reduce fuel temperature before diesel
(PREHEATER OUTLET).
6. Check fuel pressure before diesel (the ENGINE INLET pressure gauge).
7. Open the preheater bypass valve (the “PREHEATER BYPASS” button); close
the preheater valves (the PREHEATER “ON” button).
8. Turn ON the fuel pipeline heating using the “TRACING” button.
9. After stopping the diesel, change control of the circulation/fuel-supply pumps
to the MANUAL mode; stop the pumps.

Fuel Oil Transfer System (FOT Page)

Purpose
The system is designed for fuel storage, settling, pumping, separating and directing
to the diesel service tank.
System Components
Fig. 8
diagram.
Fig. 9

• Heavy fuel oil storage bunker. Equipped with steam heating coils;
• Diesel oil storage bunker;
• HFO pump for replenishment of fuel in the settling tank and for other fuel
transfer operations. This is an electrically driven pump, of, usually, the gear type
or the screw type;
• DO transfer pump for replenishment of fuel in the DO service tank and for other
fuel transfer operations. This is an electrically driven pump, of, usually, the gear
type or the screw type;
• HFO settling tank. It is replenished from the bunker by the HFO transfer pump.
The settling tank overflow pipe connects to the spill fuel tank. The tap in the
lower part of the settling tank is designed for draining sludge to the sludge tank.
The settling tank is provided with steam heating coils. The fuel pipelines draining
to the tank are heated by steam to reduce viscosity of the pumped fuel;
• The fuel separators (please see page OFS) is designed for removal of water and
mechanical particles from HFO fuel or DO fuel. Separation wastes are removed
to the sludge tank;
• The spill tank is designed as an assurance against overfill of the settling/service
tanks. When it is overfilled, the fuel will run out through the air gosling onto the
deck (emergency situation). The fuel can be pumped out from the spill tank to
the settling tank;
• The sludge tank serves as a collector of separation waste, sludge and other
kinds of fouled fuel and oil.
Control Panel
The upper left part of this system’s control panel contains control modules for heavy
fuel oil transfer pumps – “HFO TRANSFER PUMP” and diesel oil transfer pumps –
“DO TRANSFER PUMP”:
1. The HFO transfer pump is designed for replenishment of the settling tank and
for other fuel transfer operations. The pump is controlled by the “START/STOP”
button, which turns ON/OFF the HFO pump. You can select the source, from
which fuel is to be transferred, i.e. the bunker or the spill tank, using the remote-
controlled two-way valve. This valve can be controlled using the “From Bunker –
From Spill Tank” switch. To check the pressure on the suction side (SUCTION)
and the discharge side (DISCHARGE) of the fuel transfer pump, two respective
analog/digital indicators are provided.

2. The DO transfer pump is designed for replenishment of the DO service tank.

The pump can be turned ON/OFF using the “START/STOP” button. To show
the suction/discharge pressure, two analog/digital pressure gauge are available:
SUCTION and DISCHARGE.
The lower part of the panel has:
1. “HFO BUNKER” control module for the heavy fuel oil bunker:
– the “HEATING” controller of the tank heating control system

(the controller setting is shown in the mnemonic diagram digital
indicator of the tank heater);
– fuel temperature indicator;
– the “TRACING” button for turning ON the pipeline heating, which
is required for normal transfer of heavy fuel oil.
2. The “HFO SETTLE TANK” control module for the heavy fuel oil settling tank:

– the “HEATING” controller of the tank heating control system (the controller
setting is shown in the mnemonic diagram digital indicator of the tank heater);
– fuel temperature indicator;
– the “DRAIN” button for control of the tap draining sludge from the settling tank
to the sludge tank.
3. The SEPARATOR SELECTIONS control module:
– the FUEL (DO – HFO) switch for selection of fuel
for separation;
– the SUCTION (SERVICE – SETTLE) switch for
selection of separator suction direction (for HFO);
– the DISCHARGE (SERVICE – SETTLE) switch for
selection of separator discharge direction (for HFO).
The left-hand part of the screen page contains a mnemonic
diagram of the system, showing the current state of system
devices, fuel levels in tanks, as well as the statuses of the
heating systems in the bunker, the HFO settling tank and
the separator.
Alarm Signals
• High Level Spill Tank – high level in the spill tank;
• High Level Sludge Tank – high level in the sludge tank;
• Level HFO Sett. Tank – low/high level in the HFO settling tank;
• To HFO Settl. Tank – high/low fuel temperature in the HFO settling tank.
Protection System
No protection system is foreseen for the prototype and neither is modelled
by the simulator.

Not provided for in the simulator for the given system.
System Operation
DO Service Tank Replenishment
1. Start the DO TRANSFER PUMP to transfer diesel oil from the DO bunker
to the DO service tank (the “START/STOP” button).
2. Check pump operation using the pressure gauges on the suction side (SUCTION)
and the discharge side (DISCHARGE).
3. Check the fuel level in the DO service tank.
4. Stop the pump in time to prevent overflow.

HFO Settling Tank Replenishment

1. Turn ON the heating of the HFO bunker in due time to provide for its normal
transfer.
2. Turn ON the heating of the fuel pipelines by the “TRACING” button.
3. Set the HFO TRANSFER PUMP suction switch to the required position i.e.
From Bunker or From Spill Tank.
4. Start the HFO TRANSFER PUMP (the “START/STOP” button).
5. Check pump operation using the pressure gauges on the suction side (SUCTION)
and the discharge side (DISCHARGE).
6. Check the level in the HFO settling tank.
7. Stop the pump in time to prevent overflow.

8. Turn ON the fuel pipeline heating using the “TRACING” button.
HFO Service Tank Replenishment

1. Turn ON the heating of the HFO settling tank in due time to provide for it’s
normal transfer.
2. Drain sludge.
3. Set the separator suction switch (SUCTION) to the FROM SETTLE position.
4. Set the separator discharge switch (DISCHARGE) to the TO SERVICE position.
5. Turn ON the heating of the fuel to be treated.
6. Start the separator(s) – please see the page OFS.
7. Check the fuel level in the HFO service tank and stop the separator in time
to prevent overflow.
8. Turn OFF the heating of the separated fuel.

Oil and Fuel Separators (OFS Page)

Purpose
Before being used in the diesel engine, fuel and lubricating oil should be treated to
remove water and solid particles from it. This is necessary for ensuring adequate fuel
burning, decreasing fuel equipment wear and damage to the engine parts. To accomplish
this, along with filtering and settling, the centrifugal separation process is used.
The centrifugal separator is used for separating two fluids (e.g. oil and water) or
for separating a liquid from solid particles (e.g. oil from metal inclusions, coke, etc.).
Alfa-Laval separators have been chosen as prototype for simulation in general.

The most essential and interesting functionality has been accentuated specially
(for purposes of education and for training) and some generic separator has been
modeled as a result.
The separator can operate in two modes:
• Purification mode – purification mode with the permanent removal of water from the
separator bowl and with the regular removal (“shooting off”) of separated sludge. It
is used for purifying fuel containing a large amount of water (> 1%);
• Clarification mode – clarification/refining mode with the regular removal
(shooting off) of separated solid particles (sludge) and small amount of water
from the separator bowl.
The separator can operate in manual and automatic modes. Some automatic
operations are applied in the manual mode.
In the simulator, the separator operation can only be started manually.
Automatic separator operation mode ensures proper purification of a product,

provided automatics parameters are correctly chosen and separators are turned on
in the optimum manner.
System Components
The system block diagram is shown in Fig. 10.
Fig. 10

The block diagram of the system implemented in the simulator is presented

on the mnemonic diagram shown in Fig. 11:
Fig. 11
The system includes the following components which are modelled in the simulator:
• Three separators. Separators 1 and 2 are used for the fuel oil purification (separation)
or clarification for choice. Separator 3 is used for the clarification/refinement of
lubricating oil. It is possible to combine operation of separators 1 and 2 by turning
them on, one by one or in twos, in parallel or serially in different service modes
(purification or clarification) depending on the condition (quality) of the fuel to be
purified. The separator has a separator bowl which separates the fuel or lubricating
oil from admixtures by centrifuging. The separator bowl is rotated by an electric motor
-1
via a belt transmission (the rate of revolutions is up to 10000 min ). Fed to the
separator is operating water, closing water, opening water and the product to be
purified. Released from the separator is the purified product, water and sludge with
some amount of water separated from the product;
• Pipelines for feeding the product to and removing the product from the separator.
Pipelines are fitted out with necessary valves and pumps. Feed pumps ensure the
product circulation in the system;
• Pipelines of unlocking, locking and operating water. The pipelines are fitted out
with necessary valves;
• Steam heaters for the product to be separated and operating water. These are
intended for ensuring the necessary viscosity of the product to be separated and
maintaining the required water temperature in the system;
• Control unit with the automatics equipment fitted out with the monitoring and
control panel.

Control Panel
The top part of the control panel incorporates controls for the system as a whole:
• “CONTROL AIR” pressure gauge to show the compressed control air pressure;
• “OPERATING WATER” pressure gauge to show the operating water pressure;
• “WATER ON” button to open the valve for feeding operating water in
the system;
• “OPEN WATER” button to open the valve for feeding opening water in
the system;
• “CLOSING WATER” button to open the valve for feeding closing

water in the system;
• Operating mode switch for separators 1 and 2. It has two positions: “PARALLEL”
and “IN SERIES”. It controls a closing (three-way) valve and allows the separators
to work in series or in parallel;
• “TO SEP. 2” button to open the valve for feeding the product to be
purified direct to separator 2 in parallel mode.
To select separator 1 or 2 or 3, use the tabs:
Arranged below is the selected separator monitoring and control units:

• “POWER” on/off indicator;

• Separator “START” button;
• Separator “STOP” button;
• Separator “EMERGENCY STOP” button;
• “DISCHARGE” button for turning on the separator discharge mode
(in “AUTO” mode);
• “BRAKE” button for stopping the separator;
• Separator “PURIFICATION” and “CLARIFICATION” oper. mode buttons
(for separators 1 and 2);
• Separator “AUTO-MANUAL” mode switch;
• Separator bowl “R.P.M.” indicator;
• “WATER CONTENTS, % INLET” display showing the water per cent content in
the product at the separator inlet, and at the outlet – “WATER CONTENTS, %
OUTLET” display;
• “IMPURITY, ppm INLET” display showing the content of solid particles in
product at the separator inlet, and at the outlet - “IMPURITY, ppm OUTLET”.
The come:
Group of controls of back pressure at the side of the purified product outlet from
the separator:
• “BACK PRESSURE” gauge;

• “SET POINT, bar” back pressure controller;
Control group for product supply to the separator:
• “FEED PUMP” pressure gauge showing product pressure after the feed pump;
• “ON” button for start of Feed pump;
• “FUEL INLET” pushbutton for opening product supply to the cleaning system;
• “FLOW” controller for adjustment product supply to the separator.

Separator water control and sludge drain control group:
• “OPER. WATER” button to open operating water feed valve to the separator
(in the event of separator start and wash in “MANUAL” mode, refilling of
separator bowl, with the supply of water for the lubricating oil clarification);
• “SEPARATOR/OPEN” button to open separator opening water supply valve
(in “MANUAL” mode) and separator status “OPEN” indicator;
• “SEPARATOR/CLOSE” button to open separator closing water supply valve
(in “MANUAL” mode) and separator status “CLOSE” indicator;
• “TIME, min” setter used in draining sludge from the separator by time
in automatic mode.
“TEMPERATURE CONTROL group for the control of the product heating:
• “HEATING” button to open the valve feeding steam to the product and water heaters;
o
• “SET POINT, C” product temperature controller;
• Temperature gauge showing the temperature of the product at the heater
outlet/separator inlet.
Heating of water is turned on simultaneously with the heating of the product.
In addition to the indicators arranged on the control panel, there are also some
indicators on the system mnemonic diagram.
The mnemonic diagram has indicators of:
• Separator drive operation;

• Status of valves and solenoids;
• Output of purified product, water, sludge;
• Level in operating water tank;
• Feeding of steam to the heaters.

Alarms
• High Water Level – separator overfilled with water (for Separators 1, 2 and 3);
o
• Low Inlet T – high/low product temperature at the separator inlet
(for Separators 1, 2 and 3);
• High Vibration – high vibration level of the separator bowl
• Low Back Pressure – low pressure at the separator outlet
• Waterlock Break – break of the waterlock in the separator bowl
(for Separators 1 and 2);
• Dry Fuel – low water content in the fuel at the separator inlet
(for Separators 1 and 2).
Safety System
Closing of product output line in case of high water contents, waterlock break
and low back pressure (in AUTO mode only).
System Faults Entered by the Instructor

• Separator drive breakdown (for Separators 1, 2 and 3);
• Separator bowl fouling – high vibration (for Separators 1, 2 and 3);
• Waterlock break (for Separators 1 and 2);
• Pressostat fault (for Separators 1, 2 and 3);
• Closing Water solenoid valve fault (for Separators 1, 2 and 3);
• Opening Water solenoid valve fault (for Separators 1, 2 and 3);
• High water contents – high water level in product (5% in Service HFO
and DO tanks);
• Medium water contents – medium water level in product (3%);
• High impurity contents – high level of mechanical admixtures in product
(10000 ppm).
System Operation
Separators 1 and 2 in the simulator are intended for the fuel purification
or clarification, if necessary.
Separator 3 in the simulator is intended for the clarification of the lubricating oil.
Separators 1 and 2 can operate:
• In parallel – in this case both separators operate separately;

• In series – in this case, e.g. separator 1 operates in the purification mode,
whereas separator 2 operates in clarification mode (for example).
Serial or parallel operation of separators is enabled by the pipeline valve which
opens the supply of non-purified fuel oil in separator 2 (“TO SEP. 2” button) and
three-way valve at the outlet from separator 1 (“PARALLEL – IN SERIES” switch).
Before starting the separator(s), it is necessary to supply operating water in the

system (“WATER ON”) and open supply of opening and closing water in the
separators (“OPEN WATER” and “CLOSING WATER” buttons).

Starting the Separator

1. In the simulator, the separator is started in the manual control mode:
“AUTO-MANUAL” switch is in “MANUAL” position.
2. Select the separator operating mode: “Purification” or “Clarification” buttons.
3. Check the separator Brake – “BRAKE” button must be off.
4. Open “WATER ON” valve.
5. Lock the bowl. Feed the closing water – “CLOSE” button. Check the status
of the “OPEN” button (must be off).
6. Start the separator drive electric motor (“START” button). Check that the
separator bowl develops its rated revolutions (about 10000 rpm). As this is
done, the bowl is opened, and the remains of water, product and sludge are
removed from it.
7. Open “FUEL INLET” valve.
8. Turn on the pump for supplying the product to the separator (“FEED PUMP” button
is on). As this is done, “FLOW” valve feeding fuel to the separator is closed.
9. Turn on the heating (“HEATING” button) and set the required product
o
temperature (“SET POINT, C” controller).
10. Supply the operating water for water lock – “OPER. WATER” button and
the bowl is filled with water until the water appears in the indicator (peep-hole)
in the water drain line.
11. The separator bowl is filled with fuel - “FLOW” valve opens slowly to supply
the product to the separator (check the required fuel temperature before). The
product pressure at the separator outlet (“BACK PRESSURE”) is controlled with
the aid of “SET POINT, bar” controller. If the waterlock is broken because of
the high back pressure, it is necessary to reduce the back pressure by 0,5-1
bars and/or to decrease the fuel feed. Safety solenoid valve is opened if back
pressure more than 1 bar and closed if back pressure less then 0,8 bar or
in emergency, if sludge or water will appeared in separator outlet (product
discharge line). Back pressure regulator especially significant in manual mode.
In automatic mode, “WATER DRAIN” valve is closed, if water level in bowl is
reduced. Use “AUTO-MANUAL” switch to switch the separator to “AUTO” mode.
12. Set the time of removing the sludge from the separator bowl – the time is set by
using “TIME, min” controller (in “AUTO” mode).
13. Check the separation quality – water content in the product before/after the
separator or the content of solid particles. It’s simulated by “WATER CONTENTS, %
– INLET/OUTLET” and “IMPURITY, ppm – INLET/OUTLET” displays.
14. Check the separator operating parameters by using the indicators on the control
panels.

Separator Washing
1. The separator operates in “AUTO” mode.
2. Empty the bowl (“DISCHARGE” button).
3. Switch the separator to “MANUAL” mode.
4. Supply closing water – “CLOSE” button.
5. Supply operating water – “OPER. WATER” button. The bowl is filled with water
and is washed.
6. Empty the bowl. Operations can be repeated several times depending on how
dirty the separator is.
Stopping the Separator
1. The separator operates in “AUTO” mode.
2. Empty the bowl (“DISCHARGE” button).
3. Switch the separator to “MANUAL” mode.

4. Cut the water supply to the separator.
5. Stop the separator drive electric motor (“STOP” button).
6. Brake the separator (“BRAKE” button).
7. In emergencies, use “EMERGENCY STOP” button.
Specific Features of Separator Operation in Clarification Mode

In the case of product clarification, the sludge and remains of water are removed at
regular intervals rather than constantly. The sludge is removed either when some amount
of it is accumulated in the bowl (by level) or over a certain time interval (by timer).
In the separation of lubricating oil, hot operating water used for clarifying the lub.
Oil – it is deoxidation in MANUAL control mode.

System of Circulation Lubrication and Piston Cooling (LO Page)

Purpose
The system is designed for lubrication of bearings and cooling of diesel pistons (main
system), for lubrication of camshaft bearings, fuel pump drive cam faces and exhaust
valve cam faces (camshaft lubrication system), and for lubrication of diesel cylinders.
In the main system, lube oil of certain temperature is supplied under certain
pressure to circulation lubrication points, including:
• Main bearings and connecting-rod bearings;

• Crosshead bearings and crosshead guides;
• Thrust bearing;
• Bearings and camshaft drive;
• Other drives and attached mechanisms.
Part of lube oil supplied to the crosshead bearings is directed for cooling the pistons,
from where it drains to the collecting tank via pipes equipped with sight glasses,
which allow the cooling oil flow to be checked.
In the camshaft lubrication system, lube oil of certain temperature is supplied under
certain pressure to circulation lubrication points, including:
• Camshaft bearings;
• Valve tappet guides.
Lube oil is collected in the camshaft crankcase oil pan, where it is maintained at
a level sufficient for being caught by rotating cams for the purpose of lubricating
the cam working face; then lube oil is directed to the camshaft lubrication tank.
In the diesel cylinder lubrication system, lube oil is supplied via special nipples
directly to the bushing work face.
Thus, the system page includes three subsystems:
• Circulation lubrication of ME bearings and piston cooling (Main Circulation

System). The devices and mechanisms of the main system are in the right-hand
part of the mnemonic diagram, while the controls/indicators thereof are located
in the upper part of the control panel;
• Camshaft Lubricating Oil System. Components of the system are presented
in the left-hand part of the mnemonic diagram, while the controls/indicators
thereof are in the lower part of the control panel;
• Diesel cylinder lubrication (Lubricators).

System Components
Fig. 12
See Fig. 13 for the system scheme realized in the simulator i.e. the system
mnemonic diagram.
Fig. 13


Main Circulation System
• The tank of circulating oil is a collecting reservoir located under the diesel, where
lube oil drains by gravity from the lubrication points. The receiver pipe connects
the tank to the circulation pumps. The overflow pipe drains to the spill tank;
• The circulating oil stock tank for replenishment of the circulating oil tank and
the camshaft lubrication tank;
• The circulating oil pumps 1 and 2 (one stand-by) create required pressure in the
lubrication system. These are electrically driven pumps of, usually, the gear type
or the screw type. The constant pressure at the charging side is maintained by
a bypass valve;
• Lube oil cooler 1 and 2. These are heat exchangers of the shell-and-tube type
or plate type, pumped through with water. They maintain lube oil temperature at
a specified level, which is necessary for keeping lube oil under certain pressure.
Temperature rise results in reduction of lube oil viscosity, which, in turn, effects
pressure reduction in the circulation lubrication points impairing tribological situation;
• Temperature controller and the three-way valve (controlled automatically by
the temperature controller or manually), which maintains lube oil temperature
constant before ME by partial or full bypassing the oil cooler. The temperature
controller setting can be changed within the range of 35-50 °С. There are similar
thermostatic valves installed at the diesel-generator;
• A duplex lube oil filter for removal of particles greater than 50 µm from lube
oil is installed directly before diesel;
• The lube oil separator removes water and mechanical particles from lube oil.
Lube oil is drawn by the separator pump from the circulating oil tank, to where
it subsequently returns after treatment;
• The settling tank or the used-lube oil tank. Lube oil is pumped from the
circulating oil tank to the settling tank by the separator pump. Lube oil
in the settling tank can also be treated by the separator;
• The pump for dirty lube oil transfer;
• Stuffing box drain collection tank;
• Drains from all tanks and separation waste are directed to the separator; tank
(sludge tank).
ME Camshaft Lubrication System
• Lube oil tank, which is a collecting reservoir, to where lube oil drains by gravity
from the lubrication points. The receiver pipe connects the tank to the pumps;
• Circulation oil pumps 1 and 2 (one stand-by) create required pressure in the
lubrication system. These are electrically driven pumps of, usually, the gear type or
the screw type. The necessary discharge pressure is controlled by a diverter valve;
• Lube oil cooler represented by a heat exchanger of the shell-and-tube type or plate
type, pumped through with water (the simulator models a plate-type exchanger). It
helps to maintain lube oil temperature at a level of 40°С to 50°С, which is necessary
for maintaining required lube oil viscosity and working pressure in the lubrication
system. At lower oil temperature, its circulation is performed at a partially or fully
opened bypass valve of the oil cooler. Temperature can be controlled manually with
the aid of the bypass valve;
• A duplex lube oil filter for removal of particles greater than 50 µm from lube
oil is installed directly before the camshaft;

• A fine filter removes water and mechanical particles of 1µm and bigger
from lube oil. Lube oil is drawn by the filter pump from the circulating oil tank,
to where it subsequently returns again after treatment;
• A magnetic filter at the engine oil outlet for removal of metal particles from lube oil.
Cylinder Lubrication System
• The cylinder oil tank is located under the diesel. The oil flows by gravity to the
lubricating pumps. The tank is replenished from the stock tank using a special
hand pump that directs oil through a filter. The tank volume is usually equal
to two-day cylinder oil consumption. A overflow pipe runs to the stock tank;
• Cylinder oil stock tank;
• Hand pump for cylinder oil tank replenishment;
• Lubricating pumps (one per cylinder). These are special pumps to lubricate
the cylinders; they are provided with a main drive from the diesel and an
additional manual drive designed for pumping oil to the cylinder before
starting the diesel. The lubricating pumps are equipped with transparent
tubes for visual control over oil flow to each and every lubrication point.
There is a possibility to adjust volume of oil feed per revolution depending
on the load and diesel operation conditions.
Control Panel
Main Circulation System
The upper part of the control panel features the lubrication system pressure
adjustment module. This function is performed by circulation oil pumps 1 and 2
(operating in the stand-by regime). Oil is supplied to the pumps from the tank via
a receiver pipe.
The switch of pump control mode allows for selection of MANUAL or AUTO mode.
In the AUTO mode, the system turns on pump 1 automatically, if the pressure in
the system drops too low. If the system pressure doesn’t rise, it will turn on pump 2.
Use “PUMP 1” and “PUMP 2” button to turn ON/OFF the circulation oil pumps.
The “PUMP 1” and “PUMP 2” buttons are active only in case the pump control
mode switch is in the MANUAL position.
The oil pressure at the suction/discharge side of the pumps is monitored by the
analog/digital SUCTION/DISCHARGE pressure indicators.
Maximum pump discharge pressure is determined by the PRESSURE LIMIT diverter

valve using the controller (setpoint in bar). The rate of diverter valve opening is
shown in % (0 to 100) on the diverter valve digital indicator located in the mnemonic
diagram under the pumps. Note that the valve 100%-opening corresponds to the
lowest controller setting.

The temperature controller and the three-way valve are used to maintain oil
temperature at the ME inlet at a constant level by way of full or partial bypassing
the oil cooler. The controller sensor is installed at the oil cooler exit.
The oil temperature adjustment valve is controlled with the aid of the “Temperature
control” module.
It includes:
• The MANUAL-AUTO valve control mode switch;

• The SET POINT rotating knob for setting the value oil temperature in the AUTO
mode of controller operation. The temperature controller setting can be changed
within the range of 35° to 50°C;
• The COOLER FLOW controller, operating in the MANUAL mode.
The controller setpoint is shown in the mnemonic diagram digital
indicator to the right of the coolers (see Figure). The “0” position
corresponds to full bypassing the cooler, the “100” position
corresponding to full flow of oil through the cooler.
Oil temperature before the cooler and before ME is shown by the COOLER INLET
and ENGINE INLET temperature indicators, respectively, calibrated 0° to 80°С.
Lube oil goes through a duplex filter installed directly before the engine (it catches
foreign particles larger that 50 µm). Clean filter pressure drop doesn’t exceed 0.2
bar. If the filter pressure drop is more that 0.5 bar, it should be switched over to the
clean section.
The control panel houses the FILTER switch for toggling between filters 1 and 2
of the circulation oil system, as well as analog/digital indicators: oil pressure before diesel
(ENGINE INLET), and filter pressure drop (FILTER DROP) (above the filter switch).
An oil separator is used to remove water and mechanical particles from oil. Lube oil
is drawn by the separator pump from the circulating oil tank, to where it comes back
again after treatment. Turning the oil separator ON/OFF is performed by the
“SEPARATOR” button.

Besides, the panel houses the following control buttons:
• “MAKE UP” – the valve for replenishment of the circulation oil tank from
the oil stock tank;
• “COOLER 1” – the cutoff valve of oil cooler 1;
• “COOLER 2” – the cutoff valve of oil cooler 2.
The left-hand part of the screen page contains a mnemonic diagram, which shows
the current status of devices, oil level in the tanks and system parameter values.
In particular, the two-stroke diesel has (from the top down):
• Lubricating pump operation indicators (one per cylinder);

• Digital indicators of oil temperature at piston cooling outlet (one per cylinder);
• Indicators of oil flow at piston cooling outlet (one per cylinder);
• Digital indicators of diesel main bearing temperature.
Lubricating Pumps
The graphical representation of a two-stroke diesel in the mnemonic diagram
has 6 buttons for “manual” rotation of lubricating pumps, which are used specially
for lubricating cylinders (one per cylinder) numbered 1 to 6. In addition, the diagram
has lubricating pump operation indicators (one per cylinder). See figure above.

ME Camshaft Lubrication System

The circulation lubrication system provided for the camshaft is controlled from the
lower part of the control panel, this is “CAMSHAFT LO SYSTEM” control module.
Just like in the main lubrication system, the function of oil pressure adjustment in
the lubrication system is performed by two circulation oil pumps: pump 1 and pump 2
(one stand-by). Oil is supplied to the pumps via the receiver pipe from lube oil tank,
where it flows to from the lubrication points by gravity. The pumps are controlled in the
same way as for the main system i.e. using the MANUAL-AUTO switch of control
mode and the “PUMP 1” and “PUMP 2” buttons.
Oil pressure at lube oil discharge side is shown by analog/digital DISCHARGE indicator.
Control of lube oil working temperature (40°С – 50°С) is provided by the oil cooler.
The “COOLER” button controls then cutoff valve of the oil cooler.
If the button is pressed (highlighted), the valve is open: the valve indicator
in the mnemonic diagram comes ON.
At lower oil temperatures, circulation is performed at a partially or fully opened

bypass valve of the oil cooler. Temperature can be controlled manually with the aid
of the bypass valve in the MANUAL mode using the COOLER BYPASS controller.

The oil temperature before the cooler, before diesel, and after the diesel is shown by
the COOLER INLET, ENGINE INLET и ENGINE OUTLET temperature indicators,
respectively, calibrated 0° to 80°.
Oil goes through a duplex filter installed directly before the engine. It
serves for removal of particles greater than 50 µm from lube oil. The filter
is installed directly before ME, before camshaft. Clean filter pressure
drop doesn’t exceed 0.2 bar. If the filter pressure drop is more that 0.5
bar, it should be switched over to the clean section. The control panel
houses the FILTER switch for toggling between filters 1 and 2 of the
camshaft circulation lubrication with position indications “1” and “2”, as
well as the ENGINE INLET and FILTER DROP analog/digital indicators
of oil pressure before diesel and of filter pressure drop, respectively.
For the purpose of removal of water and mechanical particles larger than 1 µm from
oil, the system includes a fine oil filter. Lube oil is drawn by the filter pump from the
camshaft circulating oil tank, to where it subsequently returns again after treatment.
The level of lube oil in the tank can be checked on the scaleplate and digital
indicator (see Fig. below). The fine filter pump can be started/stopped using the
“FINE FILTR.” button. To open/close the valve for replenishing the tanks with lube
oil from the stock tank, the “MAKE UP” button is used.
The buttons on the control panel and valve indicators in the mnemonic diagram
are highlighted, when the valves are in the open state.
Alarm Signals
• Pump Autostart – automatic start of the stand-by circulation pump following
a system low pressure signal;
• Filter Dirty – fouled filter, increased filter pressure drop;
• Level LO Tank – low/high level in the circulation oil tank;
• Low Press. ME Inlet – low pressure of circulation oil before ME;
• Tº ME Inlet – high/low temperature of circulation oil before ME;
• Oil Mist – actuation of oil mist sensor in the ME crankcase;
• Level Cam. Tank – low/high level in the camshaft oil tank;
• Low Press. Cam. Inlet – low pressure of oil before the camshaft lubrication system;
• Cam. Filter Dirty – fouled filter of the camshaft lubrication system;
• Cam. Pump Autostart – automatic start of the stand-by pump of the camshaft
lubrication system by a signal of low pressure in the system;
• High Tº Cam. Inlet – high temperature of oil before camshaft lubrication system;
• Level Cyl. Oil – low/high level in the cylinder oil tank;
• High Tº Pist. Outlet – high temperature of piston cooling oil;
• Low Press. Piston – low temperature of piston cooling oil.

ME Safety System
• Actuation of the Shut Down system (ME stopping) by low oil pressure (1.8 Bar)
before diesel;
• Actuation of the Shut Down system (ME stopping) by low oil pressure (1.8 Bar)
in the camshaft lubrication system;
• Actuation of the Slow Down system (ME slowing down) by a high temperature
о
(85 С) of the piston cooling oil at exit;
• Actuation of the Slow Down system (ME slowing down) by oil mist in the diesel
crankcase.

• Cooler 1 Fouling – fouling of cooler 2;
• Cooler 2 Fouling – fouling of cooler 2;
• Oil Leakage – oil leakage in the system;
• Filter 1 Fouling – fouling of filter 1;
• Filter 2 Fouling – fouling of filter 2;
• Temperature Controller Breakdown – temperature controller failure;
• Camshaft Oil Leakage – oil leakage from the camshaft lubrication system;
• Camshaft Oil Pump 1 Breakdown – emergency stop of pump 1 of the camshaft
lubrication system;
• Camshaft Oil Pump 2 Breakdown – emergency stop of pump 2 of the camshaft
lubrication system;
• Camshaft Oil Filter 1 Fouling – fouling of filter 1 of the camshaft lubrication system;
• Camshaft Oil Filter 2 Fouling – fouling of filter 2 of the camshaft lubrication system;
• Camshaft Oil Cooler Fouling – fouling of the camshaft lubrication system cooler.
System Operation
1. Check the level of circulation oil in the collecting tank. If replenishment is required,
use the MAKE UP valve.
2. Check the level of cylinder oil in the tank.
3. Set the PRESSURE LIMIT valve of pressure adjustment to the position that
ensures the minimum pressure in the system.
4. Switch to the AUTO mode of thermostatic valve control.

5. Specify the SET POINT for the temperature controller.
6. Open the valve of a cooler: COOLER 1 or COOLER 2.
7. Select the MANUAL mode for the circulation oil pumps and start of them
(the PUMP 1 or PUMP 2 button). Make sure there is pressure in the system.
8. Adjust pressure before diesel using the PRESSURE LIMIT valve.
9. Set the circulation oil pump control to the AUTO mode.

10. Check the level of oil in the camshaft lubrication tank. If replenishment
is needed, use the MAKE UP valve.
11. Set the COOLER BYPASS valve to the 100 position (fully open).
12. Start a pump of the camshaft lubrication system using the MANUAL mode.
Make sure the oil is under required pressure.
13. Set the control of camshaft lubrication system pumps to AUTO.
14. Open the COOLER valve of the camshaft oil cooler. Adjust oil temperature using
the COOLER BYPASS valve.
15. Make sure there is no alarm signals in the LO system.

1. Before starting the diesel, rotate the lubricate pumps (the 1 to 6 button
in the mnemonic diagram).
2. Check the pressure of oil before diesel and for camshaft lubrication.
3. Check the level of circulation oil in the collecting tank and the camshaft
lubrication tank. If replenishment is required, use the MAKE UP valve.
4. Check pressure drop through the filter; change over to the filter stand-by
section, if necessary.
5. Check the temperature oil before diesel and oil used for camshaft lubrication.
6. Check flow and temperature of oil at its exit after picture cooling, for each cylinder.
7. Check for correctness of temperature controller operation – maintaining the
proper temperature value.
8. Start the oil treatment separator regularly.
9. Start the camshaft oil pump through the FINE FILTR fine filter.
10. Control over operation of the lubricating pumps.
11. Check for alarm signals in the LO system.
Setting the System to the In-Port Mode
1. Maintain the system running mode for 60 to 80 min. after stopping ME.
2. Switch over to the MANUAL mode of circulation oil pump control and camshaft
lubrication control.
3. Set the PRESSURE LIMIT valve of pressure adjustment for minimum pressure.
4. Stop the running pumps: the circulation one and the camshaft lubrication one
(the PUMP 1 and PUMP 2 buttons in the MANUAL mode).

Compressed Air System (СА Page)

Purpose
The system is designed for production, storage and supply of compressed air,
including air for the diesel start/control.
System Components
Fig. 14
See Fig. below for the system scheme realized in the simulator i.e. the system
mnemonic diagram.

• The system of pipelines and reservoirs as a gas-dynamic object;

• Electrically driven two-stage air compressor 1 with water cooling and an air
cooler – pumping air under a pressure of 30 bar to two main bottles;
• Electrically driven two-stage air compressor 2 with water cooling and an air
cooler – pumping air under a pressure of 30 bar to two main bottles;
• Electrically driven emergency compressor for pumping air to the auxiliary
compressed air bottle, designed basically for starting the DG’s duration
“reanimation” of a ship taken out of service;
• Main compressed air bottles 1 and 2. The bottled air is used for starting diesels,
the main and auxiliary ones (without pressure reduction), also for the control
system (via the reducing station that decreases pressure down to about 7 bar),
and for service needs – through a reducing valve;
• The automation system that starts compressor 1, when the pressure in the main
bottles drops to 22 bar, and stops the compressor at 30 bar (such system is not
provided for compressor 2 from the procedure point of view);
• After the compressors, there is a oil/water separator blown down to the
bilge well automatically, when the compressor is started, or manually during
its operation. Besides, there are valves for blowing down the main bottles
to remove the accumulated moisture here.
Control Panel
The control panel houses the following means of compressor control:
• The MANUAL-AUTO control mode switch for compressor 1;

• The MANUAL-AUTO control mode switch for compressor 2;
• The “STOP/START” (COMPRESSOR 1) button;
• The “STOP/START” (COMPRESSOR 2) button;
• The “STOP/START” (EMERGENCY COMPRESSOR) button.
The “STOP/START” button are active, only if the compressor control mode switch
is in the MANUAL position. In the AUTO mode, the system starts compressor 1
automatically, when the pressure in the main bottles drops to 22 bar, and stops the
compressor at 30 bar (such system of automatic start/stop of compressors by bottle
2 pressure is not provided in the simulator, from the procedure point of view). In the
AUTO mode, the compressor start/stop buttons are not active.

The both main bottles are provided with three cutoff valves each, which are remotely
controlled using the buttons located in the control modules “RECEIVER 1”
(for main bottle 1) and “RECEIVER 2” (for main bottle 2):
• “START AIR” – a cutoff valve for providing air to start the main/auxiliary diesels
without air reduction;
• “CNTRL AIR” – a cutoff valve for providing air to the control system via a reducing
station, where air pressure drops down to about 7 bar;
• “FROM COMPR.” – a valve for connecting the main bottle to the compressors.
After the compressors, there is a oil/water separator blown down manually to the
bilge well using the “SEPARATOR” button, and valves for blowing down main bottles
1 and 2 to remove accumulated moisture, which are controlled by the “RECEIV.1”
and “RECEIV.2” buttons, respectively (the “BLOW DOWN” control module).
The upper part of the control panel houses pressure gauges, which show the air
pressure in two main bottles i.e. AIR RECEIVER 1 and AIR RECEIVER 2, in the
emergency bottle – EMERGENCY RECEIVER, and after the reducing station –
CONTROL AIR.
The left-hand part of the screen page contains a mnemonic diagram, mirroring the
current status of system devices.
Alarm Signals
• High Press. Air Rcvr 1 – high pressure in main bottle 1;
• High Press. Air Rcvr 2 – high pressure in main bottle 2;
• Compress. Safet. Valve – actuation of the compressor relief valve;
• Air Rcvr 1 Safet. Valve – actuation of the relief valve of main bottle 1;
• Air Rcvr 2 Safet. Valve – actuation of the relief valve of main bottle 2.

Protection System
The system is implemented by providing relief valves.

• Compressor N1 Breakdown of the Motor – failure of the compressor 1 motor;
• Compressor N2 Breakdown of the Motor – failure of the compressor 2 motor;
• Emergency Compressor Breakdown of the Motor – failure of the emergency
compressor motor;
• Compressor N1 Wear of the Rings and Valves – tear and wear of the compressor 1
rings and valves;
• Compressor N2 Wear of the Rings and Valves – tear and wear of the compressor 2
rings and valves;
• Significant Air Leakage from the Start system – relates to the ME start system.
System Operation
1. Blow down the RECEIVER 1, RECEIVER 2 bottles (the “BLOW DOWN” module).
2. Open the bottle 1 valves (the “RECEIVER 1” module) – FROM COMPRESSOR.
3. Open the bottle 2 valves (the “RECEIVER 2” module) – FROM COMPRESSOR.
4. Make sure the cooling of components is ON in the SW system.
5. Start the compressor (the “STOP/START” buttons for COMPRESSOR 1 and

COMPRESSOR 2 in the MANUAL mode), fill up both bottles up to 30 bar.
6. Set compressor control to the AUTO mode.
7. Open the bottle 1 valves (the “RECEIVER 1” module) – START AIR, CNTRL. AIR.

1. Check and maintain proper pressure in bottle 1.
2. In emergency, if short of compressed air supply, open the valves of bottle 2

(the “RECEIVER 2” module) – START AIR, CNTRL. AIR.
3. Regularly blow down the RECEIV. 1, RECEIV. 2 bottles (the “BLOW DOWN”
module).
4. When starting the compressor, check operation of the SEPARATOR valve designed
for automatic blow-down of the water separator (the “BLOW DOWN” module).
5. Control over the reducing station by the CONTROL AIR pressure gauge.

Exhaust Gas & Turbocharging System (EXH Page)

Purpose
The system is designed to release exhaust gases from the ME cylinders, to replace
air charge in the cylinders and to increase pressure in the diesel cylinders at the
compression stroke beginning.
System Components
Fig. 15

See Fig. 16 for the system scheme realized in the simulator i.e. the system
mnemonic diagram.
Fig. 16
• ME gas/air paths as gas-dynamic objects;

• ME as a thermodynamic object;
• Turbocharger (gas turboblower, GTB) as a thermodynamic object;
• An electrically driven air blower.
The exhaust gases go from the cylinders to the exhaust manifold, from where they
are directed to the turbocharger turbine and then to the exhaust-gas boiler,
the silencer and out.
Air is drawn from the engine room by the compressor via a filter, and then it is
directed via the air cooler and condensate hotwell to the blow-down receiver,
and subsequently to the diesel cylinders.
In addition, the system includes an electrically driven auxiliary air blower designed
to supply the diesel with air at starting and at slower speeds, when the exhaust gas
energy is not sufficient for the rated turbocharger operation.

Control Panel
The left part of the control panel of this system houses the “SCAVENGE AIR”
module for control over the scavenge air parameters and the air blower. It includes:
1. A pressure gauge showing the scavenge air pressure (in the air receiver).
2. To the right of the latter – a scavenge air temperature indicator.

3. The “BLOWER” button for turning ON the blower.
4. The MANUAL – AUTO blower control mode switch.
The “BLOWER” button is active, only if the blower control mode switch is in the
MANUAL position. In the AUTO mode, the blower starts automatically, when the
scavenge air pressure drops below 0.55 bar, and stops automatically at 0.7 bar.
The “TURBINE” module contains indicators of the exhaust gas temperature before
the turbine (INLET) and after the turbine (OUTLET).
The “TURBOCHARGER” analog/digital indicator of turbocharger RPM is located

under the described modules.

The “SMOKE INDICATOR” analog indicator is designed to control over the

supercharge system. The indicator is scaled 0 to 100, “0” corresponding to normal
operation and sufficient air supply. An increase of the “SMOKE INDICATOR” value
attests to poor fuel combustion, which can be related to supercharge system
problems or fuel injection problems.
The lower part of the control panel contains the “EXHAUST TEMPERATURE” curve,
showing distribution of exhaust gas temperature in the diesel cylinders, its mean
value, and temperature deviations from the mean value for each cylinder.
The “WASHING” control module for turbocharging system water cleaning

(for two-stroke diesels) contains:
• The “TURBINE” button to open the valve of water supply for turbocharger
turbine washing;
• The “COMPR.” button to open the valve of water supply for turbocharger
compressor washing;
• The “COOLER” button to open the valve of water supply for air cooler washing
(it is active on a stopped diesel only).
The air receiver drain valve (the “AIR RECEIVER” module) is controlled using the
“DRAIN” button. The valve is used to drain wastes to the separation waste tank.
In the course of normal operation, the valve is open, but it should be closed, when
extinguishing fire in the air receiver and scavenging spaces. The “FIRE” button is
used for turning ON the fire system in the receiver and the scavenging spaces.

The left-hand part of the screen page contains a mnemonic diagram, showing the
current status of devices and parameter values for the system:
• Valve opening;
• Auxiliary air blower operation;
3
• Turbocharger flow rate, m /sec;
• Pressure drop across the turbocharger filter, air blower, and the
exhaust-gas boiler, in mm of water column (U-shape liquid pressure
gauges).
Alarm Signals
• High Tº Turbine – high temperature of exhaust gases before/after GTB;
• High Tº Cyl. Ex. Gas – high temperature of exhaust gases after cylinders;
• High Tº Scav. Air – high temperature of scavenge air;
• Deviation Large – high deviation of exhaust gas temperature from the mean
value, after any cylinder;
• Low Press. Scav. Air – low pressure of scavenge air;
• Water in Scav. Rcvr – water in the blow-down receiver;
• Scavenge Space Fire – high temperature of air in the cylinder scavenge space
(scavenging space fire).
ME Safety System
• Actuation of the Slow Down system (ME slowing down), when air temperature in
о
the scavenging spaces and in the scavenge air receiver rises above 120 С, i.e.
scavenge space fire;
• Actuation of the Slow Down system (ME slowing down), when the exhaust gas
о
temperature rises above 550 С for any cylinder.

• Aux. Blower Breakdown – failure (breakdown) of the auxiliary air blower;
• Turbocharger Breakdown – emergency failure of GTB;
• Air Cooler Fouling on the Air side – fouling of the air cooler at the air side;
• Turbine Blades Fouling – fouling of the GTB turbine through part;
• Turbine Nozzle Fouling – fouling of the GTB turbine nozzle;
• Compressor Blades Fouling – fouling of the GTB compressor through part;
• Compressor Filter Fouling – fouling of the GTB compressor filter;
• Exhaust Boiler Fouling – fouling of the exhaust path after turbine
(exhaust-gas boiler).

System Operation
1. Make sure the receiver drain is open, the “AIR RECEIVER” module.
2. Before starting the diesel and during manoeuvring, set the AUTO mode
of the auxiliary air blower.
1. Check exhaust gas temperature for each cylinder. During diesel start, alarm
can be actuated due to a short-time rise of exhaust gas temperature beyond
the upper limit, while the turbocharger is speeding up.
2. Check exhaust gas temperature before and after the turbine.
3. Adjust water flow through the air cooler using the SCAV. AIR COOLER FLOW
valve in the SW system to maintain scavenge air temperature within the range.
4. Control over turbocharger operation observing the charging pressure, RPM

and air consumption.
5. Check for fouling of the air cooler, the gas path of the boiler, and the turbocharger
filter using indications of the corresponding differential pressure gauges.
Servicing the System

1. When washing the air cooler make sure the diesel is stopped, and the DRAIN
valve is open.
2. The washing of the turbine (TURBINE) and the compressor (COMPR.) should
be performed, when the diesel is run at full speed.
3. The “FIRE” button is designed for turning ON the fire extinguishing system
in the blow-down receiver and the scavenging spaces. When pressing the
button make sure the DRAIN is closed.

Panel for Control and Tuning the Combustion Process

in Cylinders (CYL Page)
Purpose
The panel is designed for diagnostics of the working process in the ME cylinders
and for tuning the fuel supply system, i.e.:
• Graphical representation of dependence of the pressure curve for a two-stroke

low-speed diesel to the crank angle (“P-φ” type) and to the piston stroke/cylinder
volume (“P-V” type), the so called indicator diagram;
• Graphical representation of dependence of the injector needle valve lift curve
to the crank angle – combined with indicator diagram of “P-φ” type;
• Graphical representation of dependence of the combustion rate curve
(as calculated parameter) to the crank angle – combined with indicator
diagram of “P-φ” type;
• Adjustment of the fuel supply system according to the value of injection portion
to each of the cylinders;
• Adjustment of the fuel supply system on the fuel injection advance angle
for each cylinder;
• Comparison of fuel combustion process parameters between diesel cylinders.
System Components
See Fig. 17 for the system mnemonic diagram:
Fig. 17

• ME as a thermo-gas-dynamic object;
• Pressure sensors for each ME cylinder;
• Diagram curves screen for ME cylinders;
• Adjustment controls for the ME fuel equipment.
Control Panel
Curve Management
The left part of the screen is designed for display of indicator diagrams for all ME
cylinders. Only those indicator diagrams are displayed, which were selected in
the “PRESSURE SENSOR” module located in the screen right-hand part.
Each cylinder is assigned its own colour for the “P-φ” type indicator diagram curve:

For the “P-V” type indicator diagram curve:
The switching between “P-φ” and “P-V” type of diagram is available by buttons:
The “P-φ” indicator diagram is combined with the injector needle valve lift curve
and with the combustion rate curve:
The diagram (curve) legend is located on the top of diagram:

The following options are provided for indicator diagram management:
• Change of the abscissa axis range from –180 to 180 degrees of crank angle
(CA). This provides for a possibility to scale the curve along axis Х;
• Change of the ordinate axis range within 0 to 200 bar. Axis Y to be scaled.
The control for scaling axes Х and Y are located in the lower right-hand part
of the screen;
• The “RESET” button is used to reset the scale status of axes Х and Y to their
initial state, the button being located in the axis scaling panel:
• Entering an arbitrary fixed value of CA angle within –180 to 180 degrees, CA

with automatic indication of pressure in each cylinder at the point in the lower
line of the table presented in the right-hand part of the screen (line P).
Cylinder Process Adjustment
The upper right-hand part of the screen houses controls for adjustment of the
cyclic injection of fuel to cylinders, i.e. the “FUEL PORTION CORRECTION”
module. The range of cyclic injection change is within -10 to +10%, but not higher
than 60 g/cycle/cylinder. The knob calibration is –15 to +15 units.
The cyclic injection adjustment is performed for the purpose of:
• Tuning ME rated parameters;

• Power leveling of all cylinders to provide a uniform torque during maintenance works;
• Cyclic injection correction for each cylinder in case of non-uniform wear of the
fuel equipment.
When performing the adjustments, one should use the design rate indicator
diagram (designated “REF” in the “PRESSURE SENSOR” module).
Turning the knob clockwise or counter-clockwise, try to match the design indicator
diagram with the indicator diagram of the selected cylinder. You can check for
cylinder power disagreement on the “Power Deviation” МЕ page.

Below you can see the controls used to change the fuel injection advance angle for
each cylinder, i.e. the “TIMING CORRECTION” module. The change mechanism is
identical with the VIT level action (MAN B&W technology). In case of a partial load
of 45% to 85%, the fuel injection advance angle changes depending on the diesel
load. Within 85% to 100%, the fuel injection advance angle mechanism sets the
advance angle automatically so as to maintain pressure of the combustion cycle
(Pz) at the maximum permitted level.
The range of the fuel injection advance angle is within -2,5 to 3,5 crank angle degrees
(CA) from the top dead centre (TDC). The knob is calibrated between -5 to +5 units.
Adjustment of the fuel injection advance angle is to be performed:
• During maintenance works to limit the combustion pressure in each cylinder;

• To tune to the most optimum ME operation conditions;
• During maintenance works to adjust the fuel injection advance angle for all
cylinders to provide a uniform torque.
When performing the adjustments, one should use the design rate
indicator diagram (designated “REF” in the “PRESSURE SENSOR”
module). By rotating the knob to the right/left, try to match the design
indicator diagram with the indicator diagram of the selected cylinder.
Parameter Table
In the middle part of the screen, just to the right, you can see a table with values
of cycle parameters corresponding to each of the cylinders, while the values of the
design indicator process are given in the “REF” column.
The following parameters are tabulated there:
• Mean indication pressure Pi (bar);

• Maximum combustion pressure Pz (bar);
• Pressure at the end of compression process Рс (bar);
• Maximum pressure angle ϕ pz (CA);
• Angle of the visible combustion start in cylinder ϕ ign (CA);
• Compressor pressure increase level Pz-Pc (bar);
• Pressure value in a selected point of the curve Pϕ (bar).

Alarm Signals
Not modeled.
ME Safety System
Indirect impact on the ME protection system parameters.
System Faults, Introduced by Instructor

The following faults are available for each engine cylinder:
• Cooling Jacket Fouling on Cylinder;

• Main Bearing Wear;
• Main Bearing Lubrication Fouling;
• Piston Cooling Breakdown;
• Piston Ring Wear;
• Injection Pump Wear;
• Injection Pump Jamming;
• Injection Pump Cavitation;
• Injection Valve Wear (poor atomization);
• Clogging of Injection Valve Nozzle;
• Early Injection;
• Late Injection.
System Operation
See the Control Panel section.

Local ME Control Post in the ER (ELC Page)

Purpose
The local Main Engine (ME) control post in the Engine Room (ER) is intended for
starting, stopping and control of the ME in the mode of manual non-automated non-
follow-up control from the ER, bypassing the Remote Automated Control system (RAC).
The local control post enables:
• Turning on/off of turn gear;

• Diesel turning before the start;
• Turning on/off of the ME auxiliary air blower;
• Diesel start/shut down;
• Diesel reversing;
• Change of the diesel rpm;
• Monitoring of a number of ME operating parameters;
• ME shut down (SHUT DOWN) by the safety system.
System Components
The page is implemented as a set of control panels (see Fig. 18) and contains the
necessary monitoring and control units:
Fig. 18

The local ME control post in the simulator is implemented in compliance with

requirements and recommendations of the manufacturer: MAN B&W. It includes:
• ME control panel;
• Additional equipment control panel;
• ME safety system panel;
• ME parameters display panel;
• Repeater engine telegraph.
Control Panels
ME control panel:
Controls arranged on the panel allow selection of the ME control mode: from the
local post in the ER or from the ECR/bridge in RAC mode. The panel also allows
setting the direction of the ME crankshaft rotation (reversing), starting or shutting
down the ME, setting the ME rpm.
Arranged on the panel are:
• ME rpm controller. By moving the controller slide you can set the ME start rpm
and the ME rpm within minimum-to-maximum range;
• ME “START” button;
• ME “STOP” button;
• ME “EMERGENCY STOP” button;
• “REMOTE – ENGINE SIDE” control 2-position switch;

• ME crankshaft direction “AHEAD-ASTERN” 2-position switch;
• Indicator showing that the ME control is executed from the ER:

“LOCAL CONTROL”;
• Indicator showing that the ME control is executed in RAC mode

from the “ECR CONTROL”;
• Indicator (tableau) showing that the ME control is executed in

RAC mode from the “BRIDGE CONTROL”.
Additional equipment control panel:
• “BLOWER” button to turn on the auxiliary electrically driven ME

air blower;
• “TURN GEAR” button to turn on/off the turn gear;
• ME “SLOW TURN” button;
• “WRONG WAY” indicator signals that the direction of crankshaft

rotation does not correspond to the Bridge Order (position of the
telegraph repeater arrow);
• “ACK.” button to acknowledge alarms.
ME safety system panel:

• El. Power “POWER” indicator;

• “SHUT DOWN” indicator warns that the ME will be shut down by the safety
system or signals that the ME has been shut down by the safety system;
• “OVERSPEED” indicator explains why the ME safety system has been actuated
(maximum ME rpm exceeded);
• “ENGINE LOW PRESSURE” indicator explains why the ME safety system has
been actuated (low pressure in the ME lubrication system);
• “CAMSHAFT LOW PRESSURE” indicator explains why the ME safety system
has been actuated (low pressure in the ME camshaft lubricating system);
• “SAFETY CANCEL” button to cancel the engine shut-down by the safety system,
possibly in the time interval between the appearance of safety system alarm and
safety system actuation;
• “SAFETY RESET” button reactivate (“cock up”) the ME safety system after it’s
actuation.
ME Parameters Display Panel
While on watch in the ER, the watch keeper can move around the ER and monitor the
operation of the ME and systems supporting the ME, by using the gauges/indicators
installed direct on the ME and on the pipelines of systems supporting the ME operation.
A number of indicators (recommended by the ME manufacturer: MAN B & W),

are built into the panel of the local ME control post:
• “START AIR” pressure gauge showing the start air pressure;
• “CONTROL AIR” pressure gauge showing the control air pressure;
• Pressure gauge showing lubricating oil pressure at the ME inlet

(crankshaft bearing line, etc.);

• Pressure gauge showing fresh cooling water pressure at the ME inlet

(jacket cooling);
• Tachometer showing the ME crankshaft rpm and direction.
The telegraph repeater is also set on this panel:
The repeater has a circular scale divided into two halves: AHEAD and ASTERN
and marked in accordance with the ship speeds (STOP, DEAD SLOW, SLOW, etc.).
Travelling around the scale is a needle whose motion repeats the motion of the
engine telegraph handle on the bridge (i.e. the setting from the bridge is indicated).
As soon as the needles moves to a new position, the engine telegraph bell start
ringing. Coaxial with the needle is an engine telegraph order acknowledgement
knob. As the watch keeper turns the acknowledgement knob to the position
corresponding to the position of the engine telegraph arrow, it means that the order
from the bridge has been accepted. The ringing sound disappears. The watch
keeper changes the ME rpm in accordance with the ship speed/ME rpm table.
Alarms
• Wrong Way – “AHEAD-ASTERN” reversing position is not coincident with the
position of the repeater engine telegraph needle (setting from the bridge);
• Shut Down – ME safety system signal;
• Overspeed – ME shut down by the safety system/Limit ME rpm exceeded
(“ME racing”);
• Engine Low Pressure – ME shut down by the safety system/low lubricating oil
pressure for the ME camshaft lubrication;
• Camshaft Low Pressure – ME shut down by the safety system/low lubricating oil
pressure for the ME camshaft lubrication.

ME Safety System
See the description for ME page.

See the description for ME page.
System Operation
Switching control to the local ME control post:
Local control has a higher priority as compared to the Remote Automated Control
(RAC) system. This is why, to switch control to the local ME control post you will
only have to put “REMOTE – ENGINE SIDE” two-position switch in “ENGINE SIDE”
position. RAC system ME control lines are then disabled. There is an indication in
the ECR and on the bridge that the ME control is executed from the local control
post. Repeater engine telegraph is turned on.
Switching Control of RAC Mode

Put “REMOTE – ENGINE SIDE” two-position switch to “REMOTE” position. There
will be an indication at the local ME control post of where the control in RAC mode
will be executed from: “BRIDGE” or “ECR”.
Before switching to RAC mode, you should:
• Check the position of “ECR – BRIDGE” control post switch in the ECR;
• At the active RAC post, put the engine telegraph handle (ME rpm controller in the
RAC system) in the position corresponding to the current rpm and direction of the
ME crankshaft. This will prevent the so called “shock” switching associated with an
abrupt change of the ME operation.
Starting the ME from the local post:
1. The ship electrical power plant is operating in a standard manner and supplies
power to all the systems, devices and machinery.
2. Prepare the systems supporting the ME operation for the start and start them:
perform all the necessary procedures.
3. Check the system parameter values (pressure, temperature, levels, etc.).

Parameter values should be within the operating range.
4. Press “SAFETY RESET” button for re-activation of Safety system.
5. Check the indicator readings at the local ME control post.
6. Turn on the turn gear (“TURN GEAR” button). As this is done, locking of the
ME start is turned on.
7. ME cylinders are pre-lubricated, one by one, by lubricators.
8. The ME crankshaft is turned slowly by the turn gear (“SLOW TURN” button).
9. Turn off the turn gear.
10. Select the ME crankshaft rotation direction (“AHEAD – ASTERN” switch).

Check is there is “WRONG WAY” alarm signal.
11. Set the ME rpm controller to “START” position.
12. Press “START” button to start the ME.
13. Set the rpm controller to the minimum steady rpm position, and then as per the
orders read from the repeater engine telegraph.

ME Reversing
Main Engine reversing cannot be made unless the engine is stopped.
Stopping:
1. Set the rpm controller to “STOP” position.
2. Press “STOP” button (or “EMERGENCY STOP”, in case of emergency

conditions).

CHAPTER 2
Ship Electrical Power Plant
operating the Ship Electrical Power Plant.

Introduction ..............................................................................................................93
Simulated System ....................................................................................................94
Ship Electrical Power System (SEPS) ...............................................................94
Purpose....................................................................................................94
EPP Control .............................................................................................94
Faults Introduced by the Instructor ..........................................................97
Ship Electrical Network and Consumers............................................................98
Purpose....................................................................................................98
Automatic Circuit Breakers ......................................................................99
Automatic Circuit Breakers...............................................................................100
Diesel Generator and Shaft Generator Automatic Circuit Breakers
(Generator Circuit Breakers)..................................................................100
Emergency Generator and Shore Supply Circuit Breakers ...................101
Insulation Monitoring ........................................................................................102
Purpose..................................................................................................102
Components...........................................................................................102
Switches.................................................................................................102
Monitored Parameters and Indicators....................................................102
Diesel Generator ..............................................................................................102
Purpose..................................................................................................102
Components...........................................................................................102
DG Control System ................................................................................103
DG Monitoring System ...........................................................................103
DG Alarm System ..................................................................................103
DG Protection System ...........................................................................103
Shaft Generator................................................................................................104
Purpose..................................................................................................104
Components...........................................................................................104
ShG Control System ..............................................................................104
ShG Monitoring System .........................................................................104
ShG Generator Alarm System ...............................................................104
ShG Generator Protection System ........................................................105
Emergency Diesel Generator...........................................................................105
Purpose..................................................................................................105
Components...........................................................................................105
Control System.......................................................................................105
Monitoring System .................................................................................105
Alarm System.........................................................................................106
Protection System ..................................................................................106
Shore Supply Switchboard ...............................................................................106
Purpose..................................................................................................106
Shore Power Supply Components.........................................................106
Controls..................................................................................................106
Monitoring System .................................................................................106
Alarm System.........................................................................................107
Protection System ..................................................................................107
Faults Introduced by the Instructor ........................................................107
Chapter 2. Ship Electrical Power Plant. 89

Main Switchboard (MSB) ................................................................................. 107
Purpose ................................................................................................. 107
Components .......................................................................................... 107
Faults Introduced by the Instructor........................................................ 107
220V Consumer Section ....................................................................... 109
Synchronization Section ........................................................................ 109
Emergency Switchboard (ESB) ....................................................................... 110
Purpose ................................................................................................. 110
ESB Components .................................................................................. 110
AB Charging Unit Controls .................................................................... 110
AB Charging Unit Monitoring System.................................................... 110
AB Charging Unit Alarm System ........................................................... 110
24V Consumer Section ......................................................................... 112
Auxiliary Diesel Engine .................................................................................... 112
Purpose ................................................................................................. 112
Components .......................................................................................... 112
Control System ...................................................................................... 113
Monitoring System................................................................................. 114
Diesel Alarm System ............................................................................. 114
Diesel Engine Protection System .......................................................... 114
Shaft Generator Drive...................................................................................... 115
Purpose ................................................................................................. 115
Components .......................................................................................... 115
Control System ...................................................................................... 115
Alarm System ........................................................................................ 115
Protection System ................................................................................. 115
Emergency Diesel Engine ............................................................................... 116
Purpose ................................................................................................. 116
Components .......................................................................................... 116
Control System ...................................................................................... 116
Alarm System ........................................................................................ 117
Protection System ................................................................................. 117
Simulator Control Panels ..................................................................................... 118
SEPS Control Panel ........................................................................................ 120
Diesel Generator Auxiliary Diesel Control Panel ............................................. 121
Auxiliary Diesel Engine System Control Panel...................................... 122
Diesel Engine Safety (Protection) System Panel .................................. 123
Diesel Engine Condition Indicating Meters ........................................... 123
Diesel Engine Alarm System Indicator Panel........................................ 124
Shaft Generator Drive Control Panel............................................................... 125
Control Panel......................................................................................... 125
ShG Gearbox Safety System Panel ...................................................... 126
ShG Drive Status Indicating Meters ...................................................... 127
Shaft Generator Drive Alarm Panel....................................................... 127

Emergency Diesel Generator Engine Control Panel........................................128
Control Panel .........................................................................................128
Diesel Safety System Panel...................................................................129
Diesel Engine Parameter Indicating Meters ..........................................129
Diesel Engine Alarm System Panel .......................................................130
MSB Generator Section ...................................................................................131
Generator Circuit Breaker ......................................................................132
Controls..................................................................................................133
Instruments for Monitoring Generator Parameters ................................134
Status Indicators for the Diesel Engine and Power Supply
for SEPS Buses ......................................................................................135
Panel of Generator Alarm/Protection Indicators ....................................135
MSB Shaft Generator Section..........................................................................137
Shaft Generator Controls .......................................................................139
Shaft Generator Indicating Meters .........................................................140
MSB Voltage Indicators .........................................................................141
Synchronization Section...................................................................................142
Controls..................................................................................................142
Indicating Meters....................................................................................143
Synchronoscope ....................................................................................143
Insulation Monitoring Board .............................................................................144
Shore Supply Switchboard ...............................................................................144
Circuit Breaker .......................................................................................145
Indicators of Shore Supply Phase Sequence ........................................146
Alarm Indicator Panel.............................................................................146
380V Consumer Switchboard ..........................................................................147
Controls..................................................................................................147
220V Consumer Switchboard ..........................................................................149
Controls..................................................................................................149
Emergency Switchboard (ESB). Emergency Generator Section .....................150
Emergency Generator Indicating Meters ...............................................151
ESB. 380V Consumer Section .........................................................................153
Controls..................................................................................................153
ESB. 220V Consumer Section .........................................................................155
Controls..................................................................................................155
ESB. 24V Consumer Section ...........................................................................156
Controls..................................................................................................156
Accumulator Battery (AB) Charging Unit..........................................................157
Controls..................................................................................................157
Alarm Indicator Panel.............................................................................158
Main Diagram Circuit........................................................................................159

SEPS Operation Instructions ............................................................................... 160
SEPS Control................................................................................................... 160
SEPS Manual Control Mode ................................................................. 160
SEPS Control in the Automatic Mode ................................................... 160
Auxiliary Diesel Engine Control ....................................................................... 160
Startup Preparation ............................................................................... 160
Standard Start ....................................................................................... 160
Emergency Start.................................................................................... 160
Standard Shut Down ............................................................................. 160
Emergency Stop .................................................................................... 161
Shaft Generator Drive Control ......................................................................... 161
Standard Coupling Engagement ........................................................... 161
Emergency Coupling Engagement........................................................ 161
Coupling Disengagement ...................................................................... 161
Diesel Generator.............................................................................................. 161
Closing to Dead MSB Buses ................................................................. 161
Switching to the Parallel Operation (MSB Energized)........................... 161
Active Power Distribution in Parallel Operation..................................... 162
Reactive Power Distribution in Parallel Operation ................................ 162
Taking Generator out of Parallel Operation .......................................... 162
Shaft Generator Control................................................................................... 163
Closing to Dead MSB Buses ................................................................. 163
Setting to the Parallel Operation (MSB Energized)............................... 163
Taking out of Operation ......................................................................... 164
Emergency Diesel Generator Control.............................................................. 164
Automatic Mode of Operation................................................................ 164
Manual Mode of Operation.................................................................... 164
Control of MSB Shore Power Supply .............................................................. 165
Closing Shore Power Supply to MSB.................................................... 165
Disconnection of Shore Supply from MSB ............................................ 165

Introduction
INTRODUCTION
The “Ship Electrical Power Plant” simulator module is designed for training the cargo
ship engine room watch personnel in skill of proper operating the Ship Electrical
Power System (SEPS), including:
• Preparation of equipment/systems for their operation, start-up and shutdown;

• Monitoring of operation using variable parameters;
• Trouble shooting.
In addition to training in practical skills, the simulator allows the user to learn the basic
principles of the structure, functions and interaction of SEPS components and systems.
The simulator composition corresponds to SEPS standard setup. Parameters and

performance of the simulated mechanisms and systems correspond to the real ones.
This is a SEPS simulation of a multi-purpose general cargo-containership of 12.000

DWT with a two-stroke reversible low-speed turbo charged diesel, and direct
transmission to a fixed pitch propeller (FPP).

Simulated System
SIMULATED SYSTEM
Ship Electrical Power System (SEPS)

Purpose
The ship electrical power system (SEPS) is designed for meeting the ship’s
electrical power demands in standard and emergency conditions. The modelled
SEPS corresponds to a single-propeller dry cargo vessel with a fixed pitch propeller.
The power values of the generators and power consumers are determined by the
ship’s displacement.
System Components
SEPS consists of the ship electrical power plant (EPP), ship electrical network and
power consumers. The ship electrical network in turn consists of switchboards (SB)
and electric cables (feeders).
The EPP includes: the main switchboard (MSB), two diesel generators (DG), one
shaft generator (ShG), emergency switchboard (ESB), emergency diesel generator
(EDG), shore supply switchboard (SSS) and power transformers.
EPP of a vessel with a low RPM ME has two DGs of 1000kVA (n=1000 rpm) each,
a ShG of 1375kVA (n=1000 rpm), an EDG of 121 kVA (n=1000 rpm), 400A shore
supply, 160 kVA transformers T1, T2, T3, and 63 kVA transformers: T4 and T5.
Structurally, the SEPS consists of a set of control panels for monitoring and control
of the drives and the power plant in the Engine Control Room (ECR), a set of MSW
control panels, and a MSB monitoring/control set of panels.
EPP Control
EPP control is provided in the manual and automatic modes, for standard and
emergency situations.
In the manual mode, the watch engineer can use a standard or emergency
procedure to start and stop the DG, switch the generators to the parallel operation,
switch to the shore supply via the power plant de-energising, or switch from the
shore supply to the DG. The parallel operation of the DG and ShG is permissible
for a short while only (up to 15 minutes) and in the manual EPP control mode.
The EPP enables the generators to be switched to the parallel operation both
manually and automatically (generator synchronising). The automatic generator
synchronising is possible with both manual and automatic EPP control modes.
In case of automatic generator synchronising, the “matching” (equalization) of
generator frequencies is carried out, so that the synchronised generator's frequency
is higher than the network frequency by a certain value, which depends on the EPP
load and does not exceed 0.3 Hz (differential frequency). At the moment of closing
the generator to the MSB buses the following conditions are provided: the phase
difference of the MSB and the synchronised generator is less than 20°; whilst the
synchronised generator’s frequency deviation (the differential frequency taken into
account) from the MSB frequency should not exceed 0.1 Hz.
Switching between the ShG and DG is effected in the manual EPP control mode.
In the automatic mode, EPP operates with one or two DG's. The following modes of
DG operation are provided for:
• Equal DG power mode;

• Optimum DG load mode;

Simulated System
• Cyclic DG load mode;

• Constant frequency mode.
In the equal power mode, the DG’s have identical loads.
In the optimum load mode, the load is distributed between the operating generators
as follows:
• If the plant total load is more than 2x80% of either generator’s power (the plant
total load is equal to 2x80%), the load is distributed between the generators in
equal parts;
• If the plant total load is 2x25% to 2x80%, the higher-priority generator takes up
80% of the power. The remainder is given over to the second generator. If the
so calculated part given over to the second generator is less than 25%, it is
exactly 25% of the total load which is given over to it, whilst the higher-priority
generator takes the remaining power of more than 25%. In case of a total load
of less than 2x25%, the lower-priority DG is taken out of operation with a time
delay (first the generator circuit breaker i.e. GCB will be switched off, then the
diesel engine will shut down).
In the cyclic load distribution mode, the load is distributed between the operating
generators the same as in the optimum load mode, the generator priority, however,
changes in accordance with the set period.
In the constant frequency mode the load is divided between the DG’s in equal parts
with a more accurate stabilisation of the current frequency within 49-50 Hz limits.
In this mode the rpm governor of the higher-priority DG ensures the frequency
stabilisation, whilst the rpm governor of the other DG ensures the load distribution.
In all automatic control modes, if the total load on the plant is less than 2x25%
(one of the DG’s is loaded to less than 25%) the lower-priority DG is taken out of
operation with time delays. The second DG is put into parallel operation when the
operating DG is loaded to 80% and more.
In case of complete de-energizing of the EPP buses, it is the higher-priority DG,

which is started and connected to the electrical network in the automatic mode first.
The electrical power plant enables the following modes of vessel’s motion:
• Thruster operation is enabled by two DG’s operating in parallel or by one ShG;

• Sailing in the open sea is enabled by one DG or ShG.
CAUTION!
No provision has been made for a long parallel operation of a DG with ShG
(no more than 15 minutes).
There can be no operation in parallel with the shore supply. Switching to and from
the shore supply involves de-energising of the plant. With the generator circuit
breaker switched on, the shore supply cannot be switched on. In case of a phase
wire break, or a wrong phase order, the shore supply cannot be switched on either.
The thruster cannot be started unless two DG’s are operating simultaneously or the
shaft generator operates.
The specified values of consumers’ power demand are fixed and do not change with
the change of the vessel’s motion mode (running, manoeuvring, stay at a port).

Simulated System
Protection System
The protection system of the ship electrical power plant includes several levels of
protection: disconnection in case of overload of specific consumers, disconnection
in case of overload of consumer groups, protection of generator circuit breakers
(GCB), protection of generators and generator drive protection system.
Fig. 1 Electrical Power Plant Circuit Breaker and Protection system
During diesel generator operation:

Electrical
GCB protection
network Generator protection Diesel engine protection
settings
protection
Disconnection of Diesel engine stop, GCB
GCB disconnection
consumers disconnection
I>Irate U<300 V 5s U<320 V 3s Cooling water temperature
1st priority∗ I>1.21Irate 60s U>440 V 3s (output) > 95ºC
15 s;
2nd priority∗∗ I>3 Irate 0,4s Instructor>1,2 40s Oil pressure <1,1 bar.
15 s. 1 Irate
I>10 Irate 0s I>3 Irate 0.2s
Irev.>0.1 Irate 10s Irev >0,08 Irate 6s RPM >110%
f < 45 Hz 4s
During ShG operation.

Electrical
Protection settings Shaft generator
network ShG drive protection
(GCB) protection (ShG)
protection
ShG coupling
Disconnection of
GCB disconnection disconnection, GCB
consumers
disconnection
I> Irate U<300 V 5s U<320 V 3s Oil temperature in gear >
60ºC
1st priority* I>1,21 Irate 60s U>440 V 3s Oil pressure
15 C; < 1,5 bar.
2nd priority** I>3 Irate 0.4s I>1,21 Irate 40s
15 C.
I>10 Irate 0s I>3 Irate 0.2s
Irev >0,1 Irate 10s Irev >0,08 Irate 6s
f<45 Hz 4s
∗
– the disconnected power of the 1st priority consumers on a ship with a two-stroke main
diesel engine is 422.7 kW. The disconnected power of the 2nd priority consumers for a ship
with a two-stroke main diesel engine is 388.7 kW, while for a ship with a four-stroke diesel
engine it is 146.5 kW.
∗∗
– GCB settings are specified relative to the rated current (Irated) of the generator circuit breakers.
Generator protection system settings are specified relative to the generator rated currents (Irate).

Simulated System
During shore supply connection (SS).
Electrical network Shore supply

Circuit breaker protection settings (CB)
protection switchboard protection
- CB disconnection CB disconnection
- U<300 V 5s Incorrect phase connection

I>1.21 Irate 60s
I>3 Irate 0.38s
I>10 Irate 0.19s
Phase break protection
During operation of the emergency diesel generator (EDG).

Electrical
Protection settings
network Generator protection Diesel protection
(GCB)
protection
Diesel stop, GCB
- GCB disconnection
disconnection
- U<300 V 6s - Oil pressure
< 0,8 bar.
I>1,2 Irate 120s
I>10 Irate 0.19s Rpm >110%
All disconnectable power plant consumers are ranked in three priorities in accordance
with degree of their significance, taking into account their power demand. Consumers
are disconnected as follows: after 5 seconds the first priority is switched off; if the
generator remains overloaded, in another 15 seconds the second priority is switched
off. Power of the disconnected first and second priority consumers respectively is: for
a vessel with a low-rpm diesel engine – 422.7 and 388.7 kW, for the first and the second
priorities, respectively. Disconnection succession of consumers for a vessel with a
low-rpm diesel engine is specified in Table 1.
On the ship there are also some fixed consumers with automatic start enabling
operation of the main power plant. In accordance with the requirements of
classification societies, there is a group of fixed consumers on the ship, powered
from the emergency switchboard (ESB) in case of power plant de-energising.
Consumers’ circuit breakers have shorter time lags as compared to the generator
automatic circuit breakers, which insures disconnection of faulty consumers loading
the plant without turning off the generator automatic circuit breaker. This is the way
the selective protection of the electrical power plant is arranged.
Faults Introduced by the Instructor

• Automated Control Fault;
• “Equal” mode fault;
• “Cyclic” mode fault;
• “Optimal” mode fault;
• “Const. frequency” mode fault;
• 24 V DC Supply Fault;
• Transformer 1 Fault;

Simulated System
• Transformer 6 Fault.
Ship Electrical Network and Consumers

Purpose
The ship electrical network is designed for delivering electrical power from the ship
EPP to the consumers. The ship electrical network supplies consumers with 3-phase
50Hz AC of 380V and 220V, as well as 24VDC.
System Components
The ship electrical network consists of the SB and electrical cables (feeders).
All the SB’s and feeders are provided with automatic switches.
Parameters of electrical power consumers for a vessel with a low-rpm diesel engine
are specified in Table 1.
Table 1. Parameters of electrical power consumers for a vessel with a low-rpm diesel engine
Designation Voltage Discon. MSB Power
Valve priority section kW
Bow Thruster 380 Auto run SBB 750
Warp. Winch 380 2 MBB3-380 84.4
Tr. Ref. containers 380 2 MBB1-380 160
ME L. O. Pump (1) 380 Auto run MBB2-380 76.7
Ranges 380 1 MBB2-380 40
Ship Ventilation 380 1 MBB2-380 162
MS Ventilation 380 2 MBB3-380 71
Air Conditional Deck 380 1 MBB4-380 150
Main Air Compressor (1) 380 Auto run MBB2-380 28.7
ME Fresh Water Pump (1) 380 Auto run MBB1-380 28.2
ME Fuel Supply Pump (1) 380 Auto run MBB3-380 3.1
ME Fuel Circulating Pump (1) 380 Auto run MBB1-380 6.2
Steering gear pump (1) 380 Auto run MBB1-380 15
Fire Pump (1) 380 Auto run MBB1-380 38.9
Culinary Water plant 380 1 MBB1-380 1.3
Switch Board 380 1 MBB3-380 10
Defroster Bow 380 1 MBB1-380 6.7
Cargo Space Ventilation 380 1 MBB3-380 35.1
Steering Gear Pump (2) 380 Auto run EmBB-380 15
Fire Pump (2) 380 Auto run EmBB-380 38.9
ME L.O. Pump (2) 380 Auto run EmBB-380 76.7
Navigational lighting 220 Auto run EmBB-220 2.2
Bridge light 220 Auto run EmBB-220 1
Marine Radio 220 Auto run EmBB-220 13.1
Anti-panic lighting 220 Auto run EmBB-220 25.2
Provision. Chambers 220 1 MBB1-220 17.6
Ventilation
Machinery Space Light 220 Auto run MBB1-220 32
Switchboard No.6 220 3 MBB1-220 5
Switchboard No.7 220 3 MBB1-220 5
Simulated load by Instructor 380 Auto run 0-720

Simulated System
Designation Voltage Discon. MSB Power

Valve priority section kW
ME Fresh Water Pump (2) 380 Auto run EmBB-380 28.2
ME Sea Water Pump (1,2) 380 Auto run EmBB-380 (1) 60
MBB2-380 (2)
ME Sea Water Pump aux. 380 2 MBB1-380 10
ME Fuel Supply Pump (2) 380 Auto run EmBB-380 3.1
ME Fuel Circulating Pump (2) 380 Auto run EmBB-380 6.2
Heavy Fuel Oil Transfer Pump 380 2 MBB3-380 5.2
Diesel Oil Transfer Pump 380 2 MBB1-380 5.2
Heavy Fuel Oil Separator 380 2 MBB2-380 23
ME LO Pump (2) 380 Auto run EmBB-380 76.7
ME LO Separator 380 2 MBB3-380 14
Air Compressor (2) 380 Auto run EmBB-380 35.1
Emergency Air Compressor 380 ESB EmBB-380 4
ME Aux. Blower 380 Auto run EmBB-380 62.2
Bilge Water Pump 380 Auto run MBB1-380 9.34
Steam Plant Feed Water 380 Auto run MBB2-380 6
Pump (1,2)
Steam Plant Burner unit (1,2) 380 Auto run EmBB-380 (1) 1
MBB3-380 (2)
Steam Plant Burner Fan 380 Auto run MBB2-380 8.3
De- salinator (1,2) 380 2 MBB1-380 15.9
Refrigerating Plant 380 Auto run MBB2-380 25
ME Automatic 24 Auto run BB-24 1
DG1, 2 Automatic 24 Auto run BB-24 1
ME Safety System 24 Auto run BB-24 1
Engine Telegraph 24 Auto run BB-24 1
Emergency Lighting 24 Auto run BB-24 1
Automatic Circuit Breakers

Circuit breakers can be used for supplying and disconnecting power to/from the SB’s
and feeders of individual consumers. Parameters of circuit breakers for a vessel with
a low-rpm diesel engine are specified in Table 2.
Table 2. Parameters of circuit breakers for a vessel with a low-rpm diesel engine
Consumer name Circuit breaker rated current
Diesel Generator 1 1600
Diesel Generator 2 1600
Shaft Generator 2500
Emergency Generator 250
Shore Supply 400
Bow Thruster 1600
Warp. Winch 160
Tr. Ref. Containers 320
ME LO Pump (1) 160
Ranges 80
Ship Ventilation 320
MS Ventilation 160
Air Condition Deck 320
Air Compressor (1) 63
ME FW Pump (1) 63

Simulated System
Consumer name Circuit breaker rated current

ME Fuel Supply Pump (1) 20
ME Fuel Circulating Pump (1) 20
Steering gear pump (1) 32
Fire Pump 80
Culinary Water 20
Switch Board 20
Refrigeration plant 20
Cargo Space Ventilation 80
Steering Gear pump (2) 32
Fire Pump (2) 80
ME LO Pump (2) 160
Navigational lighting 20
Bridge light 20
Marine Radio 25
Anti-panic lighting 50
Provision Chambers Ventilation 32
Machinery Space Light 63
Switchboard №6 20
Switchboard №7 20
Automatic Circuit Breakers

Diesel Generator and Shaft Generator Automatic Circuit Breakers
(Generator Circuit Breakers)
Purpose
The automatic circuit breakers (generator circuit breakers – GCB) are used
for protection of generators.
GCB Components
A generator CB (GCB) consists of:
• Electric motor for the automatic winding of springs;

• Electric magnets for remote turn-on;
• Release for GCB remote turn-off;
• Switching springs, contacts (main, preliminary, arc suppressing), arc suppressing
chambers, time relay, current release, zero uncouplers, maximum uncouplers;
• GCB switch on/off buttons;
• A level for the manual winding of springs;
• A switch of power supply to the GCB.
The automatic circuit breakers are actuated in two priorities: winding of the springs
and switching on.
The winding of the springs is done manually by using a handle or by means of an

electric motor (automatic winding), with the GCB turned off by pressing “Disconnect”
button. In the initial state the springs are in the wound up state. The GCB is turned on by
pressing “Connect” button, but only after the GCB is connected to the power supply.
When the GCB is actuated for protection, the springs are not wound automatically,
and to turn on the circuit breaker again, it is necessary to wind the springs manually.

Simulated System
The GCB has the following protections:

• Zero protection (U0=300V = 0.75Urated, is actuated after 5s);
• Generator current overload protection (I=1.21Irated, is actuated after 60s);
• Current overload in the short circuit zone (I=3Irated, is actuated after 0,4s);
• Short circuit protection (I=10Irated, is actuated without a time delay);
• Reverse power protection (reverse current > 0.1Irated, is actuated after 10s).
GCB Controls
GCB controls are arranged in a MSB section and include:
• GCB power switch;

• GCB turn-on “Connect” highlighted button;
• GCB turn-off “Disconnect” highlighted button;
• A handle for the manual winding of the power supply springs.
Emergency Generator and Shore Supply Circuit Breakers

Purpose
The CB considered here is used for protection of the emergency generator
and the shore supply.
GCB Components
A generator CB consists of:
• Thermal relay operating (indirectly via the minimum voltage trip) the uncoupling
shaft of the switch;
• Fast-operating uncoupler;
• Mechanical retarder;
• Independent uncoupler;
• Switch-on springs and the electric motor for their winding;
• GCB switch on/off buttons;
• CB power switch.
CB is switched on automatically when the voltage on the generator terminals
reaches the value of 0.85Urated. The springs are wound up by the electric motor
automatically, when CB is switched on. CB is switched off by the independent
uncoupler, when voltage appears on the MSB’s buses.
The GCB has the following protection:
• Zero protection (line voltage is less than 300V (0.75Urated), actuated after 6s);
• Short circuit protection (I=10Irated, is actuated after 0.19s).
The SCB has the following protection:
• Zero protection (line voltage is less than 300V (0.75Urated), actuated after 6s);
• Generator current overload protection (I=3Irated, is actuated after 0.38s);
• Short circuit protection (I=10Irated, is actuated after 0.19s);
• Protection in case of a phase break (actuated without time delay).

Simulated System
GCB Controls
CB controls are arranged in a MSB section and include:
• GCB power switch;

• CB turn-on “Connect” highlighted button;
• CB turn-off “Disconnect” highlighted button.
Insulation Monitoring
Purpose
The insulation monitoring instruments are designed for checking the insulation of
sections DG1, DG2, ShG, EDG, synchronising section, 380V consumers connected
to buses MBB 1, and 220V bus consumers.
Components
Insulation monitoring is provided by two megohmmeters with switches. The first
megohmmeter is designed for checking the insulation of 380VAC consumers, DG1
and DG2, whilst the second one is used for checking the insulation of the ShG, EDG
and synchronising section.
A separate megohmmeter for checking the insulation of 220VAC consumers is

installed on 220VAC switchboard.
Switches
A megohmmeter can be switched over with the aid of its four-position selector switch
provided with an OFF option too.
Monitored Parameters and Indicators

The subject of monitoring is the insulation resistance, which should be between 0.1
and 0.5MΩ.
Diesel Generator
Purpose
The diesel generator is designed for generating electrical power on the ship.
Components
For power generation, the ship electric power plant uses brushless three-phase
synchronous generators with an implicit-pole rotor (400 V, 50Hz, cosφ=0.8).
The synchronous generator has a three-phase current exciter with external poles,
a rotating rectifier unit, electronic excitation and regulating device for the exciter,
voltage limiter and stopover heating. The stopover heating is switched off
automatically when the generators are connected to the buses. The generator
power depends on the type and power of the main power plant.
SEPS of a vessel with a low-rpm diesel engine has two DG’s of 1000kVA
(n=1000 rpm) each.

Simulated System
DG Control System
The DG control system located in the MSB’s generator section includes:
• Controller of the automatic voltage regulator (AVR), which allows varying the
generator voltage between 370V and 430V;
• Buttons (“More” – “Less”) for changing specified engine speed, which allows
changing RPM within ± 10% of their rated value;
• GCB control buttons;
• The “Demagnetization” button for “damping” the electromagnetic field
(automatic field-damping device) protected against an accidental depressing.
DG Monitoring System
The DG monitoring system includes the following instruments:
• An ammeter with a phase switch;

• A voltmeter with line voltage switch;
• Frequency indicator;
• Active-power wattmeter;
• Reactive-power meter.
The monitoring system also includes the following indicator lamps:
• Diesel engine status indicator (Stop, Run – engine RPM of more than 80%
of its rated value);
• Indicator of voltage type (power supply type) on the MSB buses (standard: DG
or ShG are operating; emergency: EDG is operating; and shore supply: MCB is
powered from the shore cable).
DG Alarm System
The DG alarm system includes the following indicators:
• Indicator of voltage drop on the generator terminals (line voltage of less than
320V (0.8Urated) for 1s (time delay);
• Generator overload (generator current of more than Irated for 1s);
• High stator temperature (the stator hardware temperature being higher than
65°C for 30s);
• Short circuit of the generator windings (generator current being more than
3 Irated), the generator has changed to the motor mode and is loading the EPP
(the generator’s reverse power is more than 0.08Prated for 1s);
• The diesel engine is not warmed up (freshwater temperature after engine is
lower than 35°C).
DG Protection System
The DG protection system switches the GCB off, if:
• The generator changes to the motor mode and loads the EPP
(the generator’s reverse power in more than 0.08Prated for 6s);
• The line voltage is less than 320v (0.8Urated) for more than 3s;
• The line voltage is higher than 440V (1.1Urated) for more than 3s;
• The generator if overloaded (generator current is higher than 1.21Irated for 40s);

Simulated System
• Generator is short-circuited (generator current is more than 3Irated for 0.2s);

• The generator RPM is reduced (the electrical current frequency is less than 45
Hz without time delay.
DG is also protected by the GCB protection system. GCB cannot be turned
on, when the shore supply switchboard (SSS) is energized from ashore.
Shaft Generator
Purpose
ShG is designed for developing electric power from the main engine.
Components
For a ShG the ship EPP uses a brushless three-phase synchronous generators
with an implicit-pole rotor (400 V, 50Hz, cos ϕ =0.8, n=1000 rpm). The synchronous
generator has a three-phase current exciter with external poles, a rotating rectifier
unit, electronic excitation and regulating device for the exciter, voltage limiter and
stopover heating. The stopover heating is switched off automatically, when the
generators get closed to the buses. The SHG power depends on the type and power
of the main power plant.
EPP of a vessel with a low-rpm diesel engine has a 1375kVA ShG (n=1000 rpm).
ShG Control System

The ShG control system located on the ShG switchboard includes:
• Controller of the automatic voltage regulator (AVR);

• GCB control buttons;
• The “demagnetisation” button for “damping” the electromagnetic field
(automatic field-damping device) protected against an accidental depressing;
• ShG excitation switch on/off buttons.
ShG Monitoring System

The ShG monitoring system includes the following measuring instruments:

• A frequency meter;
• Active-power wattmeter;
• Reactive-power meter.
The monitoring system also includes volume type (power supply type) indicating
lamps on the MSB buses (standard, emergency and shore supply).
ShG Generator Alarm System

The ShG generator alarm system includes the following indicators:
• Indicator of voltage drop on the generator terminals (line voltage of less than
320v (0.8Urated) for 1s (time delay);
• Short circuit of the generator windings (generator current is more than 3 Irated);

Simulated System
• High stator temperature (the stator hardware temperature is higher than 65°C
for 30s);
• The generator has changed to the motor mode and is loading the EPP
(the generator’s reverse power is more than 0.08Prated for 1s).
ShG Generator Protection System

ShG protection system switches GCB in the following cases:
• The generator changes to the motor mode and loads the EPP
(the generator’s reverse power in more than 0.08Prated for 6s);
• Line voltage is lower than 320V (0.8Urated) for more than 3s;
• Line voltage is higher than 440V (1.1Urated) for more than 3s;
• The generator overload (generator current is higher than 1.21Irated for 40s);
• Generator short circuit (generator current of more than 3Irate for 0.2s);
• The generator RPM is reduced (the electrical current frequency is less
than 45 Hz without time delay).
GCB cannot be turned on, when the shore supply switchboard (SSS) is energized
from ashore.
Emergency Diesel Generator

Purpose
The emergency generator (EDG) is designed for generating electric power on the
ship in an emergency (in case of basic source failure i.e. DG1, DG2 and ShG).
Components
For an EDG the ship EPP uses a brushless three-phase synchronous generators
with an implicit-pole rotor (400 V, 50Hz, cos ϕ =0.8, n=1000 rpm). The synchronous
generator has a three-phase current exciter with external poles, a rotating rectifier
unit, electronic excitation and regulating device for the exciter, voltage limiter and
stopover heating. The stopover heating is switched off automatically when the
generators are connected to the buses. The EDG power depends on the type and
power of the main power plant.
EPP of a vessel with a low-rpm diesel engine has a 121 kVA EG (n=1000 rpm).
Control System
The EDG control system located on the emergency switchboard includes GCB
control buttons.
Monitoring System
The EDG monitoring system includes the following measuring instruments:

• Frequency indicator;
• Active-power wattmeter.

Simulated System
Alarm System
The EDG generator alarm system includes the following indicators:
• Indicator of voltage drop on the starting accumulator battery (less than 21.5 V);
• Voltage drop on the generator terminals (line voltage of less than 320V (0.8Urated)
for 1s (time delay);
• High stator temperature (the stator hardware temperature is higher than 65°C
for 30s);
• Short circuit of the generator windings (generator current is more than 3 Irated).
Protection System
There is no EDG protection system. The EDG protection is provided by the
automatic switching off of the GCB. The EDG circuit breaker is also switched off by
an independent release without time delay at an external signal when the voltage
on the MSB grows to more than 340V without time delay.
Shore Supply Switchboard

Purpose
Shore power supply can be used for energizing the ship consumers during her stay
at the pier.
Shore Power Supply Components

The shore power supply consists of the shore supply switchboard and electrical
cables for the shore connection.
The EPP of a ship with a low-speed main engine has a shore supply switchboard
for 400 A.
Controls
The shore power supply controls are arranged on the shore supply switchboard
and include:
• Shore supply circuit-breaker “Connect” and “Disconnect” buttons with illumination;

• Shore supply circuit breaker power switch.
If the MSB is energized, shore supply cannot be connected.
Monitoring System
The shore supply monitoring system includes the following instruments and
indicators:
• Shore supply voltmeter;

• Shore supply ammeter;
• “Right” and “Wrong” indicator lamps;
• “Connect” and “Disconnect” status indicators (illuminated buttons) of the shore
supply circuit breaker;
• Indicator of voltage on the MSB buses (“Power ON”).

Simulated System
Alarm System
The alarm system includes the following indicators:
• A phase wire break indicator and

• A short circuit indicator.
Protection System
The shore supply protection is provided by the switching off of the shore supply
circuit breaker without time delay in the following cases:
• Incorrect phase connection or

• There is power on the MSB buses (voltage on the MSW buses is higher
than 340 V).
The shore supply circuit breaker is also switched off in connection with its own protection.

• Shore Supply Phase breaking;
• Shore Supply Wrong phase;
• Shore Supply disable;
• Shore Supply Circuit Breaker fault.
Main Switchboard (MSB)

Purpose
MSB is the central point of power distribution among the onboard power consumers.
Components
MSB consists of the generator sections DG1, DG2, ShG, the synchronization
section, and the 220V/380V consumer section.

DG 1 (DG2) Section
• Insulation low;
• Circuit breaker fault;
• Voltage Control feedback breaking;
• Voltage Control Fault;
• Generator Short Circuit;
• Generator Stator High temperature;
• RPM Governor Control fault.
ShG Section
• Insulation low;
• Voltage Control feedback breaking;
• Voltage Control Fault;
• Generator Stator High temperature.

Simulated System
380V Consumer Section

Short circuit, overcurrent and low insulation is modelled for each of the consumers:
• Bow Thruster/Short Circuit;

• LO Pump 1/Short Circuit;
• Fire Pump 1/Short Circuit;
• Air Compressor 1/Short Circuit;
• FW Pump 1/Short Circuit;
• SG Pump 1/Short Circuit;
• FO Circulation Pump 1/Short Circuit;
• FO Supply Pump 1/Short Circuit;
• Transformer Ref. Containers/Short Circuit;
• Warp Winch/Short Circuit;
• Machinery Space Ventilation/Short Circuit;
• Ship Ventilation/Short Circuit;
• Air Condition/Short Circuit;
• Ranges (Galley)/Short Circuit;
• Cargo Space Ventilation/Short Circuit;
• Switch Board 5/Short Circuit;
• Ref. Plant/Short Circuit;
• Culinary water/Short Circuit;
• Bow Thruster/Overcurrent;
• LO Pump 1/Overcurrent;
• Fire Pump 1/Overcurrent;
• Air Compressor 1/Overcurrent;
• FW Pump 1/Overcurrent;
• SG Pump 1/Overcurrent;
• FO Circulation Pump 1/Overcurrent;
• FO Supply Pump 1/Overcurrent;
• Transformer Ref. Containers/Overcurrent;
• Warp Winch/Overcurrent;
• Machinery Space Ventilation/Overcurrent;
• Ship Ventilation/Overcurrent;
• Air Condition/Overcurrent;
• Ranges (Galley)/Overcurrent;
• Cargo Space Ventilation/Overcurrent;
• Switch Board 5/Overcurrent;
• Ref. Plant/Overcurrent;
• Culinary water/Overcurrent;

Simulated System
• LO Pump 1/Low Insulation;

• Fire Pump 1/Low Insulation;
• Air Compressor 1/Low Insulation;
• FW Pump 1/Low Insulation;
• SG Pump 1/Low Insulation;
• FO Circulation Pump 1/Low Insulation;
• FO Supply Pump 1/Low Insulation;
• Transformer Ref. Containers/Low Insulation;
• Warp Winch/Low Insulation;
• Machinery Space Ventilation/Low Insulation;
• Ship Ventilation/Low Insulation;
• Air Condition/Low Insulation;
• Ranges (Galley)/Low Insulation;
• Cargo Space Ventilation/Low Insulation;
• Switch Board 5/Low Insulation;
• Ref. Plant/Low Insulation;
• Culinary water/Low Insulation.

• Machinery Space light/Short Circuit;

• Provision Chambers ventilation/Short Circuit;
• Machinery Space light/Overcurrent;
• Provision Chambers ventilation/Overcurrent;
• Machinery Space light/Low Insulation;
• Provision Chambers ventilation/Low Insulation;
• Switch Board 6/Low Insulation.
Synchronization Section
Automatic Synchronizing fault.

Simulated System
Emergency Switchboard (ESB)

Purpose
ESB is designed for providing a certain part of onboard consumers with power from EDG.
ESB Components
ESB is composed of the EDG generator section, 24V/220B/380V consumer section,
and the accumulator battery (AB) charging unit section.
AB Charging Unit Controls

Controls include:
• On/off switches for connection/disconnection of batteries (#1, #2, #3, #4) to/from
the charging unit;
• On/off switches for the battery room fan;
• Knob for battery charging current adjustment.
AB Charging Unit Monitoring System

The AB charging unit monitoring system includes:
• Voltmeter with a switch for monitoring the battery capacity;

• Ammeter with a switch for checking the charging current value.
AB Charging Unit Alarm System

The alarm system includes a short circuit current indicator.

Charging Unit
Charger (baretter) fault.
EDG Section
• Insulation low;
• Generator Stator High temperature.
• LO Pump 2/Short Circuit;

• Aux. Blower/Short Circuit;
• Fire Pump 2/Short Circuit;
• SW Pump/Short Circuit;
• FW Pump 2/Short Circuit;
• SG Pump 2/Short Circuit;
• FO Circulating Pump 2/Short Circuit;
• Emergency Compressor/Short Circuit;
• FO Supply pump 2/Short Circuit;

Simulated System
• Boiler Burner/Short Circuit;

• LO Pump 2/Overcurrent;
• Aux. Blower/Overcurrent;
• Fire Pump 2/Overcurrent;
• SW Pump/Overcurrent;
• FW Pump 2/Overcurrent;
• SG Pump 2/Overcurrent;
• FO Circulating Pump 2/Overcurrent;
• Emergency Compressor/Overcurrent;
• FO Supply pump 2/Overcurrent;
• SP Burner/Overcurrent;
• LO Pump 2/Low Insulation;
• Aux. Blower/Low Insulation;
• Fire Pump 2/Low Insulation;
• SW Pump/Low Insulation;
• FW Pump 2/Low Insulation;
• SG Pump 2/Low Insulation;
• FO Circulating Pump 2/Low Insulation;
• Emergency Compressor/Low Insulation;
• FO Supply pump 2/Low Insulation.
• Nav. Lighting/Short Circuit;

• Marine radio/Short Circuit;
• Antipanic lighting/Short Circuit;
• Bridge light/Short Circuit;
• Nav. Lighting/Overcurrent;
• Marine radio/Overcurrent;
• Antipanic lighting/Overcurrent;
• Bridge light/Overcurrent;
• Nav. Lighting/Low Insulation;
• Marine radio/Low Insulation;
• Antipanic lighting/Low Insulation;
• Bridge light/Low Insulation.

Simulated System

• ME Automation/Short Circuit;
• DG1, 2 Automation/Short Circuit;
• ME Safety System/Short Circuit;
• Engine Telegraph/Short Circuit;
• Emergency Lighting/Short Circuit;
• ME Automation/Overcurrent;
• DG1, 2 Automation/Overcurrent;
• ME Safety System/Overcurrent;
• Engine Telegraph/Overcurrent;
• Emergency Lighting/Overcurrent;
• ME Automation/Low Insulation;
• DG1, 2 Automation/Low Insulation;
• ME Safety System/Low Insulation;
• Engine Telegraph/Low Insulation;
• Emergency Lighting/Low Insulation.
Auxiliary Diesel Engine

Purpose
The diesel engine is the generator’s drive motor and is designed for rotating the
generator rotor. The generator is driven by a four-stroke non-reversible medium
RPM turbo charged diesel engine operating on light or heavy diesel fuel. The
number and power of these diesel engines are determined by the electrical power
plant configuration/capacity.
Components
The diesel consists of the diesel engine per se and its auxiliary systems,
which include:
• Diesel engine control system;

• Start air system;
• Lubrication oil system;
• Fuel oil system;
• Freshwater cooling system;
• Seawater cooling system.
The aforelisted systems are constituents of the corresponding united (i.e. Included
in the Main Engine) systems of the vessel. See the Technical description of the
SEPS simulator module for detailed description of these systems.
EPP of a ship with a low-speed main engine has two auxiliary diesel engines of 883
kW (n=1000 rpm) each.

Simulated System
Control System
The diesel engine control system consists of an automatic remote control (ARC)
system, which includes startup preparation subsystem, startup and shutdown
subsystems, an engine RPM governor; a diesel engine protection system and
an alarm system.
The ARC system allows the following operations to be performed:
• Warm up of a non-operating diesel engine;

• Preliminary, intermittent or constant lubrication of the non-operating diesel engine;
• Standard or emergency start/stop of the diesel engine.
The non-operating diesel engine is warmed up by opening the cut-off valves and
connecting the auxiliary engine’s freshwater cooling system to the ship’s freshwater
system. The rate of the engine warming up and the gained temperature value will
depend on the freshwater temperature and pressure before engine.
The preliminary lubrication of a non-operating diesel engine is effected by means

of permanent (“Run” mode) or periodic (“Auto” mode) switching on of the electric oil
priming pump installed on the auxiliary diesel engine.
A standard start of the diesel engine can be effected under condition that the oil
pressure is not less than 2 bar. When the oil pressure is less than 2 bar, the oil
priming pump is switched on. With the oil pressure of not less than 2 bar and
freshwater and lubricating oil temperature of not less than 20°C, the start air is
supplied. As the diesel engine gains 20% of the rated RPM, fuel is fed and RPM
grow to 80% of its rated value (warming-up idling revolutions). At this rate the
cooling water and engine lube oil are heated to 35°C. When this temperature is
reached, the RPM is brought to the rated value, and the engine is ready to accept
50% of load. After another 2 minutes the engine is ready for 100% load.
In case of an emergency start, no check of oil pressure and freshwater temperature

is performed at the start stage. In an emergency start, no oil priming or engine
warm-up at the intermediate rate is effected either.
After three successive start failures, the automatic start is locked. A start attempt
is assumed to be a failure, if:
• The engine does not develop 20% of its rate rpm during 15 seconds, when
operating on start air;
• The engine stops after fuel is supplied;
• The engine does not develop 80% of its rated rpm in 15 seconds after fuel is
supplied.
A standard shutdown of the diesel engine cannot be effected, unless the GCB is
ON. In case of a standard engine shutdown, the engine is brought down to 80% of
its rated RPM and is kept at these RPM for 2 minutes. The engine is then stopped
by cutting off the fuel supply.
In case of an emergency engine shutdown, switch off GCB and cut off the fuel supply.

Simulated System
Monitoring System
The diesel engine monitoring system includes the following instruments:
• Engine crankshaft rpm meter;

• Oil pressure gauge for the seawater cooling system point;
• Pressure gauge for the start air line before engine;
• Pressure gauge for freshwater cooling before engine;
• Pressure gauge for the seawater cooling line;
• Temperature gauge for the freshwater temperature after engine.
Diesel Alarm System

The alarm system contains the following indicators:
• Freshwater temperature of more than 90°C after engine;

• Lubricating oil (SAE40) temperature of more than 75°C before the oil cooler;
• Lubricating oil pressure of less than 1.5 bar;
• Exhaust gas temperature of more than 465°C after the turbocharger turbine;
2
• Start air pressure of less than 8 kg/cm ;
• Engine start failure (three attempts failed);
• Low lubricating oil level in the service tank;
• Low fuel oil level in the service tank.
The latter signal arrives to the engine alarm system from the combined ship fuel system.
Diesel Engine Protection System

The diesel engine protection system includes the following sensors:

2
• Oil pressure of more than 1.1 kg/cm ;
• Engine rpm is more than 110% of its rated value.
At the signal from these sensors, the protection system switches the GCB off and
stops the engine by cutting off the fuel supply; in case of a stop caused by the
excessive RPM, the air supply is also stopped. The protection system is turned on
as the engine RPM grows to 60% of its rated value. To reset the protection system
after its actuation, press “Reset” button.

• Fuel feed breaking;
• Fuel Level low;
• Exhaust valve jamming;
• RPM Governor jamming;
• Lub. Oil Pump is sucking-up the air;
• Oil Level low;
• Lub. Oil Cooler obstructed.

Simulated System
Shaft Generator Drive

Purpose
The shaft generator (ShG) drive is designed for driving the ShG from the main engine.
Components
The ShG drive consists of a step-up gearbox, flexible coupling with a pneumatic
drive and a ShG.
Control System
ShG drive control system arranged on the central control room switchboard includes
the coupling switch on/off buttons.
ATTENTION!
Switch the clutch ON at the ME revolutions corresponding to the vessel’s slow/dead-
slow speed.
Monitoring System
The ShG drive control system includes the following measuring instruments
and indicators:
• Gearbox oil pressure gauge;

• Gearbox oil temperature gauge;
• ShG rotor RPM meter;
• Indicator of the coupling readiness for switching on (oil pressure in the gearbox
is more than 2 bar; temperature is more than 30°C);
• Indicator of ShG readiness for synchronising ShG (RPM deviation is within 5%
of the rated RPM and the generator excitation is switched on).
Alarm System
ShG drive alarm system includes the following indicators:
• Coupling failure indicator (failure to switch the coupling on/off);

• Indicator of the low ShG rotor RPM (the ShG rotor RPM is less than 90% of its
rated value).
Protection System
The protection system includes the following sensors:
• Oil temperature in the gearbox is more than 60°C;

• Oil pressure is less than 1.5 bar.
At the signals received from these sensors, the protection system turns off the GCB
and turns off (disengages) the coupling and disengages the gearbox from the ShG.
The system is actuated, when the ShG rotor RPM grows to 60% of its rated value.
To reset the protection system after the actuation, press “Reset” button.

Simulated System

• Gear lub. Oil low Pressure;
• Lub. Oil system fault;
• Clutch control Air low pressure.
Emergency Diesel Engine

Purpose
The emergency diesel engine is designed for driving the EG. A four-stroke non-
reversible medium RPM turbocharged diesel engine operating on light fuel is used
as the emergency diesel engine. The emergency engine’s power is determined by
the electrical power capacity.
Components
The diesel engine of the emergency unit consists of the diesel engine per se and
the engine systems, which include:
• Engine control system;

• Lubrication system;
• Fuel oil system;
• Freshwater cooling system;
• Seawater cooling system.
All these systems are self-sustained.
EPP of a ship with a low-speed main engine has an emergency diesel engine
of 92.7 kW (n=1000 rpm).
Control System
The emergency engine control system consists of the following:
• Automatic remote control (ARC) system;

• RPM governor;
• Engine protection system and
• Alarm system.
The engine of the emergency unit is installed in a heated room with a temperature of not
less than 25-30°C. No preliminary warming up or lubricating oil priming is required.
The engine is started if voltage disappears on the MSB (voltage of less than 300 V –
0.75Urated – for more than 3s). An electric starter is used for starting the emergency
generator engine. A fully charged accumulator battery provides 5 successive starts.
The engine stops after the switching off of the GCB, which is switched off when the
voltage appears on the buses (voltage of more than 340 V). When being stopped,
the engine is brought down to 80% of its rated RPM and is maintained at this RPM
for 1 minute. The engine is then stopped by cutting off the fuel supply. In case of
three unsuccessful start attempts the automatic start is blocked. A start attempt
is assumed to be a failure, if:
• The engine does not develop 20% of its rate crankshaft rpm in 15 seconds;
• The engine stops after the fuel is supplied;
• The engine does not develop 80% of its rated rpm in 15 seconds after the fuel is
supplied.

Simulated System
Monitoring System
The engine monitoring system includes the following instruments:
• RPM meter;
• Oil pressure gauge for the seawater cooling system point;
• Pressure gauge for freshwater cooling before engine;
• Pressure gauge for the seawater cooling line.
Alarm System
The alarm system contains the following maximum and minimum indicators:
• Readiness for the start (accumulator battery voltage of more than 21.5 V);
• Voltage in the automatic system of less than 21 V;
• Lubricating oil pressure of less than 1.5 bar;
• Engine start failure (three attempts failed);
• Low lubricating oil level; low full oil level in the service tank;
• Lubricating oil (SAE40) temperature of more than 75°C before the oil cooler;
• Exhaust gas temperature of more than 465°C after the turbocharger turbine.
Protection System
The protection system includes:
• Minimum oil pressure sensor (lubricating oil pressure of less than 0.8 bar) and
• The maximum rpm sensor (engine rpm at 110% of its rated value).
At the signal from these sensors, the protection system switches the GCB off and stops
the engine by cutting off the fuel supply; in case of a stop caused by the excessive RPM,
the air supply is also stopped. The protection system is turned on as the engine RPM
grows to 60% of its rated value. To reset the protection system after its actuation, press
“Reset” button.

• Fuel feed breaking;
• Fuel Level low;
• Exhaust valve jamming;
• RPM Governor jamming;
• Lub. Oil Pump is sucking-up the air;
• Oil Level low;
• Lub. Oil Cooler obstructed.

Simulator Control Panels
SIMULATOR CONTROL PANELS

SEPS controls, indicators, and alarms are distributed on several simulator screen
pages according to the systems they belong to; in addition, some pages contain the
main current circuit and the summary information on alarm actuation for all systems.
See Fig. 2 for a structural diagram of screen panels.
Simulator controls
Panels for monitoring and control El. plant control panel

of machinery and systems
Page leaf-over buttons
Fig. 2
See Fig. 3 to Fig. 5 for appearance of some panels.
Fig. 3 Main diagram circuit

Fig. 4 Panel for DG1 and power plant control
Fig. 5 MSW. Load distribution and insulation monitoring panels

SEPS Control Panel

The SEPS control panel, see Fig. 6, is designed for assigning a SEPS operation mode.
The control panel includes:
• Control mode switch (CONTROL MODE);

• DG priority switch (PRIORITY);
• SEPS operation submode selection buttons, when in the
automatic control mode (AUTO MODES – EQUAL,
OPTIMAL, CYCLIC, CONST FREQ.).
The power plant status switch (CONTROL MODE) is designed
for switching between the manual and automatic control of SEPS.
The “CONTROL MODE” switch has two positions:
• AUTO – automatic PP control mode;

• MANUAL – manual PP control mode.
The priority switch (PRIORITY) for diesel generators is
designed for selecting the priority (first to start) diesel
generator (DG1 or DG2), when SEPS is in the automatic
mode. The “PRIORITY” switch has two positions:
• DG1 – the higher-priority generator is diesel generator 1;

• DG2 – the higher-priority generator is diesel generator 2.
The SEPS automatic control mode selection buttons (AUTO
MODES) are designed for selection of a generator load mode
in the automatic mode (i.e. the buttons are active only in case
SEPS is in the automatic mode).
Fig. 6 SEPS
control panel
The SEPS automatic operation system can be in one of the following modes:
• EQUAL – equal power mode, i.e. the mode, when the generators are loaded
uniformly;
• OPTIMAL – the best DG load mode. In this mode, the higher-priority generator
is loaded more than the other one;
• CYCLIC – cyclic load mode. In this mode, the generators are loaded just like
they are in the OPTIMAL mode, the generator priority, however, changes in
accordance with the set period;
• CONST FREQ. – constant frequency mode. In this mode the load is divided
between the DG’s in equal parts with a more accurate stabilization of the current
frequency within 49-50 Hz limits. In this mode the RPM governor of the higher-
priority DG ensures the frequency stabilization, whilst the RPM governor of the
other DG ensures the load distribution.

Diesel Generator Auxiliary Diesel Control Panel

The diesel generator auxiliary diesel control panel is designed for:
• Monitoring driving diesel engine parameters;

• Preheating the diesel engine;
• Starting preliminary oil circulation in the engine;
• Starting the diesel engine (standard and emergency procedures);
• Stopping the diesel engine (standard and emergency procedures).
To perform these functions, the panel includes:
• Diesel engine controls;

• Diesel engine condition indicating meters;
• Alarm system;
• Safety system.
See Fig. 7 for the auxiliary diesel engine control panel.
Fig. 7 Diesel generator auxiliary diesel control panel

Auxiliary Diesel Engine System Control Panel

The diesel engine system control panel:
• Oil priming control mode switch (PRELUBRICATION) – Off-Auto-Run modes;
• Diesel engine warm up control buttons (PREHEATING)-On-Off;
• Start and Emergency Start buttons, and Stop and Emergency Stop buttons.
The oil priming control mode switch (PRELUBRICATION) is designed for

establishing a mode of operation for the electric oil-priming pump, it has three
positions: OFF, RUN, and AUTO. To establish a mode of operation for the oil-
priming pump, set the switch to the required position using the mouse:
• OFF mode – the oil priming pump doesn’t run;

• RUN mode – the oil priming pump starts and brings the oil pressure to 2.5 bar;
• AUTO mode – the oil-priming pump runs intermittently (pumping oil for 5
minutes after each 20-minute break).
The diesel engine warm-up control buttons (PREHEATING) are designed for control
of diesel engine preheating. The ON button provides for opening of the freshwater
cut-off valve and connection of the diesel engine freshwater cooling system to the
united (with the ME) system of freshwater cooling system. The OFF button is used
for closing the cut-off valve.
Diesel engine startup and shutdown is performed using four buttons.
For a standard (regular) diesel engine startup, press the START button. In this case,
if pressure in the lubrication system is below 2.0 bar, the electric oil-priming pump
will be switched on prior to air supply. When the pressure reaches a specified value,
the engine will be started.
To start the engine in emergency, press the EMCY START button. In this case, the
engine will be started without a check of initial pressure of oil, gaining its rated RPM
in minimum time.
The diesel engine is stopped using the STOP button, only if the generator circuit
breaker (GCB) is OFF. In case of a standard engine stop, the diesel engine is
brought down to 80% of its rated RPM and is maintained at this RPM for 2 minutes.
The engine is then stopped by cutting off the fuel supply. The engine is then stopped
by cutting off the fuel supply.
In case of an emergency engine stop, for which the “EMCY STOP” button is used,
the GCB is switched off automatically and the fuel supply is cut off immediately.

The “EMCY START” and “EMCY STOP” buttons have the first priority. If the engine is
started by using first the START button, and then the “EMCY START” button, it will be
started according to the Emergency START program from the moment of pressing the
“EMCY START” button. In this case no return to the standard start program is possible.
The “STOP” and “EMCY STOP” buttons have a similar way of operation.
Diesel Engine Safety (Protection) System Panel

The diesel engine protection system (or SAFETY SYSTEM) is designed for
protecting the engine against damage.
The protection system becomes armed after engine crankshaft speed has reached a
level of 60% of the rated value. The protection system state is monitored by the ON
indicator (the system is armed and ready) and the OFF indicator (the system is OFF
or has been actuated). On actuation, the protection system performs an emergency
engine shutdown procedure. This is accompanied by an acoustic signal, after which
the system locks any attempt to start the engine again. The protection system can
be unlocked after actuation, using the “RESET” button.
The protection system is actuated under the following conditions:
• Auxiliary diesel engine RPM is more than 110% of its rated value (OVER SPEED
indicator);
• The oil pressure in the last lubrication point is below 1.5 bar (LOW LO PRESS
indicator);
• Freshwater temperature in the cooling system after engine is above 95°C
(HIGH FW T° indicator).
Diesel Engine Condition Indicating Meters

The diesel engine status indicating meters are used for monitoring the most
important parameters of the running or stopped engine, among them being:

• R.P.M meter – showing engine speed (revolutions per minutes);

• LO Pressure gage – showing oil pressure in the last lubrication point (bar);
• Starting Air Pressure gage – showing pressure in the start air line before
engine bar);
• FW Pressure gage – showing freshwater pressure before engine;
• SW Pressure gage – showing pressure in the seawater cooling line (bar);
• FW Temperature thermometer – showing freshwater temperature after engine °C).
Diesel Engine Alarm System Indicator Panel

The alarm indicators signal to the user that some parameters have exceeded their
operational range.
The engine alarm system functions only during engine operation (except the start air
minimum pressure indicator), actuating the following indicators:
• SYNC. FAULT – impossibility of synchronization in the automatic mode for more

than 2 minutes (arriving from the automatic synchronization control system);
• LOW LO PRESS. – lubricating oil pressure of less than 2 bar;
• LOW START AIR PRESS. – start air pressure of less than 8 bar;
• HIGH LO T° – lubricating oil pressure of more than 75°C after engine and before
the lubricating oil cooler;
• HIGH EXH. GAS T° – exhaust gas temperature of more than 465°C after the
turbocharger turbine;
• LOW LO LEVEL – low lubricating oil level in the service tank;
• LOW FO LEVEL – low fuel oil level in the service tank (the signal arrives in the
diesel engine alarm system from the ship propulsion plant simulation module);
• START FAULT – diesel engine start failure (the engine does not develop 20% of its
rate rpm in 15 seconds when operating on the start air; the engine stops after the
fuel is supplied; the engine does not develop 80% of its rate rpm in 15 seconds);
• HIGH FW T° – freshwater temperature of more than 90°C after engine.
When the monitored parameters exceed the working range, the respective indicators
start flashing simultaneously with the sound alarm, reporting on alarm system signals
that have arisen but not acknowledged yet. The sound alarm is silenced by
acknowledgement, while the indicators either change for continuous light, if the alarm
cause is still present (the parameter is still outside the operational range), or turn off, if
the alarm cause has disappeared (the parameter has returned to its operational range).

Shaft Generator Drive Control Panel

The shaft generator drive control panel (ShG), see Fig. 8, is designed for switching
the clutch ON/OFF and for monitoring the gearbox status. The control panel includes:
• The clutch switch on/off buttons;

• Indicators and meters for monitoring the clutch/gearbox status;
• Alarm indicators;
• System safety panel.
See Fig. 8 for ShG drive control panel.
Fig. 8 SHG drive control panel
Control Panel
The ShG drive control panel includes:
• Clutch control buttons (CLUTCH-ON, CLUTCH-OFF);

• Indicator of the clutch readiness for switching on;
• Indicator of ShG readiness for synchronizing ShG.

The clutch control buttons are designed for switching the ShG clutch ON/OFF
(switching the start air ON/OFF).
The control is performed with the aid of two buttons: (“ON”) and (“OFF”).
The clutch is switched on by depressing the ON button. Pressing the OFF button
uncouples the clutch, which disengages the gearbox from the shaft generator.
Clutch engagement is possible after actuation of the READY TO CLUTCH TURN
indicator (when oil pressure in the gearbox is above 2 bar, and the oil temperature is
above 30°C). The READY TO SYNCH. indicator is lit, when the value of gearbox
speed deviation is in the range of 5% of the rated value, and ShG excitation is ON.
ATTENTION!
Switch the clutch ON at the ME revolutions corresponding to the vessel's slow/dead-
slow speed.
ShG Gearbox Safety System Panel

The ShG gearbox safety system is designed to protect the engine against damage
during its operation.
The protection system becomes armed, when the ShG rotor gains 60% of the rated
RPM. The protection system status is monitored by the ON indicator (the system is
armed and ready to work), and the OFF indicator (the system has been turned off or
actuated). On actuation, the protection system uncouples the clutch, which disengages
the gearbox from the shaft generator. This is accompanied by an acoustic signal, after
which the system locks any repeated attempt to couple the clutch. The protection
system can be relocked after actuation by the “RESET” button.
The protection system trips under the following circumstances:
• Lubricating oil pressure of less than 2 bar in the gearbox (the LOW LO PRESS.
indicator);
• Lubricating oil temperature of more than 65°C in the gearbox (the HIGH LO T°
indicator).

ShG Drive Status Indicating Meters

The shaft generator drive meters are designed for monitoring the basic parameter
values; they include:
• RPM meter – showing the gearbox speed (revolutions per minute);

• LO Pressure gage – showing the lubricating oil pressure in the gearbox (bar);
• Oil Temperature gage – showing lube oil temperature in the gearbox (°C).
Shaft Generator Drive Alarm Panel

operational range. The alarm panel includes the following indicators:
• UNDER SPEED – gearbox speed below 90% of the nominal value;

• CLUTCH FAULT – indicator of clutch failure to switch ON/OFF.

Emergency Diesel Generator Engine Control Panel

The emergency diesel generator engine control panel is designed for
controlling/monitoring engine operation.
• Engine controls;
• Engine parameter indicating meters;
• Alarm panel;
• Safety system panel.
See Fig. 9 for the emergency diesel generator engine control panel.
Fig. 9 Emergency diesel generator engine control panel
Control Panel
The emergency diesel generator engine control panel includes:
• Engine on/off buttons (“START/STOP”);

• Indicator of the emergency generator engine readiness for start
(READY TO START).
The diesel generator engine readiness-for-start indicator is actuated, when the start
battery value exceeds 21.5 V.

Diesel Safety System Panel

The protection system is designed for guarding the diesel engine against damage
during its operation.
The protection system becomes armed after engine speed has reached a level of
60% of the rated value. The protection system state is monitored by the ON indicator
(the system is armed and ready to work), and the OFF indicator (the system has
been turned off or actuated). On actuation, the protection system provides a diesel
engine emergency stop. This is accompanied by an acoustic signal, after which the
system locks any repeated attempts to start the diesel engine. The protection
system can be relocked after actuation by the “RESET” button.
The protection system trips under the following conditions:
• Auxiliary diesel engine RPM have exceeded 110% of the rated value
(the OVER SPEED indicator);
• The oil pressure in the last lubrication point is below 0.8 bar (the LOW LO PRESS.
indicator).
Diesel Engine Parameter Indicating Meters

The instruments are designed for monitoring the basic parameters of the running or
stopped engine; they include:
• R.P.M meter – showing engine crankshaft speed (revolutions per minute);

• LO Pressure gage – showing oil pressure in the last lubrication point (bar);
• FW Pressure gage – showing freshwater pressure before engine;
• SW Pressure gage – showing pressure in the seawater cooling line (bar).

Diesel Engine Alarm System Panel

operational range.
The diesel engine alarm system is active during diesel engine operation only (except the
indicator of the start battery minimum voltage); it includes the following indicators:
• 24V FAULT – automation system voltage below 21 V;

• LOW LO PRESS. – lubricating oil pressure of less than 2 bar;
• HIGH LO T° – lubrication oil temperature before the oil cooler of less than 75°C;
• HIGH EXH. GAS T° – exhaust gas temperature of more than 465°C after the
turbocharger turbine;
• LOW LO LEVEL – low lubricating oil level in the service tank;
• LOW FO LEVEL – low fuel oil level in the service tank;
• START FAULT – diesel engine start failure (three attempts failed). An attempt is
regarded as a failure, if the engine doesn't gain 20% of the RPM rated value after
its starting by the electric starter for 15 seconds, or the engine stops after the fuel is
supplied; or the engine does not develop 80% of its rated RPM in 15 seconds);
• HIGH FW T° – freshwater temperature of more than 90°C after engine.
start flashing simultaneously with the sound alarm, reporting on alarm system
signals that have arisen but not acknowledged yet. The sound alarm is silenced
by acknowledgement, while the indicators either change for continuous light, if
the alarm cause is still present (the parameter is still outside the operational range),
or turn off, if the alarm cause has disappeared (the parameter has returned to its
operational range). The sound alarm is silenced by acknowledgement, while the
indicators either change for continuous light, if the alarm cause is still present
(the parameter is still outside the operational range), or turn off, if the alarm cause
has disappeared (the parameter has returned to its operational range).

MSB Generator Section

The MSB generator section is designed for:
• Connecting the generator to the MSB buses;

• Electric current frequency regulation;
• Generator voltage control.
• Controls of the generator and the auxiliary generator;

• Emergency controls for the generator;
• Electric parameter indicating meters;
• Generator alarm panel;
• Generator protection system panel.
See Fig. 10 for MSB generator system.
Fig. 10 MSG Generator section

Generator Circuit Breaker

The generate circuit breaker (GCB) is designed for connecting
the generator to the SEPS buses and its protection. GCB controls
include the GCB power supply switch (SUPPLY), illuminated GCB
on/off buttons (CONNECT/DISCONNECT) and the GCB spring
manual winding handle (HAND DRIVE). The GCB power supply
switch (SUPPLY) can be in one of two positions:
• 0 – no power supply to the generator circuit breaker;

• 1 – power supply to the generator circuit breaker on.
The GCB CONNECT/DISCONNECT buttons are active only
in case the power supply switch in position 1, otherwise the
DISCONNECT button will illuminate. Turning the GCB power
supply switch (SUPPLY) from position 1 to position 0 results in
GCB disconnection (the DISCONNECT button will illuminate).
GCB is disconnected automatically (i.e. the generator

is disconnected from the buses) in the following cases:
• Line voltage on generator terminals is below 300V for 5s;

• Generator overload (generator current of more than 1.21Irate
for 60s);
• Generator overload in the short circuit zone (generator current of more than 3Irate
for 0.4s);
• Generator short circuit (generator current of more than 10Irate, actuated without
time delay);
• The generator has changed to the motor mode (the generator reverse current of
more than 0.1Irate for 10s.
ATTENTION!
GCB cannot be turned on (locked), when MSB is energized from ashore.
In case of SEPS operating in the automatic mode, the manual switching of GCB is
locked, the generator connection to the buses being performed by the automatic
system only (GCB being energized).
GCB is actuated in two stages: winding of the springs and switching on.
The winding of the springs is done either automatically using the integrated electric
motor (automatic winding) after turning GCB OFF by the “Disconnect” button, or
manually using the HAND DRIVE handle after actuation of the integrated GCB
protection system. In the initial state the GCB springs are not in the unwound state,
which requires manual winding.
The GCB can be turned on by pressing “Connect” button, but only after the GCB
is connected to the power supply and the springs are wound.

Controls
The controls for the generator and the auxiliary diesel engine include:
• The automatic device (DEMAGNETIZATION) for “damping” the electromagnetic

field as a component of emergency control;
• RPM governor control for the driving engine (GOVERNOR CONTROL) –

the buttons “More” and “Less”;
• Controller of the automatic voltage regulator (AVR) – the “VOLTAGE” knob.
The automatic electromagnetic field damping device (DEMAGNETIZATION) is

designed for urgent reduction of generator voltage by short-circuiting the excitation
winding. The device switch is provided with a protecting cover (against unintentional
depressing), which can be opened by a mouse left-hand button click (to lift glass).
You can press the switch, and in this case the excitation winding will be short-
circuited, which results in the fall of the magnetic excitation field.
Governor control (GOVERNOR CONTROL) is designed for setting and changing

the driving engine crankshaft speed (revolutions per minute), and, subsequently,
the generator rotor speed. This control is also used by the system of active power
distribution between the generators operating in parallel. The monitoring of speed
change is performed using the frequency indicator (Hz) on the generator section.
The engine speed can be changed (manual distribution of the active power) using
the arrow buttons:
• 6 – stepless reduction of engine RPM down to the minimum value (0.9ωrate);

• 5 – stepless increase of engine rpm up to the maximum value (1.1ωrated).
ATTENTION!
Governor control using these buttons is locked in case the power plant operates in
the automatic mode, of if the automatic synchronization mode is selected, while the
power plant is in the manual mode.

The automatic voltage regulator (AVR) is designed for voltage control of the working
generator. Voltage is monitored using the voltmeter (V) on the MSB generator panel.
The voltage controller knob mounted on the generator panel too allows the generator
voltage to be changed from the minimum value (0.93Urate) to the maximum one
(1.07 Urate) and/or can be used for manual distribution of the reactive load.
ATTENTION!
AVR manual control is locked, if the power plant is in the automatic mode.
Instruments for Monitoring Generator Parameters

Generator parameter indicating meters are used for measuring the basic electric
parameters of the generator. They are as follows:
• Voltmeter V – showing the voltage between generator phases depending

on the position of the phase switch, R-S-T;
• Ammeter A – showing the current value for each generator phase depending
• Frequency indicator Hz – showing the generator current frequency;
• Wattmeter kW – showing the active power of the power consumers;

• Reactive-power meter kVAr – showing the reactive power of the power consumers.
Status Indicators for the Diesel Engine and Power Supply for SEPS Buses
The indicators are designed for monitoring the status of the auxiliary engine
(generator drive) and the power on the SEPS buses.
The check indicators (DIESEL) switch two indicators – RUN and STOP. The RUN
indicator illuminates, when the generator RPM reach 80% of its rated value,
otherwise the STOP indicator illuminates.
The POWER indicator shows the MSB bus power supply source and includes three
indicators – NORMAL, EMCY and SHORE (just one of the tree illuminating at a time).
The NORMAL indicator shows that MSB buses are powered from the diesel
generators or the shaft generator.
The EMCY indicator shows that only ESB buses are powered from EDG.
The SHORE indicator shows that power supply is from ashore (shore supply).
Panel of Generator Alarm/Protection Indicators

The indicators signal to the user that some generator parameters have exceeded
their operational range. The generator alarm/protection systems are armed, when
the generator gains 90% of the rated RPM with a 25s delay.

The generator alarm panel includes the following indicators:
• LOW VOLTAGE – voltage on the diesel engine buses below 320V (0.8 Urate) for 1s;
• OVER CURRENT – generator current of more than Irate for 1s;
• SHORT CIRCUIT – short circuit (generator current of more than 3Irate for 0.1s);
• HIGH STATOR T° – stator temperature of more than 65°C for 30s;
• REVERSE POWER – reverse power of more than 0.08Prate for 1s;
• DIESEL NOT WARM-UP – diesel engine started, but freshwater after engine
is below 35°C.
The generator protection system trips GCB, when the parameters exceed their
set range.
start flashing simultaneously with the sound alarm, reporting on alarm system
signals that have arisen but not acknowledged yet. The sound alarm is silenced
by acknowledgement, while the indicators either change for continuous light, if the
alarm cause is still present (the parameter is still outside the operational range),
or turn off, if the alarm cause has disappeared (the parameter has returned to its
operational range).

MSB Shaft Generator Section

The MSB shaft generator section is designed for:
• ShG connection to the buses;

• Generator voltage control.
• Controls of the generator and its drive;

• Emergency controls for the generator;
• Electric parameter indicating meters;
• Generator alarm panel;
• Generator protection system panel.
See Fig. 11 for the MSB shaft generator section.
Fig. 11 MSB shaft generator section


The generate circuit breaker (GCB) is designed for connecting
the generator to the SEPS buses and its protection. GCB controls
include the GCB power supply switch (SUPPLY), illuminated GCB
on/off buttons (CONNECT/DISCONNECT) and the GCB spring
manual winding handle (HAND DRIVE). The GCB power supply
switch (SUPPLY) can be in one of two positions:
• 0 – no power supply to the generator circuit breaker;

• 1 – power supply to the generator circuit breaker on.
The GCB CONNECT/DISCONNECT buttons are active only
in case the power supply switch in position 1, otherwise the
DISCONNECT button will illuminate. Turning the GCB power
supply switch (SUPPLY) from position 1 to position 0 results in
GCB disconnection (the DISCONNECT button will illuminate).
GCB is disconnected automatically (i.e. the generator is disconnected from the buses)
in the following cases:

• Generator overload (generator current of more than 1.21Irate for 60s);
• Generator overload in the short circuit zone (generator current of more than 3Irate
for 0.4s);
• Short circuit of the generator windings (generator current is more than 10Irate,
tripping without a time delay);
• The generator has changed to the motor mode (the generator reverse current
of more than 0.1Irate for 10s.
ATTENTION!
GCB cannot be turned on (locked), when MSB is energized from ashore.
In case of ship diesel power unit operating in the automatic mode, the manual
switching of GCB is locked, the generator connection to the buses being performed
by the automatic system only (GCB being energized).
GCB is actuated in two stages: winding of the springs and switching on.
The winding of the springs is done either automatically using the integrated electric
motor (automatic winding) after turning GCB OFF by the “Disconnect” button,
or manually using the HAND DRIVE handle after actuation of the integrated GCB
protection system. In the initial state the GCB springs are not in the unwound state,
which requires manual winding.

Shaft Generator Controls

Shaft generator controls:
• The automatic device (DEMAGNETIZATION) for “damping” the electromagnetic

field as a component of emergency control;
• Generator excitation ON/OFF buttons (GENERATOR EXCITATION);
• Controller of the automatic voltage regulator (AVR) – the “VOLTAGE” knob.
The automatic electromagnetic field damping device (DEMAGNETIZATION) is

designed for urgent reduction of generator voltage by short-circuiting the excitation
winding. The device switch is provided with a protecting cover (against unintentional
depressing), which can be opened by a mouse left-hand button click (to lift glass).
You can press the switch, and in this case the excitation winding will be short-
circuited, which results in the fall of the magnetic excitation field.
The excitation “ON/OFF” buttons (GENERATOR EXCITATION) are designed

for supply/removal of power to/from the rotating SHG excitation winding.
The automatic voltage regulator (AVR) is designed for voltage control of the working
generator. Voltage is monitored using the voltmeter (V) on the MSB generator panel.
The voltage controller knob mounted on the generator panel too allows the generator
voltage to be changed from the minimum value (0.93Urate) to the maximum one
(1.07 Urate) and/or can be used for manual distribution of the reactive load.
ATTENTION!
AVR manual control is locked, if the power plant is in the automatic mode.

Shaft Generator Indicating Meters

Shaft generator parameter indicating meters are used for measuring the basic
electric parameters. They are as follows:
• Voltmeter V – showing the voltage between generator phases depending

• Ammeter A – showing the current value for each generator phase depending
• Frequency indicator Hz – showing the generator current frequency;
• Wattmeter kW – showing the active power of the power consumers;
• Reactive-power meter kVAr – showing the reactive power of the power consumers.

MSB Voltage Indicators

The POWER indicator shows the MSB bus power supply source and includes three
indicators – NORMAL, EMCY and SHORE (just one of the tree illuminating at a time).
The NORMAL indicator shows that MSB buses are powered from the diesel
generators or the shaft generator.
The EMCY indicator shows that only ESB buses are powered from EDG.
The SHORE indicator shows that power supply is from ashore (shore supply).

The indicators signal to the user that some generator parameters have exceeded
their operational range. The shaft generator alarm/protection systems is armed,
when the shaft generator gains 90% of the rated RPM with a 25s delay after SHG
excitation is turned on.
The generator alarm system includes the following indicators:
• LOW VOLTAGE – voltage on the diesel engine buses below 320V (0.8 Urate) for 1s;
• HIGH STATOR T° – stator temperature of more than 65°C for 30s;
• REVERSE POWER – reverse power of more than 0.08Prate for 1s.
ShG protection system trips GCB, when the parameters exceed their set range.

Synchronization Section
The synchronization section is designed for:
• Selection of a generator to be synchronized;

• Checking phase differences at MSB and at the terminals of the generator
to be connected;
• Switching generators to the parallel operation.
• Controls;
• Indicating meters for checking voltage and frequency at MSB and generator
terminals;
• Synchronoscope.
See Fig. 12 for the synchronization section.
Fig. 12 Synchronization section
Controls
Synchronization section controls include:
• Synchronization mode switch (MANUAL-AUTO);
• Generator-to-be-synchronized selection buttons.
The synchronization mode switch is designed for setting synchronization system

operational mode, having two positions:
• AUTO – automatic synchronization mode;

• MANUAL – manual synchronization mode.

The generator-to-be-synchronized selection buttons (OFF, DG1, DG2 and ShG) are
designed for selection of a generator to be connected to the parallel operation. GCB
of the selected generator (DG1, DG2 or Sh G) should be energized. Then the switching
of the automatic synchronization mode on (AUTO) will result in automatic synchronization
of the selected generator with its connection to the buses. After this operation, the
synchronization mode selector will automatically return to MANUAL position.
Indicating Meters
Instruments provide for checking the MSB voltage and frequency (right-hand
instruments) on the connected generator too (left-hand instruments).
Synchronoscope
The synchronization section includes a synchronoscope. The red-colour
synchronoscope indicators are positioned in a circle; their operation is implemented
on the “running wave” principle – alternating illumination of the indicators is possible
both clockwise and counterclockwise.
If synchronization conditions are fulfilled (allowing the generator to be connected to

the parallel operation), the upper indicator of the synchronoscope illuminates only
(“12 o’clock”). The indicators illuminate at the left side, or the light wave, consisting
of illuminating in turn indicators, runs counterclockwise in case the synchronization
conditions are not provided for, i.e. frequency of the synchronized generator is less
than that on MSB (TOO SLOW). The indicators illuminate at the left side, or the light
wave runs clockwise in case the synchronization conditions are not provided for, i.e.
frequency of the synchronized generator is greater than that on MSB (TOO FAST).

Insulation Monitoring Board

The insulation monitoring board is designed for checking insulation of generators
and the power network; in includes two megohmmeters (ΜΩ) which 4-position
switches. The left-hand megohmmeter checks insulation of the power network
(380V), MBB1 buses, and diesel generators 1 and 2, the right-hand megohmmeter
is designed to check insulation of the synchronization section, shaft generator
and the emergency generator. See Fig. 13 for the insulation monitoring board.
Fig. 13 Insulation monitoring board
Shore Supply Switchboard

The shore supply switchboard is designed for connection of the ship power plant
to the shore power network.
To perform these functions, the shore supply switchboard includes:
• Controls;
• Indicating meters;
• Indicators of shore supply phase sequence;
• Alarm system.
See Fig. 14 for the shore supply switchboard.
Fig. 14 Shore supply switchboard

Circuit Breaker
The circuit breaker (CIRCUIT BREAKER) is designed to connect shore power to the
EPP buses and to protect EPP against wrong connection. In addition, the circuit breaker
(CB) assures protection of the shore power network against overload and short circuit
(SC). CIRCUIT BREAKER controls consist of the power switch (SUPPLY) and
illuminated GCB on/off buttons (“CONNECT”, “DISCONNECT”). The power switch
(SUPPLY) can be in one of two positions:
• 0 – circuit breaker not energized;

• 1 – circuit breaker energized.
CB on/off buttons (CONNECT and DISCONNECT) are active only in case the power
supply switch is in position 1, otherwise the DISCONNECT illuminates. Turning
the CB power supply switch (SUPPLY) from position 1 to position 0 results in CB
disconnection (DISCONNECT button illuminates).
The shore supply CB cannot be switched on, if MSB is energized (line voltage
of more than 50V), because of the interlock. The shore supply CB switches off
automatically (i.e. shore supply is disconnected from MSB) in the following cases:
• Shore supply line voltage of less than 300V for 5s;

• Current overload (CB current of more than 1.21Irate for 60s);
• Short circuit (CB current of more than 3Irate for 0.38s);
• Short circuit (CB current of more than 10Irate for 0.19s);
• Phase break.
Indicating Meters
The shore supply indicating meters are designed for measuring the basic
parameters of the shore supply, they are as follows:
• POWER ON indicator – showing that MSB is energized from ashore;

• Voltmeter V – showing voltage between shore supply phases
depending on R-S-T switch position;

• Ammeter A – showing current for each shore supply phase depending on R-S-T
switch position.
Indicators of Shore Supply Phase Sequence

The indicators (PHASE INDICATORS) are designed to check the phase sequence
during shore supply connection. RIGHT indicator illuminates in case of proper phase
connection, otherwise the WRONG indicator illuminates. When shore supply is
unavailable, the voltage value being zero, neither RIGHT nor WRONG indicator
illuminates.
Alarm Indicator Panel

The shore supply alarm indicators (ALARMS) are designed for to check SEPS
operation under condition of shore supply. The PHASE BREAKING indicator
denotes wrong phase sequence. The SHORT CIRCUIT indicator points at the fact
that the shore supply CB has tripped from overloading or short circuiting (SC).

380V Consumer Switchboard

The 380V consumer switchboard (power mains) is designed for monitoring
the power mains and power supply/removal to/from the consumers.
To perform these functions the 380V consumer switchboard includes:
• Controls;
• Indicating meters.
See Fig. 15 for the 380V consumer switchboard.
Fig. 15 380V consumer switchboard
Controls
The controls are represented by switches, which are used to supply power to
consumers. The switches are grouped: critical/non-critical consumers, heavy-
duty/low-duty consumers, for whom selective protection is implemented too.
The switches are provided with in-built protection against overloading. When
protection trips, the consumer is disconnected. Each switch features a red-colour
indicator in its upper left corner, which confirms the fact of an in-built protection trip.

Indicating Meters
The indicating meters are used to check the mains voltage and current draw.
The 380V consumer switchboard is provided with:
• Voltmeter V – showing the line voltage on the switchboard;
• Ammeter A (Bow Thruster) – showing current drawn by the Bow Thruster;
• Ammeter A (Tr.Ref.Containers) – showing current drawn by the refrigerator

container transformer;
• Ammeter A (LO Pump) – showing current drawn by the lubrication oil circulating
pump;
• Ammeter A (Warp Winch) – showing current drawn by the grounding gear;
nd
• Ammeter A (Air Cond. Deck 2) – showing current drawn by the 2 deck air
conditioning system.

220V Consumer Switchboard

The 220V consumer switchboard (power mains) is designed for monitoring
the mains and power supply/removal to/from the 220V consumers.
To perform these functions the 220V consumer switchboard is provided with:
• Controls;
Controls
consumers. The switch design is similar to that for the 380V consumers.
Indicating Meters
The indicating meters are used to check the 220V mains voltage and the current
draw. The 220V consumer switchboard is provided with:

• Ammeter A – showing the total current draw;
• Megohmmeter ΜΩ – showing insulation resistance in the 220V mains.
Emergency Switchboard (ESB). Emergency Generator Section

The section is used for:
• Connection of the emergency generator (EDG) to ESB buses;

• Monitoring EDG operation.
• EDG status indicating meters;

• EDG alarm/protection indicators.
See Fig. 17 for the EDG panel.
Fig. 17 EDG panel


GCB (CIRCUIT BREAKER) is designed for closing the generator to the SEPS buses and
for generator protection against breakage. GCB controls include the GCB power supply
switch (SUPPLY) and highlighted GCB on/off buttons (CONNECT, DISCONNECT).
The GCB power supply switch (SUPPLY) can be in one of two positions:
• 0 – generator circuit breaker energized;

• 1 – generator circuit breaker not energized.
The GCB CONNECT/DISCONNECT buttons are active only in case the power supply
switch is energized (position 1), otherwise the DISCONNECT button illuminates.
Turning the GCB power supply switch (SUPPLY) from position 1 to position 0 results
in automatic GCB disconnection (the DISCONNECT button will illuminate).
GCB is disconnected automatically (i.e. EDG is disconnected from the buses)

in the following cases:

• Generator current overload (generator current of more than 1.21Irate for 120s);
• Generator short circuit (generator current of more than 10I for 0.19s).
The EDG automatic control system, if GCB is energized, connects EDG to ESB
buses in case MSB voltage disappears and disconnects GCB, when MSB buses
become energized. GCB is locked against switching on under condition of voltage
presence on MSB buses.
Emergency Generator Indicating Meters

EDG indicating meters are designed for determination of the generator major
parameters and include the following:
• Voltmeter V – showing voltage between the generator phases depending

on R-S-T switch position;

• Ammeter A – showing the current value for each generator phase depending on
the position of the R-S-T phase switch;
• Frequency indicator Hz – showing the generator current frequency.

The indicators of the generator alarm and protection systems (ALARMS) signal
to the user that some generator parameters have exceeded their operational range
or the protection system has tripped. The generator alarm/protection systems are
armed, when the engine crankshaft gains 90% of the rated RPM with a 25s delay,
and becomes unarmed, when the emergency engine is stopped.
EDG alarm system includes the following indicators:
• LOW “V” AB – voltage at the battery terminals less than 21V;

• LOW “V” EG – voltage on generator buses less than 320V (0.8 Urate) for 1s;
• HIGH STATOR T° – stator temperature of more than 65°c for 30s.
The protection system trips GCB, when the parameters exceed their set range.

ESB. 380V Consumer Section

The ESB 380V consumer section is energized from the emergency diesel generator,
when voltage on MSB disappears.
To perform these functions, the emergency 380V consumer switchboard includes:
• Controls;
Fig. 18 Emergency 380V consumer switchboard
Controls
various consumers.

Indicating Meters
The indicating meters are used to check the mains voltage and current draw.
The emergency 380V consumer switchboard houses:
• Ammeter A (Steer. Gear) – showing current drawn by pump # 2 of the steering gear;
• Ammeter A (Fire Pump) – showing current drawn by fire pump N2;
• Ammeter A (EMCY Compress.) – showing current drawn by emergency air

compressor;
• Ammeter A – showing current drawn by the remaining consumers;
• Megohmmeter ΜΩ – showing section insulation resistance.


The ESB 220V consumer section is energized from the emergency diesel generator,
when voltage on MSB disappears.
To perform these functions, the 220V consumer switchboard includes:
• Controls;
See Fig. 19 for the emergency 220V consumer switchboard.
Fig. 19 Emergency 220V consumer switchboard
Controls
The controls are represented by switches, which are used to supply power
to various consumers.
Indicating Meters
The indicating meters are used to check the 220V mains voltage and the current
draw. The 220V consumer switchboard is provided with:
• Megohmmeter ΜΩ – showing section insulation resistance.


The 24VDC consumer ESB is designed for monitoring the network and power
supply/removal to/from the consumers.
To perform these functions, the 24V consumer switchboard includes:
• Controls;
See Fig. 20 for 24V consumer switchboard.
Controls
The controls are represented by switches, which are used to supply power
to various consumers.
Indicating Meters
The indicating meters are used to check the 24V network voltage and current draw.
The 24V consumer switchboard includes:
• Megohmmeter ΜΩ – showing insulation resistance in the 24V network.

Accumulator Battery (AB) Charging Unit

The charging unit is designed for monitoring the battery charge level and for charging
24VDC batteries.
To perform these functions, the charging unit panel includes:
• Controls;
See Fig. 21 for the charging unit panel.
Fig. 21 Charging unit panel
Controls
Switches for connection of a certain battery to the charging unit.
Ventilation “ON/OFF” buttons of the accumulator battery room.
Battery charging current adjustment knob.

Indicating Meters
The charging unit panel includes:
• Voltmeter V with a 1-2-3-4 switch – showing line voltage of the corresponding battery;
• Ammeter A with a 1-2-3-4 switch – showing the charging current for the
corresponding battery.
Alarm Indicator Panel

The charging unit alarm system is designed for monitoring the battery
charging current. The OVER CURRENT indicator shows charging
current rushes.

Main Diagram Circuit

For the modern ship control & monitoring systems, the summary information on the
power plant i.e. its configuration, generator statuses, basic electrical parameters, etc.
are displayed on the system monitor being referred to as the main current circuit.
See Fig. 22 for appearance of the page with the main current as realized for the
simulator.
Fig. 22 Main diagram circuit
The active (live) elements (buses, feeders, closed switches) in the circuit are
highlighted in blue. Special waste windows are provided for indication of electrical
parameters i.e. voltage, current, frequency and power.
In addition to the informative component of the page, the simulator features a

possibility to use the mouse to control some MSB/ESB switches, which are not
presented on the simulator control panels.

SEPS Operation Instructions
SEPS OPERATION INSTRUCTIONS

This section provides recommendations for SEPS preparation for operation, setting
to work and operation.
SEPS Control
SEPS Manual Control Mode
• Turn the CONTROL MODE switch to the MANUAL position;
• Control of generators and consumers on the switchboards 24VDC, 220VAC
and 380VAC should be performed in the manual mode.
SEPS Control in the Automatic Mode

• Turn the CONTROL MODE switch to the AUTOMATION position;
• Apply power to the diesel generator GBC's (turn the CIRCUIT BREAKER
SUPPLY switch to position “1”);
• Select an automatic control mode for SEPS (EQUAL, CYCLIC, OPTIMAL
or CONST FREQ.);
• Control of consumers on the switchboards 24VDC, 220VAC and 380VAC should
be performed in the manual mode.
Auxiliary Diesel Engine Control

Startup Preparation
• Turn on the oil priming pump (set the PRELUBRICATION switch to RUN);
• Turn on engine preheating (open the cut-off valve in the freshwater system)
(depress the PREHEATING ON button).
Standard Start
Depress the “START” button. At this moment, if pressure in the lubrication system
is below 2.0 bar, the electric oil-priming pump will be switched on prior to air supply.
When the pressure reaches the specified value, the diesel engine will be started.
The engine is brought down to 80% of its rated RPM and is maintained at this RPM
for 35 seconds for heating the cooling water and lubrication oil. Then the RPM is
brought to the rated value, and the engine is ready to accept 50% of load. After
another 2 minutes the engine is ready for 100% load.
Emergency Start
Press the EMCY START button. In this case, the engine will be started without
checking the initial oil pressure, and come to its rated RPM in minimum time.
Standard Shut Down

• Remove the generator from MSB buses using the DISCONNECT button of
the GCB;
• Depress the STOP button, In case of a standard stop, the engine is brought
down to 80% of its rated RPM and is maintained at this RPM for 1 minute.
The engine is then stopped by cutting off the fuel supply.

Emergency Stop
Press the “EMCY STOP” button, which will result in automatic disconnection
of the generator circuit breaker and fuel supply cutting off.
The “EMCY START”, “EMCY STOP” buttons are of higher priority. If the engine is
started by using first the “START” button and then the “EMCY START”, it will be
started according to the emergency start procedure from the moment of pressing
the EMCY START button. In this case no return to the standard start program is
possible. The “STOP” and “EMCY STOP” button have a similar way of operation.
Shaft Generator Drive Control

Standard Coupling Engagement
• The clutch can be switched on, if the READY TO CLUTCH TURN indicator
illuminates (when oil pressure in the gearbox is above 2 bar; the temperature
being above 30°C);
• Press the “CLUTCH ON” button before the gearbox speed doesn’t exceed 400 RPM.
Emergency Coupling Engagement

Press the “CLUTCH ON” button.
Coupling Disengagement
Press the “CLUTCH OFF” button.
Diesel Generator
Closing to Dead MSB Buses
• Start the engine;
• Check that generator frequency has reached 50 Hz (engine preheated and
reached 100% of its rate RPM), and generator voltage has reached 400V;
• Supply power to GCB (CIRCUIT BREAKER SUPPLY in position 1);
• Arm GCB, if applicable (move the HAND DRIVE handle to the upper position);
• Press the “CONNECT” button.
Switching to the Parallel Operation (MSB Energized)

• Start the diesel engine;
• Check that generator frequency has reached 50 Hz (engine preheated and
reached 100% of its rate RPM), and generator voltage has reached 400V;
• Supply power to GCB (CIRCUIT BREAKER SUPPLY in position 1);
• Arm GCB, if applicable (move the HAND DRIVE handle to the upper position);
• Synchronize the generator to be connected to MSB buses manually or automatically.

Manual synchronization:
• Use the More/Less buttons of the DG frequency regulation system

(GOVERNOR CONTROL 2) to adjust the frequency of the generator to be
closed to the MSB frequency. The frequency of the generator to be closed
should slightly exceed the MSB frequency. Monitoring is performed using the
frequency meters on the synchronization section;
(GOVERNOR CONTROL) to reduce the phase difference (phase displacement)
between the generator voltage and the MSB voltage. Monitoring is performed
using the synchronoscope;
• At the moment of the zero phase difference (the (“12 o’clock” indicator
illuminates at the synchronoscope) or a minimum phase difference, press
the CONNECT GCB button for the generator to be synchronized.
Automatic synchronization:
• Press the selection button for the generator to be synchronized at the

synchronization section (DG1, DG2);
• Move the synchronization mode switch to the AUTOMATION position.
ATTENTION!
The moment of moving the synchronization mode switch to the AUTO position is the
synchronization process starting moment.
On completion of the synchronization process, the synchronized generator will be

closed to the MSB buses. Then the synchronization mode selection switch will
automatically return from the AUTO position to the MANUAL position.
Active Power Distribution in Parallel Operation

Use the More/Less buttons of the DG frequency regulation system (GOVERNOR
CONTROL) to change the generator active power. The active load increases with
frequency. Monitoring of the active load is performed using the wattmeter on the
MSB generator section.
Reactive Power Distribution in Parallel Operation

Adjust generator voltage using the handle of the automatic voltage regulator controller
(VOLTAGE). The reactive load increases with voltage. Monitoring of the reactive load
is performed using the reactive-power meter on the MSB generator section.
Taking Generator out of Parallel Operation

(GOVERNOR CONTROL) do decrease generator load down to 50kW to 100
kW. The active load decreases with frequency. Monitoring of the active load
is performed using the wattmeter on the MSB generator section;
• Press the “GCB DISCONNECT” button.

Shaft Generator Control

Closing to Dead MSB Buses
• Switch on the SHG drive clutch;
• When SHG speed frequency reaches 47.5 Hz to 50 Hz, press the
“GENERATOR EXCITATION ON” button, i.e. supply power to the generator
excitation winding;
• Check that generator voltage has reached 400V;
• Energize GCB (CIRCUIT BREAKER SUPPLY);
• Wind the GCB springs (HAND DRIVE), if necessary;
• Press the “CONNECT” button.
Setting to the Parallel Operation (MSB Energized)

• Switch on the SHG drive clutch;
• When SHG speed frequency reaches 47.5 Hz to 50 Hz, supply power to the
generator excitation winding (press the “GENERATOR EXCITATION ON” button);
• Check that generator voltage has reached 400V;
• Energize GCB (CIRCUIT BREAKER SUPPLY);
• Wind GCB, if necessary (HAND DRIVE);
• Synchronize the shaft generator with the MSB buses (manually or automatically).
Manual synchronization:
• Use the More/Less buttons of the frequency regulation system of one or both
diesel generators (GOVERNOR CONTROL) to adjust MSB bus voltage
frequency to the shaft generator voltage. Voltage frequency of the SHG to
be closed should slightly exceed the MSB voltage frequency. Monitoring is
performed using the frequency meters on the synchronization section;
• Use the “More/Less” buttons of the DG/DG's frequency regulation system
(GOVERNOR CONTROL) to reduce the phase difference (phase displacement)
between the shaft generator voltage and the MSB voltage;
• At the moment of the zero phase difference (the “12 o’clock” indicator illuminates
at the synchronoscope) or a minimum phase difference, press the CONNECT
GCB button for the shaft generator.
Automatic synchronization:
• Press the selection button for the generator\shaft generator to be synchronized

at the synchronization section;
• Move the synlchronization mode switch to the AUTO position.
ATTENTION!
The moment of moving the synchronization mode switch to the AUTO position is the
synchronization process starting moment.

On completion of the synchronization process, the synchronized generator will be

closed to the MSB buses. Then the synchronization mode selection switch will
automatically return from the AUTO position to the MANUAL position:
• Use the buttons for changing specified frequency values to reduce the DG/DG's
load down to 50kw to 100 kW;
• Switch off the diesel generator GCB(s).
Taking out of Operation

• Set the diesel generator(s) to the parallel operation with SHG;
• Use the buttons for changing diesel generator(s) frequency to increase its/their load
for the purpose of reducing the shaft generator load down to 50kw to 100 kW;
• Press the DISCONNECT button of the shaft generator circuit breaker.
Emergency Diesel Generator Control

Automatic Mode of Operation
Automatic Start and Closing to ESB Buses
• EDG is started under condition of MSB voltage disappearance for a duration
of more than 3 seconds;
• Closing to the buses is carried out automatically, when voltage is supplied
to the EDG circuit breaker.
Automatic Disconnection from ESB Buses and Stopping EDG
• GCB is disconnected from the buses automatically, when voltage is supplied
to the MSB buses;
• The engine stops after the generator circuit breaker is switched off. When being
stopped, the engine is brought down to 80% of its rated RPM and is maintained
at this RPM for 1 minute. Then the engine is stopped.
Manual Mode of Operation

Diesel Engine Start
Press the START button at the emergency diesel engine control panel. The engine
can be started, if the EDG’s READY TO START indicator illuminates.
Closing to ESB Buses
• Supply power to the EDG circuit breaker (move the CIRCUIT BREAKER
SUPPLY switch to position 1);
• Switch on the EDG circuit breaker – i.e. press the “CONNECT” button.
Disconnection from ESB Buses
• Turn off the EDG circuit breaker (press the “DISCONNECT” button);
• Remove power supply from the EDG circuit breaker (CIRCUIT BREAKER SUPPLY).
Stopping the Diesel Engine
Press the STOP button at the emergency diesel engine control panel. This will bring
the diesel engine down to 80% of its rated RPM and maintain it at this RPM for 1
minute. Then the engine is stopped.

Control of MSB Shore Power Supply

Closing Shore Power Supply to MSB
• Check the voltage value of the shore power supply using the voltmeter
(rated value is 380V) on the SHORE SUPPLY section;
• Check phase sequence. The RIGHT indicator should illuminate. If the WRONG
indicator illuminates, change phase sequence (apply to the simulator Instructor);
• Supply power to the shore supply circuit breaker (CIRCUIT BREAKER SUPPLY);
• Connection to the shore supply is possible only in case of complete ship de-
energizing. Switch off generator circuit breakers on the generator section for all
generators closed to MSB;
• Switch on the circuit breaker on the shore supply switchboard
(press the “CONNECT” button).
Disconnection of Shore Supply from MSB

• Press the “DISCONNECT” button on the shore supply switchboard;
• Remove power from the shore supply circuit breaker (CIRCUIT BREAKER
SUPPLY).

CHAPTER 3
Auxiliary Machinery
and Systems
operating the ship auxiliary machinery and systems.

Introduction ............................................................................................................171
Simulator Module Systems ...................................................................................172
Steam Plant System (SP Page) .......................................................................172
Purpose of the System...........................................................................172
System Components..............................................................................172
Control Panel .........................................................................................173
Automatic Mode of Maintaining Steam Pressure...................................177
Alarm Signals .........................................................................................177
Safety System ........................................................................................178
System Faults Introduced by the Instructor ...........................................178
Boiler Fuel System (BFS Page) .......................................................................179
Purpose..................................................................................................179
Control Panel .........................................................................................181
Alarms ....................................................................................................184
Safety System ........................................................................................185
System Faults Entered by the Instructor................................................185
System Operation ..................................................................................185
Bilge Water System (BW Page) .......................................................................186
Purpose of the System...........................................................................186
Control Panel .........................................................................................187
Alarm Signals .........................................................................................189
Safety System ........................................................................................189
Steering Gear (SG Page) .................................................................................190
Purpose..................................................................................................190
Control Panel .........................................................................................191
Alarm Signals .........................................................................................192
Safety System ........................................................................................192
Water Desalination Plant (WD Page)...............................................................193
Purpose..................................................................................................193
Control Panel .........................................................................................194
Alarm Signals .........................................................................................200
Safety System ........................................................................................200
Procedure to Put the Plant into Operation .............................................200
Central Fire Alarm Station (FA Page) ..............................................................201
Purpose..................................................................................................201
Control Panel .........................................................................................201
Alarm Signals .........................................................................................206
Safety System ........................................................................................206
Chapter 3. Auxiliary Machinery and Systems. 169

CO2 Station (CO2 Page) .................................................................................. 207
Purpose of the System .......................................................................... 207
System Components ............................................................................. 207
Control Panel......................................................................................... 208
Alarm Signals ........................................................................................ 209
Safety System ....................................................................................... 209
System Faults Introduced by the Instructor........................................... 209
Fire Main and Foam System (FM Page) ......................................................... 210
Control Panel......................................................................................... 212
Alarm Signals ........................................................................................ 214
Safety System ....................................................................................... 214
Provision Cooling System (PC Page).............................................................. 215
Purpose ................................................................................................. 215
Control Panel......................................................................................... 217
Alarm Signals ........................................................................................ 223
Safety System ....................................................................................... 224
Directions for the Plant Operation and Maintenance ............................ 225
Air Conditioning System (AC Page) ................................................................ 231
Control Panel......................................................................................... 235
Alarm Signals ........................................................................................ 241
Safety System ....................................................................................... 241
Directions on the Plant Operation and Maintenance............................. 242

Introduction
INTRODUCTION
The simulator is designed for the training of watch keeping personnel in the correct
operation of the ship’s auxiliary machinery and systems including:
• Preparation and putting into operation of machinery and systems;

• Monitoring of their operation by the measured parameters with the assistance
of the alarm system;
• Troubleshooting procedures.
In addition to the training of practical skills, the simulator allows familiarisation with
fundamentals of the structure, functioning and interaction of the elements and
subsystems.
The set of the simulated systems complies with the currently accepted ship standard.
Parameters and performance characteristics of the modelled machinery and systems
correspond to the actual ones, as the simulator models all the principal processes
(thermodynamic, mechanic, gas and hydrodynamic, electrical) in their interrelation.
This is an auxiliary machinery and systems simulation of a multi-purpose general

cargo-containership of 12,000 DWT with a two-stroke reversible low-speed turbo
charged diesel and direct transmission to a fixed pitch propeller (FPP).

SIMULATOR MODULE SYSTEMS
Steam Plant System (SP Page)

Purpose of the System
Steam Plant System is intended for producing steam used as a heating agent
in the technical and domestic heaters on the ship.
System Components
The system layout implemented in the simulator is shown on the mnemonic diagram
in Fig. 1.
Fig. 1
The following components are included in the system and modelled in the simulator:
• System of pipelines as a hydro- and gas-dynamic object;

• Steam generator as a hydro- and gas-dynamic object;
• Condensate catch tank;
• Electrically driven feed pumps №1 and №2;
• Condenser;
• Valve for the control of cooling water flow through the condenser;
• Valves – main steam valve and valves for the delivery of steam to the consumers;
• Condensate collect tank make-up valve.
The steam generator is a combined fire-tube boiler (in the left hand part of the mnemonic
diagram) operating from both, main engine exhaust gases and from its own furnace.

Control Panel
In the right hand part of the screen there is the system control panel.
The control panel contains the following units:
• Steam Pressure control – control of the steam boiler furnace and steam
pressure control unit;
• Exhaust gas – control of the main engine exhaust gas flow through the boiler;
• Feed Water – control of boiler feed pumps and condenser;
• Boiler valves – control of boiler valves;
• Consumers – control of the steam consumer distribution valves.
Control of Boiler Furnace
The boiler furnace includes two burners and a fan. The furnace is controlled
manually or automatically (by the steam pressure within the boiler).
To enable the performance of these functions, the top part of the panel includes a steam
pressure control unit: “STEAM PRESSURE CONTROL” comprised of the following:
• Analog and digital pressure gauges for the display of steam pressure within
the boiler (bar). At a low/high steam pressure in the boiler “Low/High Steam
Pressure” alarm is activated on the alarm indicator panel;
• “ON/OFF” buttons of the furnace burners: “BURNER 1” and “BURNER 2”

and of the fan: “FAN”;
• Furnace control mode switch which has two positions: AUTO and MANUAL;

• SET POINT rotating knob for making pressure controller setting in AUTO mode.
The controller settings can be within the range of 3 to 10 bars. The boiler operating
pressure is 8 bars.
“BURNER 1”, “BURNER 2” burner control buttons and “FAN” control button do not
function unless the furnace control mode switch is set to MANUAL position. In AUTO
mode the system sets the furnace to the automatic mode of operation by the steam
pressure in the boiler.
Adjustment of the Exhaust Gas Flow through the Boiler

The unit for adjusting the exhaust gas flow: “EXHAUST GAS” is in the left bottom corner
of the control panel. To produce steam, the combined boiler can use power of the main
engine’s exhaust gases. The flow of exhaust gases through the boiler is controlled with
a butterfly valve (in the bottom part of the boiler on the mnemonic diagram).
Graphic and digital BEFORE BOILER gauge is used for checking the temperature
of exhaust gases before the boiler.
Control of the butterfly valve in MANUAL mode is by using FLOW control. If the control
is set to “0”, the valve is closed and the flow of exhaust gases through the boiler is equal
to zero, whilst “100” position corresponds to fully opened valve, the flow of the exhaust
gases through the boiler being at its maximum.
The current position of the valve is shown with an arrow and a digital display in the
bottom part of the boiler on the mnemonic diagram.

Control of Boiler Valves and Steam Consumers

The steam generated in the boiler goes through the main steam valve into the main
steam line, wherefrom it is delivered to the consumers via the distribution box valves.
The boiler main steam valve is controlled by using “MAIN STEAM VALVE” button.
The boiler is fitted out with an air valve used for releasing air from the boiler drum
into the atmosphere with the rising steam. This valve is controlled by using
“DEAERAT VALVE” button. The sludge from the boiler drum is discharged through
the blow valve controlled via “DRUM BLOW” button.
In the top right corner of the panel there are “CONSUMERS” valve control buttons
which include:
• “DECK” – delivery of steam on deck;

• “FO HEATING” – to the fuel oil heating;
• “SEPARATOR” – to the separator;
• “FO TANK” – to the fuel tanks for heating;
• “CABINS” – to the cabins;
• “TO CONDENSER” – to the condenser.
To open a required valve press an appropriate button: the button indicator will light up
in the green colour. If you press a button with a lighted indicator, the valve will be closed.
Indicators of opened valve on the mnemonic diagram have green lights.

Condenser Control
The consumers return steam-and-water mixture which is directed through the
reducer valve into the condenser and then into the condensate catch tank.
The cooling water flow through the condenser is adjusted by using the valve. The
valve is controlled with CONDENSER FLOW setter. The growth of the setter value
from 0 to 100 corresponds to the opening of the valve and increase of the water flow
through the condenser from zero to the maximum value.
The current status of the valve connected with the setter is shown on the
valve’s digital display on the mnemonic diagram.

With an insufficient flow of cooled water from the condenser, vapour is fed into
the condensate catch tank, this fact shown by “VAPOUR” indicator.
The water level in the condensate catch tank is shown on the mnemonic diagram. It
should be noted that when it reaches red marks on the scale, the system generates
an alarm for low/high water level in the condensate catch tank: “Low/High Tank Level”.
“TANK MAKEUP” button opens the condensate catch tank makeup valve. Above
the button there is a digital and graphic sensor of the water temperature within the
condensate catch tank.
Control of Pumps
Two feed pumps (one of them a backup) serve for delivering water from the
condensate catch tank into the boiler drum. The pumps are controlled manually
or automatically.
In the central part of the control panel there are “ON/OFF” buttons of the two pumps:
“PUMP1” and “PUMP2”; there is also AUTO-MANUAL switch for each of them.

“PUMP1” and “PUMP2” buttons do not operate unless the switch is set to MANUAL
position. In AUTO mode the pumps are started automatically with the water level in
the boiler at less than 50% of the maximum value and are stopped when the water
level in the boiler is 70% of the maximum value. Normally one of the pumps is used
in AUTO mode, the second being a backup.
The feed pump’s charging pressure is checked by the pressure gauge

(DISCHARGE) installed above. The feed pumps’ top limit of charging pressure
is 10 bars, when this pressure is exceeded they stop feeding water into the boiler.
Automatic Mode of Maintaining Steam Pressure

AUTO – MANUAL switch in STEAM PRESSURE CONTROL group is responsible
for the operation of both, furnace and the exhaust gas flow control valve. In AUTO
mode, therefore, neither the valve nor the furnace can be controlled manually.
Under the normal conditions (when there are no breaks or actuation of the safety
system) the automatics operate as follows.
At a low steam pressure it is the exhaust gas flow control valve which is opened first.
If it is fully opened, but this is not sufficient for building up the required steam
pressure, the fan is switched on, followed by burner 1 (in 30 seconds). If this is not
sufficient either, in 30 seconds burner 2 is switched on.
At a high pressure the process reverses its order: first burner 2 is switched off,
in 30 seconds burner 1 is switched off, then the exhaust gas flow control valve
is closed. 30 seconds after burner 1 is switched off, the fan is also turned off.
If any devices are turned on in the manual mode, with a switch to the automatic
mode the order of turning on/off of the devices is retained.
If there is fouling of one or two burners, the operation in AUTO mode is also possible.
Alarm Signals
• Low Drum level – low water level in the boiler drum;
• High Drum Level – high water level in the boiler drum;
• Low/High Tank Level – high/low water level in the condensate catch tank;
• Low/High Steam Press. – high/low steam pressure;
• Steam Press. Safety valve – actuation of the safety valve;
• Flame out – flame out on the furnace burner;
• Shut Down – boiler stopped by the safety system.

Safety System
• At a high steam pressure in the boiler (≥ 10 bars), a safety valve opens up
and an alarm is triggered off. If no steps are taken to reduce the pressure in the
boiler, the steam pressure may continue growing notwithstanding the fact the
safety valve is open. If the steam pressure exceeds 12 bars, in several minutes
the steam system will break down, “Boiler failure” message will be displayed and
no further operation of the model will be possible;
• In case of low water level in the boiler or the flame blow-out, the safety system is
actuated (Shut down) turning off the burners;
• In case of the fan break- or shutdown, with the burners operating, Shut Down
safety system is actuated and switches the pressure control to MANUAL mode.
To unlock the safety system after the actuation, use “SAFETY RESET”
button also located in the control unit (when turned on, the button
indicator lights up).

• Steam Pressure Controller Breakdown;
• Burner1 Breakdown;
• Burner2 Breakdown;
• Fan Breakdown;
• Pump1 Breakdown;
• Pump2 Breakdown;
• Boiler Level Controller Breakdown;
• Flame Out;
• Steam System Leakage.

Boiler Fuel System (BFS Page)

Purpose
The system is designed for supplying fuel to the boiler burners
(see Steam Plant system).
The system allows the burners to use heavy fuel oil or diesel oil for operation.
The fuel circulation in the system is provided with two electrically driven pumps
operating in “Standby”: one in operation, the other – a standby.
The fuel is fed to the burners:
• Under certain pressure;

• Of certain temperature which ensures the fuel viscosity of 10-15 cSt required
for the adequate fuel atomising by the burners;
• Through the filter which guarantees separation of solid particles of more than
50 microns to prevent the burner clogging.
In addition to the fuel preparation and supply to the burners, the system insures
continuous fuel circulation. This allows the system readiness for operation on the
heavy fuel oil to be maintained, regardless of the boiler operating mode.
To reduce the heavy fuel oil viscosity, it is subjected to heating:
• Preliminary – in the heavy fuel oil service tanks and pipelines (satellite steam lines);
• Final – in the fuel oil heater.
о
The fuel oil heating temperature may be as high as 140 С. To avoid the fuel boiling
up (vapour and foam formation) the system maintains an operating pressure of up
to 8 bars.
System Components
The system block diagram is shown in Fig. 2.
Fig. 2

The layout implemented in the simulator is presented in the system mnemonic

diagram shown in Fig. 3.
Fig. 3
Included in the system and imitated in the simulator are the following components:
• Systems of pipelines with valves as a hydrodynamic object;
• Tanks, heat exchangers and pipelines as a thermodynamic object;
• Heavy and diesel fuel oil service tanks which are refilled by using “Make Up” valves.
The heavy fuel oil tank is heated by the steam to reduce the viscosity for the fuel to
be pumped. Installed on the heavy and diesel oil filling pipelines are cut-off fast-
closing valves (as, e.g. parts of the fire control system). Heavy and diesel oil filling
pipes are connected to the inlet of fuel pumps via a three-way (2/1) “plug” valve,
allowing the use of both fuel types without stopping the system;
• Fuel oil filters at the fuel pump inlet, the so called COLD FILTERs;
• Fuel pumps 1 and 2 (one of them a backup) ensure the continuous pumping of fuel
thorough the filters and fuel heater, allowing the system to be maintained in constant
stand-by. These are electrically driven gear-type pumps;
• Fuel oil heater heats up the fuel to the required temperature (viscosity). This is a
steam shell-and-tube heat exchanger. The fuel oil temperature at the heater outlet
is controlled by the steam feeding valve. This is done either manually, or by using
“Temperature Control” governor;
• Fuel oil heater bypassing pipeline used in operation on the diesel oil;
• Duplicate fuel oil filter (HOT FILTER) at the fuel oil heater outlet for ridding the
oil of particles larger than 50 microns. The pressure drop across the clean filter
is not more than 0.3 bars. With a drop of more than 0.5 bars, it is necessary to
switch to the clean section and clean the fouled filter section;

• Automatic pressure control which ensures constant fuel pressure at the burner
unit inlet. The control is fitted out with the pressure setter;
• The heated-up and filtered fuel oil is fed to the boiler burners (modelled in Steam
Plant system). The return fuel oil tank with the automatic de-aeration valve
closes up the fuel system. The tank is located higher than the heavy fuel oil
service tank, the middle of the tank at the level of the service tank top.
Control Panel
The control panel is divided into three groups:
• Fuel pumps, filters and valves control group;

• Fuel oil heater control group (including the fuel oil temperature automatic controller);
• Fuel oil tanks and pipelines handling group.
Fuel pumps, filters and valves control group:
• “AUTO-MANUAL” switch to select the fuel pump operating mode;

• “PUMP 1” button to turn on fuel pump 1;
• “PUMP 2” button to turn on fuel pump 2;
• “INLET” pressure gauge showing fuel pressure at the inlet of “cold” fuel filters;
• “COLD FILTER 1 DROP” indicator of pressure drop across “cold” filter 1;
• “COLD FILTER 2 DROP” indicator of pressure drop across “cold” filter 2;

• “OUTLET” pressure gauge showing pressure at the fuel pump outlet;
• “HOT FILTER DROP” indicator of pressure drop across the “hot” filter;
• “HOT FILTER 1-2” switch to switch between sections of “hot” fuel filter;
• “BURNERS INLET” pressure gauge showing fuel pressure at the burner unit inlet;
• “SET POINT, Bar” controller to set pressure at the fuel burner unit inlet;
• “BURNER 1 ON” button to open a cut-off valve before burner 1;

• “BURNER 2 ON” button to open a cut-off valve before burner 2.

Fuel oil heater “TEMPERATURE CONTROL” group:
• “MANUAL-AUTO” switch to switch between fuel temperature control modes;

• “HEATING” controller to control manually (MANUAL mode) the valve feeding
steam to the fuel oil heater. “100” position corresponds to the maximum steam
supply to the fuel oil heater. The current HEATING controller position is shown
in the mnemonic diagram, on the fuel heater digital gauge;
о
• “SET POINT, С” rotating knob to set the fuel oil temperature after the fuel
heater (AUTO mode);
• “PREHEATER ON” and “PREHEATER BYPASS” buttons to
control remotely the valve feeding fuel to the fuel oil heater and
“BYPASS” valve;
• “STEAM” button to control remotely the valve feeding steam to the

fuel oil heater;
• “PREHEATER INLET” temperature gauge showing temperature at the fuel oil

heater inlet;
• “PREHEATER OUTLET” temperature gauge showing temperature at the fuel oil
heater outlet.
Fuel oil tanks and pipelines handling group:
• “HFO-OFF-DO” 3 position switch to control remotely the three-way fuel valve;

• “HEATING” control to control manually the supply of steam for heating the fuel in
the heavy fuel oil tank;
• “TRACING” button to turn on the heating of heavy fuel oil lines with
steam;
• “HFO TANK” temperature gauge showing temperature in the heavy fuel oil;
• “HFO MAKE UP” button to control the heavy fuel oil tank make-up valve;
• “DO MAKE UP” button to control the diesel oil tank make-up valve.
In addition, the mnemonic diagram shows:

• Level in the heavy fuel oil tank;
• Level in the diesel oil tank;
• Operation of heavy fuel oil tank heater;
• On/off status of fuel pumps;
• Status of valves;
• Boiler burner operation.
Alarms
• HFO Tank Low/High Level;
• DO Tank Low/High Level;
• Cold Filter 1 High Pressure Drop – “cold” filter 1 fouled, large pressure drop
across the filter;
• Cold Filter 2 High Pressure Drop – “cold” filter 2 fouled, large pressure drop
across the filter;
• Hot Filter High Pressure Drop – “hot” filter fouled (currently active section),
large pressure drop across it;
• Pump Outlet Low Pressure – low pressure after the fuel pumps;
• Burner Input Low Pressure – low pressure before burners;
• Fuel Low/High Temperature.

Safety System
Not modelled separately for the fuel system. It is available in the Steam Plant system.
As the Steam Plant safety system is actuated, in the fuel system valves feeding fuel to
the burners are closed, fuel pumps stop switching to “MANUAL” mode in the process.
After the safety system actuation, and after the elimination go what caused this
actuation, it is necessary to its causes have been eliminated, it is necessary to: cock”
the safety system by using “RESET” button (see Steam Plant system).

• Fuel Pump 1 Failure;
• Fuel Pump 2 Failure;
• Cold Filter 1 Fouling;
• Cold Filter 2 Fouling;
• Hot Filter 1 Fouling;
• Hot Filter 2 Fouling;
• Temperature Governor Failure.
System Operation
1. Check if there are alarm signals in the system. Acknowledge active alarms and sort
out the situation: determine what caused the alarm to trigger off. Check if the boiler
system safety system is activated (“RESET” button) (see Steam Plant system).
2. Check if there is fuel in heavy and diesel fuel oil tanks. Replenish the fuel store
as required by opening “HFO MAKE UP” or “DO MAKE UP” valve and checking
the tank refilling by the level indicators. Tank overflow is not permitted.
3. Check the heavy fuel oil temperature in the tank (“HFO TANK” pressure gauge).
If the temperature is low, turn on the heating of fuel in the tank (“HFO HEATING”
button). Do not allow the “Fuel Low/High Temperature” alarm to be generated.
4. Select the type of fuel to be used by using “HFO-OFF-DO” switch.
5. With the use of the heavy fuel oil, turn on the heating or pipelines: “TRACING” button.
6. With the use of heavy fuel oil, supply steam to the fuel oil heater by pressing
“PREHEATER ON” button. Select the steam heater operating mode: “MANUAL”
or “AUTO”. In “MANUAL” mode, control the steam supply to the fuel oil heater
by using “HEATING” controller. In “AUTO” mode, set the required fuel oil
о
temperature by using “SET POINT, С” rotating knob.
7. If diesel oil is used, turn on the fuel oil heater bypassing by using “PREHEATER
BYPASS” button.
8. Select the “hot” filter section by using “FILTER 1-2” switch.
9. Select MANUAL fuel pump operation mode by using “MANUAL-AUTO” switch.

Start the required pump by using “PUMP 1” or “PUMP 2” button. The fuel will
start circulating in the system.
10. Control the pressure at the burner unit inlet by using “PRESSURE SET POINT, Bar”
controller. Check the parameters by using the available pressure and temperature
gauges.
11. To enable of operation of burners in Steam Plant system and operation of the
boiler, open the supply of fuel oil to the boiler burners by using “BURNER 1 ON”
or “BURNER 2 ON” button.

Bilge Water System (BW Page)

The system is designed for collecting, storing, purifying and pumping out oily water
of the engine room.
System Components
in Fig. 4.
Fig. 4
• Bilge well;
• System of pipelines as a hydrodynamic object;
• Bilge pump;
• Separator;
• Oily water tank.
The bilge well (shown in the left bottom corner of the mnemonic diagram) is
designed for collecting oily water accumulating in the process of normal operation
of machinery and devices in the engine room.
It is fitted with an intake connection pipe of the bilge pump and digital and graphic
liquid level sensors allowing “High Bilge Well Level” alarm to be triggered off when
the permitted level is exceeded. On the picture of the well, there is an indicator of
the liquid level within it.

The oily water tank (to the right of the bilge well on the mnemonic diagram) is used for
the storage of oily water in the areas where its discharging overboard is prohibited.
The tank is also fitted out with a liquid level sensor. When the admissible level is
exceeded, “Tank Level High” alarm is turned on the alarm indicator panel.
The bilge pump (above on the mnemonic diagram is used for pumping out the
oily water).
In the top part of the mnemonic diagram there is a separator: purifying equipment
which separates petroleum products from the water.
Control Panel
In the right hand part of the screen page there is the system control panel.
The panel contains then following units:
• Bilge Pump – bilge pump control unit;

• Separator – separator control unit;
• Discharge – purified water discharge control unit.
Control of Bilge Pump
Bilge pump controls are combined in “BILGE PUMP” unit which is in the top part
of the control panel.
The pump is controlled by using bilge pump “START/STOP” button and AUTO-MANUAL
control switch.
“START/STOP” button does not operate unless the switch is set to MANUAL position.
In AUTO mode, the pump is started when there is a high liquid level in the bilge well
and is stopped when the level is low (about 15%). In AUTO mode “START/STOP”
button does not operate.

In the bottom part of the control panel there are two switches: remote control units
for valves on the bilge pump suction and charging sides. Use FROM switch to set
the pump’s suction from the bilge well – Well, or from the collection tank – Tank.
The pump’s charging is set by TO switch: either to the purifying equipment – Sep.,
or to the tank – Tank. The switching is indicated on the mnemonic diagram by the
change of the arrow’s direction on the picture of the valve.
Over the switch there are two pressure gauges, which serve for the readout of suction
pressure – SUCTION and charging pressure – DISCHARGE of the bilge pump.
Separator Control
SEPARATOR control unit includes “ON/OFF” button of the purified water heating:
“HEATING” and a control of purifying equipment capacity: BYPASS which controls
the bypass valve. This valve allows part of the oily water to be fed direct into the
tank bypassing the separator.
Control’s “100” position corresponds to the full opening of the bypass valve, “0” – to
the flow of all the liquid through the separator.
The liquid flow through the purifying equipment is shown on the digital
display on the mnemonic diagram.
Drain Control
The separated oil products are drained into the separation waste tank, purified water
can be pumped out overboard or into the oily water tank. The discharge can be
controlled manually or automatically, the control mode being set with AUTO-MANUAL
switch included in “DISCHARGE” unit.

Next to it is the switch which provides the remote control of the discharge valve. The
switch has two positions: Sea – in this case the draining is overboard and Tank – for
the discharge in the collection tank. This switch operates in MANUAL control mode
only. The direction of the discharge is indicated on the mnemonic diagram by the
direction of an arrow on the valve.
In the automatic mode (AUTO) the discharge overboard switch is in Sea position
if the oil content is less than 15 parts per million (PPM), otherwise the switch is in
Tank position, discharging overboard stopped automatically.
The valve for discharging water overboard is opened/closed by using “DISCHARGE

VALVE” button.
In addition, the discharge control unit contains a digital display showing oil content
in the water at the purifier outlet: OIL CONTENT.
The purification quality, i.e. oil content in water at the purifying equipment outlet
depends on:
• Initial fouling degree, i.e. oil content at the inlet;

• Water flow through the purifying equipment controlled with BYPASS valve;
• Temperature of the water which is being purified, i.e. its heating.
Alarm Signals
• High Bilge Well Level – high level in the well;
• High Tank Level – high level in the collection tank;
• High Discharge Oil content – actuated by the oil content in the water at the separator
outlet exceeding 15 PPM;
• High Pressure after Pump.
Safety System
Discharge overboard is stopped automatically in case of high oil content in the water.

• Bilge Pump Breakdown;
• Bilge Well Strainer Impurity – fouling of the inlet hole in the bilge pipe in the well;
• Separator Impurity – separator fouling;
• Extensive Leakages – intensive leakage in the engine room, fast filling of the well.

Steering Gear (SG Page)

Purpose
The system is designed for enabling the change of rudder angle to suit the ship
manoeuvre requirements.
System Components
in Fig. 5.
Fig. 5
• Hydraulic pipeline as a hydrodynamic object;

• Operating fluid tank;
• Hydraulic system pump plant;
• Hydraulic drive to the stock;
• Control system with Local Manual and Remote Automated control modes
of operation.
The pump plant consists of two electrically driven pumps.
The pump pumps over the operating fluid through the pipeline into the hydraulic
cylinders. By pumping out oil from the hydraulic cylinders and charging it into other
hydraulic cylinders, the pump creates in the latter the surplus pressure which is
conveyed via the plungers to the tiller and stock enabling the rudder to turn.
Two control modes of Steering Gear plant are available:
• Local control mode from Engine Room. This mode is manual, non-follow-up
control mode;
• Remote control mode from Bridge.

Two remote control modes from Bridge, in turn, are available:
• Remote, non-follow-up control mode;

• Remote, automated follow-up control mode.
During remote automated control mode (in the normal conditions) the rudder-over is
enabled by a single pump. The second pump is a backup. When fast manoeuvres
are required, both pumps are operating.
Control Panel
The central part of the control panel contains:
• 2-pos. switch for the Steering Gear plant control mode selection “LOCAL-REMOTE”;
• “ON/OFF” buttons for the pumps: “PUMP 1” and “PUMP 2”. POWER indicators
show that the pumps are powered;
• LOCAL CONTROL mode indicator;
• Handle for manual local control (non-follow-up) of Steering Gear plant.
“PUMP 1” and “PUMP 2” buttons do not function unless the switch is set to the
LOCAL mode of the Steering Gear plant operation.
Handle for manual control of Steering Gear do not function unless the switch is set to the
LOCAL mode of the Steering Gear plant operation. “SB” position of handle – for turning
of rudder to right direction (starboard). “PS” position of handle – for turning of rudder to
left direction (port side).
REMOTE position of the switch sets the remote mode of the pump plant operation
(STAND-BY mode) and Steering Gear, as a whole – by order from Bridge.
The pump operation is indicated on the mnemonic diagram.

The level in operating fluid tank is indicated on the mnemonic diagram.
Pressure within the hydraulic system is checked by SYSTEM PRESSURE gauge.

Above it on the control panel is the rudder angle indicator: RUDDER ANGLE
(-40°…0°…+40°).
“MAKE UP” button – remote control of the operating fluid tank make-up
valve.
Alarm Signals
• Power failure;
• Control failure – control system failure: no response to the control signals;
• Low pressure – pressure drop in the hydraulic system;
• Pump 1 overload – overload (by current) of pump 1;
• Pump 2 overload – overload (by current) of pump 2;
• Low/High tank level – low/high level in the operating fluid tank.
Safety System
Not modelled.

• Power Failure;
• Control Failure – fault in the remote automated control system;
• Pump 1 Breakdown;
• Pump 1 Overload;
• Pump 2 Breakdown;
• Pump 2 Overload;
• Oil Leakage.

Water Desalination Plant (WD Page)

Purpose
The Water Desalination Plant is designed for producing fresh water for the technical
and domestic needs from the sea water by the vacuum vaporization followed by the
condensation.
System Components
Fig. 6 shows a functional diagram of the water desalination plant.
Fig. 6
1 – Combined water and brine ejector.
2 – Ejecting water inlet.
3 – Air to ejector.
4 – Supply of cooling sea water inlet to the condenser.
5 – Condenser.
6 – Demister – vapour separator.
7 – Distillate outlet.
8 – Feed water inlet.
9 – Evaporator.
10 – Heating water inlet.
11 – Heating water outlet.
12 – Outlet of cooling sea water.
13 – Brine transfer.
14 – Drain valve.
The distiller includes heat exchangers which perform functions of an evaporator

(in its bottom part on the mnemonic diagram) and a condenser (in its top part on the
mnemonic diagram).

Due to the high vacuum (85-90%), the brine in the evaporator boils at the temperature
of (52+-5)°С. The vapour rises and passes through the demister where it rids itself of the
water admixture, and is fed to the condenser where it is cooled with the sea water. In the
condenser, the vapour is condensed and pumped out into the distillate tank.
3
The plant capacity is from 0.5 to 10 m per day.
The water level in the evaporator is maintained at a constant level by the overflow.
Part of the feed water turns to the distilled water, whilst the remaining brine is
constantly pumped out of the evaporator by the ejector.
As a rule, the plant operates in the automatic mode.
in Fig. 7.
Fig. 7
Control Panel
The control panel contains the following units:
• Sea Water Pump – control of sea water supply;

• Ejector Control – ejector control unit;
• Condenser – condenser control unit;
• Feed Water – control of feed water supply;
• Heating Water – control of the brine heating in the evaporator;
• Distilled Water Pump – control of the distilled water pump;
• Salinity Control – control of the distillate salinity degree.

Control of Seawater Supply

To start the system operating, you should first switch on the sea water pump which
is shown to the left and below the distiller.
The sea water pump performs the following three functions:
• Supplies the feed water to the evaporator;

• Supplies water for the condenser cooling;
• Supplies the driving water for the combined air and brine ejector.
To switch the sea water pump on/off use “START/STOP” button. When the pump is
switched on, the button indicator is lighted, and the pump ON indicator is lighted on
the mnemonic diagram. Installed over the button is the analog and digital pressure
gauge showing the pump’s charging pressure.
The sea water flow is controlled by using valves for supplying it into the ejector,
condenser, and feed water valve. Changes in these valves condition have a
considerable effect on each other.
After sea water pump is turned on, open the ejector’s cut-off valve.
Ejector Control
The ejector shown in the top left corner of the mnemonic diagram,
maintains the required vacuum in the distiller, as well as the constant feed
water level in the evaporator.
To control the cut-off valve of the ejector driving water, use “EJECTOR”
button. Over the button there is an analog and digital gauge providing the
distiller pressure (vacuum) readout.
Condenser Operation
The condenser operation is determined by the cooling water flow and temperature,
as well as the boiling conditions in the evaporator.
The condenser and water level indicator are shown in the top part of the distiller
on the mnemonic diagram.

The cooling water flow through the condenser is controlled by using cooling water
supply VALVE controller. Increasing of the controller parameter from 0 to 100
corresponds to the degree of the valve openness and growth of the water flow
through the condenser.
The valve’s current status (the degree of its openness in %) is shown on

the valve’s digital display on the mnemonic diagram (to the left of and
above the distiller).
The distillate produced in the condenser is pumped out by the distillate pump
(see below).
The sea water temperature at the inlet to and outlet from the condenser is checked
by using the digital and graphic INLET and OUTLET temperature gauges set to the
left of VALVE controller.
With the growing flow and reducing sea water temperature, the condensation conditions
improve, but as the feed water enters the evaporator after the condenser, the feed water
temperature drops down, so does the ejector capacity. The adjustment is made
manually by using the condenser valve.
Control of Feed Water Supply
The supply of the feed water into the evaporator is possible with the sea water pump
turned on, condenser cooling water and feed water valves opened.

The evaporator and brine level indicator are shown in the bottom part of the distiller
The feed water flow through the evaporator is controlled by using VALVE feed water
supply controller in “FEED WATER” group. Increasing of the controller parameter
from 0 to 100 corresponds to the degree of the valve openness and growth of the
water flow through the condenser up to the maximum value.
The controller’s current position is shown on the valve’s digital display

on the mnemonic diagram (to the left of the distiller).
The supply of feed water into the evaporator is monitored by using the
flow meter.
The amount of the supplied feed water should normally be approximately twice
the plant capacity in order to provide the constant brine level and salinity in the
evaporator.
To the left of the VALVE controller there is an analog and digital pressure gauge
providing the readout of the feed water pressure before the valve.
Control of Brine Heating in Evaporator

Main engine cylinders cooling fresh water is used for heating the brine in the evaporator.
As a rule, its temperature varies from 65°С to 85°С. The flow is controlled manually
by using the heating water valve depending on its temperature and the required
plant capacity.
The heating water valve is controlled via VALVE controller (increasing of the
controller parameters from 0 to 199 corresponds to the degree of the valve
openness), whilst the heating water temperature is checked by using INLET and
OUTLET graphical and digital indicators. The valve’s current status is shown on the
valve’s digital display on the mnemonic diagram (to the right of the distiller).

Control of the Distillate Pump

Control is exercised from “DISTILLED WATER PUMP” group.
The distillate produced in the condenser is collected in the condensate collector. The
distillate pump pumps out the produced fresh water into the distillate tank (in the right
bottom corner of the mnemonic diagram). In the process, the water salinity is checked,
and in case of the high salt content in the distillate, it is sent back to the evaporator
through the solenoid valve.
If the pump is turned off, the distillate flows back into the evaporator when the
collector is overfilled.
The distillate pump (to the right of the distiller on the mnemonic diagram) can
operate both, in the manual and automatic mode. In the top right corner of the
Control Panel there is “START/STOP” distillate pump button, as well as the
AUTO – MANUAL pump control switch.
“START/STOP” button does not function unless the pump control mode switch is set
to MANUAL. In the automatic mode (AUTO) the pump is switched on when the
distillate level in the condenser is at 95% of the maximum value, and is switched off
when the level is at 5%.
The pump charging pressure is checked by the analog and digital pressure gauge
which is also installed here.
Control of the Distillate Salinity Degree
Monitoring and control of the distillate salinity is from “SALINITY CONTROL” group.

The distillate salinity depends on the boiling conditions, specifically:

• Brine salinity in the evaporator (to reduce its salinity, an adequate inflow
of the feed water is required to be provided);
• Difference between heating water temperature and temperature of brine boiling point;
• Boiling intensity.
Depending on the salinity, the distillate is fed either back to the evaporator or to the
distillate tank. Distillate feed direction is determined by the solenoid. This valve is
controlled either automatically or manually by the operator.
“SALINITY CONTROL” group includes:
• AUTO-MANUAL solenoid valve control switch;
• Digital salinity indicator (РРМ) for checking the distillate salinity;
• Admissible distillate salinity SET POINT knob for the control of the solenoid
valve in the automatic mode. The controller is graduated from 0 РРМ to 200
PPM (0-2.5 PPM – boiler feed water salinity and up to 200 PPM – drinking and
domestic water salinity);
• TANK/EVAP. solenoid valve switch used in case of manual control.
With the actual value of the distillate salinity coincident with the value set by the SET
POINT controller, the solenoid valve automatically (AUTO mode) directs its supply to
the distillate tank. In the manual mode (MANUAL), use TANK/EVAP. switch for the
manual control of the solenoid valve, checking the distillate salinity by the readout of
the digital display in the process.
Therefore, SET POINT controller is available in the AUTO mode only, whilst
TANK/EVAP. switch is available in MANUAL mode only.
The direction in which the distillate is fed: to the distillate tank or to the
evaporator, is shown on the mnemonic diagram with an arrow in the
picture of the three-way valve.
During the work, it is necessary to keep an eye on the plant operation

parameters. If the plant operation rules are not observed, there may be
excessive brine salinization. For the complete removal of brine from the
evaporator, use the drain valve (under the distiller on the mnemonic
diagram) controlled by using “DRAIN” button.

Alarm Signals
• Vacuum Failed – no vacuum in the distiller;
• Condenser Level – high/low level in the condenser;
• Brine Level – high/low brine level in the evaporator;
• High Salinity – high distillate salinity.
Safety System
Not modelled.

• Vacuum Failed – no vacuum in distiller;
• Evaporator Fouled;
• Condenser Fouled.
Procedure to Put the Plant into Operation

1. Switch on SEA WATER pump.
2. Open the ejector’s cut-off valve.
3. Open the condenser cooling water supply valve which controls the cooling water flow.
4. Open the feed water supply valve as appropriate for the required plant capacity.
5. Open the evaporator heating water valve as appropriate for the heating water
temperature and desired plant capacity.
6. Set the solenoid valve control switch in Salinity Control group to AUTO mode.
7. Set SET POINT distillate salinity control to the required position (at 2.5 PPM for
obtaining the boiler feed water, at 200 PPM for the drinking and domestic water).
8. Set the distillate pump control switch to the AUTO mode.
9. Check the plant operation parameters maintaining their values within the rated
value range.

Central Fire Alarm Station (FA Page)

Purpose
The Central Fire Alarm Station (CFAS) is designed for the permanent monitoring
of fire safety on the ship, remote control of the fire extinguishing system, fire resisting
doors, ventilation and cut-off valves of fuel pipelines.
System Components
The system screen is shown in Fig. 8.
Fig. 8
The system includes the ship fire alarm panel, remote start panel of the engine room
CO2 system, remote start panel of pumps 1 and 2, fire doors remote control panel and
remote control panel of fuel supply system cut-off valves and emergency stop of fuel
pumps. There is button for producing the General Alarm signal throughout the ship.
The fire alarm system is organised according to the multi-loop principle. Each of the
system’s loops provides monitoring of a certain ship compartment.
Control Panel
Ship Fire Alarm Panel
The panel takes up most of the page and is divided into the following three groups:
1. Main control panel.
2. Group fire alarm panel.
3. Window with a layout of sensors in the protected rooms.

Main control panel
The Fire Alarm System is activated after the power supply is turned on by pressing
“POWER” button. Lamp Normal and Emergency indicators installed under the button
show that there is power supply. “Normal” indicator is lighted in case of power supply
from main switchboard, “Emergency” indicator is on in case of the emergency supply.
Installed in the central part of the group are red FIRE and yellow FAULT indicators.
FIRE indicator lights up simultaneously with a red lamp on the group fire alarm panel
which corresponds to the section of the activated detector in a protected room.
FAULT indicator serves for the alarm system diagnostics and light up simultaneously
with the yellow indicator lamp on the group fire alarm panel. It indicates a fault in the
system: a faulty detector on the loop, or a broken circuit.
When FIRE or FAULT alarm indicators light up, a sound signal is turned on. The
acoustic alarm is turned off when the generated alarm is acknowledged by pressing
on “ACKN” button.
Indicator lamps in the right hand part of the unit signify the following faults:
• Section off – one of the loops is turned off;

• Section fault – fault in one of the loops;
• Main power fault – absence of main power supply in the system;
• Battery fault – faculty accumulator batteries (system backup power supply).
Group fire alarm panel
Arranged on the panel are numbered switches of the fire alarm loops, indicator
lamps showing fire detector actuation (“FIRE”) in the loops, indicator lamps showing
faults (“FAULT”) in the loops, as well as indicator lamp testing buttons.
When a fire detector is activated in a protected room, the signal from the detector
arrives at the panel where “FIRE” indicator lights up on the appropriate loop. At the
same time, FIRE indicator comes alight on the main alarm panel, and an acoustic
alarm is generated. Similarly, “FAULT” indicator lights up in case of a detector fault,
or short or broken circuit in a loop circuit.

Window with a layout of sensors in the protected rooms
The window is under the group fire alarm panel.
If a warning lamp lights up in any loop on the group indication panel, click the left
mouse button on this section: the layout of protected rooms showing positions of the
loop’s fire detectors will be displayed.
Provided below are detector designations (detector indicators):
• Smoke detector, optical;
• Smoke detector (optical), watertight;
• Manual call unit;
• Manual call unit, watertight;
• Heat detector;
• Heat detector, watertight;
• Smoke detector (ionisation);
• Smoke detector (ionisation) watertight.
Detector indicators may be in one of three states:
• Grey coloured indicator – POWER OFF;

• Green coloured indicator means POWER ON;
• Red coloured indicator means a fire alarm situation.

Remote Start Panel of Engine Room CO2 System

In case of fire in the ship’s engine room, the CO2 System can be activated
(its detailed description is provided in a separate chapter). The simulator allows the
system to be started both, from the CO2 station, and remotely from the Central Fire
Alarm Station. Controls performing this function are combined in “CO2 TO ENGINE
ROOM” unit displayed in the top right part of the Central Fire Alarm Station.
Press “START” button to start the CO2 system. This button opens the pilot cylinder
which is, in its turn, used for the remote opening, with a certain time delay, of the
system’s main cylinders. When the system is run, the button indicator is lighted.
Pressure at the outlet of the main CO2 cylinders is monitored by the analog and
digital pressure gauge (bar) installed to the left.
As the CO2 is leaving main cylinders and enters the pipeline, the pressure gauge
shows a rise of pressure, and an alert is activated: red READY indicator lights up.
Now the main valve is to be opened for the feeding of gas into the protected rooms.
To open/close the main valve use “MAIN VALVE” button. When the valve is opened,
the button indicator is lighted.
“START” and “MAIN VALVE” buttons are protected from an inadvertent press with
safety covers, for them to be accessible in the simulator, press on “To lift glass”.
Engine Room Fire Pumps Remote Start Panel

Two fire pumps in the engine room are part of the fire main which is described
in detail in the dedicated chapter.
Fire pumps in the ship’s engine room are controlled from the Central Fire Alarm
Station of the ship. Fire pump controls are included in “FIRE PUMPS” unit in the
right hand part of the Central Fire Alarm Station.
Fire pumps N1 and N2 in the Engine Room are switched on/off by pressing
“PUMP 1” and “PUMP 2” buttons respectively.
The pumps charging pressure is monitored by using the analog and digital pressure
gauge (bar) installed to the left.

The lighted “POWER” lamp indicator next to the buttons shows that there is power
supply in the fire pumps.
Fire Doors Closing Indication and Control Panel

To control the closing of fire doors and check their condition, use controls included
in “FIRE DOOR” unit.
These include:
• Fire door “CLOSE” button;

• “OPEN” door indicator;
• “CLOSE” door indicator.
Ventilation Remote Control Panel
Ventilation controls are included in “FANS” group:
• “ENGINE ROOM” button – to stop fans and close shutters of ventilation systems
in the engine room;
• “CARGO SPACES” button – to stop fans and close shutters of ventilation
systems in the ship’s cargo compartments;
• “AIR COND” button – to stop the air conditioning system.

Panel for the Remote Control of Fuel Pumps, Shut-off Valves of Fuel Tanks
and of Lubricating and Fuel Oil Storage Tanks
Fuel pumps can be switched off remotely (FUEL PUMPS) – “STOP” button, and
shut-off valves of lubricating and fuel oil storage tanks (Fuel Cut Off Valves) closed
(FUEL CUT OFF VALVES) – “CLOSE” button from the Central Fire Alarm Station.
General/Fire Alarm Switch On/Off Panel

To switch on/off the general/fire alarm use the red button installed in the top
right corner of the Central Fire Alarm Station. When switched on, the button
and GENERAL ALARM indicator are backlighted.
In addition to the manual switching on of the general fire alarm, automatic generation is
also provided. E.g. if the fire alert does not attract anybody’s attention for 2 minutes, i.e.
it is not acknowledged by pressing “ACKN” button, the general alarm is automatically
triggered off.
Alarm Signals
• Fire – signal of fire in one or several rooms (detector has been actuated);
• Fault – faulty detector, short circuit or broken circuit in the loop;
• General Alarm – general alarm signal.
Safety System
Not modelled.

• Fire near Fuel tanks;
• Fire near Diesel generators;
• Fire on Stowage deck;
• Fire in Separator room;
• Fire in Pump room;
• Main Power Failure;
• Battery failure – backup (battery) supply failure.

CO2 Station (CO2 Page)

The CO2 station is designed for the extinguishing of heavy fires in the ship
Engine Room, boiler rooms, cargo spaces, etc.
The system start is controlled from the CO2 Station (“СO2 Station” screen page,
“CO2” button) and from the Central Fire Alarm Station (“Fire Alarm Station” screen
page, “FA” button).
System Components
The system mnemonic diagram is shown in Fig. 9.
Fig. 9
• Set of main СО2 cylinders;

• Pilot СО2 cylinder;
• Servocylinder;
• Main valve;
• Pipeline with non-return valves;
• Remote control and alarm system.
The set of main CO2 cylinders is shown in the central part of the mnemonic diagram.
The set may consist of several groups of cylinders. Valves of the main cylinders are
opened both, manually and remotely. At the cylinders outlet non-return valves are
installed for feeding CO2 further through the pipeline into the protected rooms.

The remote opening of the main cylinder valves is effected by the pilot
CO2 cylinder shown in the top part of the mnemonic diagram. At the
outlet of the pilot cylinder, a non-return valve is also installed.
In case of a manual start, valves of main CO2 cylinders are opened

by the cylinder opening link lever (over the main CO2 cylinders on
the mnemonic diagram).
After the opening of the pilot cylinder, gas passes to the

servocylinder through the non-return valve installed at the outlet.
The servocylinder is designed for ensuring the time delay of the
opening of the main cylinder valves.
After the system start by the opening of the main СО2 cylinders, the gas
is supplied through the non-return valve to the pipeline. To supply СО2
to the protected rooms now, open the main valve.
Control Panel
The function of controlling the opening of the pilot CO2 cylinder is performed
by “START” button installed on the panel to the right of the mnemonic
diagram. There is an identical button on the Central Fire Alarm Station.
At the system start (opening of the pilot cylinder) the button indicator is lighted.
The digital display under “START” button starts the time count-down (about 2
minutes) until the main CO2 cylinders are opened. Simultaneously, an acoustic and
visual fire alarm: “FIRE ALARM! EVACUATE AREA IMMEDIATELY!” is generated,
signalling that it is necessary to leave the room because of fire, whilst the red
“READY” button is lighted on the control panel.
Like on the Central Fire Alarm Station, pressure at the outlet of the main CO2
cylinders is monitored by using the digital and analog pressure gauge (bar) installed
on the control panel to the right of the mnemonic diagram.
After the system start by the opening of the main СО2 cylinders, the gas
is supplied through the non-return valve to the pipeline, pressure on the
pressure gauge starts growing and a red READY indicator lights up under it.
The main valve is opened/closed by using “MAIN VALVE” button in the top
right corner of the СО2 Station. With the valve open, the button indicator is
lighted. The remote control of the main valve is exercised by a similar button
of “CO2 TO ENGINE ROOM” unit on the Central Fire Alarm Station.
As the main valve is opened, “DO NOT ENTER! CO2 DISCHARGED alarm is
generated, and the red “GAS” button lights up on the control panel. The supply
of gas into the rooms is shown on the mnemonic diagram.

In СО2 system, an accidental release of the main СО2 cylinders is possible. In this
case the pressure gauge shows the rising pressure before the main valve, and an
alert is generated both, on the Central Fire Alarm Station and on the СО2 Station
itself (red READY indicator lights up).
On the pipeline from the main cylinders to the main valve, a safety valve with burst
diaphragm is installed to ensure the discharge of gas if there is an excess of the set
pressure (>120 bars). This situation may occur in case of, e.g. fire on СО2 Station.
Then when the safety release valve is actuated, the outgoing gas extinguishes fire
on the СО2 station.
Any alarm signal noted by the user is acknowledged by pressing “ACKN”

button in the bottom part of the control panel.
Alarm Signals
• СО2 Start – CO2 station has been started, gas supply time countdown has begun;
• СО2 Discharge – gas has been fed to the system, pipeline under the pressure;
• СО2 in Manifolds – gas has been fed to the protected rooms.
Safety System
Not modelled.

• Fire in СО2 room;
• СО2 cylinder accidental release.

Fire Main and Foam System (FM Page)

The Fire Main System is designed for extinguishing fire in all the rooms on the ship.
Along with the Fire Main System, the Foam System is used for extinguishing fire in
the Engine Room, pump room, boiler compartment and other rooms and on decks.
High-expansion foam (1:1000) is used for fire fighting in the Engine Room and pump
room. The main equipment and controls of the Foam System are arranged in the
Foam System Station.
In the simulator, the start of the Fire Main and Foam System is controlled from
“Fire Main and Foam System” screen page (“FM” button).
System Components
Fig. 10
• System of pipelines as a hydrodynamic object;

• Electrically driven Fire pump №1 and Fire pump №2;
• Emergency Fire pump driven autonomously by the internal combustion engine;
• Sea chests;
• Foam preparation and supply system.

3
Fire pumps №1 and №2 with the total capacity of about 140 m /h are
located below the waterline beyond the protected rooms.
Installed on the pumps’ delivery pipes are safety relief valves and non-
return cut-off valves, whilst cut-off valves are installed on the suction lines
(to the right of the pumps on the mnemonic diagram).
At the exit from the Engine Room, there is an isolating valve which cuts off the
Engine Room during the fire. If there is fire in the Engine Room and the isolation
valve is closed, the fire main is fed from the emergency fire pump.
The emergency fire pump included in the Fire Main System is shown in the left hand
3
part of the mnemonic diagram. The capacity of the emergency pump is about 50 m /h,
it has a diesel drive, self priming system and takes water from a separate sea chest
(in the left bottom corner of the mnemonic diagram). The pump is situated in a
separate compartment not higher than 6 meters from the light draft waterline. To start
the emergency pump operating, it is necessary to open the cut-off valves on the
suction and charging lines, start the pump and turn on the pump’s self-priming system.
The self-priming system will not be turned on until the emergency fire pump is started.
The Fire Main ensures the delivery of water from the pumps to the place of fire.
It spreads over the entire ship area so that each possible ignition site is covered with
at least two water jets (distance between the fire hydrants is in the order of 20-30
metres). The main is fitted out with the international shore connection.
One of the fire hydrants is located directly on the pumps’ charging line
immediately after the non-return valves. Where the fire main exits onto
the open decks, it has cut-off valves and water drain.
Along with the Fire Main System, the Foam System is used for extinguishing fire in
the Engine Room, pump room, boiler compartment and other rooms and on decks.
There are fixed foam generators in the protected rooms, whilst on decks there are
deck foam monitors and portable foam generators. The following equipment is
arranged in the room of the Foam Station:
• Foam compound tank fitted out with the air and filling valve. The drain is though
the valve in the bottom part of the tank. The level in the foam compound tank
(in per cent) is monitored by the scale and digital display installed on its casing;
• Pump – delivers the foam compound from the tank to the
proportioner by the pump (to the right and below the tank on
the mnemonic diagram) on whose suction line a cut-off valve
and a filter are installed;
• Proportioner. From the operating pump the foam compound
is then delivered to the proportioner. From the other side water
is fed to the proportioner through the line from the fire pumps
through the open valve;
• The foam compound and water proportioner is fitted out with a
control metering valve as well as the automatic diaphragm valve
and by-pass valve.
For the control of the foam delivery in the ship compartments where fire
originated, cut-off valves are installed at the outlet from the foam station.

Control Panel
The control panel is located on the screen to the right of the mnemonic diagram and
contains several control groups:
Fire Pumps Group

The group is in the top part of the control panel. “FIRE PUMPS” group combines fire
pump operation monitoring and control units.
Main fire pumps №1 and №2 in the Engine Room are switched ON/OFF by using
“PUMP 1” and “PUMP 2” buttons respectively. When the pump is switched on, the
button indicator is lighted, and the pump indicator “lights up” on the mnemonic diagram.
The pumps’ charging pressure is monitored by the analog and digital pressure
gauge (bar) above the buttons.
The availability of power supply in the fire pumps is shown by the lighting
of the appropriate “POWER” lamp indicator next to the button.
Similar controls and indicators are installed at the Fire Alarm Station where
the remote control of the fire pumps in the ship Engine Room is exercised.
The isolating valve which cuts off the Engine Room during the fire is
opened/closed by using “ISOL. VALVE” button. The lighted button and
valve indicators on the mnemonic diagram correspond to the isolation
valve’s open state.
Emergency Fire Pump Group

All the emergency fire pump controls are combined in “EMERGENCY FIRE PUMP”
group.

To start/stop the emergency fire pump use “START/STOP” button. When the pump
is turned on, the indicator lights up on the control panel, and the pump indicator
lights up on the mnemonic diagram.
To open/close cut-off valves on the suction and charging lines use “SUCTION” and
“DELIVERY” buttons. “PRIMING” button turns ON/OFF the emergency pump’s self-
priming system. The self-priming system will not be turned on until the emergency
fire pump is started.
The emergency fire pump’s suction and charging pressure is monitored by two
analog and digital pressure gauges of “EMERGENCY FIRE PUMP” unit.
Valves Group
The group serves for the control of a number of system valves.
There is an isolating valve at the exit from the Engine Room controlled remotely
by using “ISOL. VALVE” button.
To supply water from the fire pumps to the ship compartments, open the valve
by using “WATER MIST” button.
Foam System Group
“OPEN” button for the control of the tank valves and the foam compound pump
“START” button are included in “FOAM SYSTEM” group on the control panel.
Before starting the forma compound supply pump, it is necessary to open the tank
air valve (above the tank) and the pump suction valve by using “OPEN” button.
The pump itself is started/stopped by pressing “START” button.
The delivery of the foam compound from the tank to the proportioner is monitored
by the pump’s charging pressure read from the analog and digital pressure gauge.
Foam Line Group
For the control of the foam delivery in the ship compartments where fire originated,
cut-off valves are installed at the outlet from the foam station.

These valves are opened/closed remotely by using the buttons included

in “FOAM LINE” group:
• “DECK” – to deliver foam onto the deck;

• “SEPARAT ROOM” – to deliver foam to the separator room in the Engine Room;
• “PUMP ROOM” – to deliver foam to the pump room;
• “BOILER ROOM” – to deliver foam to the boiler compartment.
When the valves are open, their respective button indicators on the control panel
and valve indicators on the mnemonic diagram are lighted.
Alarm Signals
No modelled.
Safety System
Not modelled.

• Fire Pump 1 Breakdown – failure of fire pump № 1;
• Fire Pump 2 Breakdown – failure of fire pump № 2.

Provision Cooling System (PC Page)

Purpose
The automatic Provision Cooling System is intended for creating and maintaining the
set temperature conditions for the storage of food in two groups of provision stores.
System Components
Fig. 11
• Provision stores as a thermodynamic object;

• Refrigeration plants №1 and №2;
• Gas a liquid lines with valves as hydro- and gas dynamic objects;
• Cooling seawater pump.
The provision stores are divided into groups proceeding from the level
of temperature maintained in them.
The first group includes three provision storerooms for the storage of frozen foods:
• Butter – storage of butter at a temperature of -2°С;

• Meat – storage of meat at a temperature of -15°С;
• Fish – storage of fish at a temperature of -15°С.

The other group includes three provision storerooms for the storage of chilled food:
• Fruit – storage of fruit at a temperature of +2°С;

• Vegetables – storage of vegetables at a temperature of +2°С;
• Dry prov. – storage of dry provisions at a temperature of +8°С.
Each of the refrigeration plants operates for its group of consumers. However,
the refrigeration performance of each refrigerator is sufficient for the supply of
both storeroom groups if required. This capability is ensured by the availability of
connecting lines with cut-off valves. Freon R134a has been selected for the main
liquid refrigerant, there is a capability to switch to R401b.
The sea water pump which is in the right bottom corner of the mnemonic
diagram, supplies water for the cooling of condensers №1, №2.
Condensers №1 and №2 are located in the bottom part of the mnemonic diagram.
Shown here is the liquid refrigerant level in the condenser collector. The sea water
flow for the condenser cooling is controlled by using the condensing pressure
governor (water control valves) installed on the water supply lines to condensers
№1 and №2.
Compressor №1 maintains the required temperature conditions in the frozen food

stores (Butter, Meat, Fish), compressor №2 maintains the required temperature
in the chilled product storerooms (Fruit, Vegetables, Dry prov.).
When the compressors are operating, indicators of the compressor operation light
up on the mnemonic diagram. Also shown here is oil level in the compressor case
and the degree of openness of the compressor suction valve.
Automatic adjustment of the compressor refrigeration performance

is provided in two ways: compressor STAR/STOP and bypassing.
Adjustment by bypassing is performed by using the performance
suction pressure governor control. On the mnemonic diagram,
the regulator is set on the compressor bypass line. The current
position (extent of openness) is shown on the digital indicator
of the performance regulator on the mnemonic diagram.
The sight glass located on the liquid line on the mnemonic diagram
shows the state of the liquid refrigerant and moisture content.

The air temperature in the storerooms is maintained with the air coolers. The thermo
switch monitors the temperature in the pertinent provision storeroom and controls
operation of the solenoid valves in the refrigeration chamber, as well as the operation
of the air cooler valve. As the solenoid valve is opened, its OPEN indicator lights up
on the mnemonic diagram (above the air cooler).
Operation of the air cooler fan is reflected on the mnemonic diagram.
Liquid refrigerant is supplied to the air cooler by the thermostatic expansion

valve (above the air cooler on the mnemonic diagram). The current status
degree of openness) is shown on the digital indicator of the thermostatic
expansion valve on the mnemonic diagram.
Control Panel
The control panel located in the right hand part of the screen page contains the
following groups:
• Control of seawater supply;

• Control of pipeline cut-off valves;
• Control of compressors;
• Control of provision storerooms.
SW PUMP Group – Control Of Seawater Supply
The sea water pump is turned on/off by using “ON/OFF” button. When
the pump is ON, the button indicator is backlighted, and the pump ON
indicator lights up on the mnemonic diagram.
Set above the buttons on the control panel is the digital pressure gauge, which
shows the pump’s charging pressure.

To the right of the pressure gauge on the control panel, there are three temperature
gauges showing sea water temperature at the system inlet – “INLET” and
temperature of the water after condensers 1 and 2 – “OUTLET 1 and “OUTLET 2”
respectively.
Group for the Control of Pipeline Cut-off Valves

POWER indicator shows that the system is powered.
“SHUT OFF VALVES” button serves for the control of cut-off valves on the vapour
and liquid connection lines on the mnemonic diagram. A press on the button opens
the valves, thus ensuring the interchange ability of the compressors. When the
valves are opened, the valve OPEN indicators light up on the mnemonic diagram
and the button on the control panel is backlighted.
Compressor Control Group
There are two tabs in the group: “COMPRESSOR 1” and “COMPRESSOR 2” which
are used for selecting the parameter monitoring instruments and controls of the
required compressor:

Installed on the control panel are amperemeter (shows electrical current),

“SUCTION/vacuum gauge (shows suction pressure), and two pressure gauges
(“DISCHARGE” shows charging pressure, “OIL” pressure gauge shows pressure
in the compressor lubricating system).
With a high charging pressure in the compressor, an alarm is generated: appropriate

lamps start flickering in the bottom part of the screen.
The alarm is also generated in case of lows pressure in the compressor lubricating
system.
In the centre of the control panel there are three temperature gauges for determining
the liquid refrigerant temperature on the suction line – “SUCTION”, on the charging
line – “DISCHARGE”, and in the condenser – “CONDENSER”.
With a high compressor discharge temperature, an alarm is generated,

and appropriate lamp starts flickering in the bottom part of the screen.
In the left hand part of the control panel, “AUTO-MANUAL” compressor operating
mode switch is located. As the switch is set to AUTO position, control of the
compressor motor operation and solenoid valves is exercised automatically.
Adjustment of water control valves for maintaining the set condensing pressure
value (0.6 – 0.7 MPa) is made on the control panel.
In the left hand part of the control panel, there is “PRESSURE SET COND.”
condensation pressure controller (controller is in Fig. to the right).

The current condition of the condensation pressure control (degree

of openness) is shown on the controller digital indicator on the
mnemonic diagram.
If the switch is set to MANUAL position, to turn the compressor on,

it is first necessary to open the master solenoid by pressing “MASTER
SOLENOID” button on the control panel.
The button indicator is backlighted, and the valve open status indicator
Then the compressor is turned on by using “ON” button on the control panel.
“OFF” button serves for turning the compressor off.
The suction valve of the compressor is opened via “SUCTION VALVE” setter
in the right hand part of the control panel.
Adjustment of the compressor refrigeration performance is provided in two ways:

compressor STAR/STOP and bypassing.
The compressor is started in stopped automatically by the lows pressure switch.

The switch is adjusted by using “PRESSURE” analog setter.
On “OFF” scale, set the suction pressure value whereupon the compressor cylinders
will turn off.
On “ON” scale, set the pressure value whereupon the compressor will turn on.
System valve control buttons are in the bottom part of the group. The lighted button
indicator corresponds to the valve’s open status. As a valve is opened, the valve
OPEN indicator lights up on the mnemonic diagram.
Button for the control of the shut-off valves on the liquid refrigerant drain
from the condenser.
Button for the control of the valve for the system replenishment with
liquid refrigerant.

Button for the control of the moisture eliminator shut-off valve.
Button for the control of the moisture eliminator bypass valve (used when
the moisture eliminator is replaced).
Button for the control of the valve for the supply of oil into the compressor.
Button for the control of the valve used in the procedure of releasing air
from the system.
Control of Provision Storerooms Group
In the top part of the group there are tabs for switching monitoring tools and controls
of different provision storerooms:
Set to the left on the control panel is a thermometer showing the current temperature
in the provision storeroom.
With a high temperature in the cooled space (3°С higher than the set value) an alarm
is generated – a lamp starts flickering in the bottom part of the screen indicating the
pertinent provision storeroom, e.g. that for the storage of butter: High T° “Butter”.
To the right of the temperature gauge on the control panel, there is a digital
controller of the thermoswitch monitoring the temperature in the pertinent provision
storeroom and controlling operation of the solenoid valves in the refrigeration
chamber, as well as the operation of the air cooler valve.
As the solenoid valve is opened, its OPEN indicator lights up on the

mnemonic diagram (above the air cooler).

In the centre of the control unit, there is a pressure gauge showing the pressure
and boiling point in the pertinent air cooler.
To the right of the pressure gauge on the control panel for butter (Butter) and dry
provisions (Dry prov.) storerooms, there is a setter of “PRESS.” evaporation
pressure control.
The control’s current state is shown on the digital indicator on the

mnemonic diagram (below the air cooler of the pertinent storeroom).
Arranged in the bottom part of the control panel are buttons:
Storeroom loading/unloading control button. It is first necessary to open

the storeroom door by using “DOOR” button (see below). Then press
“LOADING” button to open the following dialogue window on the screen:
The window heading indicates which storeroom will be loaded/unloaded. The central
part of the dialogue window displays an open storeroom door and the amount of
goods in kg which is currently stored there.
Enter the amount of products to be unloaded in “MASS” box in the left hand part of
the dialogue window (UNLOAD) and press “APPLY” button.
To load the storeroom, enter the required amount of goods in “MASS” box in the left hand
part of the dialogue window (LOAD), enter temperature in “T°” box and press “APPLY”.
The procedure for loading provisions in the chamber can be performed from the
instructor workplace as well. In “Data Monitor” window, enter the amount of goods
in kg in the selected chamber. If there were no goods in the chamber at the loading
time, the provisions which are being loaded will be stored in the chamber with the
temperature equal to the refrigeration chamber temperature. If there were some
goods in the chamber at the loading moment, the provisions which are being loaded
will have a temperature of the provisions already stored in the chamber.
Door control button. It is used for the loading and unloading of goods
into/from the storeroom. When the door is opened, the button is lighted,
and an open door is shown on the mnemonic diagram (in the bottom part
of the storeroom). The door will not close as long as the light in the
storeroom is on.
Storeroom lighting button. The lighted button corresponds to ON status.

The light cannot be turned on unless the storeroom door is open.

In the right bottom corner of the control panel, there is “DEFROSTER” unit which
includes AUTO – MANUAL switch for the control of the refrigeration equipment
defrosting system.
In the right bottom corner of the control panel, there is “DEFROSTER” unit which
includes AUTO – MANUAL switch for the control of the refrigeration equipment
defrosting system.
Button for the control of the evaporator defrosting process when the
switch is in MANUAL position.
During the defrosting the button is backlighted, and a red coloured

indicator lights up on the mnemonic diagram (next to the air cooler).
Alarm Signals
o о
• High T “Butter” – temperature setting in the storeroom exceeded (by 3 С);
o о
• High T “Meat” – temperature setting in the storeroom exceeded (by 3 С);
o о
• High T “Fish” – temperature setting in the storeroom exceeded (by 3 С);
o о
• High T “Fruit” – temperature setting in the storeroom exceeded (by 3 С);
o о
• High T “Vegetables” – temperature setting in the storeroom exceeded (by 3 С);
o о
• High T “Dry Provis.” – temperature setting in the storeroom exceeded (by 3 С);
• High Press. Compr. 1 Out – high pressure at the outlet of Compressor 1;
o
• High T . Compr. 1 Out – high temperature at the outlet of Compressor 1;
• Low Press. Compr. 1 Oil – low oil pressure in Compressor 1;
• Low Level. Compr. 1 Oil – low oil level in Compressor 1;
• Solenoid 1 Closed – solenoid valve in Compressor 1 closed;
• Compressor 1 Shut Down – Compressor 1 stopped automatically;
• High Press. Compr. 2 Out – high pressure at the outlet of Compressor 2;
o
• High T . Compr. 2 Out – high temperature at the outlet of Compressor 2;
• Low Press. Compr. 2 Oil – low oil pressure in Compressor 2;
• Low Level. Compr. 2 Oil – low oil level in Compressor 2;
• Solenoid 2 Closed – solenoid valve in Compressor 2 closed;
• Compressor 2 Shut Down – Compressor 2 stopped automatically;
• Low Press. Cool Water – low pressure of cooling sea water;
• Man In Cold Store.

Safety System
No available as an individually implemented subsystem, provided by the system
automatics.

• Ref. Power fault – system power supply fault;
• SW Reg. Valve 1 Fault – faulty sea water valve 1;
• SW Reg. Valve 2 Fault – faulty sea water valve 2;
• Air in System 1;
• Air in System 2;
• Excessive moisture Filter 1;
• Excessive moisture Filter 2;
• Condenser 1 Fouling;
• Condenser 2 Fouling;
• Compressor 1 breakdown;
• Compressor 2 breakdown;
• Refrigerant leakage from System 1;
• Refrigerant leakage from System 2;
• Oil leakage from Compressor 1;
• Oil leakage from Compressor 2;
• Term. Exp. Valve Fouling (Fish) – fouling of temperature valve in the storeroom;
• Term. Exp. Valve Fouling (Meat) – fouling of temperature valve in the storeroom;
• Term. Exp. Valve Fouling (Butter) – fouling of temperature valve in the storeroom;
• Term. Exp. Valve Fouling (Fruit) – fouling of temperature valve in the storeroom;
• Term. Exp. Valve Fouling (Vegetables) – fouling of temperature valve
in the storeroom;
• Term. Exp. Valve Fouling (Dry Prov.) – fouling of temperature valve
in the storeroom;
• Snow Coat (Fish) – growth of snow coat in the storeroom;
• Snow Coat (Meat) – growth of snow coat in the storeroom;
• Snow Coat (Butter) – growth of snow coat in the storeroom;
• Snow Coat (Fruit) – growth of snow coat in the storeroom;
• Snow Coat (Vegetables) – growth of snow coat in the storeroom;
• Snow Coat (Dry Prov.) – growth of snow coat in the storeroom;
• Thermostat Fault (Fish);
• Thermostat Fault (Meat).

Directions for the Plant Operation and Maintenance

Procedure for Starting the Plant in Manual Mode
1. Turn on the sea water pump. Monitor its operation by the pressure
gauge.
2. Set the compressor operating mode switch to MANUAL position.
3. Open the shut-off valves on the liquid refrigerant circulation lines.
4. If the refrigeration plant is expected to operate for its own group

of storerooms only, shut-off valves on the connecting steam and liquid
pipelines are closed. If one of the refrigeration plants operates for both
groups of consumers (the second plant is not turned on), the shut-off
valves should be closed.
5. Adjust the low pressure switch.
On “OFF” scale, set the pressure value whereby the compressor is turned
off. By the moment of the compressor stop, the temperature in all the cooled
storerooms should achieve the set value.
On “ON” scale, set the pressure value whereby the compressor is turned on. By this
moment, temperature in at least one room has grown to more than the set value.
6. Adjust thermoswitches for each storeroom.

7. For “Butter” and “Dry. Prov.” storerooms. Adjust the evaporation pressure control.
8. Open the master solenoid valve.
9. Start the compressor.
10. Set the operating mode switch of the equipment defrosting system to AUTO
position.
11. Set the time interval (in hours) at which the defrosting of refrigeration equipment
will be performed in each cooling space.
12. Set the defrosting system control switch to AUTO position.
13. Monitor the plant operation parameters maintaining their values within the standard
range. You will be advised about all the faults by the alarm system. As a monitored
parameter reaches the maximum permissible value, the safety system is actuated:
an appropriate alarm is turned on in the bottom part of the screen.
14. Load (unload) as necessary the set mass of goods (products) into/from the
storerooms.
Defrosting of Refrigeration Equipment in Manual Mode

This is used in case of excessive growth of hoar frost on the surface of refrigerating units.
If the thickness of the hoar frost layer is 5 mm or more, and the equipment defrosting
process has not been started automatically, then it is necessary to:
1. Set the defrosting system control switch to MANUAL position.
2. Press “ON” button under the switch.

Replenishment of Liquid Refrigerant

This is performed if the refrigerating plant operating mode indicates the insufficiency
of liquid refrigerant in the system (low level of liquid refrigerant in the condenser
receiver part, gas bubbles in the sight glass, low suction pressure, extensive
overheating on the suction line and high charging temperature):
2. Close the shut-off valve on the liquid line after the condenser.
3. Open the make-up valve.
4. Monitor the liquid refrigerant level by using the sight glass on the receiver part
of the condenser.
5. After the end of the process, close the make-up valve (the liquid refrigerant level
on the condenser sight glass is 0.4÷0.5 Н).
6. Open the shut-off valve after the condenser.
7. Turn the compressor on.
8. Set the operating mode switch to AUTO.
9. Monitor the refrigerating plant operation parameters.
In case of the system overfilling with liquid refrigerant, there may be “damp” compressor
operation.
Compressor Replenishment with Oil

This is performed if the oil level in the sight glass on the compressor sump has
dropped to below ½ Н mark. The oil should best be added with the compressor not
running (the oil level is clearly visible in the sight glass):
2. Close the compressor suction valve.
3. After the suction pressure (in the sump) has dropped to a value
below the atmospheric pressure (≅ -0.5 bars), stop the compressor.

4. Open the oil make-up valve.
5. After the end of the process (oil level is not higher than 2/3 of the sight glass),
close the valve.
7. Set the operating mode switch to AUTO position.
8. Monitor the refrigerating plant operating parameters.
Where the compressor cannot be stopped (e.g. loading of a considerable amount of

goods with rather high temperature) at the moment of oil replenishment, it is necessary:
1. To re-adjust the low pressure switch – on “OFF” scale make ≈ -0.5 – -0.3 setting.
2. After the pressure has dropped below the atmospheric pressure, open the
oil make-up valve.
3. After the end of the process, close the valve.
4. Re-adjust the low pressure switch to the operating mode.
If oil is added to the operating compressor, the replenishment will be either

excessive or incomplete.
Air Discharge
This is performed if the pressure gauge needle on the charging line makes jerking
oscillatory motions, and the charging pressure exceeds the optimum value by 0.2
MPa and more:
2. Turn the compressor off.

4. After the water temperature drops at the condenser outlet (OUTLET

temperature gauge) down to the sea water temperature (INLET
temperature gauge), open the valve for the discharge of air from
the system.
5. As the charging pressure drops to the value corresponding to the optimum

condensation temperature, i.e. as the temperature readings in DISCHARGE
pressure gauge and DISCHARGE temperature gauge are equalised, close the
air discharge valve.
6. Monitor the level of liquid refrigerant by using the sight glass on the condenser
(there should be no lowering of the level).
7. Adjust the condensation pressure control for the maintaining of the set pressure
value (0.6 – 0.7 MPa).
Replacement of Filter Drain

This is done when the colour of the sight glass indicator changes. The indicator
colour changes from green to yellow as the moisture penetrates in the liquid
refrigerant system:
1. Close the shut-off valves of the filter drain.
2. Open the bypass valve of the filter drain.
As this is done, the indicator colour will change from the yellow colour to green,
i.e. there will be an imitation of the filter drain replacement:
1. Open the shut-off valves of the filter drain.
2. Close the bypass valves of the filter drain.

Compressor Breakdown
In case of failure of one of the compressors, the other compressor will maintain the
required temperature in all the six provision storerooms:
1. Re-adjust the low pressure switch of the operating compressor (N2) as required
(in case of breakdown of compressor N1).
2. Set the operating mode switch of the stopped (broken) compressor to MANUAL
position.
3. Close the master solenoid valve on the refrigerating plant which

is not operating.
4. Open the shut-off valves on the steam and liquid connecting lines.

Air Conditioning System (AC Page)

The central straight flow twin-channel high-pressure conditioning system is designed
for the year-round moisture and temperature treatment of the air in the
accommodation spaces, mess room and other rooms on the ship.
System Components
The system mnemonic diagram implemented in the simulator is shown in Fig. 12.
Fig. 12
• System of pipelines as a hydro- and gas dynamic object;

• Refrigeration plant;
• Cooling seawater pump;
• Steam air heaters;
• Air coolers;
• Centrifugal straight flow blower with an air filter;
• Moisture control unit.
The central straight flow twin-channel high-pressure conditioning system is designed
for the year-round moisture and temperature treatment of the air in the
accommodation spaces, mess room and other rooms on the ship.
The air is propelled through the conditioner by the centrifugal straight

flow blower with an electric motor and air filter. When the blower is
operating, its operation indicator lights up on the mnemonic diagram.

In case of the air blower breakdown, the air is supplied to the conditioning system
from the air blower of the conditioner on the other side, through the shutter on the
mnemonic diagram.
The plant has two steam air heaters of the first level BH1 (after the air
blower) and of the second level BН2 (at the conditioner outlet), shown the
top part of the mnemonic diagram.
The air temperature after the first and second levels of heaters is
controlled automatically by varying the water steam feed with the use
of steam control valves (direct acting temperature controls). In this case,
the first stage control is adjusted for maintaining constant temperature in
the first duct, whereas the setting of the second stage control varies
automatically with the ambient temperature.
In case of automatic steam control valve failure, the steam supply is

controlled by using manual control valves.
The current status of the steam control and manual control valves (degree
openness) is shown on the valves’ digital indicators on the mnemonic diagram.
At an ambient temperature of below 5°С, the treated air is saturated with

water steam. The air saturator along with the demister are located after the
first stage of the air heater on the mnemonic diagram.
The plant has two air coolers of the first (ВО1) and second (ВО2) stages of direct
cooling. The air coolers are located in the top part of the mnemonic diagram.
Installed after the air coolers are demisters.
The liquid refrigerant is supplied to the air coolers via the thermostatic
expansions valves – ТРВ (below the air coolers on the mnemonic
diagram). The current status (degree of openness) is shown on the ТРВ
digital indicator.
As the solenoid valves are opened, their open status indicators light up
on the mnemonic diagram (above and below air coolers).
The right hand part of the mnemonic diagram shows part of ship compartments
serviced by the conditioner where it maintains desirable air temperature and
humidity. The air parameters are controlled by using a cabin air distribution switch
set in the room.

The sea water pump supplies water to the condenser and compressor cooling.
The sea water flow for the condenser cooling is controlled by using the
condensing pressure control (water control valve) set on the water supply
line to the condenser.
The current position (degree of openness) is shown on the digital

condensing pressure indicator on the mnemonic diagram.
Flow indicators are set on the mnemonic diagram on the pipelines for the
water discharge from the condenser and compressor.
At an ambient temperature of 25 and more degrees, the conditioning system

switches to “SUMMER” operating mode. In this case, it is serviced by the
refrigerating plant using Freon 22.
The piston eight-cylinder compressor is located in the left bottom part of the
mnemonic diagram.
When the compressor motor is operating, an indicator in the centre lights up, as the
cylinders are brought into operation, indicators light up showing the operation of
corresponding cylinder pairs in the compressor. The bottom part of the compressor
on the mnemonic diagram shows the oil level in the sump.
The compressor refrigeration performance is controlled by taking its cylinders out

of operation, pair by pair, on the account of electromagnetic pushing of suction valve
plates with the drop of the suction pressure which varies with the change of the air
coolers’ thermal load.
Electromagnetic pushing devices are controlled by the low pressure switch by

means of a control system which includes a time switch.
On the charging side of the compressor, there is an oil separator with an

automatic float valve for the return of oil to the compressor sump. The oil
separator shows the oil level in the device.
Installed on the oil line for the return of oil to the compressor sump, are a filter,
oil flow indicator and a solenoid valve which opens up at a command from the
thermal switch as the temperature in the oil separator grows to 60 °С.
As the solenoid valve opens up, its indicator on the mnemonic diagram
lights up.

The condenser is situated in the central part of the mnemonic diagram. The device
has an air release valve; the valve open status is shown by an indicator on the
mnemonic diagram: a highlighted arrow.
The receiver is located on the mnemonic diagram next to the condenser.

Here the level of the liquid refrigerant in the container is shown. Installed
on the equalising steam pipeline between the condenser and receiver
is a solenoid valve which is opened as the compressor is started and
closed when the compressor is stopped.
When it is open, the solenoid valve open status indicator lights up on the
mnemonic diagram.
Safety release valves are installed on the receiver and condenser.

As the pressure in the device (container) grows to above the maximum
admissible value of 20 bars (excessive pressure), the safety valves are
actuated and the device (container) is connected to the pipeline for the
emergency discharge of refrigerating fuel overboard.
The actuation of the safety valve is shown on the indicator installed

on the emergency pipeline, in addition an arrow lights up showing
the discharge of liquid refrigerant overboard.
Moisture is removed from the liquid refrigerant system by using the

moisture eliminator located in the left hand part of the mnemonic
diagram. To control the moisture eliminator during its replacement
procedure, use the buttons installed in the bottom part of the control
group. The backlighted button indicator corresponds to the valve open
status. As the valve is opened, the valve open status indicator lights up
For the monitoring of moisture content in the liquid refrigerant and its
condition, a sight glass is installed on the fluid line (moisture indicator).
In the left hand part of the mnemonic diagram, above the compressor,
a old/heat exchanger is installed.

Control Panel
The control panel located in the right hand part of the screen page contains
the conditioning system monitoring and control units:
Monitoring and Control of Conditioner
In the top left part of the control unit there is “POWER” indicator lamp which shows
that the system is powered.
Below the indicator lamp, there is “SUMMER-OFF-WINTER” conditioner operating

mode switch. If the switch is set to “SUMMER” position, the conditioner operates in
the summer mode providing the cooling and drying of the air. With the switch set to
“OFF”, the motors of the compressor, sea water pump and fan are disconnected
from the power supply. When the switch is set to “WINTER” position, the conditioner
operates either in the winter mode whereby the air is heated and saturated with
moisture, or in the transient ventilation mode whereby there is no treatment of the air
(air heaters and saturator are turned off).
The heaters are turned on by using “EATER1”, “HEATER2”buttons,

in this case the buttons are backlighted. The buttons are installed
in the left hand part of the control panel.
The air temperature after the first and second levels of heaters is controlled
automatically by varying the water steam feed with the use of steam control valves
(direct acting temperature controls). In case of automatic steam control valve failure,
the steam supply is controlled by using manual control valves.

Controls of manual “BP 1”, “BP 2” valves are installed on the control panel in the left
bottom part.
The automatic humidity control is performed by the steam control valve of the first
stage air heater. To attain this, during the switch to the winter operating mode, the
system re-adjustment is performed, i.e. the setting of the necessary ratio of the air flow
to the air heater ВН1 and saturator by using the manual control valve located above
the air saturator on the mnemonic diagram. The air saturator control valve is adjusted
by using “H2O” setter located on the control panel next to “BP 1” and “BP 2”.
The current valve status is shown on the digital indicator on the

mnemonic diagram.
Below the conditioner operating mode switch on the control panel there is a digital
pressure gauge which shows pressure of the water steam fed to the system.
In the right hand part of the control panel there are three temperature gauges for
the display of ambient temperature “AMBIENT AIR”, air temperature in the first
duct – “DUCT 1” and in the second duct – “DUCT 2”.
Located below the temperature gauges are devices for the display of the air relative
humidity in the first and second ducts.

To the left of the thermostatic controls installed on the control panel are digital
setters of thermal switches monitoring the air temperature after the first and second
air coolers and controlling the operation of solenoid valves at the supply and return
of liquid refrigerant from the air coolers.
The air parameters are controlled by using a cabin air distribution switch set in the room.
The current air temperature and humidity in the room is shown on the indicator set
above the switch on the mnemonic diagram.
Monitoring and Control of Sea Water Supply

The sea water pump supplies water to the condenser and compressor cooling.
To start the system operating it is first necessary to press “VALVE”

button in the bottom part of the panel in order to open the valve for the
supply of water to the compressor cooling.
As the valve is opened, the button indictor is backlighted and the valve
open status indicator lights up on the mnemonic diagram (below the
compressor).
Then turn on the sea water pump by using “ON/OFF” button on the
control panel: the button indicator is backlighted. The pump ON indicator

Set above the buttons on the control panel is the digital pressure gauge
which shows the pump’s charging pressure.
With the pump’s charging pressure low, an alarm is generated, and an appropriate
lamp starts flickering in the bottom part of the screen.
To the right of the pressure gauge on the control panel, there are temperature
gauges showing sea water temperature – “INLET” and temperature of the water
removed from the condenser – “OUTLET”.
The sea water flow for the condenser cooling is controlled by using the condensing
pressure control (water control valve) set on the water supply line to the condenser.
“PRESSURE SET” unit for the control of the water control valve for maintaining
a certain condensing pressure (8 ÷ 11 bars) is in the centre of the control panel.

condensing pressure indicator on the mnemonic diagram.
Monitoring and Control of Refrigeration Plant

At an ambient temperature of 25 and more degrees, the conditioning system
switches to “SUMMER” operating mode. In this case, it is serviced by the
refrigerating plant.

The compressor refrigeration performance is controlled by taking its cylinders out

of operation, pair by pair, on the account of electromagnetic pushing of suction valve
plates with the drop of the suction pressure which varies with the change of the air
coolers’ thermal load. Electromagnetic pushing devices are controlled by the low
pressure switch by means of a control system which includes a time switch.
The pressure switch is adjusted by using “PRESSURE” analog setter.
“OFF” scale is used for setting suction pressure; as this pressure is reached, the
compressor cylinders start to turn off. “ON” scale is used for setting the pressure
value; as this value is reached, the compressor cylinders will start to turn on.
The following gauges are installed in the top part of the control panel: amperemeter
(shows electrical motor current), “SUCTION” pressure/vacuum gauge (shows
suction pressure), “DISCHARGE” pressure gauge (shows charging pressure),
“OIL” pressure gauge (shows pressure in the compressor lubricating system).
With a high charging pressure, low suctions pressure or low pressure in the compressor
lubricating system, an alarm is generated: appropriate lamps start flickering in the
bottom part of the screen, and the compressor is stopped (Shut Down).
In the centre of the control panel there are three pressure gauges for determining
the liquid refrigerant temperature on the suction line – “SUCTION”, on the charging
line – “DISCHARGE”, and condensation pressure – “CONDENSER”.
With a high charging temperature of the compressor, an alarm is generated, and

appropriate lamp starts flickering in the bottom part of the screen, the compressor
stops (Shut Down).

In the left hand part of the control panel, “AUTO – MANUAL” compressor operating
mode switch is located.
As the switch is set to AUTO position, control of the compressor

operation, master solenoid valve and solenoid valves of the evaporators
is exercised automatically.
If the switch is set to MANUAL position, to turn the compressor on, it is first
necessary to open the master solenoid by pressing “MASTER SOLENOID”
button on the control panel. The button indicator is backlighted, and the
valve open status indicator lights up on the mnemonic diagram.
In MANUAL mode, the compressor’s suction shut-off valve is closed, the

charging valve is open, the electromagnetic pushing devices which raise
the suction valve plates are ON, taking the cylinders out of operation and
thus creating the compressor’s idle running. Then use “ON” button on
the control panel to turn the compressor on.
After the compressor has been started, the evaporator solenoid valves open up, in
several seconds the pushing devices are activated, and its cylinders start operating.
On the mnemonic diagram cylinder operation indicators light up. The suction valve
of the compressor is opened via “SUCTION VALVE” setter in the right hand part of
the control panel.

indicator of the suction valve on the mnemonic diagram.
“OFF” button on the control panel serves for turning the compressor
off when the operating mode switch is set to MANUAL. As this is done,
evaporator solenoid valves are closed.
The air valve is controlled via “AIR VALVE” button. The backlighted
button indicator corresponds to the valve’s open status.
“FILTER DRAIN” button serves for the control of the valve on the liquid
refrigerant exhaust line from the moisture eliminator.
“FILTER” button serves for the control of the moisture eliminator shut-off
valve.
“BYPASS” button serves for the control of the moisture eliminator

bypass valve.

For the monitoring of moisture content in the liquid refrigerant and its
condition, a sight glass is installed on the fluid line (moisture indicator).
In the bottom part of the unit valve control buttons are located.
The backlighted button indicator corresponds to the valve’s open status. As the
valve opens, the valve open status indicator lights up on the mnemonic diagram.
Button for the control of the shut-off valves on the liquid refrigerant drain
from the receiver.
Button for the control of the valve for the system replenishment with
liquid refrigerant.
Button for the control of the valve for the supply of oil into the compressor.
Button for the control of the air flap.
Alarm Signals
• Low Press. Compr. Inlet – low compressor suction pressure;
• High Press. Compr. Outlet – high compressor charging pressure;
• Low Press. Lub. Oil – low pressure of compressor lubricating oil;
• High T Compr. Outlet – high temperature on the compressor charging side;
• Low Level Compr. Oil – low lubricating oil level in the compressor;
• Low Press. Cool. Water – low pressure of cooling (Sea) water;
• Solenoid Closed – master solenoid is closed;
• Steam opened – steam supply is open;
• Compressor Shut Down.
Safety System
No available as an individual device (system). It is implemented owing to the system
automatics: shutdown of the refrigerating plant compressor in case of e.g. high
charging pressure and temperature, low suction pressure of lubricating oil pressure.

• Condenser Fouling;
• Term. Exp. Valve 1 Fouling;
• Term. Exp. Valve 2 Fouling;
• Excessive moisture Filter;
• Air in System;
• Ref. Power fault;
• Refrigerant leakage;
• Ventilation fault – air blower will not start;
• Air Filter fouling;

• Water Steam Reg.1 fault – faulty control 1, full opening of steam valve;
• Water Steam Reg.2 fault – faulty control 2, full opening of steam valve;
• Automatic Oil drain fault – faulty oil separator, air supply is reduced;
• High Pressure Pressostat fault – faulty pressostat, high pressure protection does
not operate;
• Oil Leakage – oil leakage from the compressor;
• SW Reg. Valve Fault – faulty sea water valve, control for maintaining pressure
in the condenser does not operate.
Directions on the Plant Operation and Maintenance

Procedure to Bring the Air Conditioning System into Operation in Summer Mode
The air conditioning system is switched to the summer more as the ambient
temperature grows to +25°С:
1. Set the conditioner operating mode switch to SUMMER position.
2. Open the valve for feeding water to the compressors cooling.
3. Turn on the sea water pump.
4. Open the shut-off valves on the liquid refrigerant circulation lines.
5. Adjust temperature switches.

6. Set the compressors operating mode switch to MANUAL position.
7. Adjust the low pressure switch.
On “OFF” scale, set the suction pressure value whereupon, with some delay, the
compressor cylinders will start to turn off. On “ON” scale, set the pressure value
whereupon the compressor cylinders will start to turn on, by the timer, too.
8. Open the master solenoid valve.
9. Check if the compressor suction valve is closed.
10. Run the compressor.
As this is done, the electromagnetic actuators which raise the suction valve plates are
ON, taking the cylinders out of operation and thus creating the compressor’s idle running.
After the compressor has been run, the pushing devices are turned off in several
seconds, and its cylinders start operating:
1. Partly open (to 5-10%) the compressor suction valve.

2. Check pressure in the compressor lubricating system.
3. With normal oil pressure value, continue opening the suction valve observing
safety precautions.
4. Set the compressor operating mode switch to AUTO position.
5. Use manual switches to set the desired air temperature in the

cabins.
6. Use manual switches to set the desired air temperature in the cabins.
Values of temperature and humidity in the cabin are shown on indicators.
7. Monitor the plant operating parameters maintaining their values within a

standard range. The alarm system will signal about all the possible faults.
As a monitored parameters reaches its limit value, and appropriate alarm lights up
in the bottom part of the screen. Where no steps are made to normalise the
compressor operation, SHUT DOWN protection is actuated, and the compressor is
stopped, whereafter it can be brought back into operation in MANUAL mode only.
Procedure to Bring the Air Conditioning System into Operation

in Transient Mode
The air conditioning system is switched to the transient mode at the ambient
temperature of +15°С to +25°С.
Set the conditioner operating mode switch to WINTER position, turn off the heaters
and humidifier: the fan only will remain operating.

Procedure to Bring the Air Conditioning System into Operation in Winter Mode
The air conditioning system is switched to the winter operating mode when the
ambient temperature drops to +15°С:
1. Set the conditioner operating mode switch to WINTER position.
2. Depending on the ambient temperature (tн), tune on the first

and second stage heaters.
Ambient temperature after the first and second stage heaters, as well as relative
humidity of the treated air is maintained automatically by using the direct-acting
temperature controls (steam control valves). In this case, the first stage control
maintains constant temperature at the first duct outlet, whereas the second
stage control maintains temperature at the second duct outlet in accordance
with its setting changed automatically with the ambient temperature.
3. To control the air humidity, it is first necessary to turn on “H2O” valve manually
monitoring the air humidity values in the first and second ducts. After it has been
set, humidity is controlled automatically in accordance with the ambient
temperature by the first duct temperature control.
4. Use manual switches in the cabin to set the desired temperature

in the cabin.
5. Monitor the air conditioned operation parameters maintaining their values within
the standard range.
Refrigerant Replenishment
The operation is performed if the refrigeration plant operating mode indicates
insufficient refrigerant in the system (low refrigerant level in the receiver, gas
bubbles in the sight glass, low suction pressure, excessive heating in the suction
line and high temperature on the charging line):
2. Close the shut-off valve on the liquid line after the receiver.
3. Open the make-up valve.
4. Monitor the refrigerant level by the sight glass on the receiver.

5. After the end of the process, close the make-up valve (the refrigerant level
on the receiver sight glass is 50%).
6. Open the shut-off valve after the receiver.
8. Monitor the refrigerating plant operation parameters.
9. In case of the system overfilling with liquid refrigerant, there may be “damp”
compressor operation.
Compressor Replenishment with Oil

This is performed if the oil level in the sight glass on the compressor sump has
dropped to below ½ height mark. The oil should best be added with the compressor
not running (oil level is clearly visible in the sight glass):
3. After the suction pressure (in the sump) has dropped to a value
below the atmospheric pressure (≅-0.5 bars), stop the compressor.
4. Open the oil make-up valve.
5. After the end of the process (oil level is not higher than 2/3 of the sight glass),
close the valve.
7. Open the compressor suction valve.


Air Discharge from the Refrigerant System
This is performed if the pressure gauge needle on the charging line makes jerking
oscillatory motions, and the charging pressure exceeds the optimum value by 2 bars
or more:

4. Adjust the condensation pressure control to 100% opening

(which corresponds to the setter’s position “5”).
5. After the water temperature drops at the condenser outlet

(OUTLET temperature gauge) down to the seawater temperature
(INLET temperature gauge), open the valve for the discharge of air
from the system.
6. As the charging pressure drops to the value corresponding to the optimum
condensation temperature, i.e. as the temperature readings in DISCHARGE
pressure gauge and DISCHARGE temperature gauge are equalised, close the
air discharge valve.
7. Monitor the level of refrigerant by using the sight glass on the condenser
(there should be no lowering of the level).
8. Adjust the condensation pressure control for the maintaining of the set pressure
value (9-10 bars).

10. Open the compressor suction valve.

Replacement if Moisture Eliminator

This is done when the colour of the sight glass indicator changes. The indicator colour
changes from green to yellow as the moisture penetrates in the refrigerant system:
1. Close the moisture eliminator shut-off valves.
2. Open the moisture eliminator bypass valve.
3. Open the valve for drawing off refrigerant from the moisture eliminator
for several minutes (1-2 minutes).
4. Close the valve for drawing off refrigerant from the moisture eliminator.
5. Open the moisture eliminator shut-off valves.

6. Close the moisture eliminator bypass valve.
As this is done, the indicator colour will change from the yellow colour to green, i.e.
there will be an imitation of the moisture eliminator replacement.
Elimination of Compressor Damp Operation
This is performed if there is a sharp drop of temperature on the charging line
(down to +10-0°С), overheating decreases, the compressor noise changes to dull,
the cylinder walls and sump are covered with ice (if there is considerable flooding
with liquid refrigerant), rattling noise appears, and the amperemeter needle goes
beyond the red line:
1. Close the compressor suction valve leaving it 5-10% open.
2. After the indications of damp operation disappear, open the compressor suction
valve slowly.
3. Check oil level in the sump replenish the compressor with oil as required.

Breakage of Conditioner Fan

If a fan is broken, air is supplied to this conditioner by the fan of the conditioner on
the other board through the air flap.
To do this, press the air flap control button.
You can act in much the same way in case of the fan air filter fouling until it is
“replaced” (the fault is eliminated from the instructor workplace).
Breakage of Automatic Steam Control Valve

If the automatic steam control valve is broken:
1. Close the shut-off valves “Bypass 1” and “Bypass 2”

of the steam control (for the time of the repairs).
2. Open the manual control valve on the bypass line, adjusting its flow by the
readings of temperature gauges at the outlets of the first and second ducts.

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ENGINE ROOM SIMULATO

VESSEL MODEL “GENERAL CARGO”

Document Code: ERS4-M-051A

© Transas Ltd. June, 2005

Preamble This chapter provides general information for the work

Chapter 3 Auxiliary Machinery and Systems.

ENGINE ROOM SIMULATOR ERS 4000. 1

Copyright Transas Ltd., 2005

PRINTING HOUSE CONVENTIONS

Control Panel To highlight the current document sections

Copyright Transas Ltd., 2005

Chapter 1. Ship Diesel Propulsion Plant. 9

10 ENGINE ROOM SIMULATOR ERS 4000.

• Preparing and putting into operation machinery and systems;

The simulator composition corresponds to SDPP standard setup. Parameters

This is simulation of SDPP of the multi-purpose general cargo-containership

Length o.a., m 137.40

Breadth mld, m 21.50

Depth to main deck, m 11.50

Draught at design WL, m 7.50

Deadweight at SLM, t 12.000

Cargo holds capacity, cub. m 14,950

Including ref. containers, pcs 20

Speed in full load at 8.0 m draught, kn 19.1

Chapter 1. Ship Diesel Propulsion Plant. 11

Type MAN B&W 6S60MC

Cylinder bore, mm 600

Piston stroke, mm 2292

Corresp. Engine speed, rpm 105

12 ENGINE ROOM SIMULATOR ERS 4000.

SIMULATOR MODULE SYSTEMS

Main Engine Control System (МЕ Page)

• Diesel slow turning prior to engine start;

Chapter 1. Ship Diesel Propulsion Plant. 13

The system includes the following components modeled by the simulator:

The steady-state mode of the propulsion complex operation can be described by

The transient modes of operation can be described by a system of propulsion

Schematically, the algorithm of the propulsive complex component interaction can

14 ENGINE ROOM SIMULATOR ERS 4000.

Chapter 1. Ship Diesel Propulsion Plant. 15

• The Engine R.P.M. analog/digital indicator of ME current RPM;

• ME reverse indicator window “Reverse” – “Ahead/Astern”;

• Ship knot speed window of the digital indicator – “Speed”;

• ME kW power window of the “Power” digital indicator;

• The analog/digital indicator of the rudder degree position – “Rudder angle”;

16 ENGINE ROOM SIMULATOR ERS 4000.

Manoeuvring program can be selected by pressing the “MANOEUVR. PROG.” button.

• Remote Control System;

POWER indicators show that the pumps are powered.

Chapter 1. Ship Diesel Propulsion Plant. 17

• The “SLOW DOWN” INDICATOR – accomplished fact of “SLOW DOWN”;

• The “SHUT DOWN” INDICATOR – accomplished fact of “SHUT DOWN”;

• The “EMERGENCY RUN” button – ME operation according to an emergency

• “EMERGENCY STOP” – ME emergency stop button;

• “SAFETY RESET” – ME safety system reactivation (“arming”) button, after

The emergency diesel operation mode buttons are protected against an

The left-hand part of the screen page contains:

1. The “LOAD DIAGRAM” in “ME power – ME RPM” coordinates – restrictive ME

2. The “POWER DEVIATION” diagram showing power distribution by diesel

18 ENGINE ROOM SIMULATOR ERS 4000.

The system consists of two independent subsystems:

1. SLOW DOWN system – provides load shedding for a two-stroke reversible

SHUT DOWN is actuated with a preset-time delay of about 10 seconds under

• Lube oil pressure at diesel inlet is less than 1.8 bar;