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ERS MAN B&W 5L90MC-L11 Machinery & Operation MC90-V

1. FWD WINCH POWER PACK STARTER HYD PUMP 1 HYD PUMP 2 HYD PUMP 3 HYD PUMP 4 me me me mb AA MOORING WINCH PORT ANCHOR WINCH PORT MOORING WINCH STBD ANCHOR WINCH STBD MAKE UP PUMP EXPANSION TANK v ERS MC90 V 2 4 1 0328 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 196 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 5 26 Deck Machinery MD97 General The vessel is equipped with four low pressure hydraulic winches forward and aft There are two anchor winches and two mooring winches forward and four mooring winches aft The power pack is sized to operate two windlasses or four winches at specified capacity simultaneously The Hydraulic Power Pack unit consisting of four electric motor driven hydraulic pumps filter valves pressure gauges drain valve make up pump servo unit and expansion tank with level switches Working pressure 64 bar El power 4 x 152 kW Oil delivery 4 x 1313 l min Speed and rotation direction can be locally operated The pumps are screw type Typical return pressure 3 Bar Expansion tank volume 1401 The package consist of a Group starter with local start stop buttons isolating switch and running light Low level alarm and low low level alarm with automatic stop and exte
2. The compressor is cooled by LT fresh water High air outlet temperature is indicated by a red alarm light on the compressor panel ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The safety valve for the service air receiver opens at approximately 8 5 bar The settings of the safety valve can be changed from the variable page The air receivers and the air coolers will gradually fill with water depending on compressed air production and air humidity The receivers and coolers must be manually drained regularly Much water in the service air receiver will reduce the operating capacity The air to the control equipment is filtered and dried and pressure reduced by a pressure reduction valve part of the filter drier assembly If the service air compressor fails make up air can be taken from the 1 start air receiver An air reduction control valve closes the make up gradually at increasing service air pressure The valve is pressure controlled with an opening set point set slightly lower than the auto start set point of the service air compressor The air make up valve is usually left open for safety reasons If the service air compressor trips service and control air pressure is not lost but supplied through the starting air receivers This may prevent a serious situation like a shut down of the main engine in narrow waters Under certain conditions starting air compressors produce a considerable
3. If the water content in the cleaned oil does not decrease below the trigger level within 2 minutes after a sludge discharge or a water discharge through the water drain valve there will be an alarm and the inlet oil valve will close On the ALCAP control panel there are indications of the following alarms Water Transducer Failure Sludge Discharge Failure High Oil Pressure Low Oil Pressure High Low Oil Temperature No Displ Water High Vibration Water transducer failure alarm is activated if the transducer is measuring less than 0 05 water content in the outlet oil Since it is not possible to measure a water content below this value in this separator system this limit is used to indicate a fault condition of the transducer After repair of transducer the ALCAP must be reset before it is possible to start the separator High oil outlet pressure alarm is indicated when oil pressure out is more than 1 9 bar ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Low oil outlet pressure alarm is indicated when oil pressure out is less than 1 45 bar High Low oil temperature alarm is activated if the oil temperature differs more than 5 from setpoint This malfunction can be triggered from the malfunction page M0604 Heater failure or by changing setpoints directly on the heater controller when the controller is set to manual operation When the oil temp is within 5 from setpoint reset
4. Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Model particulars For studies of mutual influence between the steering gear and autopilot the autopilot is made available in the mimic diagram 58 When the leakage fault is identified and repaired the valves have to be manually put back to normal position Rudder command can be set manually on AUTO PILOT to study effects of sudden large variations on rudder Servo speed is dependent on servo oil pressure As long as the directional control valve is activated the discharge pressure is a function of the pressure drop in the control valves and system piping and at the rudder torque and the maximum pressure ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG is limited by the set point of the pressure relief control valve When the directional control valve is not activated the system pressure relief control valve is relieved and the pump pressure decreases to a very low value 5 10 bar caused by the very short piping around the pump unit and the return line filter If the rudder command causes the rudder angle to shift to one of the extreme positions the steering gear vane is limited by the steering gear body at 35 and the pressure will increase to set point of system pressure relief control valve normally 75 bar If this condition remains for a prolonged period the oil temperature will rise At temperature level above approx 65 C decomposing of
5. 10 MD80 Change over feed pumps to operate the aux feed water pump MD85 Change over the condensate pumps to operate the aux condensate pump MD87 The pump discharge valve can be opened to load up the pump MD87 The pump back pressure can be adjusted on the Variable Page to set the loading on the pump This will modelled the static back pressure at the ship s manifold A low back pressure can overload the turbine whereas a high back pressure will prevent cargo pumping When one cargo turbine has been started a small pause should be made before start of the next turbine to permit the boiler system to recover from the shock caused by the sudden steam load increase With all turbines in operation careful attention should be paid to the boiler system which is now working at its ultimate capacity limits ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Cargo pump operation procedure will stop No 1 turbine l 2 MD87 Gradually close the cargo pump outlet valve to halt cargo pumping operations MD87 Once cargo pumping has stopped close the steam stop valve slowly to 0 MD87 Start the manual lube oil pump MD87 Open the following valves Line drain valve Casing drain valve MD87 Close the following valves after 5 minutes Line drain valve Casing drain valve Gland steam outlet valve Exhaust shut off valve to condenser Lube Oil Filter inlet Valve LO Cooler freshwater Valve MD87 Stop
6. 2 2 Diesel Generators MD75 General The ship is equipped with two 900kW 850kV A 440V 60Hz 900 rpm synchronous main generators Each generator is driven by a turbocharged four stroke 6 cylinder auxiliary diesel engine DG 1 and DG2 The auxiliary diesel engines are equipped with separate integrated systems for cooling water and lubrication oil The diesel engines are designed for both diesel and heavy fuel oil operation 700 cSt In order to prevent carbonising and heavy smoke emission during low load the fresh water cooling system is arranged in such a way that the scavenge air is heated during low load Description The engine is equipped with a shaft driven fuel oil pump The pump takes suction either from the fuel oil supply system or direct from the diesel oil service tank Shifting between diesel oil and fuel oil is carried out by means of the double 3 way valve shifting both supply and return direction The piping from Fuel supply system MD11 to the diesel generators MD75 76 can be heated by steam tracing and is also kept hot by fuel recirculation at each generator To keep the fuel injection pumps hot a non return fuel circulation valve is mounted in parallel with the fuel pump also a pressure control valve in the fuel return line is included The fuel quality at injection pumps is indicated For a safe start the viscosity at injection pumps should not be higher than 17 18 cSt If a change over is made from HFO to DO wh
7. 76 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 77 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Picture MD 121 00 04 32 Running Cylinder Indication Press Vol rn YA GENERAL H BarA SPEED 74 00 RPM 1 INDEX 56 49 MIP 15 94 BAR IKW 3648 KW COMBUSTION TIGN 3 04 DGR PMAX 132 1 BAR TMAX 10 75 DGR 1 PCOMPR 108 3 BAR INJECTION PINJO 420 0 BAR PINJM 717 8 BAR TINJO 2 00 DGR LINJ 15 25 DGR ta N 9 o GENERAL E SPEED 0 00 RPM INDEX 0 00 MIP 0 00 BAR IKW 0 00 KW COMBUSTION TIGN 0 00 DGR op PMAX 0 00 BAR TMAX 0 00 DGR PCOMPR 0 00 BAR INJECTION PINJO 0 00 BAR PINJM 0 00 BAR TINJO 0 00 DGR 30 LINJ 0 00 DGR GENERAL B SPEED 0 00 RPM INDEX 0 00 MIP 0 00 BAR IKW 0 00 KW 0 COMBUSTION 0 0 25 0 5 0 75 1 0 1 25 1 5 1 75 2 0 cu m TIGN 0 00 DGR PMAX 0 00 BAR INDICATE Cyl 1 5 B SELECT CURVE B SELECT CURVE E SELECT CURVE TMAX n 9 09 DOR mm EIN IN ou n Su INJECTION 2 ou 2 o2 12 o2 12 PINJO 0 00 BAR i3 ous 3 O43 13 o43 13 PINJM 0 00 BAR 14 oua J 14 ola 14 oua 14 HN 9 00 DGR 5 os is O45 15 o5 15 ERS MC90 V 2 2 9999 0353
8. Ch 3 Sect 3 6 Ch 2 Sect 1 2 5 1 St i i heati h op re er ae Connect start bow thrusters MD10 MD71 111 Ch 3 Sect 3 6 Ch 2 Sect 5 2 Ch 3 Sect 2 5 Open air to ME from air receivers MD59 Accept standby engine Ch 3 Sect 5 8 MD104 110 Ch 2 Sect 1 2 5 1 Y Unblock valves within manouvring system MD18 Ready for departure Ch 3 Sect 3 12 ERS MAN B amp W 5L90MC L11 Machinery amp Operation 4 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 1 4 Manoeuvre mode to sea passage mode Manoeuvre Propulsion plant Operation mode Sea passage mode Fixed pitch Fixed speed Select Combinator mode from the main i i A Select fixed Pitch from Select Fixed Speed Select Economy mode from the main engine engine AutoChief control panel Ch 2 Sect 1 1 1 2 Ch 2 Sect 1 1 1 2 AutoChief control panel Ch 2 Sect 1 1 1 2 i ode i Ludi Ch 2 Sect 1 1 1 2 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 5 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 35 Running Picture MD 70 Electric Power Plant Alarms Silence g E0 00 A E 73 61 0 00 E60 83 SHORE MAIN i BUS BAR 2 SUPPE Emu F60 04 A V 440 46 A F 60 04 A MAIN BUS BAR 1 EMERGENCY BUS BAR ECR Deck D12 77 D16 70 EMERGENCY T43 56 A 232 92
9. KONGSBERG The Evaporator section is started up once the OF Boiler Feed system is in use by 1 Opening Boiler Circ pump outlet valve and Boiler circ pump inlet valve on the boiler water and steam drums 2 Starting one of the two circulating pumps 3 Place the circulating pumps on auto to provide standby operation Sootblowing 1 Observe differential pressure across EGB 2 Inform bridge of sootblowing operations bridge should ensure that deposits do not land on the vessel Ensure that service air is supplied from main air receivers Open sootblowing valve 5 After sootblowing observe differential pressure to gauge effectiveness mi od 167 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 00 03 15 Picture i a Alarms Running MD 82 Oil Fired Boiler Silence YA A Vent A Exh Boiler V y X Superheater A A E G2 71 087 G0 00 CP1 P 6 38 KG HT G3 88 G 3 88 081 T ME FO Heaters G0 18 G0 00 CP2 169 25 A T 167 06 A 5 Z G0 00 CP3 bas pace CPA G 0 00 EL Boiler FO Heater G0 00 ps4 i heater 2 ps9 G0 00 BP IG Sea Chest Blow G0 00 Doj bae G0 00 Turbo Gen Plant xt G0 00 Deck Machinery Boiler Atomization G0 00 084 Burners Air 4 V0 00 A Inet re prr Superheater 4 a to Cond 085 DI G0 00 G0 00 l3 Dump Valve Sootblowing ot Circ Pumps d 4 G58 51 _ bei Evaporator r a 5
10. 0 00 BAR TMAX 0 00 DGR PCOMPR 0 00 BAR N INJECTION 3 PINJO 0 00 BAR PINJM 0 00 BAR E TINJO 0 00 DGR LINJ 0 00 DGR 5 GENERAL a SPEED 0 00 RPM INDEX 0 00 Yo MIP 0 00 BAR IKW 0 00 KW COMBUSTION 2 80 7120 60 0 60 120 180 Degr TIGN 0 00 DGR PMAX 0 00 BAR INDICATE lt Cyl 1 5 gt El SELECT CURVE E SELECT CURVE E SELECT CURVE TMAX n 9 09 OGR mm EIN IIE ou n 7l ren INJECTION i2 o2 2 2 12 o2 12 PINJO 0 00 BAR 3 3 cy3 13 04 3 13 PINJM 0 00 BAR i4 oua 14 Ola 14 Ola 14 HN 9 00 Ace i5 ous is o5 15 ous 15 ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 82 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 13 4 Delta Press Angle MD123 General The delta pressure angle or pressure derivative graph is used to provide additional information about the combustion process by displaying the rate at which the pressure changes within the combustion chamber The delta pressure angle diagram would be used for e Display the point when fuel ignition occurs e Measure the maximum rate of pressure rise within the cylinder to prevent shock loading damage to the piston rings and crosshead bearings ERS MAN B amp W 5L90MC L11 Machinery
11. 010 9 X T37 67 Servo Tank L 1 8m3 1 60 00 A OF 062 Mer Wali LM Lv ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 88 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 4 PROPELLER AND STEERING GEAR SYSTEMS MD53 4 1 Propeller Servo Oil System MD53 General The propeller pitch servo is operated by high pressure hydraulic oil supplied by two electrically driven pumps Usually only one pump is used with the other in stand by mode The pitch control is dependent on hydraulic pressure At low oil pressure the maximum rate of pitch change is reduced correspondingly If the oil is cold the pitch servo acts more slowly Description High pressure oil is delivered to the pitch servo The pressure is controlled by bypassing oil through the pressure control valve using a P controller Default pressure is 45 bar The return oil is cooled by LT fresh water and is controlled to be 45 C again using a P controller The oil drains to the servo oil tank When pitch control is set to Local control the pitch command is set in the numeric window in 46 of pitch range ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V Operation procedure 1 Starting procedure 1 1 Main engine sea water system and LT fresh water system must be in service 1 2 Open fresh water inlet
12. 175 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Boiler operation Assuming that Electrical power is being supplied by one D G and the Seawater LTFW and Air Systems on line 1 2 10 11 12 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V MD80 check the boiler water level is within normal working limits MD 82 open V05103 boiler vent valve and V05008 super heater steam line vent valve MD 05 Open V00367 DO to boiler V00327 HO to Boiler and V00328 HO Service Tank shutoff valve MD 384 Start the DO pump R05634 change over V05654 HFO DO c o Valve to DO select DO Burner X05702 MD84 Start the FD Fan R05635 MD84 Set the four controllers to manual the master at 7 the fuel flow and oxygen controllers at 10 MD84 The air flow should be set at 100 and the purge cycle initiated When the purge cycle is complete the purge indication releases change the air flow controller value to 10 MD84 Reset any boiler trip and press burner 1 on off button MD84 Pilot fuel pump should start and pilot flame appear at burner followed after a few seconds by the main flame MD84 Pressure should now be raised according to standard boiler practice according to the scenario conditions selected The following sequence will bring the boiler on line within one hour MD84 Decrease the airflow controller to 1 and decrease the fuel controller value to 4 Allowing the burner to fire contin
13. 5 21 Steam Condenser MD85 General The steam condenser is used to cool the exhausting steam from the Dump valve Turbo generator Cargo pump turbines Ballast pump turbine The Steam condenser is seawater cooled with a flow adjusting valve on the inlet This can be utilised when optimising the operation of the plant To improve plant performance the condenser is operated in vacuum conditions The vacuum is created and maintained by the two vacuum pumps of which only one of which required at one time The pressure in the condenser shell can be regarded as composed by two components vapour pressure and pressure from non condensable gases The vapour pressure depends on the total steam flow to the condenser the sea water flow and the sea water temperature When the vacuum pump is stopped the gas pressure will gradually increase and the total pressure slowly moves towards atmospheric pressure The air leakage increases strongly if the sealing steam on the turbo alternator is not pressurised The outlet valves of the cargo turbines should be closed when not in operation to stop air leakage from cargo turbine glands ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Condensate from the condenser is held in the hotwell beneath the condenser tubes Extraction from this hotwell is provided by the condensate pumps main condensate pump is provided for low duty and an auxiliary pump for high load duties al
14. 7 LO Cooler freshwater Valve 8 MD89 Stop manual Lube Oil pump ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 190 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 191 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 03 35 Picture Alarms running moor Inert Gas Plant NON Boiler line HAZARDOUS HAZARDOUS AREA s AREA open from deck to Funnel Vent ret X Main line gt Overflow L 0 00 open from deck Overboard Overboard SW System SW System v ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 192 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 25 Inert Gas Plant MD91 General The system is modelled with an oil fired boiler where flue gas is taken from the uptake and directed through the scrubber fans and deck water seal to the main inert gas deck line The capacity of the inert gas plant is approximately 40 000 m hour provided sufficient flue gas is available from the boiler The scrubber tower has a dedicated seawater supply pump This pump would operate at all times when the scrubber unit is used The scrubber washes and c
15. internal compression ratio and thus the compressor capacity of the screw compressor is adjusted by means of a suction slide valve It is positioned by a PID controller controlled by the Meat Fish store temperature The sea water flow to the condenser is supplied by two sea water pumps Normally just one is in operation while the other is stand by The sea water flow can be adjusted by a throttle valve at the condenser inlet Normally 50 valve setting is used giving a flow of approx 20 ton h 155 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG The condensed refrigerant flows by gravity to the liquid receiver The valve called vapour valve is for pressure equalising between condenser and the liquid receiver vessel If it is closed the draining of the condenser will be obstructed The temperature of the Meat Fish store is regulated by the compressor load while the Provision store temperature is set by the position of the evaporator pressure regulator valve Operation procedure 1 Preparation 1 1 Line up valves in the lubrication oil system and start the pump Check and if necessary refill the lubrication oil by means of the make up pump 1 2 Open vapour and liquid valves between condenser and receiver 1 3 Open sea water cooling valves to lubrication oil cooler and condenser and start sea water pump 1 4 Condenser cooling water control valve must be set to a suitable level to maintain appropriate condensati
16. or air is provided to improve the combustion of the fuel A diesel oil pilot burner is provided to ensure light up of the main burner Air as well as steam for atomisation is provided selection being made by change over valve Neither of which are allowed to operate when the DO burner is in use A burner management system is provided which operates the boiler at 8 bar on the low setting and 16 bar on the high setting A safety system cuts off the fuel oil supply to the boiler by closing the trip valve at the following conditions stopped combustion air fan low steam drum water level low steam atomising pressure no flame indication both burners no purge operation incorrect nozzle fitted high water level ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The combustion control system consists of a master controller and two slave controllers and also an oxygen controller Its objectives are to control the oil flow to the boiler to keep the steam pressure as close to the pressure set point as possible to supply correct amount of air relative to oil at any time to ensure efficient and safe combustion to supply the correct amount of air to allow the inert gas system to operate at low oxygen levels The master controller generates a signal to a high low select logic box This computes the set points for the desired oil and air flow for the slave controllers The master control
17. thus reflect the expected operation of the engine for various conditions Line 1 represents the expected operation of the engine with the shaft alternator operating This line passes through the optimisation point of the propeller engine st up where the maximum fuel efficiency of the engine will occur Line 2 represents the operation of the engine when the shaft alternator is not operating This will reduce the power output of the engine whilst it still delivers the expected speed Line 6 represents the light running operations of the engine It is at this condition that the engine propeller would be expected to operate at sea trails However once delivered the expected fouling of the hull propeller and engine combined with realistic weather and wind condition will dictate that for a given speed output a higher power output is required By illustrating the original clean set up of the engine then the engineer can quickly see how much deterioration has occurred and hence decide when cleaning of the hull propeller and engine is required Note that operation with 85 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 increasing hull fouling will cause the engine to operate in an overload condition i e to the left of line 8 The other points to note on this diagram are Point A this represents the intersection between the expected operation line 6 and the maximum power line 7 Point M this represents the maximum continuous
18. 075 076 075 from HFO from DO Auto sin 21 022 23 024 025 Serv T Serv T de aerating 1 Return 021 922 023 924 p23 Valve I From ng 1 G0 17 005 0035 ME Fuel 1 2 3 4 5 ryg venting Mg G1 47 ced Pumps h I Box 1160 17 zeg T63 56 T37 10 24d 3l B H i i G3 18 1 G0 00 m o PC D ds P3 17 Eli P 7 64 H etector E FW Supply eae WL5 01 Z 0 00 A 067 Dk E FO Heaters Circulation Pumps APO0 87 T120 27 APO 28 A Bypass Filter X y Slave i T 127 47 T 128 09 Setpt m Lm ERS MC90 2 4 G0 00 E P6 41 P6 41 gt E 082 To Spill to Insp 0040461 003 Gil Tank 080 rank V65 20 from mm Steam Gen v 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 50 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 7 Fuel Oil System MD11 General The purpose of the fuel oil service system is to preheat the fuel oil to correct injection viscosity to fine filter the fuel oil and to supply the main engines and the generators with a continuous flow of fuel oil at a correct pressure All engines are running at the same viscosity and intended to operate on heavy fuel oil at all times full power manoeuvring and in port Operation on diesel oil is only recommended during
19. 12 3 13 3 Weak Spring diagram MD122 General The weak spring diagram displays the scavenging process of the cylinder The graphical display identifies the position of the opening of the exhaust valve the opening and closing of the scavenge ports same point before and after bottom dead centre and the closing of the exhaust valve The weak spring diagram would be used for e Display the effects of fouled scavenge ports e Display the effects of a leaking exhaust valve To improve the display two zoom buttons are present at the base of the screen Zoom 1 This enlarges the pressure scale from 0 15bar to 0 6 bar Zoom 2 The enlarges the scale to 1 0 to 3 5 bar and displays the actual pressure within the exhaust and scavenge manifolds as dotted horizontal lines ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 81 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 104 icture Alarms running mbazo Cyl Indication Delta Press Angle suence YA GENERAL E SPEED 74 00 RPM Be DcR INDEX 56 49 MIP 15 94 BAR IKW 3648 KW 6 COMBUSTION TIGN 3 04 DGR PMAX 132 1 BAR TMAX 10 75 DGR PCOMPR 108 3 BAR INJECTION PINJO 420 0 BAR PINJM 717 8 BAR TINJO 2 00 DGR LINJ 15 25 DGR un E w N GENERAL E SPEED 0 00 RPM INDEX 0 00 MIP 0 00 BAR oy S IKW 0 00 KW COMBUSTION 1 TIGN 0 00 DGR PMAX
20. 2 ME Air 1 ME Air 2 A L 4 t G216 19 L J 1 G216 19 P3 29 A T3401 A ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process ERS MA Conversion Log Directory Directory Overview Back Forward 4 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 6 Fresh Water Cooling System MD1O General The fresh water cooling system is separated in two subsystems Low Temperature System High Temperature System The Low Temperature Fresh Water LTFW system cools all auxiliary equipment such as start air compressors service air compressor lub oil system for turbo generator and cargo pump turbines stern tube and propeller servo oil system main engine air cooling system cooling of the oil in the camshaft and main engine lub oil system The LTFW pumps normally only one in operation pump the fresh water through the above mentioned coolers The FW system is cooled by the SW system The effect of cavitation is modelled for the LTFW pumps The auxiliary LTFW pump is mainly used when in harbour or during blackout The fresh water temperature in the LTFW system is controlled by a PID controller which actuates a three way mixing valve placed after the two fresh water coolers This controller can be operated in manual or auto mode The controller input signal is given by the temperature before the LTFW pumps ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC
21. 7 bar Start up for cylinder LO system Ensure day tank level is more than 0 3m Check all relevant valves are open The flow will vary with engine speed System shut down When engine has stopped at Finished with Engines wait for approx 30 mins to ensure engine has cooled down and stop all lube oil pumps Sump temperature in port is normally maintained by continually running the lube oil purifier 36 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 37 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG Picture MD 29 00 01 38 Running ME Bearing System Crosshead Bearing Thrust Bearing Crankpin i Bearing i Alignment aum KIKI ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 38 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 3 ME Bearings MD29 General The screen provides the operator with a clear display of all bearing temperatures within the engine as well as the main parameters that affect bearing load such as main engine speed engine power and the lubricating oil supply The bearing temperature depends on the cylinder power the lubricating oil flow and temper
22. Bled XI 60 00 A OF from 003 Serv Tank L 4 68 A GE water L0 20 A raTa 7 1 005 to HFO i Separator Setpt 062 to Sludge Tank from to Steam 082 080 Insp Gen Tank ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 122 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 8 Fuel Oil Settling Tanks MDO4 General Fuel oil settling tanks comprises HFO Settling tank no 1 and no 2 The purpose of the HFO settling tanks is to Settle bulk water and sludges Act as buffer tank for the HFO separator system Supply the HFO separators with fuel oil of an almost constant temperature Description There are two identical HFO settling tanks Both tanks are filled from the oil transfer system by the HFO transfer pumps taking suction from either the bunker tanks or the fuel oil spill tank The filling line at each settling tank is provided with a shut off valve By means of shut of valves quick release remote controlled shut off valves at the outlet from each HFO Settling tank and associated piping system provision is made to have the HFO separators to take suction from one or both settling tanks Bulk water settled in the settling tanks can be drained from the
23. Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 56 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 3 8 ME Fuel Oil High Pressure System MD28 General The screen indicates the Variable Injection Timing VIT system for the engine VIT will advance the fuel timing to raise the combustion pressure at engine loads below 100 and hence improve the fuel efficiency The start and finish of the fuel advancement can be adjusted over the range of the engine by means of the starting and ending point Air pressure to Break point O advance pi 52 fuel rack fuel timing Fuel rack position Starting point O 40 fuel rack Ending point O 61 fuel rack To adjust the timing of the fuel pumps three options are available ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V a The individual adjustment at the upper control lever to compensate for the wear within the fuel pump the timing would be advanced Imm reduction in the fuel pump setting is approximately 0 8 advancement b The collective adjustment input to compensate for the quality of the supplied fuel Reducing the collective setting by 1090 would advance all fuel pumps by 0 8 c The variable adjustment due to fuel rack position to increase the fuel efficiency of the engine Dependant upon the start break and end points with default settings of 40 52 and 61 to ac
24. ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 126 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 5 9 HFO Separator System MD06 General The purpose of the HFO separator system is to supply the main engine and the diesel generators with fuel oil free from impurities and water to the highest degree Description There are two HFO separators of the ALCAP type The two HFO separators take suction from the settling tanks and the service tank and discharge to the HFO service tank Operation Mode Pumping up service tank One separator takes suction from the selected HFO settling tank and discharge to the HFO service tank Re circulating service tank One separator takes suction from the HFO service tank and discharge to the HFO service tank Each separator is provided with a separate electrical driven feed pump with constant displacement The flow to the separator is controlled by means of an adjustable flow control valve The excess flow from the feed pump is returned to the HFO settling tank or to the HFO service tank Each feed pump separator has a capacity which is 10 above maximum total HFO consumption Each separator is provided with an operation water gravity tank During operation there is a constant consumption of operating water and the operating water gravity tank mu
25. Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 24 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 2 5 Main Switchboard Starter section MD71 General The starters are grouped into four main sections Deck machinery and bow thruster are supplied via a bus tie Each starter group has indication for current active power reactive power and power factor Starters indicated with an asterix are supplied from elsewhere and are not included in the calculations for the starter group The breakers are operated by pressing the IN button Pressing IN again will open the breaker The green indicator shows if the machinery is running The display value of the breakers may be changed from active power to current Total Earth Leakage current is constantly monitored Earth fault finding is available by selecting 440v or 220v distribution system and switching between phases In case of overload of available supply the breakers can be grouped for non essentials to automatically disconnect Non essentials must be circuits not required for the safe operation of the vessel ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V The starter circuit breakers can be individually grouped by setting the function variable to one of eight settings 1 OL trip only 2 OL trip and auto pump restart 3 OL trip and zero volts disconnect
26. Preparation of bilge separator START electric heating of bilge separator and set separator operation in MANUAL Set the separator into AUTO mode when temperature 50 C Check the setting of the ppm detector sufficient Automatic or manual operation of the separator Normally the separator is operated in AUTO In Auto the valves for bilge over board bilge re circulation to clean bilge tank and sludge drain from separator to sludge tank are automatic controlled Daily service bilge from engine rooms Check oil content in bilge well Open suction valve from bilge well Open valve to Dirty Bilge Water tank Start bilge pump in manual Monitor Dirty Bilge Water tank to prevent overflow Record bilge transfer in Oil Record Book 4 2 4 3 4 4 4 5 5 1 5 2 5 3 5 4 5 5 5 6 5 7 5 8 5 9 KONGSBERG Automatic bilge from engine room bilge well If AUTO bilge pump control is active the bilge suction valve from the engine bilge and the bilge pump will be activated according to the level in the bilge The filling valve for the Dirty Bilge Water tank must be open If the bilge pump is ON for more than 20 adjustable of the OFF time an alarm is activated Immediate action must be taken If Bilge Separator pump is in AUTO the two three way valves on the discharge must be aligned to the separator The Diry Bilge Water tank suction valve must be open The Bilge Separator pump will start and stop depending on the level in the Di
27. Seal Flush valve until mimic reads BOWL CLOSED ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V AND SEALED 3 9 KONGSBERG When operating valves indicating lamps must be observed to prevent rushing the procedure of starting cycle ejection cycle 3 10 Adjust the back pressure valve to maintain about 3 barg 4 1 1 1 2 1 3 5 5 1 5 2 5 3 5 4 5 5 6 2 6 3 AUTO mode Press purifier on button When purifier is up to speed press start and switch to auto Adjust back pressure valve to maintain about 3 barg Re purification of diesel oil service tank Open fuel oil purifier suction valve from diesel oil service tank Close fuel oil purifier suction valve from diesel oil settling tanks Open fuel oil discharge valve from purifier to diesel oil service tank Close fuel oil discharge valve to diesel oil storage tank Always open valves on diesel oil service tank before closing valve on diesel oil storage tank Adjusting gravity ring The efficiency of the purifier is dependent on the gravity ring setting and the feed flow Low feed flow and large gravity ring result in better purification while small gravity ring increases the maximum flow admitted before broken water seal is likely to occur The cleaning must always be optimised according to the required flow through purifier The gravity ring is slowly maximised until oil is observed in the sludge flow 132 Kongsberg Maritime Doc no
28. The Shaft Generator can supply the ship s network with electrical energy when SG is running above 200rpm Between 200 and 400rpm the load is limited to half above 400rpm maximum power is available The synchronous condenser controls voltage and frequency Frequency is determined by condenser speed voltage by a standard AVC A load controller controls power flow through the static converter by timing rectifying thyristors it also controls the excitation of the shaft generator ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The shaft generator is designed for continuous parallel operation with conventional auxiliary generators and exhaust gas turbo generator sets The control panel supplies auxiliary power for the excitation converter and cooling fan The SG cannot operate if auxiliary power is lost The synchronous condenser is started from the control cabinet When starting the SC considerable power is drawn from the main distribution supply The shaft generator can be used as a motor in Power Take In mode This enables excess available electrical power to be used to supplement the main engine to give greater shaft output In PTI mode the motor can either use the available electrical capacity or the maximum consumption can be manually selected The maximum load on the motor will always leave a reserve of 300kW Operation Procedure Normal operation involves engaging the clutch at stand by in order that t
29. The total electric power from converter to pumps is displayed for convenient economy studies at reduced ME load etc Two fire and general service pumps are provided which can service the fire main or the ballast system They take suction from the main sea water service pump suction line No 2 main SW pump can be used in the event of serious flooding A separate pipe to the tank top is provided for this operation Flooding indication and level are given 99 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 The emergency fire pump has a separate suction from its own sea chest 1 2 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V Operation Procedure 1 1 1 2 1 3 1 4 1 5 1 6 Open relevant sea suction valves Open pump outlet and inlet valves Open valves to relevant coolers Under normal circumstances only one fresh water cooler need be in use Set controller for recirculation valve to auto and 20 C Start one sea water pump locally Put one pump in auto mode from pump compressor control panel MD102 Normally one pump running one in standby ER Flooding 2 1 2 2 2 3 2 4 Ensure No2 pump is running Open Emergency suction valve Close Both sea chests valves Ensure that temperature control valve is in full overboard position KONGSBERG 100 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Ma
30. abnormal conditions and during major overhaul of the fuel oil system The system is capable of preparing heavy fuel oil with a viscosity of 700 cSt at 50 C and arranged as a pressurised fuel oil system in order to prevent foaming and high pressure fuel oil pump cavitation Description Two supply pumps take suction from the heavy fuel oil service tanks or from the diesel oil service tank through an adjustable 3 way mixing valve The supply line from each service tank is equipped with non return valves in order to prevent confluence The supply pumps discharge to the venting tank at a pressure of approx 4 bar The total amount of fuel oil supplied to the venting box is measured by a flow meter totaliser equipped with a by pass valve The capacity of each supply pump exceeds the max consumption of the main engines and the generator engines combined Situated between the fuel oil meter and the venting box is a Fuel Water Emulsion Control Unit which is designed for emulsification ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG of the fuel to reduce the NOx values in the exhaust gas from the engines One very important thing to remember when adding water to the fuel is that to maintain the same engine power the fuel link must increase Therefore all the parameters or limits depending on the fuel link position must be adjusted with the same relative values as the actual water fraction The venting box can be
31. accommodation spaces flows through pipes under the effect of a vacuum collection system to the sewage treatment plant located in the machinery space The sewage treatment plant is a biological unit which works on the aerobic activated sludge principle The plant will treat black and grey water and is fully automatic in operation This sewage treatment plant consists of a tank with three main compartments Aeration compartment Settling tank clarification compartment Chlorination and discharge compartment Aeration tank The sewage in this compartment is from the lavatory pans urinals and hospital in the accommodation spaces The incoming effluent material mixes with the activated sludge already present in this compartment Air is supplied by means air pipes and distributed though the tank by aerators The gas produced during the bacterial action which takes place is vented to atmosphere Oxygen is ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG essential for the aerobic activity The organisms require oxygen for digesting the raw sewage and it also assists in mixing the incoming sewage with the water sewage sludge and bacteria already present in the compartment A screen at the outlet from the aeration compartment prevents the passage of inorganic solids to this compartment Settling tank The mixed fluid passes into this compartment and settles out into sludge and liquid The water passes into the tre
32. amp Operation MC90 V KONGSBERG 83 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 A 100 Yo reference point M Specified MCR Optimising point ME Load point LINES 1 Propeller curve through optimising point i 3 2 Propeller curve fouled hull and heavy weather heavy running i 3 3 Speed limit 4 Torque speed limit i 2 5 Mean effective pressure limit i 1 6 Propeller curve clean hull and calm weather light running i 3 7 Power limit for continuous running i 0 Overload limit 00 04 40 Picture Alarms Running MD128 ME Load Diagram Silence Engine shaft power of A POINTS 1101 105 1004 90 4 85 4 80 pe 65 1 55 4 50 4 45 ue Hemne ZA 40 f 100 105 110 Engine speed 9o of A ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 84 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 14 Load Diagram MD128 General The load diagram is used to provide a graphical representation of the engine power and speed at any given time of the engine operation Logarithmic scales are used for both power and speed so that the relationship PaN between them for a fixed pitch propeller installation can be shown as a straight lin
33. between 300 and 400 C Within the SCR Reactor the hot exhaust gases that contain NO gases are mixed with the ammonia stream This reduces the NO to N gt and H O as detailed 4NO 4NH3 O2 4N 6H 0 6NO F 8NH3 TN 12H50 If the temperature of reaction is too high above 490 C the ammonia burns and does not react and at low temperatures below 250 C the reaction rate is low and the catalyst can be damaged The quantity of ammonia added is pre programmed into the controlling processor This provides the base control with a feed back link provided by the NO measurement taken from the exhaust stream Using the feedback link alone would produce inaccurate control due to the sluggish nature of the reaction process hence a feed forward signal from the main engine actual power is used to modify the controller output ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V The Slip controller will adjust the NOx controller set point down with the specified rate when the slip is below the slip set point default 3ppm and up when the slip is above This optimal mode will be turned off if the NO controller is not in auto or if the control state is not active and it has to be manually switched on again The SCR slip controller controls the rate at which the ammonia flow is changed Within the pop up window these settings can be adjusted with the default setting of increase 0 02 g kWh sec and decrease 0 01 g
34. bottom of the tank to the sludge tank via a drain valve Steam heating The temperature is controlled by simple thermostatic P controllers positioning the steam control valves according to tank temperature and temperature set Miscellaneous ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Overflow from the settling tanks is led to the Spill Oil tank Each HFO settling tank has a return line with shut of valve for excess oil from the HFO separator feed pumps Operation procedure 1 1 Open the heating supply valve to the heating coils and set the desired temperature from the controller 1 2 Settling tank temperature to be set 5 10 C below flash point 1 3 HFO requires temperatures above 40 C to be pumped 1 4 Drain water from tanks periodically 1 5 Water content can be read in 96 Model particular If the temperature of the oil in the settling tank cools below a certain limit 40 C it will be difficult for the purifier feed pump to transport the oil The process of water precipitation in the settling tanks is properly modelled so that the water in the oil from the bunker tank will gradually fall towards the tank bottom by force of gravity The water content in the oil from the bunker tank can be adjusted Ifthe collected water is not discharged regularly HFO purifier problems will finally be experienced such as excess water to sludge tank In order to simulate visual inspection of the water
35. coil A water eliminator section A fan section A discharge section Humidification of the air is arranged with automatic control and this is fitted at the outlet part of the AHU The air is forced into the distribution ducting which supplies the accommodation and the engine control room The system is designed for fresh air with heat recovery by means of two bypass dampers using a part of the heat in the outgoing stale air Cooling is provided by a direct expansion R134a system The plant is automatic and consists of one compressor condenser units supplying the evaporators contained in the accommodation air handling unit The expansion valve for the coil is fed with liquid refrigerant from the air conditioning compressor the refrigerant having been compressed in the compressor then cooled in the ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG condenser where it is condensed to a liquid The liquid R134a is then fed via dryer units to the evaporator coils where it expands under the control of the expansion valves before being returned to the compressor as a gas In the evaporator coil it extracts heat from the air passing over the coils Air is circulated through ducting to outlets in the cabins and public rooms The plant is controlled by a master controller where it is possible to set the set point for humidity and temperature before the inlet to the accommodation and ECR Summer or winter operation ma
36. diaphragm from a scavenge fire 12 Overheating can be identified by Melted or squeezed white metal from the bearings Discolouration of the crankcase paint in the vicinity ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Burnt or carbonised oil deposits Excessive bearing clearances Excessive oil flow from a bearing Note Command for open close crank case doors at MD29 ME Bearing System Oil Mist Alarm diode will light as long as mist is detected reset after vent When one of the malfunctions cylinder or crank case mist is set it will not be possible to get rid of the mist by resetting the malfunction The crank case must be ventilated following the correct procedure described in the MC90 V user manual If mist alarm is ignored for long time or doors opened too early a crank case explosion will occure 40 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 41 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 01 16 Picture Alarms Running MD 21 ME Cylinder no 1 Silence YA Actuator Oil bam T325 21 A Puncture Air Spring Air ef AT 1 50 A gt G634 83 Suction 20 30 Vor 0 indeg C 50 CYL EXHAUST TEMP 060 Start Air Jacket Cylinder GU 010 Cooling pure 012 Wat
37. engine room should the crankcase relief devices operate Personnel to vacate engine room This is for the personnel safety of the engine room staff should flames issue from the relief valves It may be prudent to have a minimal staff in the control room to monitor the situation and to maintain the main services but under no circumstances should personnel operate on the exhaust of the engine Prepare fire fighting equipment A safety precaution against outbreaks of fire in the engine room from any flames issuing from the crankcase relief doors 39 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 8 Do not open the crankcase until after at least 20 minutes You must allow time for the oil mist to cool and fully condense It is also recommended that the oil mist detector alarm level should reset which indicates that the oil mist levels are well below the Lower Explosive Limit Obviously no naked flames should be used on the initial entry 9 Stop all lube oil pumps To allow personnel entry into the crankcase 10 Isolate the starting air and engage the turning gear 11 Open the crankcase doors and inspect the following areas for overheating Main and bottom end bearings Thrust bearing Crosshead bearings Piston rods Stuffing boxes Chains Vibration dampers Moment compensators Telescopic pipes Cracked piston crown allowing oil mist to enter crankcase via cooling oil return Overheated
38. feed water pump It is of vital importance that the steam pressure is steady when the level controller is adjusted It is therefore recommended that the master combustion controller is set to MANUAL during level ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG control trimming This breaks the mutual interaction between pressure and level control Oil Fired Boiler Level Control G05002 H Feed forward 705052 Lid X Level Setpoint Output S PID 105030 77 T 705032 Q G0012 ge Measured Level L05003 I d Feed forward Z05052 steam flow out feed water flow in C05041 The feed forward signal is switched off when setting C05041 to zero 0 177 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 YA 00 03 21 Picture Alarms running moss Steam Condenser ener 082 087 pee pas 089 712 Pumi bd pe 6200 G2 66 Sea Water 001 G338 90 H1639 1 L 196 08 A Vent Main Condensate Pump Auxil Condensate Pump to Feed M Water Tank osg v ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 178 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12
39. from a vessel They state that no person may perform oil transfer operations unless he holds a valid license authorising service on such vessels as a master mate or engineer and has full knowledge of current oil transfer procedures that are maintained aboard that vessel During vessel to vessel transfers each tank vessel with a capacity of 250 or more barrels of cargo oil must have a means that enables continuous two way communication between the person in charge of the transfer of operations on both vessels ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG There must be onboard an emergency means to enable a person in charge of an oil transfer operation to stop the flow of oil to a facility another vessel or within the vessel This may be by the means of the pump control quick acting power actuated valve or an operating procedure There must be adequate and protected lighting in areas of oil transfer operation It is your responsibility as a marine engineer to know understand and obey the law 145 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 20 Running Picture MD 62 Bilge Wells Sludge Tank Alarms Silence Misc Flows Water Oil 4 G0 12 G0 00 Ez 2 100 00 oil p63 Flame from _on Bilge Sep Overflow Sludge Tank T 70 34 A ream System p G0 00 ms oso 18 7m3 VLA 60 00 Shor
40. is set to 1500kW Breaker must be connected in PTI mode Press PTI The shaft generator load is gradually reduced and PTI mode initiated PTI may be adjusted using the Lower and Raise load control To change from PTI to PTO press PTO Power in is reduced to Zero Disconnect breaker or adjust load to supply power from SG 10 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 11 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 47 Running Picture MD 75 Diesel Generator no 1 from Fuel Oil System T118 45 FO Pump 005 from DO Service Tank ry AP 0 00 Filters to DO Service Tank from LO Storage X10 00 L 77 98 A Lube Oil Consumption v T72 54 Air GO Cooler T75 08 A P0 40 A F T 37 5 P 0 00 Distilled Water 00 HTFW Pump G0 00 ilters LTFW Cooler Sea Water System 8 A T 20 00 to Sludge Tank ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 12 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12
41. kWh sec The quantity of ammonia which can be added is limited as excess amounts produce ammonia slip by which neat ammonia leaves with the exhaust stream Thus both ammonia and NO levels are recorded in the exhaust stream and levels of 10ppm and 5g kWh expected values These values are reduced from the engine cylinder exhaust NO level in the region of 20 g kWh The ammonia is supplied as pressurised water free ammonia feed The process units are contained within a safety area as ammonia is combustible Thus lines are double walled and leak detection and appropriate venting of the storage and process areas must take place 63 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Operation procedure 1 2 3 Line up the system by opening the scavenge air valve to the air ammonia static mixer Open the outlet valve from the ammonia tank so that the ammonia vapour pressure rises Input 5 g kWh as the set value for the NO controller and place the controller in AUTO When the SCR control ready light is lit then the SCR control can be selected This will allow the automatic valves to change the exhaust gas flow into the SCR Reactor The SCR control panel indicates the status of the system with the following indications ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V Stopped When the system is non operational Active The system is operational hence the SCR Reactor bypass exhaust valves a
42. main starting air valve to open and the engine speed should now increase to reach the start level RPM 73 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Picture MD 120 00 04 27 Running Cylinder Indication Press Angle TT YA GENERAL Hl para Bara SPEED 74 00 RPM 300150 INDEX 56 49 Yo MIP 15 94 BAR IKW 3648 KW COMBUSTION TIGN 3 04 DGR PMAX 132 1 BAR TMAX 10 75 DGR 2409Q 12d PCOMPR 108 3 BAR INJECTION PINJO 420 0 BAR PINJM 717 8 BAR TINJO 2 00 DGR LINJ 15 25 DGR ogo GENERAL E SPEED 0 00 RPM INDEX 0 00 MIP 0 00 BAR IKW 0 00 KW COMBUSTION TIGN 0 00 DGR 120060 PMAX 0 00 BAR TMAX 0 00 DGR PCOMPR 0 00 BAR INJECTION PINJO 0 00 BAR PINJM 0 00 BAR TINJO 0 00 DGR 600 30 LINJ 0 00 DGR GENERAL a SPEED 0 00 RPM INDEX 0 00 Yo MIP 0 00 BAR IKW 0 00 KW COMBUSTION 120 80 40 0 40 80 120 Degr TIGN 0 00 DGR PMAX 0 00 BAR INDICATE Cyl 1 5 Bl SELECT CURVE Bl SELECT CURVE Bl SELECT CURVE TMAX og 0 00 DGR mn STE NNK ou 1 our 1 i 2 2 12 ou2 12 uz 12 PINJO 0 00 BAR 13 va o3 13 ua 13 PINJM 0 00 BAR 14 oua 14 ola 14 4 14 HN 9 00 Ace 15 5 15 o5 15 o5 15 ERS MC90 V 2 2 9999 0353 00 Unit Message z 5 d Process Panel Process Conversion Log aom prea Dire
43. power to current In case of overload of available supply the breakers can be grouped for non essentials to automatically disconnect Non essentials must be circuits not required for the safe operation of the vessel ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The feeder circuit breakers can be individually grouped by setting the function variable to one of eight settings 1 2 3 4 11 12 13 14 OL trip only OL trip and auto pump restart OL trip and zero volts disconnection OL trip and zero volts trip Non Essential 1 Non Essential 2 Non Essential 3 Non Essential 4 The settings can be found on the CBR Doc variables Non Essentials trip as dictated by the settings on the generator breakers on MD70 27 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 44 Picture Alarms running w zs Emergency Switchboard YA Elen FEEDER PANELS E Pee CBR Doc x E 0 00 E pc E 0 00 mH iM te IN EO 00 nd E4 02 E er E2 02 E E1 81 Ea E 1 90 mm E2 08 IN Section A1 v Section B1 193 14 56 01 127 79 E 14 90 20 79 E43 76 20 70 E15 09 bz vaao 55 V 440 55 A E 70 91 170 85 E41 57 E 58 85 20 77 I 120 76 Battery Z 0 77 Chargers Generator Batteries y 25 41 A i T51 67 A i v v2s29 A I Er eu ET DC 24 Y Bus Emergen
44. rating MCR of the engine as specified by the engine manufacturer thus for this engine this will be 16MW at 74 rev min The load diagram can be used to determine e When the engine is overloaded due to environmental conditions Note this does not need to occur when the engine is developing excess power as most damage occurs when operating to the left of line 8 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The effectiveness of the load limiters They should prevent operation to the left of line 4 If the engine was initially loaded on line 2 then when the engine is loaded up the speed power relationship will leave this line and move closer to line 4 especially if the shaft alternator is operating The load limiter parameters must be adjusted if the engine load diagram indicates operation to the left of line 4 during load up conditions This will extend the time taken for the engine and vessel to speed up but should prevent premature damage to the cylinder combustion components 86 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 87 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 08 icture Alarms running moss Propeller Servo Oil System YA P44 25 A V Setpt ME TE FW Sys
45. staged combustion reduces average flame temperatures and NOx generation The simulator offers three methods for demonstrating reduced NOx emissions Flue gas recirculation FGR In a given marine boiler with limited space available the easiest way of reducing NOx is probably through flue gas recirculation A flue gas duct from the stack to the air combustion air fan inlet is needed some times separate flue gas recirculation fans are required In the FGR example recirculation rate of 15 96 is assumed giving a NOx reduction of approximately 30 96 Tangentially fired boiler TFB Such boilers require much space and this pose a challenge to marine applications The boiler design offers good air fuel mixing by cyclone action Its well mixed homogenous combustion zone enables furnace operation at very low excess air values down to 0 5 96 The TFB example is assuming an over fire air supply to obtain a two stage combustion with fuel rich burning in stage 1 in the lower boiler part and air rich afterburning at reduced temperatures in stage 2 upper boiler part 170 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Selective Catalytic Reduction SCR Effective NOx reductions can be achieved by a post treatment of the flue gas by adding ammonia NH3 to the flue gas stream in a fixed bed catalyst vessel The flue gas temperature level must be right typically between 300 and 400 dgrC The catalyst promotes a reaction
46. tank to the selected gravity tank from where it flows to the stern tube bearings and also to the stern seal The gravity tank is automatically filled by one of the lubricating oil pumps and surplus oil is continuously drained to the sump tank through an overflow pipe The oil is cooled as it is pumped to the gravity tank The heat exchanger is LT fresh water cooled If the running pump fails to maintain the level in the gravity tank the stand by pump will start at low level in the gravity tank provided that the pump is in Auto mode The low level limit can be adjusted from the variable page Stopping of pumps has to be carried out manually Refilling of the lubricating oil sump tank is carried out by starting the make up pump The oil can be transferred to the spill oil tank in case of contamination Water contamination can be drained through the sample cock The stern tube has a fwd seal oil system that can be topped up from the gravity feed line ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Operation procedure 1 1 Ensure cooling water to Stern Tube cooler 1 2 Refill lubricating oil sump tank if necessary 1 3 Select required gravity tank using 3 way valve in filling line 1 4 Select correct gravity feed to stern tube 1 5 Ensure stern seal isolating valve is open 1 6 Start the lubricating oil pump in manual 1 7 When one pump is started set the other pump in Auto 1 8 If the running pump is una
47. the level where the expansion tank is split up into two chambers by an internal partition plate Each steering gear system is now supplied from its own expansion tank chamber and the decrease in oil level will only take place in the chamber connected to the defective system A low level switch in the chamber in question stops the respective steering gear pump and opens the by pass valve to prevent hydraulic lock the steering gear chambers connected to the defective system are by passed short circuited NOTE In this condition the steering gear torque is reduced and the ship s speed must immediately be reduced to 7 knot and the rudder angle must not exceed 15 The separation system can be tested by draining the expansion tank The systems can also be separated manually by means of the safematic valve block and the by pass valves ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 95 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Operation procedure l 1 1 1 2 1 3 1 4 Preparation Check content in hydraulic oil tanks refill if necessary Check that steering gear and expansion tank shut off valves are open Check that Safematic valve block valve is open Start steering gear pump s locally or remotely from control room or bridge Testing of steering gear should be carried out before leaving port This is normally carried out from the bridge 2 2 1 22 2 3 3 1 32 Pumps D
48. the booster pumps is reduced if the suction pressure drops below a certain limit ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Fuel oil gassing If the fuel oil temperature after the fuel oil heaters rises higher than the fuels boiling temperature gassing of the oil is simulated Fuel oil gassing causes that 5 the running of the main engine is disturbed the signal from the viscosity meter becomes very noisy Normally HFO gassing develops above 135C and for DO above 80C adjustable Fuel oil quality Fuel oil quality heating value density and viscosity can be set from variable page 1129 54 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 55 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 01 34 Picture Alarms running mp2e ME Fuel Oil High Pressure System Fr YA Puncture Puncture Puncture Puncture Puncture valve valve valve valve valve to Injectors p21 t0 Injectors 022 to Injectors gt pzd t0 Injectors 024 to Injectors p29 FO FO FO FO FO Suction Suction Suction Suction Suction 011 011 011 011 Fuel link position x5685 AM Control Air v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process
49. the purifier The level is unstable in poor weather and if the level is low there may be false alarms shut downs ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG If the purifier is operated with broken water seal oil is continuously discharged to the sludge tank and there is a risk of emptying the LO sump tank completely The oil pressure after the pumps will be reduced towards zero as the LO sump tank runs dry The oil temperature in the sump tank is affected by the return oil flow temperature from the main engine the oil flow temperature from the purifier and the heat loss to the surroundings If all inlet flows stop the temperature will gradually approach ambient air temperature Low oil temperature gives reduced flow at main engine Cylinder Lubrication A simple cylinder lubrication model is included The day tank is refilled by pump from the storage tank There will be a steady consumption of cylinder oil dependent on main engine speed The cylinder LO tank must be refilled periodically At low cylinder LO tank level there will be ME slow down shut down Cam Lubrication The lubrication oil from the main engine cam shaft is collected in a cam shaft LO tank The LO pressure is controlled after the two cam LO pumps by a pressure control valve with return flow to the cam LO tank 35 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Cam LO tank make up is taken from the LO inlet main engine l
50. ul P6 14 A HFO Separators G0 02 pog gt oo DO Purifier o bog LO Purifier e pos Bunker Tanks em bog Settl Tanks vad Doa Service Tanks 05 Sludge Tank 062 ME Preheater mE 010 Feed Wtr Tank 080 Accommodation 067 3 ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 168 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 19 Oil Fired Boiler MD82 General This has two oil fired burners fitted in the roof of the boiler The furnace is of membrane wall construction except where the single bank of inverted U tubes forming the superheater The superheater is protected from the main flames by a screen row of tubes from the water drum to a header leading to the steam drum After the superheater is a bank of generating tubes running between the two drums Connecting the steam and water drums are unheated downcomers to promote circulation A de superheater is fitted within the steam drum to provide saturated steam flow for the heating loads shown on this screen This will ensure that there is a positive flow of steam through the superheater at all times and should prevent excessive superheater metal temperatures that could lead to superheter failure A steam driven sootblower unit is fitted within the generating tube ba
51. valve for by pass of the pressure relief shock valves The oil tank is connected to the bottom of the expansion tank common to both hydraulic systems and normally the oil tank is full 100 level 93 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Each system is provided with the following alarms and safety functions LOW LEVEL STEERING GEAR UNIT TANK LOW LEVEL STOP STEERING GEAR PUMP OIL FILTER HIGH DIFFERENTIAL PRESSURE HIGH OIL TEMPERATURE Steering gear pump no 1 and the belonging controls are supplied from bus bar 1 Steering gear pump no 2 and the belonging controls are supplied from Emergency bus bar Emergency steering may be carried out in case of system communication failure with the bridge Control system description The steering gear control system is of the on off type 3 point control The electrical controlled directional control valve integrated in each of the control valve blocks controls the rudder angle The control valve block also includes over centre and flow control valves necessary for mechanical and hydraulic safety and control Normal control Follow up control The directional control valve receive its control signals from the automatic rudder control system having its set point either from the auto pilot or from the manual rudder control located both locally and at the bridge steering console ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG A
52. with a separate electrical driven displacement feed pump with adjustable speed By means of a 3 way changeover valve located before the pre heater the feed pump may discharge directly to the service tank bypassing the separator The separator is provided with an operation water gravity tank During operation there is a constant consumption of operating water and the operating water gravity tank must be manually refilled on low alarm The sealing water is supplied from the hot water system The oily water sludge and the drain from the shooting are collected in the sludge tank A steam heated pre heater may heat the diesel oil before it is led to the separator bowl The temperature is controlled by a PID controller controlling a control valve at the pre heater steam inlet ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Operation procedure Normal operation a The separator feed pump takes suction from the diesel oil storage tank and discharge to the diesel oil service tank via the diesel oil separator b The separator feed pump takes suction from the diesel oil service tank and discharge to the diesel oil service tank via the diesel oil separator Emergency operation The separator feed pump takes suction from the diesel oil storage tank and discharge directly to the diesel oil service tank Preparation 1 1 Open outlet valve from diesel oil storage tank Open inlet valve to diesel oil service tank
53. 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 78 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 13 2 Press Volume MD121 General The pressure volume diagram displays the classical p V diagram used in thermodynamic calculations to measure the power produced within a cylinder The x axis displays the swept volume of the piston The pressure volume diagram would be used for e Display the classical power diagram where the area within the diagram equates to the power developed by that power stroke e Display the maximum pressure e Display the expansion curve and thus indicating whether there is slow burning fuel or afterburning of the cylinder combustion products present To enable the pressure indicator to measure the same procedure is required as for any of the cylinder indication screens Once one screen has been activated then ALL screens will indicate the same numerical information on the left side of the screen display although the graphical information will change ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG To enable the cylinder indicator to measure the combustion pressure the following actions are required 1 2 3 Select one of the field button I1 to I5 in the INDICATE column Type in your identifying comments in the INDICATE field to aid future fault ide
54. 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 150 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 14 2 Bilge Separator MD63 General The separator is provided to eliminate engine room bilge water in accordance with current pollution prevention regulations by discharging water containing no more than 15 ppm of oil overboard The bilge separator separates oily water taken from the Dirty Bilge Water tank Clean water is pumped overboard or to the clean water bilge tank while the oil is returned to the sludge tank The separator unit consists of a tank divided into several zones by internal baffles A positive displacement bilge pump supplies unprocessed oil water downstream into the separator and simultaneously discharge treated water out of the separator As the oil water mixture flows through the separator oil droplets are attracted to the coalescer beads while water is repelled under the influence of gravity and heat Water passes around the beads but oil temporarily attaches to them Oil droplets accumulate on the beads until they become large enough to break away and float to the top of the separator Meanwhile the treated water is discharged from the bottom of the separator through the oil content monitor and then either overboard or to the Clean Bilge Tank depending on residual oil content E
55. 1 and 102 Once in local control the engine can be started stopped and reversed at the local control panel To stop the engine the stop button is pressed which will activate valve 102 This action will activate valves 25 and 117 When 25 is activated the fuel pump puncture valves are pressurised to stop the fuel pump admitting any more fuel and hence the engine will stop When 117 is pressurised the starting air distributor is pushed to the ahead or astern position as dictated by valve 105 but the engine will not start as valves 26 and 27 are not energised Engine AHEAD operation in local control 1 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V To control the engine system at the engine side control the local control is selected at the ME Local Control station This will cause valve 100 to pressurise valves 101 and 102 Once in local control the engine can be started stopped and reversed at the local control panel To start the engine in the AHEAD direction then the Ahead button is pressed which will cause valve 105 to pressurise the Ahead signal line This will in turn activate valves 14 and 10 When 14 is activated the starting distributor will be moved to the ahead position when the start signal is activated KONGSBERG When 10 is activated the fuel pump reversing mechanism on all five fuel pumps will be moved to the ahead position once the engine starts to move in the ahead position The se
56. 1342 F 8 Nov 12 KONGSBERG operation of the oil fired boiler if required whilst the exhaust damper control will limit the maximum pressure to 12 bar If the oil fired boiler or exhaust boilers are dirty they must be cleaned sootblowing Saturated steam is used to sootblow the oil fired boiler and service air sootblows the exhaust boiler The exhaust boiler sootblowing equipment represents a very heavy load on the service air system when in operation ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 164 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 165 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG T 185 41 A 103 icture omme woe Exhaust Boiler Since 0 30 20 30 00deg C 50 100 00 Zz 100 00 gt P 201 05 A mmwc G3 73 Feed Water 0 30deg c 50 0 10deg c 50 T167 01 T167 00 Boiling r47 60 00 2 Water 082 Lo Pa Sootblowing Saturated Steam 082 Turbogen T167 06 0 40deg c 50 gt T 233 92 A 2 amp U10deg c 50 drain vent T240 16 from Main Engine f G173 58 v ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 166 Kongsberg Ma
57. 18 65 d P3 50 General 1 36 42 Ar a c Control De Eo Es Air Line P7 28 5 Erie 7 28 A uS 10 00 A 1 60 02 27005 A E 5 x D Drain 4 Go 00 li 60 00 Drain Drain X X X X X X X 4 G0 00 1 Go o0 1 Go o00 1 Go o00 1 Go o0 1 G0 02 4 GO 00 067 001 014 084 081 077 to Deck to FW to to to to to Hydrophore SWChests SCR Oil Fired Exhaust Shaft Tank Reactor Boiler Boiler Generator v v ERS MC90 V 2 2 9999 0353 03 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 112 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 5 Service Air Compressors MD60 General The purpose of the service air compressor system is to provide air to the control equipment and control valves in the engine room and for general consumption purposes in engine room and at deck The compressed air system consists of one service air compressor one service air receiver and a filter drier reducer assembly for control air The compressor starts and stops automatically according to need by the compressor control system included in the PowerChief system if the compressor is in AUTO position Description The service air compressor is monitored by an independent local safety system The air compressors will trip at Service air comp gt 100 C lt 0 75 bar Disch air temp Lub oil press
58. 2 751 09 Make Up P a z piPumb X5 00 gt lt sk Strainers d 2 6445 26 1 6G361 51 1 Go0 00 1 683 16 P3 10 rea re ren X X pr T50 84 OFL G 0 00 AL G2 00 f G1 98 OF G 0 00 A 1 G0 00 pos Gil Tank LO Purifier TERAN mm H ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 34 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 2 ME Lubrication Oil System MD12 General The lubrication oil from the main engine sump is collected in a sump tank below the engine The LO pumps are protected by a pressure relief valve which opens when the pressure rises over a preset value These valves are not modelled in detail and are not available from the variable list The service tank oil can also be circulated by the LO purifier New oil is supplied by a make up pump with flow directly to the sump tank The lubrication oil is cooled in two LT fresh water cooled LO coolers and is then passed through an automatic backflush filter or a standby conventional filter before it enters the main engine The LO temperature is controlled by a PI controller which regulates a by pass valve for the LO coolers The LO filters must be checked regularly to avoid pressure flow reduction The sump tank oil level will gradually decrease due to oil consumption and possible drain sludge discharge from
59. 3 Open Emergency Air receiver inlet valve start the Emergency compressor 2 Preparations before starting start air compressors after a longer period out of operation 2 Check that main sea water system and LT fresh water system are operation and that the valve to air compressor coolers is open 2 2 Open fresh water inlet valve s to start air cooler s 2 3 Open drain valve s from start air cooler s 2 4 Open air inlet valve s to start air receiver s 2 5 Open air outlet valve s from start air receiver s 2 6 Operate drain valve s from start air receiver s to ensure no water is present 3 Starting procedure 3 1 If the selected compressor is tripped TRIPPED lamp lit press RESET button on the compressor panel Start the compressor by pressing button ON 3 2 Close drain valves 3 3 Select AUTO mode on the PowerChief panel Select the desired Master compressor The compressors will then start and ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG stop according to the limits given These limits are adjustable from the variable page 7020 Note When a compressor is started manually it is not stopped automatically by a pressure control 3 4 When pressure in air vessel increases open air supply valve s to selected consumer s 4 Normal operation 4 Normally all start air vessels are pressurised and in operation 4 2 Both of the start air compressors are in AUTO mode with one selected as Ma
60. 5L90MC L11 Machinery amp Operation MC90 V 3 OL trip and zero volts disconnection 4 OL trip and zero volts trip The settings can be found on the CBR Doc variables The emergency switchboard supplies are all essential and should not be connected to non essential trips The emergency batteries are supplied by battery chargers via the 440v emergency bus There are two sets of batteries one for starting the emergency generator and one for the main 24v supply Terminal voltage of each battery is displayed 2 7 1 Emergency Generator Back Feed Mode The Emergency Switch Board ESWB and the Main Switch Board MSWB can be connected in two different ways Normal Mode The Emergency Switch Board is connected to the Main Switch Board by a selection switch If there is voltage on the Main Switch Board the position is kept in MSWB When the switch is deactivated by loss of main voltage or by emergency generator test 2 override the switch takes default position Emergency Generator The selection switch functions as a safe guard against overloading the Emergency Generator by mechanically isolating it from the main bus 29 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Optional Mode If it is required that the Emergency Generator in critical situations also should be able to feed the main bus system the selection switch must be exchanged with a bus tie breaker with associated bus tie control logics In addition the Emergency Gene
61. 655 turbo generator outlet to main condenser V04660 LO Filter No 1 V04668 LO cooling water shutoff valve V04661 Sealing steam valve V04656 5 MD86 Check the level and water content of the turbo generator Drain and refresh as required MD86 Place Lube oil pump in AUTO 7 MD86 Engage the turning gear for about 1 minute On dis connection reset the turbine trip 8 MD86 Open the turbo generator emergency stop valve V04652 to 1596 9 MD86 The Turbo generator should start to roll slowly Let the turbine rotate for 2 minutes at this speed 10 MD86 Continue to open the valve very slowly up to 40 over 15 minutes 11 MD86 Once the machine is up to speed 6400 rev min the emergency stop valve should be opened to 100 and steam line drain V04657 closed EN ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 12 MD86 Monitor all temperatures and pressures to ensure no alarms are active The turbo generator can now be put on electrical supply It is important that the turbine is started slowly This is to reduce thermal tension during start up If the turbine speed is taken up too fast high vibration will occur and the turbine will trip To stop the turbo alternator 1 MD70 Ensure the turbo alternator is not supplying electrical load If so open the circuit breaker using the procedure within the electrical section 2 MD86 Slowly close the emergency stop valve V04652 to 2096
62. 90 V KONGSBERG From the LT HT junction some of the LTFW is led directly to the FW coolers while some is led to the HTFW loop The High Temperature fresh water cools the cylinder liners of the main engine Some of the excessive heat is used for heating the fresh water generator The fresh water through the main engine is driven by two main and one auxiliary HTFW pumps of which only one of the main pumps is normally in operation The auxiliary pump is provided for use in port If the HTFW pumps stop a small cooling medium flow will still be present as long as one of the LTFW pumps is running If the main engine has been stopped for a long period of time it is required to heat the HTFW with the preheater which is heated with steam The venting valve in HTFW line after cylinders should always be open Its purpose is to keep a small amount of water flowing from the cylinders to the expansion tank in order to release entrapped air in HTFW system The system is indicative only The effect of cavitation is modelled for the HTFW pumps The auxiliary HTFW pump is mainly used when in harbour or during blackout The HTFW system is controlled by a PID controller which operates a three way mixing valve mixing hot water from main engine outlet with cold water from the LT HT junction The temperature sensor may be moved from the outlet to the inlet of the ME on variable page 1011 47 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 If th
63. F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 17 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 04 57 Picture Alarms running moia2 Main Switchboard Synchronising Sience SYNCHROSCOPE Bus Voltage V Bus Frequency Hz 420 430 440 450 460 55 60 65 s M 420 430 440 450 460 55 60 65 Generator Voltage v Generator Frequency Hz Av Af o Shore Supply Synchroscope Earth Leakage Monitor J Shore Cable RESISTANCE DISC CONN wrong wrong change SemiAutomatic Synchronising Way Phase Generator az Ohm an Selection Ready Start Circuit Breaker ee Phase Select Waiting DISC CONN R 2 T Breaker Connected 440V 220V 070 101 ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 18 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 2 3 Synchroscope MD142 General The synchroscope panel is used for manual connection of the generators to the bus bar The panel consists of selector switches for each generator and indicates the voltage and freguency of the bus and of the selected generator A synchroscope indicates the phase relationship betwee
64. G 2 v ERS MC90 V 2 2 9999 0353 03 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 108 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 54 Starting Air Compressors MD59 General The purpose of the start air is to provide starting air to the diesel engines and ensure that first start is available should all power to the vessel be lost The compressed air system consists of two start air compressors one emergency air compressor and one hand pump two start air receivers and one emergency start air receiver All compressors start and stop automatically according to need by the compressor control system included in the PowerChief system if the compressor is in AUTO position The emergency compressor is supplied from the emergency switchboard Description Each air compressor is monitored by an independent local safety system The air compressors will trip at Start air comp Emergency air comp Disch air temp gt 110 C gt 110 C Lub oil press lt 0 75 bar lt 0 75 bar The Start air compressors are cooled by LTFW the Emergency compressor is air cooled Trip condition is indicated by a red alarm light on the compressor panel ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The starting air compressors are normally operated with one compressor selected as Maste
65. GENERATOR 15 00 T38 82 A 715 0 T50 69 A 239 9 ME 077 EIE v isi ERS MC90 V 2 2 9999 0353 00 Message Log Back Forward Process Panel Process Directory Directory Overview Conversion Unit ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 6 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 2 ELECTRICAL PLANT 2 1 Electrical Power Plant MD70 General The ship s electric power is generated by two diesel engine driven synchronous generators diesel generator 1 DG1 and diesel generator 2 DG2 one turbine driven generator one propeller shaft driven synchronous generator with power take in facility one emergency generator and distributed via one main switchboard divided into two main 440V bus bars one 220v bus bar one emergency bus bar one 220v emergency bus bar Bus bar 1 powers all the electrical main consumers and the emergency bus bar Bus bar 2 powers the bow thruster and the heavy deck machinery The 220v bus bar is supplied from bus bar 1 via a circuit breaker and transformer The emergency switchboard supplies the emergency 220v bus bar via a circuit breaker and transformer Emergency batteries are supplied by two battery chargers one for starting battery and one for emergency supplies ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The bus bars can also be supp
66. Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Engine Room Simulator ERS L11 5L90MC VLCC Version MC90 V Operator s Manual Part 3 Machinery amp Operation ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG TABLE OF CONTENTS Section Page 1 SEQUENCE DIAGRAMS iia aaa 2 1 1 First start to own supply varamenn 2 1 2 Own supply to harbour COndition wwwwwwwwnnanananaanawwww www 3 1 3 Harbour condition to ready for departure raunnnnnnvnnnnnnnnnnnnnnenn 4 1 4 Manoeuvre mode to sea passage Mode vaunnvrnnnennnvnnnnnnnnnnnnnnenn 5 2 ELECTRICAL PLANT wA 7 2 1 Electrical Power Plant MD70 snrnununnnnnnnnnnnnnnnnnnnnnnnrnnnnnnnnnnuneer 7 2 2 Diesel Generators MD75 unnrnrnnvnunnrennnernnensnnrnnnnrrnnennnnrnnnnern 13 2 9 Smear EG 19 2 4 Shaft Generator Motor MD77 vvvvxauunnnnnnvrnnnnnnnnnnnnrennnnnnnnnnnnnner 21 2 5 Main Switchboard Starter section MD71 seeeeeeee 25 2 6 Main Switchboard Feeder section MD72 seen 27 2 7 Emergency Switchboard MD73 nannrunnnnrnnrnnnnrnnnnrrnnennnnrnnnnern 29 3 MAIN ENGINE AND MAIN ENGINE SYSTEMS nennen nnns 31 3 1 Main ENGINE isa paxk EEUU YOU RUOLO OOo OG dn bL o GE C 31 3 2 ME Lubrication Oil System MD12 vaaannuunnnnnnnennnennnnnnnnnnnnnnnnnnenn 35 2 0 ME Bari MD29 Ua 39 3 4 ME Cylinders MET IA 43 3 5 ME Pis
67. O mode on the PowerChief panel The compressor will then start and stop according to the limits given These limits are adjustable from the variable page 7020 Note When a compressor is started manually it is not stopped automatically by a pressure control 3 Normal operation 3 The service air compressor is normally operated in AUTO mode 3 2 The stop valve for the make up line is normally open 3 3 Check that the set point of the make up valve is slightly below the set point of the service air compressor 3 4 Drain air receiver air cooler and filter drier regularly Model particulars The air flow delivered from the service air compressor is dependent on the discharge receiver pressure All main control valves included in the ship machinery are assumed to be air operated As the control air pressure is reduced these devices will be slower and the effective actuator time constants are increased Various control loop problems may develop at low control pressure Some of the loops will be slow and stable others conditionally unstable unstable in an intermediate range The service air compressor in this system is often called an instrument air compressor and is usually of the oil free type In 114 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG addition there is often a working air compressor supplying consumers not including delicate instrument systems Much water in the service air receiver will
68. SO 1342 F 8 Nov 12 6 4 When oil is observed the sludge flow decrease the gravity diameter a few percent until there is no oil in the sludge flow Model particulars The oil discharge pressure will build up to normal value when the separation process starts functioning properly The oily water sludge and the drain from the shooting is collected in a sludge tank common for all purifiers At loss of water seal the oil water will drain through sludge line to sludge tank The oil discharge pressure will be low and the central alarm system will be activated The purifier is modulated with an automatic dirt build up within the bowl After each ejection cycle the bowl is cleaned If the dirt accumulated exceeds an upper limit lost water seal will occur The purifier therefore must be cleaned regularly If the oil inlet temperature drops under a given limit or increases above a given limit the normal separation process is disturbed resulting in lost water seal If the flow resistance of the discharge line is too high the water seal will break If the oil temperature reaches a critical low limit the purifier will stop due to motor overload There is a constant consumption of operating water and the operating water tank must be manually refilled on low alarm or before ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The efficiency of the purifier is dependent on the gravity ring setting and the feed flow Low
69. Sect 5 10 Ch 3 Sect 5 6 5 7 Ch 3 Sect 5 8 Ch 3 Sect 3 6 Prepare operate HFO supply system MD11 Ch 3 Sect 3 7 Change over diesel alternator to HFO MD75 76 Ch 3 Sect 2 1 2 2 Set up bilge system for bilge tank MD61 62 Ch 3 Sect 5 12 Habour condition ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 3 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 1 3 Harbour condition to ready for departure Harbour condition Prepare start ME LO Prepare start ME camshaft LO system Prepare ME cylinder LO Prepare start HTFW cooling system MD12 MD12 system MD12 water systems MD10 Ch 3 Sect 3 2 Ch 3 Sect 3 2 Ch 3 Sect 3 2 Ch 3 Sect 3 6 Prepare start ME SW Prepare ME turbocharger system MD01 system MD13 Ch 3 Sect 5 1 Ch 3 Sect 3 9 3 10 Prepare start parallel second Prepare Operate exh gas boiler circulating Prepare Test steering gear Prepare Operate stern tube diesel alternator MD75 76 pumps MD82 system MD58 system MD54 Ch 3 Sect 2 1 2 2 Ch 3 Sect 5 14 Ch 3 Sect 4 8 Ch 3 Sect 4 2 Test emergency telegraph Turn ME on turning gear MD104 110 MD20 Ch 2 Sect 1 2 5 1 Ch 3 Sect 3 11 Remove Turning gear and close indicator Place all pumps and fans in standby mode cocks MD20 MD102 Ch 3 Sect 3 11 Ch 2 Sect 2 2 Place aux blowers in automatic and Test engine ahead and astern start MD20 102 MD104 110
70. Valve 27 will cause valve Main starting valve to open pressurising the starting air manifold with high pressure 30 bar starting air When 25 is activated the fuel pump puncture valves are pressurised to ensure that fuel is not admitted during the air start admission period When 117 is activated control air is admitted to valves 14 and 15 The selection of valve 14 or 15 is determined by the selection of ahead or astern at the ME Local Control station and activates the starting air distributor to the ahead or astern position Once the starting air distributor is in the end position for ahead or astern the starting air distributor will allow the control air admitted via valve 26 to the correct cylinder starting valve causing the engine to rotate in the desired direction The engine speed will now increase due to the admission of the starting air Once sufficient engine rotational speed has been reached above 18 rpm then the start button is pressed once again to release the start command Releasing the start command will vent the valves 33 25 and 117 71 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 8 The speed of the engine would now be regulated by the position of the fuel control lever on MD20 Engine STOP operation in local control 1 To control the engine system at the engine side control the local control is selected at the ME Local Control station This will cause valve 100 to pressurise valves 10
71. affected cylinder s ncrease cylinder oil slightly 2 4 Stop aux blowers 2 5 Release CO ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 60 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 61 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 mm mbia ME Selective Catalytic Reduction d YA KONGSBERG G0 00 Z0 00 Z0 00 I9 Air Outlet T Air Intake LET A Er Sootblowing 00010000 z i i Service G0 00 ERR Static H pl Mixer Air E Pa Static Mixer 6 NE T 240 48 vel p 9i000rpm N 7276 7 Exh M Boiler 981 v ERS MC90 V 2 2 9999 0353 00 N 7270 9 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 62 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 3 10 ME Selective Catalytic Reduction MD14 General The Selective Catalytic Reduction unit is provided to reduce the environmental impact of the diesel engine by minimising the Nitrogen Oxides NO emitted from the main engine exhaust stream The SCR unit is used to treat the exhaust before it enters the turbocharger Ammonia is added to the gas stream and the mixture then passes through a special catalyst at a temperature
72. al to load setting and to the difference between the brine temperature 2 0 C and refrigerated air temperature ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 156 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 157 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Picture MD 45 00 01 43 Running Sewage Treatment Plant el Black Water Tablet fill up Grey Water from Vacuum from Galley Collection System mi Laundry etc 1 ventilation mm 30 00 G125 76 Overflow 1 Deck G0 00 A our B 30 65 S 21 27 N 2 94 X1 74 UV Radiation 1 G24 50 Unit 1 L E 1 44 E 0 00 4 60 00 auro MANI 4 G40 20 Sewage Aeration Sludge Tank gt Compressors Ae Pu LA du MBT radar Effluent Sludge Tank or Pumps v v ERS MC90 V 2 2 9999 0353 00 Unit Message Process j Panel i Process II Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 158 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 16 Sewage Treatment MD 45 Sewage Treatment Plant Type Biological oxidation and discharge Capacity 38 persons One aeration compressor One sludge pump One effluent pump discharge overboard One tablet chlorination dispenser Sewage from the
73. alve 1 14 Open start air valves MD59 Start air must be at least 15 bar 218 psi on the starting air line 1 15 If any of the alarm lamps red at the local panel are lit press the RESET button 1 16Start the engine from the local panel by pressing the START button 2 Starting 2 1 When the Engine Control panel is in Remote the engine can only be started from the POWER CHIEF panel or Electric Power Plant MD70 2 2 To start locally select local on the Engine Control Panel 2 3 Start the Lubricating oil priming pump manually 2 4 Press Start 2 5 When engine is running stop Lubricating oil priming pump and set to AUTO 2 6 The generator can now be connected to the main bus using the Synchrchroscope panel MD142 or Electric Power Plant panel MD70 2 7 To use the POWER CHIEF the generator must be switched to Remote 15 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Stopping 3 1 The generator can be stopped when in AUTO from the 3 4 POWER CHIEF panel or the Electric Power Plant panel 3 2 To stop locally firstly ensure that generator breaker is open 3 5 3 3 With the Engine Control in Local press STOP ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG If the generator is to be stopped for maintenance leave control in Local and close starting air valve Placing the electric lubricating oil pump in manual prevents start from remote positions 16 Kongsberg Maritime Doc no SO 1342
74. amount of water The starting air may also contain a small amount of oil This will gradually reduce the efficiency of the 113 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 air dryer cooler and is therefore not desirable By keeping the service air compressor in service carry over of dirty air from the starting air compressors to the control air system is prevented Carefully consider if or when to close the service air make up valve Operation procedure 1 Preparations before starting start air compressors after a longer period out of operation 1 1 Check that main sea water and LT fresh water systems are in operation and the valve to air compressor coolers is open 1 2 Open fresh water inlet valve to service air cooler 1 3 Open drain valve from service air cooler 14 Open air inlet valve to service air receiver 1 5 Operate drain valve from service air receiver to remove any water present 1 6 Open air outlet valve from service air receiver 1 7 Open air inlet valve to service air filter and dryer 1 8 Operate drain valve from service air dryer to remove any water 2 Starting procedure 2 1 If the compressor is tripped TRIPPED lamp lit press RESET button on the compressor panel Start the compressor by pressing button ON 2 2 Close service air make up valve from start air receiver no 1 see note 2 3 Close drain valves ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 2 4 Select AUT
75. are led to the Spill Oil tank 119 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 The service tanks and the diesel oil storage tank are provided with shut off valves quick release remote controlled shut off valves at the tank outlet Operation procedure 1 1 Open the heating supply valve to the heating coils and set the desired temperature from the controller 1 2 HFO service tank temperature controller to be set at 65 C 1 3 DO service tank to be set at 35 C 1 4 Settling tank temperature to be set 5 10 C below 1 5 HFO requires temperatures above 20 C to be pumped 1 6 Drain water from tanks periodically Model Particulars The heat effect is proportional to the steam flow which depends on the control valve position and the steam pressure The temperature of the service tanks depends on steam heating loss to surroundings and temperature of inlet flow from purifier and return flows The fuel oil viscosity in the service tanks is computed ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 120 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 121 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG cumin pos Fuel Oil Settling Tanks Alarms Silence 003 2 60 00 from HFO 005 TI f bg Recirc from S pos 9000 i co oo
76. ation MC90 V 188 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 24 Ballast Water System MD89 General The vessel can be ballsted fron the general service pumps For ballast operations during cargo discharge the main ballast pump should be used One turbine driven ballast pump is modelled The ballast turbine should be run only when the oil fired boiler is in operation The turbine exhaust into the main condenser held at vacuum conditions There is an electric driven LO start pump and engine driven LO pump fitted each discharging to the turbine via fresh water cooled cooler Two sets of filters are provided One set will be operational whilst the other used as standby The turbine speed is selectable and the pump discharge pressure and the discharge Valve opening can be set according to load rate of flow required There is modelled a simple safety system for the ballast turbine and turbine trip is given on the following conditions Overspeed rotor axial displacement by water strike LO pressure low LO temperature high high condenser pressure ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Pressing the reset button resets the trip Ballast pump operation START 1 MD89 Open the following valves Line drain valve Casing drain valve Gland steam outlet valve Exhaust shut off valve to condenser Lube Oil Filter inlet Valve LO Cooler freshwater Va
77. atment and discharge compartment whilst the remaining sludge which contains the active bacteria returns to the aeration compartment by means of an air lift tube for further processing The surface is skimmed of detritus which is returned it to the aeration compartment Chlorination and Discharge tank Water from the clarification section is mixed with disinfectants sodium hypochlorite and is sterilised The compartment has float operated switches which activate the effluent pump discharge when the high level is reached and stop the pump when the compartment is nearly empty Chemical dosing is by means of tablets added to the basket in the chamber and these dissolve slowly when in contact with the water in the chamber as the water level rises 159 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 CAUTION Discharge overboard of untreated sewage should not take place within 12 nautical miles of the coast and local restriction concerning treated sewage discharge must be strictly observed The sewage treatment plant works automatically once it is set but periodic attention is required and the unit must be monitored for correct operation Note Rules governing the discharge of raw sewage must be complied with at all times and the discharge of raw sewage overboard must only be contemplated should the sewage plant be out of service The bacterial action requires a regular supply of raw sewage and the discharge of raw sewage overboard can
78. ature and ambient temperature The shaft friction includes static friction as well as speed dependent friction Comparisons between the various bearings can be easily made and should a bearing temperature increase above 80 C then the indicating bar will change to red to aid identification At the same time the bearing concerned will also change colour to red The screen will also display the presence of oil mist within the crankcase as well as which units are affected Should oil mist be detected then the engine protection system will activate and an engine slow down will occur The MAN B amp W procedures for reaction to an oil mist alarm or other alarms that could lead to the oil mist situation are ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Reduce engine power pitch down to slow down level if this is not an automatic function This will drastically reduce the load on the engine bearings and hence the production of oil mist Contact bridge and ask to STOP engine If the vessel is in a confined area it may not be possible to stop the vessel Hence the engine would continue on minimal power When stop order is received stop the engine and close the fuel supply to the engine by stopping the booster pumps This is will reduce the oil mist in the crankcase as the engine cools Switch off the auxiliary blowers Open engine room casing This will reduce the pressure rise in the
79. between NOx and NH3 to form nitrogen and water NOx reductions as high as 90 96 are achievable Careful design of inlet mixing grid and control of the NH3 dosage is necessary to keep ammonia emission NH3 slip to an acceptable level The ammonia concentration in the flue gas should not be higher than a few ppm The ammonia requirement is in the order of 0 50 kg NH3 per kg NOX reduced Cleaning the flue gas of the simulator boiler would thus require an ammonia consumption of approximately 25 kg h at high boiler load fuel flow 3 ton h Comment on CO HC emission The content of carbon monoxide CO and unburned hydrocarbons HC in the flue gas increase with decreasing excess air When air to fuel ratios approach stoichiometric values both CO and HC emission increase dramatically Tangentially fired boilers allow operation at a lower air to fuel ratio without excessive CO HC smoke giving high boiler efficiency and reduced NOx values SOx generation The SOx generation depends on the sulphur content in the fuel In the simulator the sulphur content in the HFO and DO fuel can be ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG seen and changed on the fuel oil data page MVP1129 Default setting is 3 5 sulphur in HFO and 0 5 sulphur in DO The slight increase in the SOx reading at high excess air settings is due to the fact that more SO3 is formed at high oxygen concentrations The SOx is not affected b
80. bine Major variables influencing the compressor torque discharge pressure air receiver suction pressure air filter differential pressure air inlet temperature density compressor speed Major turbine torque variables exhaust receiver pressure exhaust receiver temperature back pressure exhaust boiler differential pressure turbine speed The turbo charger speed is computed on the basis of the torque balance differential equation shared by the turbine and the compressor model units In the event of a scavenge fire a CO release is provided 59 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 1 Operation procedure 1 1 Line up the system by opening the fresh water cooling throttle valves to air coolers 1 and 2 1 2 Ensure the scavenge air receiver drain is closed 1 3 Check that the SCR Reactor is isolated at engine start up 1 4 Check that the Aux Blowers 1 and 2 are in AUTO and running These are operated from MD20 or MD102 Preset values for start stop of aux blower is respectively 0 2 bar and 0 4 bar Note Differential pressure across cooler and air inlet filter should be checked regularly 2 In the event of a scavenge fire 2 1 Indicators of scavenge fire High scavenge air temperature One or more cylinder exhaust temp high Engine running rough Turbochargers surging 2 2 Slow down and stop when safe to do so 2 3 While waiting to stop Shut off fuel to
81. ble temperature drop in the settling tank which again may cause separator disturbance Note Transfer of diesel oil is done with diesel oil purifier on separate instruction 117 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 00 00 33 Picture Fuel Oil Service Tanks Running MD 05 from from FO Boiler System from DG 1 2 004 62 03 084 011 075 076 V HFO Settl Tanks 04 003 DO Bunkering HFO Separato OF Flange pu a Con Dis A G0 00 075 076 Storage 5 EL 3 45 A ve 1 011 Z0 00 to FO System System 4 G0 00 062 to Sludge 1 1 Tank to from to Sludge 062 Steam 082 080 Insp Tank ped Gen ped Tank Alarms Silence im v ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 118 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 7 Fuel Oil Service Tanks MDO5 General Fuel oil service tanks comprise the fuel oil service tank the diesel oil storage tank the diesel oil service tank and the separator systems for fuel oil and for diesel oil The fuel oil service tanks store and preheat the cleaned fuel oil The HFO service tank supplies fuel oil to Fuel oil system Boiler burner system The d
82. ble to maintain the level in the gravity tank the stand by pump starts automatically 1 9 Check level of oil in sealing tank fill from make up valve Drain water if required 1 10 Stop of pumps to be carried out manually Model particulars No comment 91 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 102 icture Alarms Running MD 58 Steering Gear System YA Oil Filling Fr Overflow L 85 89 A L 85 89 A G0 00 Safematic Valve Block Rudder Control LOCAL REMOTE Emergency PORT steD T20 99 A L 100 00 A T20 99 A L 100 00 A Im Drain Drain Ly ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 92 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 4 3 Steering Gear System MD58 General The steering gear system comprises e one hydraulic steering gear of the rotary vane type e two identical hydraulic systems Each system includes one steering gear pump Unit one control valve block assembly necessary measuring indication and alarm facilities for pressure temperature level and flow necessary control and safety equipment e one expansion tank common to both hydraulic systems e emergency steering control equipment e rudder angle indication The steering gear is able to change
83. cess Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 162 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 17 Steam Generation Plant MD80 General There is an oil fired OF water tube boiler for port and cargo pumping duties and an exhaust gas boiler EGB for steam supply at sea Feedwater for the OF boiler is supplied via the economiser section of the EGB at all times Water from the OF Boiler water drum is circulated through the EGB Evaporator section before being returned to the OF boiler steam drum Saturated steam is passed through the superheater section of the EGB to supply the Turbo alternator at sea There are two feed pumps Main and Auxiliary drawing from the feed tank which can be topped up by the Make up feed pump from the Distilled Water tank The auxiliary Feedwater pump is used only for high steam production cargo pumping as it has a capacity of 500 of the main feed water pump Condensate returns directly to the Feed tank but other returns are via an Observation tank to prevent oil contamination The screen will display the oil content within the inspection tank to indicate oil contamination of the condensate returns The water level in the steam drum is controlled by a PID level controller driving the two feed water control valves in parallel from a common I P converter Both feed water pumps trip at high high steam drum water level to p
84. chinery amp Operation MC90 V 101 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 01 icture mumin mbao Air Ventilation System Een iERPress P375 A ifag Fire iERTemp T37 62 A iC Extinguish i i ECR Temp T24 15 A 115 Z A Aa vens ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 102 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 2 Air Ventilation System MD40 General The ventilation system consists of four supply fans and four extractor fans for the main engine room Control room and Cargo Control room all have supply fans The Purifier room and Sewage room have exhaust fans Accommodation fans are also started from this panel The panel gives indication of Engine Room and ambient temperature as well as air pressure within the Engine room The air pressure in the engine room space will vary depending on which fans are running and also on whether the main engine and generators are running Insufficient air supply will lead to the engine room temperature rising ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Indication is also given of fire detection in the Engine room and Deck areas Should the Emergency Shut Off be operated or the CO cabinet door be opened then the Engine room s
85. ctory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 74 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 13 Cylinder Indications MD120 3 13 1 Press Angle General The cylinder indicator is used as a teaching aid and investigative system to enable regular monitoring of the engine cylinders to be undertaken Faults within the combustion system can be located and cleared using the malfunction editor function There are four different displays that can be selected to indicate the cylinder pressure conditions namely pressure angle also called a draw card or out of phase diagram pressure volume also called a power card or in phase diagram the weak spring diagram and the delta pressure angle diagram Each diagram can be used to illustrate differing combustion traits The pressure angle diagram would be used for e Display the compression pressure curve for comparisons with the other cylinders to indicate cylinder sealing efficiency e Display the approximate timing of the fuel ignition e Display the fuel pressure trace using the alternate pressure measurements of 0 3000bar To enable the cylinder indicator to measure the combustion pressure the following actions are required 1 Select one of the field button 11 to I5 in the INDICATE column ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 2 Type in your identifying comments in the INDICATE fi
86. cy 220 V Bus Emergencyf 4 ZO76 j E13277 J 20 87 13 28 amp Generator Section C mm M Section A2 Section B2 cea v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 28 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 2 7 Emergency Switchboard MD73 General The emergency switchboard supplies circuits necessary for the safety of the vessel These include communications navigation lights fire alarm fire and flood control The feeders are grouped into four main sections Two 440v sections and two 220v sections supplied via a circuit breaker and transformer Each feeder group has indication for current active power reactive power and power factor Feeders indicated with an asterix supply elsewhere and are not included in the calculations of the feeder group The breakers are operated by pressing the IN button Pressing IN again will open the breaker The display value of the breakers may be changed from active power to current Earth fault finding is available by selecting 440v 220v or 24v de distribution system and switching the resistance meter between phases The feeder circuit breakers can be individually grouped by setting the function variable to one of eight settings 1 OL trip only 2 OL trip and auto pump restart ERS MAN B amp W
87. d 7600 rpm Number of Prop Blades 5 Propeller Pitch 0 9 P D Specific Fuel Oil Consumption 168 g kwh ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 31 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Model particulars The main engine model cylinder model is a comprehensive semi empirical software program module where the result of the combustion process is calculated Important variables are Mean indicated cylinder pressures Mean effective cylinder pressures Total shaft torque Exhaust temperatures Total heat to liners FW Total heat to pistons FW Total heat to bearings LO The result is dependent on several variables and the most influential ones are Engine speed Injected amount of fuel Fuel heat value viscosity Scavenging air pressure Lubricating oil inlet flow temperature Jacket water inlet flow temperature Mean liner metal temperature The overall shaft torque is computed from the mean cylinder pressures The torque balance differential equation between the propeller water torque and the shaft engine torque is then solved by integration to give the engine speed ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG If the cooling water flow is reduced or cooling water pumps are stopped the cooling effect of the fresh water is drastically reduced and the liner exhaust temperatures will be very high If the engine i
88. d by mode with AUTO and priority selected on the POWER CHIEF While in AUTO mode the generator must be prepared ready to start Preparation 1 1 Check level in the fresh cooling water expansion tank and refill if necessary 1 2 Check that the fresh water temperature controller is working and in AUTO normal set point is 85 C 1 3 Ensure sea water valve to cooler is open pump MD01 and sea water flow is normal 1 4 Check level in lubricating oil sump tank min 40 refill from storage tank if necessary 1 5 Line up lubrication oil system Normally one filter is in operation and one filter is cleaned and on stand by 1 6 Ensure that lubrication oil valve to the sludge tank is closed 1 7 Start the electrically driven lubricating oil pump pre lubrication oil pump and check that the oil pressure is increasing 1 8 Set the electrical lubricating oil pump in AUTO mode by pressing the AUTO button on the PUMP CTR panel 1 9 Check water level in the fuel oil service tanks and drain if necessary 1 10 Ensure that fuel oil supply valves from diesel oil service tank MD05 and fuel oil system MD11 to generator engine are open ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 1 11 Open fuel oil inlet valve to fuel oil pump 1 12 Open fuel oil valve before fuel oil filters Normally one filter is in operation and one filter is cleaned and on stand by 1 13 Check the position of the fuel oil supply 3 way v
89. d put into AUTO from the PowerChief Pump Control panel The second pump should be in St By 2 4 During normal operation with engine running the preheater would be by passed and shut off 2 5 The expansion tank level should be checked periodically 3 Shut down procedure 3 1 Prior to stopping the engine the fresh water generator must be secured and the jacket cooling water bye pass opened to prevent under cooling of the jackets during manoeuvring 3 2 During short stops the main HTFW pump may be left running and the jacket preheater put in use 3 3 For longer stops use the auxiliary HTFW pump and the jacket pre heater 3 4 If securing the engine for maintenance shut off steam to preheater until temperature has cooled to about 40C or ambient engine temperature and stop all pumps To secure the LTFW system all plant must be shut down and then all LTFW pumps may be stopped 48 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 49 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 00 00 52 Picture Alarms Running MD 11 Fuel Oil Syste n Silence return HFO FO Meter FO Meter W15 00 A Serv Tank n 01532 2 01643 3 C loo5 60 00 915322 Main Engine BUS cm REE UM C LU MK E from DG1 2 16317 to DG1 2
90. dge YI Tank FT Trip Overspeed 4 Axial Displacement LO Press Low G0 00 LO Temp High Back Pressure High A 2100 00 px Stop Valve y Cargo LA Pump 1 G0 00 Turbine 2 i NO 00 Es PO OO A Prat E0 00 IA gt pj p L zd 2 tf LOC 010 G0 00 E Z 100 00 A From Turbine U U FN A Turbine 5 a LO MakeUp 759 LO Sump Tank L80 00 A T30 00 a LI roa to 062 Sludge Lou Tank x ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 184 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 5 23 Cargo Pump Turbines MD87 General Four Turbine driven Main Cargo Pumps are modelled The cargo turbines should be run only when the oil fired boiler is in operation The steam will be superheated at 13 bar and approx 410 C All turbines exhaust into the main condenser held in vacuum conditions There is an electric driven LO start pump and engine driven LO pump fitted to each machine each discharging to the turbine via fresh water cooled cooler Two sets of filters are provided One set will be operational whilst the other used as standby The turbine speed is selectable and both the pump discharge pressure and the discharge Valve opening can be set according to load rate of flow required There is modell
91. ditioning In port when the cooling requirement is low an auxiliary pump is fitted During cargo operations a main pump may be required Description Sea water is taken from either a high suction sea chest via a strainer when the vessel is loaded or a low suction sea chest when the vessel is in ballast In order to avoid too low sea water temperatures at the cooler inlets a controllable recirculation valve is used to circulate water from the overboard line back to the common sea water suction line The recirculation valve is controlled by a standard PID controller The recirculation line is smaller and has higher flow resistance than ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG the overboard line The total sea water flow will therefore be reduced in the recirculation line The control valve has a pneumatic actuator The standard valve actuator can be changed with a motor driven actuator The motor control interface is modelled as follows 100 controller signal gives full opening speed 50 controller signal gives zero speed 0 controller signal gives full closing speed Studies comparing the dynamic behaviour of the standard actuator system with the motor actuator system are recommended A model variable page MVP7030 is for testing of frequency control of pumps The main SW HTFW and LTFW pumps are connected to a frequency converter if activated The frequency can be adjusted from 40 to 60 Hz
92. down towards ambient SW temperature The flow resistance in the heavy fuel oil lines is dependent on temperature The resistance increases at temperatures below 60 C 140 F below 20 C 68 F no flow is possible The spill oil tank input comes from the following tanks over flow HFO settling tank 1 HFO settling tank 2 DO service tank drain flow Venting Box ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Engine room fire If high alarm in the spill oil tank is disregarded and the tank starts to overflow engine room fire is likely to will develop The fire can be extinguished after the following actions have been taken The fuel oil tank quick closing valves shut The fuel oil pumps stopped The engine room ventilation fans stopped The main engine stopped The sea water fire line made operational Operation procedure 1 1 Open inlet to selected tank from HFO transfer pump 1 2 Open outlet from selected bunker tank 1 3 Observe that transfer of oil between bunker tanks is possible 1 4 Start transfer pump after opening of outlet valve Normally one pump is sufficient 1 5 Ensure that valves to bunker tanks are closed when transferring to settling tanks Fuel oil in the bunker tanks is to be heated and kept at a temperature corresponding to the temperature at delivery Note If large amount of heavy fuel is transferred to the settling tank it may cause at considera
93. drained to the spill oil tank through a drain valve Two fuel oil circulation pumps take suction from the venting box and or the fuel oil supply pumps and discharge to the fuel oil circulating line supplying fuel oil to the injection system of the main engines and of the generators engines The circulating line is equipped with two steam heated fuel oil heaters one backflush fuel oil filter and one bypass filter The capacity of each heater is sufficient for the max consumption for the main engines and the generators engines It is possible to run the generators engines on diesel oil with the main engine on heavy oil The capacity of each circulating pump exceeds the max consumption of the main engines and the generators engines combined Excess fuel is normally returned to the venting box Provision is also made to return the fuel oil to the service tanks through a 3 way changeover valve 51 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 An adjustable 5 10 barg back pressure valve maintains a constant pressure in the circulation line The fuel oil line to the main engines is equipped with a remotely operated emergency shut off valve operated from the Emergency Operating Panel outside engine room Steam for heating of the venting box and all fuel oil lines steam tracing is supplied through an adjustable 0 10 barg steam reduction valve Steam for fuel oil heaters and steam tracing can be shut off by stop valves Fu
94. e The load diagram also provides valuable information about the limitations of engine operation Normally the engine would be expected to operate within the limits of line 1 7 and 100 speed but during shallow water operations heavy weather and during load up periods then operation within lines 4 5 7 3 are permissible These specific lines are Line 4 This represents the limit of thermal loading that should be placed on the engine Should the engine operate to the left of this line then there is insufficient air for combustion and hence this will impose a limitation of the torque the engine can produce at a given speed Line 5 This represents the maximum mean effective pressure the engine can produce under continuous operation Line 7 This represents the maximum power the engine can produce under continuous conditions 100 of Maximum Continuous Rating MCR ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Line 3 This represents the maximum acceptable speed under continuous operation 105 of the given speed for that engine Line 8 This represents an overload condition of the engine The engine is designed to be able to operate for 1 hour in 12 between the lines 4 and 8 but in moderately heavy weather engine overload would easily occur when operating close to line 4 due the varying load imposed on the engine Within this normal operating range the lines of 1 2 and 6 represent the relationship of PaN gt
95. e FW of the main engine outlet is at boiling point fresh water evaporation is simulated The resulting low water level in the expansion tank leads to low pressure in the fresh water system The HTFW pumps are especially liable to cavitate under these low pressure conditions causing a reduction in ME cooling The static pressure in the fresh water system is given by the water level in the fresh water expansion tank There is a small constant consumption of fresh water due to leakage and evaporation The expansion tank must be filled periodically In bad weather unsteady expansion tank level is simulated and false alarms may arise Actuator type can be changed from variable page Operation procedure 1 Pre heating 1 1 During out of service periods or if stopped for a prolonged period during manoeuvre the main engine must always be pre heated Insufficient pre heating of the main engine before starting may cause misalignment of the main bearings and fresh water leaking 1 2 Once steam is available open the HTFW inlet valve and close the by pass valve 1 3 Correct pre heating temperature is 60 65 C 2 Jacket cooling water 2 Check the position of all valves in suction and discharge line and start the auxiliary jacking cooling water pump locally ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 2 2 Normal temperature controller set point is 80 C 2 3 At Stand by the main cooling pump should be started an
96. e pa ba G17 50 063 L E Misc FW G0 09 1 G0 00 Bilge to Dirty Drain Water Bilge ee i Pump Water Tank Sess Pump Valvi Control FT man EE NE ER L 0 28 70 44 A oil v ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 146 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 14 1 Bilge Wells MD62 General Bilge well description The following Engine Room bilge wells are included ER Aft ER Port ER Stbd ER Fwd A sludge tank and an incinerator are also part of the bilge system The bilge pump can take suction from any of the four bilge wells or from the sludge tank and discharge it to the Dirty Bilge tank The ER Port engine room bilge well in addition receives possible overflow from the sludge tank and miscellaneous fresh water leakage overflow from the engine room systems The Aft bilge well receives overflow from the stern tube LO sump tank The bilge wells cascade into one another as the bilge fills and overflows Should all bilge wells be full the level continues to rise on the tank tops Visual indication is given as well as the level on the tank top When the Bilge Water pump is in automatic operation it works on any of the bilge wells If the Bilge Water pump is on for an excessive time an alarm will
97. e will open across the UV radiation unit 1 Operation in local restriction areas 1 1 Open the valve to the sewage sludge tank 1 2 Close the valve before the UV unit 160 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 161 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 03 05 Picture E Alarms running moso Steam Generation Plant aj Vent to Heati t Tuihikes ya tg de Turbo Gen peg 007 gt A wa df G3 89 M S pss 089 to Funnel P6 36 26389 1 62 73 Superheater Vent 7 LI AM Y V V A AN ANNA T 233 95 A T 185 41 A T 167 08A Exhaust Damper retro r d V V V A Ay Y Oil Fired Boiler L L i p E from Misc Steam Inspection Consumers Tank JHG1L16 T240 14 t G173 78 JE ret reg XX LAJ LAJ a from Y G2 84 TE Condensate Ey L2 27 0 geome ndun Overboard Da Da G0 00 60 00 A 062 Overflow E to Bilge dl G0 00 4 4 G0 00 from FW Feed Water Fed Foe ong Generator Make Up Pump pr L1 85 A s ra II NA ee Steam DX MJ me bio Hciniphare 082 G209 64 gt yaa nd p Mos Bkidg Tank v ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Pro
98. ed NOTE The incinerator should only be used during sea passage 2 2 1 2 2 2 3 2 4 2 5 2 6 Sludge to shore Check that shore connection has been established Note amount of sludge in tank Open valve for discharge sludge ashore Start shore pump Close discharge valve before removing the shore connection Note and record amount of sludge discharged NOTE Before discharge to shore remote stop of the shore pump from deck location must be tested ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 148 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 149 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 25 Running Picture MD 63 Alarms Silence Inspect Bilge Water Separator Oily Glass fg irri Fu SR eT e Tea ette Cris T Water Z 100 00 G0 00 Drain OFF i i Sep Operation to Sludge E man trip aa Tank fe Sight Glass EL Heater Lon i i i i gt i Test Cock i 4 G0 00 2 dE JE m au LILI 70 04 Test Cock i G0 00 T33 52 G0 00 lA Separato H 1 01 D d paron G0 00 Z 0 00 A ppm ny ka Main SW Water Overboard Sea Chest Flush G0 00 to Shore Ev ay G0 00 L 062 Lou Bilge Pump DI ERS MC90 V 2 2 9999
99. ed a simple safety system for the cargo turbines common for all turbines and cargo turbine trip is given on the following conditions Overspeed rotor axial displacement by water strike LO pressure low LO temperature high high condenser pressure Pressing the reset button resets the trip Note that the cargo pump turbines are less sensitive to low condenser vacuum than the turbo generator It is recommended not to operate the turbo alternator during cargo pumping operations Cargo pump operation procedure will use the start for No 1 turbine 1 MD87 Open the following valves Line drain valve Casing drain valve Gland steam outlet valve Exhaust shut off valve to condenser Lube Oil Filter inlet Valve LO Cooler freshwater Valve 2 MD87 The manual Lube Oil pump is now started 3 MD87 The steam stop valve is now opened from 1 upwards slowly as the turbine begins to run up to speed Increase to a value of 20 over 5 minutes 4 MD87 When the rotor speed reaches 3500 rev min the steam stop valve can be opened fully and the two drain valves closed 5 MD87 The speed value of the turbine can be increased as required up to 6000 rev min NB 6177 rpm equates to about 1500 rpm of pump speed 6 MD82 Monitor the boiler level and steam pressure during the load up of the cargo pump ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 185 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12
100. ed of the engine would now be regulated by the position of the fuel control lever on either MD104 or MD110 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Engine STOP operation in remote control l To control the engine in remote control the regulating lever is placed at zero This will cause valve 84 to pressurise valve 38 which in turn will activate valve 25 When 25 is activated the fuel pump puncture valves are pressurised to stop the fuel pump admitting any more fuel and hence the engine will stop Valve 117 is also pressurised so that upon starting the starting air distributor will quickly move to the desired position The stop signal on valve 84 is only released when the regulating lever is moved above the start position and the engine has started Slow turn operation This engine is fitted with a slow turn arrangement that will slowly turn the engine when started This arrangement would be manually selected when the engine has been stopped for over 30 minutes to prevent any possible cylinder damage from water leaking into the cylinder liner 1 When the slow turn button is pressed then the valve 28 is activated Any subsequent start sequence will only allow the small slow turning valve to open and block the opening of the man starting valve When the engine has rotated by at least one complete revolution then the slow turn button is pressed once again to release valve 28 and hence allow the
101. eed N 74 01 rpm ME Fuel Link X 56 75 o ME Shaft Torque Q2162 0 kNm ME Fuel Consumption G3 16 ton h ME Spec Fuel Oil Cons G184 56 g kwh ME NOx Content Z 15 05 g kwh e Engine e iq Particulars o Propeller Pitc Im x0 90 v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 200 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 6 SIMULATOR amp SHIP MODEL PARTICULARS 6 1 Propeller and Ship Model Characteristics The propeller characteristic is realistically modulated The propeller torque and thrust depend on ship speed propeller revolution and propeller pitch and rudder deflection The hull resistance is set for a typical VLCC It is made dependent on ship speed ship draft heel and trim depth of water weather condition wave wind and the hull s degree of fouling The basic ship speed response constant is correctly modulated in dependence of load condition By using the Ship Dynamics from the Operating Condition picture the instructor can change the apparent speed response to save time times true response 2 times true response 4 times true response The steady state thrust or the time scale does not influence propulsion power The hull model includes dynamic description of the ship s movement ahead its speed and rate of turn it
102. el oil viscosity control The viscosity controller positions the steam valve of the fuel oil heater directly single PID loop or indirectly by adjusting the set point of a separate slave controller cascade control The feedback signal to the slave controller is the mean tube metal temperature of the fuel oil heaters High Selected At low load it may prove to be necessary to stabilise the controller by reducing the steam supply to the fuel oil heaters This controller can be configured in cascade A controller connected this way will be more stable and less sensitive to supply steam pressure than with a direct connected PID control ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Operation procedure 1 Preparation and starting on diesel oil Supply system 1 1 Set 3 way valve into diesel oil position 100 for pure diesel oil 1 2 Ensure sufficient level in diesel oil service tank and drain the tank 1 3 Line up system from diesel oil service tank to venting tank by pass valve for fuel oil flow meter normally to be closed 1 4 Close venting box drain valve 1 5 Start one of the supply pumps manually and check the discharge pressure and flow Circulation system 2 1 Open valves to one of the fuel oil heaters and the back flush filter 2 2 Check that the main engine fuel oil emergency shut off valve is open 2 3 Open fuel oil shut off valves for both main engines and the supply valve for the gene
103. eld to aid future fault identification 3 Select the same field button I1 to I5 in the SELECT CURVE column Either the blue magenta or brown curve can be selected 4 Select the cylinder 1 to 5 that you wish to be measured To measure and compare the same cylinder after a period of operation or when a malfunction is present Using cylinder 2 as an example 1 Carry out the tasks 1 to 3 above using the blue curve column and 12 2 Select cylinder 2 to measure 3 Select another field button not chosen in point 1 such as 13 in the Indicate column 4 Type in your identifying comments in the Indicate field Select I3 in Select Curve of the magenta column 6 Select cylinder 2 to measure the combustion parameters of cylinder 2 again en The following parameters are displayed in the numeric data display at the instant when the cylinder indicator is taken once a cylinder is selected together with the two indicate I buttons Speed Index This is the engine speed N This is a measure of the fuel index 75 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 MIP This is the Mean Indicated Pressure MIP measured in bar This pressure is the eguivalent pressure that acts on the piston throughout its vertical power stroke IkW This is the Indicated Power of the cylinder and is calculated from MIPxvolume of working pistonx N Tien This is the timing of the ignition The time between the Tmjo and Tjon
104. enerator will automatically stop and open the circuit breaker Emergency Generator Testing The generator should be tested regularly to ensure that it will function when reguired With the generator in AUTO TEST 1 will simulate low voltage on the emergency bus causing the generator to start The generator will attempt a maximum of three starts Releasing TEST 1 the generator stops Before using TEST 2 the bridge must be informed and check that the elevator is not in use TEST 2 will temporarily interrupt the emergency supply TEST 2 disconnects the emergency bus from the main bus simulating total supply failure the generator starts and supplies the emergency bus Releasing TEST 2 reconnects the emergency bus to the main bus and the generator stops Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 6 Main Generators 6 1 It is normal to have the generators in AUTO MD101 and priorities set on shaft and diesel generators so that load sharing is achieved as the control mode dictates 6 2 The Turbo generator will always be priority one when running 6 3 With generators not in AUTO mode connection can be made from MD70 6 4 Before attempting connection check that the generator is ready to run MD75 MD76 MD86 6 5 The turbo alternator must be running before connection can be attempted 6 6 Ensure that voltage control is on 6 7 Start required generator by pressing start stop button 6 8 When engine is running adjust voltage cont
105. er CYL WTR TEMP 325 328 328327 325 80 80 80 80 80 SCV Rec Press SCV Rec Temp CYL PISTON OIL TEMP 50 50 50 50 50 Blow Off Valve r fi Piston to Residue Tank Rod Gland a T 50 00 A Contaminated G80 46 A piran Caoli m LO Tank p2 31 Oil v T 45 00 ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 42 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 4 ME Cylinders MD21 General The five screens are indications only of the various parameters present The following indications are present Cylinder exhaust temperature and deviation from the average exhaust temperature Cylinder water temperature and deviation from the average water temperature Cylinder piston oil temperature and deviation from the average piston oil temperature Exhaust receiver pressure and temperature gauges Scavenge receiver pressure and temperature gauges Piston oil cooling temperature and flow indications Main engine speed and power gauges Cylinder oil flow Fuel pump rack and VIT setting A blow down valve to drain the contents of the scavenge receiver is provided on each cylinder screen This valve should be opened twice daily ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 43 Kongsberg Maritime D
106. er protects against Fast overload Slow overload Reverse power Low voltage Low freguency The settings of the above are easily accessed on the breaker itself The breaker also sets the level at which the preferential trips operate this function does not trip the circuit breaker Whichever trip has activated is indicated and can be reset from the circuit breaker The emergency generator can not be synchronised its breaker are accessed via variables page 7822 On the main bus bar there is a connection to the emergency bus bars a bus tie for main deck machinery and a shore connection availability ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Normal operating modes Emergency generator on AUTO at all times In port diesel generators supplying power as required normally one is sufficient Manoeuvring Fixed pitch operation both diesel generators supplying all electrical power Variable pitch operation both diesel generators supplying main bus bus tie open Shaft generator supplying power to bow thruster Sea passage Turbine generator supplying all power Shaft generator in PTI Turbine out of action Shaft generator supplying all power Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Operation 1 Shore Connection 1 1 Ensure all generators disconnected emergency bus bar and bus tie disconnected 1 2 Connect incoming cable 1 3 Check phase ro
107. erg Maritime Doc no SO 1342 F 8 Nov 12 3 9 ME Turbocharger System MD13 General The main engine is supercharged by two constant pressure turbo chargers The turbo charged air is cooled in a fresh water cooled air cooler before entering the main engine The air cooler must be kept clean to enable it to provide a sufficient amount of cool air to the engine Hot air will lead to high exhaust temperatures greater heat losses and increased specific fuel oil consumption After the air leaves the air coolers it enters the demister units that are fitted to reduce the water content of the air Water is drained off the demister units via the water trap where the level and flow of the drained water can be noted from the screen display Dirty turbo charger air filters throttle the scavenging airflow and will result in reduced engine performance The exhaust gas from the main engine cylinders enters the common exhaust gas receiver From this receiver the exhaust gas can either flow direct into the waste heat exhaust gas boiler or via the Selective Catalytic Reduction SCR Receiver before entering the Exhaust Gas Boiler The exhaust boiler must be kept clean High back pressure reduces scavenging air flow and engine efficiency especially at high power ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The turbo charger model is composed of two separate units a centrifugal air compressor and a single stage gas tur
108. feed flow and large gravity ring result in better purification while small gravity ring increases the maximum flow admitted before broken water seal is likely to occur The cleaning procedure described will be done automatically at regular intervals by the PowerChief central monitoring system if the selector switch on the local purifier panel is in AUTO position 133 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Alarms Silence 00 00 47 Picture Running MD 09 LO Purifier System from to Insp S Tank pao 082 Steam Operating pj 20 00 067 Water Gen Water Tank Make Up Supply 1 G18 09 L0 59 uct water rea r LAJ i Operating Ys NW UNE NES Valve amp 4 Valve k Seal Flush Valve gt G2000 0 G2000 0 p30 00 gt G1984 4 i Kiwa Dd gt G1984 4 21 23 T88 00 012 T 50 53 012 1 j 012 Suction Bypass P3 06 Discharge z 0 00 A G14 18 to Sludge 062 v M ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 134 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 11 Lubrication Oil Purifier System MD09 General Description There is one lubricating oil separator The lubricating oil separator takes suction from one end of the main engine drain tank a
109. ffluent will only be discharged overboard when its oil content is less than 15 ppm ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Eventually the oil layer at the top of the separator increases sufficiently to trip a sensor which causes the separator drain solenoid to open The accumulated oil is forced out through the oil discharge valve to the sludge tank If the separator is operated in AUTO mode the following functions are automatic The overboard valve is closed and the re circulation valve opened if the ppm limit in the overboard water is above a pre set limit If the oil water interface sensor detects low level much oil the sludge valve is opened The bilge separator pump may be started stopped automatically according to the Clean Bilge Water tank level A flashing AUTO light indicates functional failure The cause can be high oil content low low oil water interface level or low separator temperature The separator pump will then be stopped the sludge valve opened and the overboard and re circulation valves closed The heating power is turned on off according to temperature by a thermostatic switch as long as the main switch is on This switch works independently of the AUTO mode 151 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Operation procedure 1 1 1 1 2 1 3 2 2 1 3 1 3 2 3 3 34 3 5 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V
110. fuel 169 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 NOx represents the sum of nitrogen dioxide NO2 and nitrogen monoxide NO SOx represents all sulphur component mainly sulphur dioxide SO2 and some sulphur trioxide SO3 HC and CO hydrocarbons and carbon monoxide represent all residual unburned fuel components in the flue gas The computation of the flue gas composition is based on empirical constants and functions The results must be regarded as indicative only Comments on flue gas emission NOx generation increases with temperature and excess oxygen in furnace Unevenly distributed air fuel creates high local temperatures in the combustion zone and gives higher overall NOx values In the simulator the NOx can be seen to increase with boiler load furnace temperature and oxygen surplus in furnace oxygen controller setting Atomizing steam to the burner cools the flame and reduces the NOX formation somewhat NOx reduction can generally be accomplished by operating as close to stoichiometric combustion condition as possible operating with homogenous well mixed fuel air mixtures throughout the combustion zone operating through a two stage combustion process to reduce peak flame temperatures ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG stage one a fuel rich zone with lack of air stage two a lean burning zone with some extra air added to complete combustion This
111. go tanks is a function of the cargo discharge rate from the cargo oil pumps and the inert gas pressure ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Operation Clean air ventilation of cargo tanks l 2 3 MD01 Ensure the sea water inlet valve on either the high or low suction is open MD91 Close the outlet gas valves from the scrubber tower MD91 Check the level of the deck seal If low then open the valves and start the pump to fill the deck seal with seawater Stop the pump and shut the valves when the level reaches 0 5m MD91 Open selected fan suction from the deck open discharge valve and start fan MD91 Open the vent on the deck main MD91 Switch the Pressure Controller to AUTO with a setting of 0 03bar MD91 Once the oxygen level has stabilised to over 20 within the main line close the vent on the deck main and open the supply to the cargo tanks MD91 Monitor and maintain the deck water seal level as required by starting the deck seal pump 194 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 195 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 00 26 Picture Running MD 97 E Alarms Fwd Winches ed YA ANCHOR WINCH S e MOORING WINCH P ANCHOR WINCH P MOORING WINCH S Fill Tank
112. gsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Q 0 OU HM RUNKE Service Air Compressors MD60 eeeeeee nnnm nnn 113 Fuel Oil Transfer System MD03 sseeeee mmn 117 Fuel Oil Service Tanks MDOB sswsmsnannanunanzununanzinunanzu muwa 119 Fuel Oil Settling Tanks MDO4 cs eee nnn 123 HFO Separator System MDO6 cessere nnn 127 Diesel Oil Separator System MD05S cese 131 Lubrication Oil Purifier System MDO9 eee 135 Fresh Water Generator MD6L wwwssannamananzununanzinunanzu muwa 139 Fresh Water Hydrophore System MD6G7 aaaanananzwnunanzu nuna 143 Bilge System and Bilge Separator MD62 amp MD63 144 Refrigeration System MD64 w saananananzwnunanzununanzinunanzu nuna 155 Sewage Treatment MD AS wwwanananaa namana ak emnekuni 159 Steam Generation Plant MD80 seeeeeeennn mnn 163 Exhaust Boiler MBELE aa 167 Oil Fired Boiler MD82 s isbissiiextus kis e kva x ox icri en ob icbx rada bl ina dts 169 Boiler Combustion MDSBdJ uiui oeste tei oba retestota ritu tico Sa io 173 Steam Condenser MD85 nraunnnnenennnnenennnnenennnnenernnnenevnnnenen 179 Turbo Generator MD86 2 eccccedcucacseadvascsaesetcsagiesemcaeaseaseaes 181 Cargo Pump Turbines MD87 asnnrnannnnenennnnenennnnenennnnenennnnenen 185 Ballast Water System MD89 rnannrunnn
113. haft is in the ahead or astern position ME Failure status This indicates locally whether there is a shut down slow down or failure present All three main engine protection system can be reset at this local panel Starting procedure of the main engine at the Local Panel l 2 D The Responsibility Transfer is set to Local The Bridge should select ECR Stand By to indicate that engine operations are required 3 The turning gear should be disengaged 4 5 The manoeuvring system should be prepared with starting air The Indicators Cocks should be closed and control air available The ME Failure status should be checked and any failure reset The auxiliary blowers should be placed on automatic and the auxiliary blowers should start The Emergency telegraph should be observed and any command from the Bridge acknowledged Select either Ahead or Astern depending on the telegraph command 67 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 10 Admit Start Air by pressing the Start button observe that the engine RPM rises in the correct direction 11 At about 20rpm the Start button should be released and the fuel lever moved away from the stop position to fulfil the Bridge reguest The puncture valve will automatically close 12 To stop the engine move the fuel lever to zero 13 If a stop has been prolonged the slow turn can be used to maintain engine readiness Select Slow Turn then press Start Observe the eng
114. he generator may be used on passage During manoeuvring electrical power is supplied from the diesel generators When the vessel is on passage the turbine generator is used in parallel with the shaft generator 21 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG If there is available electrical capacity from the turbine generator then the shaft generator may be used in PTI mode to increase efficiency In case of main engine reduced power or if extra shaft power is required the shaft generator can be used in PTI mode with the diesel generators 1 Starting shaft generator 1 1 Ensure auxiliary power on and cooling fan is running 2 Check that enough reserve power is available to start synchronous condenser about 150kW 1 3 Start synchronous condenser 1 4 Open air valve to clutch 1 5 Ensure input shaft speed below 300 rpm and connect clutch in local control When clutch has engaged change to remote control 2 Generator Mode 2 Normal mode is generator mode as indicated on the control panel 2 2 The generator can be connected manually or automatically from the Power Chief panel in the normal manner 3 Power Take In 3 1 To use PTI the generator breaker must first be connected in the normal manner 3 2 PTIcan be selected locally or from the Power Chief panel 3 3 In PTI mode select either Available Mode to use all available power 300kW will be in reserve or select Setting Mode where the motor powe
115. hieve actual engine characteristics The actual VIT advancement applied to each fuel pump is displayed beside the upper fuel pump control lever and is the summation of the above three options Hence each individual fuel pump can be adjusted to provide the optimum fuel timing with regard to fuel type and quality and engine load Excess fuel timing advancement should be avoided as this will a Increase the maximum combustion pressure and hence cylinder and bearing loading b Affect the ability of the engine to start effectively Following adjustments to the VIT system the operator should monitor the combustion pressure over the complete engine load range especially from 50 100 load using the Cylinder Indication screen MD120 57 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Rino pis ME Turbocharger System d YA KONGSBERG 1 c87 09 4 CO Release n hug ME UT Fresh Water Blower 2 AP 172 23 A T 171 49 A J Z15 59 A 215 59 A TBCH2 TBCH1 X AP 115 22 A Engine Room AP 115 22 A X flcas 34 i EN i G85 34 f 2 yu 0 1900rPM O 9 j000Rpm 240 614 240 614 N 7273 9 A N 7273 9 A Exh Boiler 81 L G174 17 v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 58 Kongsb
116. icating oil sump is modelled Hence the turbo generator lube oil tank should be drained off regularly and new oil added Very low high lube oil temperature or very high water content will reduce the lubrication ability of the oil and cause rotor instability and possible turbine trip high vibration trip Sealing steam for the glands is provided from the main inlet line via a pressure reducing valve The sealing steam drains exhaust to the main condenser The turbo generator is protected by a separate safety system and trip signal is given on the following conditions high condenser hotwell water level high condenser pressure low vacuum high boiler water level turbo generator overspeed low lub oil pressure rotor water strike high vibration due to cold start water carry over high rotor vibration due to poor lubrication turning gear engaged All trips must be manually reset before the turbo alternator can be started 181 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Turbo generator operation To start the turbo alternator When steam is available at 7bar either from the oil fired boiler or the exhaust gas boiler then 1 MD 0l open seawater to steam condenser V00673 2 MD 85 start Main Condensate pump R 04721 and No 1 vacuum pump R 04720 3 MD 86 Set V04608 T G select valve to oil fuel boiler 4 MD86 Open the following valves steam line drain V04657 Sealing steam outlet V04
117. iesel oil service tank supplies diesel oil to Fuel oil system Generator engines Boiler burner system when operated on diesel oil Description HFO service tank and HFO separator system HFO separator 1 and 2 fill the HFO service tank Both HFO separators can take suction from HFO Settling tanks HFO service tank Both HFO separators discharge to HFO service tank HFO settling tanks ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The fuel oil service tanks store and preheat the cleaned fuel oil Only one HFO seperator would normally be in use Steam heating The service tanks are equipped with steam heaters The temperature is controlled by simple P controllers positioning the steam control valves according to tank temperature and temperature set point The temperature in the service tanks will normally be maintained at a temperature corresponding to the normal discharge temperature from the separator All HFO supply and return lines are steam traced supplied from the steam reduction valve refer to the FO service system Miscellaneous The HFO service tank has return pipes from venting tank fuel oil system and boiler burner system The diesel oil service tank has return pipe from the generator engines The HFO Service tank overflows to the HFO Settling tanks The DO Service tank overflows to the spill oil tank The service tanks are provided with drain valves and the drain
118. ile the engine is running there will be a short loss of ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG power but the engine will keep running A change over to HFO while the engine is running on DO will cause missfiring engine stop due to too low temperatures of the metal part in the fuel feeder line and injection pumps The fuel oil pump discharges to the high pressure pump header through a duplex filter Surplus oil is returned to the diesel oil service tank or the fuel oil system depending on the position of the double 3 way valve An electrically operated shut off valve on the suction side of the fuel oil pump shuts off the fuel oil supply in case of an emergency The valve is controlled from the Remote Emergency Operating Panel The lubrication system is equipped with an electrical oil pump and a shaft driven main lubrication oil pump The electrical pump serves as a pre lubrication oil pump and as a stand by oil pump in case of break down of the shaft driven main pump The pumps take suction from the diesel engine lubricating oil sump and discharges though a freshwater cooled oil cooler and a duplex filter The oil sump can be refilled from the lubricating oil storage and the oil can be drained to the sludge tank by using the electrical oil pump The electrical oil pump can be operated in manual or in automatic mode Seawater for the LT and HT fresh water coolers is provided by the vessel s main sea water sy
119. impair effective bacterial action Operating the Sewage Treatment Plant There is a black water supply from the vacuum collection system and a grey waterline supply from the galley and laundry system In both supply lines there is a control valve The effluent pump has a direct connection to the overboard discharge line Set the system valves as in the following table Open overboard valves in the discharge line from the effluent pump Open suction valve from chlorination tank Close suction valve from settling tank Close suction valve from aeration tank The sewage treatment unit should be initially filled with water ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Activated sludge shall be added if it has been emptied for any reason or when commissioning the plant for the first time This will not be required when the unit has been operating previously but the description is included for completeness Check that effluent pump is selected for operation Check that dosing chemical tablets have been added to the basket in the discharge chamber The sludge and the effluent pumps are set in auto mode Open diffuser and air lift valves Start the aeration compressor Set the UV radiation unit on Start to supply the unit with black grey water Operate the unit to maintain output levels within Marpol IV requirements At high level in the chlorination tank the bypass valv
120. indicates the ignition delay present for that cycle Increasing ignition delays will cause increased Pmax and large delta pressure angle 6P da Pmax This is the maximum pressure present during the working cycle This will be affected by the quantity and timing of the fuel admission Tmax This is the position of the maximum temperature during the working cycle Pcompr This is the pressure due to compression alone after the compression stroke It provides valuable information to the efficiency of the compression stroke and the sealing efficiency of the piston rings liner and cylinder cover valves Pwo This is the fuel pressure when the fuel injector opens It provides useful information that the fuel injector is correctly adjusted Pm This is the maximum fuel pressure generated by the fuel pump This indicates the internal sealing properties of the pump and whether internal wear is present ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Tmo This is the timing of the fuel injection The fuel pump timing will change when the VIT operation is selected on MD28 but it should be similar for all fuel pumps Lw This is the length of the fuel injection period and is dependant on the setting of the fuel control lever On the lower part of the diagram the button Zoom can be used to zoom the diagram in horizontal direction to 300 The button Spread is used to move overlaying curves apart vertically
121. ine Discharge of the tank is directly to the spill oil tank The cam lubrication oil is cooled by a LT fresh water cooled LO cooler and is then passing a double filter before it enters the main engine The LO temperature is controlled by a P controller which regulates a by pass valve for the cam LO cooler The LO filters must be cleaned regularly to avoid pressure flow reduction Operation procedures Start up for main engine Ensure main engine sump has sufficient oil Set temperature controller to AUTO and 45 C Ensure suction and delivery valves on both main lube oil pumps are open Ensure one cooler has inlet and outlet valves open Ensure inlet and outlet valves to back flush filter are open Ensure main bearing supply valve is open Start one of the main lube oil pumps in manual wait until the lube oil pressure has risen to about 3 bar then in pump compressor Autochief page set pump control to auto It should only be necessary for one pump to be running with the other in standby Ensure oil is flowing to piston cooling and main bearings at correct temp ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Start up of cam shaft system Set temp control to 50 C Ensure Cam lube oil tank level is more than 0 3m Set cam lube oil pressure to 4 bar Check one filter in use and suction and delivery valves on both pumps open One pump started manually then switched to AUTO when pressure reaches about 3
122. ine rpm 14 Using the Stop button opens the fuel puncture valves giving an emergency stop of the engine ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 68 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 69 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 01 icture Alarms Rise mbia ME Manoeuvring System TA YA M ME Speed N74 01 A gg pa P710 A Control Air Main System Starting ee Rande eld 3 we Valve P29 77 Starting Air Exhaust Valve pa Starting Air Distributor Starting J Li volve P7 11 Al Reversing Mechanism AHEAD ASTERI STAR Remote Control v ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 70 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 12 ME Manoeuvring System MD18 General This drawing illustrates the components reguired to start stop and reverse the main engine The process diagram shows the main inputs from the local control and engine control room that starts the engine Before the engine can be started in any selected control position the follow
123. ing Water Distilled Consumption FW tank to kr consumers v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 142 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 5 13 Fresh Water Hydrophore System MD67 General Fresh Water Hydrophore System MD67 consists of a pressurised Operation procedure hydrophore tank with necessary pumps and valves a drinking 1 Preparation water tank and a hot water tank 1 1 Main busbar to be active The hot water is heated by electric immersion heater or steam The drinking water is supplied via a potabiliser to sterilise before Starting procedure use 2 MANUAL mode The capacity of the system is approx 10 t h of cold water hot 2 1 Open valve from distilled FW tank water and drinking water supplied to different users 2 2 Set pump control to MAN The hydrophore tank volume is 3 0 m3 pressure is kept between 3 2 3 Start pump and 4 bar 2 4 Open for service air if necessary The system interfaces to the following subsystems 2 5 Set temperature controller steam or electric to suitable Cold Water value Purifiers 2 6 Start hot water circulation pump Generator FW make up 2 7 Open valves to consumers MEFW make up Other consumers consumption adjustable 5 AUTO mode 5 1 Open valves and set tem
124. ing valve position should be set 1 The safety air block valve 16 should be open This valve supplies the air to the fuel pump puncture valves should an engine safety trip be activated The starting air distributor block valve 118 should be open This valve supplies the pilot air to open the individual cylinder starting valves The starting air block valve 1 should be open This valve supplies the control air to the manoeuvring system The turning gear valve 115 should be disengaged This supplies the control air to valve 33 and hence would block the start sequence if engaged The pressure of the service air supply should be checked to be above 6 5 bar The pressure of the starting air supply should be checked to be above 25 bar Engine START operation in local control 1 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V To control the engine system at the engine side control the local control is selected at the ME Local Control station This will cause valve 100 to pressurise valves 101 and 102 KONGSBERG Once in local control the engine can be started stopped and reversed at the local control panel To start the engine the start button is pressed which will activate valve 101 This action will activate valves 33 25 and 117 When 33 is activated both valves 26 and 27 will operate Valve 26 will supply the starting air distributor with pilot or starting air valve operating air
125. ion 4 OL trip and zero volts trip 11 Non Essential 1 12 Non Essential 2 13 Non Essential 4 3 14 Non Essential 4 The settings can be found on the CBR Doc variables Non Essentials trip as dictated by the settings on the generator breakers on MD70 25 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 41 Running Picture MD 72 Main Switchboard Feeders ul YA TE amp i CBR Dic iv E 310 47 E 70 35 E 11 92 A1 1383 74 E248 93 B1 187 73 E61 54 070 V 440 43 A 20 85 E153 89 Z0 92 E 26 16 V 440 42 073 E70 35 E 59 14 I 120 63 Z 0 77 Relay 1 v bed ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 26 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 2 6 Main Switchboard Feeder section MD72 General The feeders are grouped into four main sections The 220v sections are fed from the main bus via a circuit breaker and transformer Each feeder group has indication for current active power reactive power and power factor Feeders indicated with an asterix supply elsewhere and are not included in the calculations for the feeder group The breakers are operated by pressing the IN button Pressing IN again will open the breaker The display value of the breakers may be changed from active
126. ip Mixing air supply When the scavenge air flow into the static is low then the system will trip Excessive ammonia slip When the quantity of ammonia input to the reactor is excessive then the level of ammonia within the exhaust stream rises This slip of the ammonia is measured and when this reaches 60ppm for over 30 seconds then the system will trip Ammonia leakage As ammonia can produce a flammable and or explosive mixture with air any leakage in the deck housing containing the ammonia system is monitored and will cause the system to trip 64 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 65 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 01 icture Alarms Pan running mo20 ME Local Control d YA eale e e pele soe Propeller Pitch x0 90 G re i v ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 66 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 11 ME Local Control MD20 General Local control of the main engine is provided to enable operation and control of the main engine should a defect or malfunction of the main control or manoeuvring system occur In Local control the automatic thermal load
127. l Very huge waste heat sources may be utilised when connecting a fresh water generator to the main engine jacket cooling water system Normally this temperature is 75 80 C There are two HTFW bypass valves The manually operated valve diverts the HTFW through the evaporator to evaporate the sea water feed An automatic bypass valve is also mounted in the HTFW supply line to the evaporator It is normally closed but at engine outlet temperatures lower than normal it opens This function prevents the evaporator from over cooling the engine at low engine power when the heat generation in the engine is insufficient for full evaporator production A controlled amount of sea water is fed into the evaporator where it is heated by the HTFW The fresh water generator operates under vacuum conditions in order to reduce the evaporation temperature The vacuum and thus the evaporation temperature must be controlled to reduce the scale formation in the sea water side of the evaporator The vacuum allows the utilisation of low temperature heating sources The vapours generated pass through a fine mesh to prevent salt water carryover to the condenser ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The condenser is cooled by sea water so the vapour condenses into fresh water The fresh water falls by gravity to the bottom of the condenser and is led to the suction of the fresh water pump The condition of the fresh wate
128. large gravity ring result in better purification while small gravity ring increases the maximum flow admitted before broken water seal is likely to occur 5 2 The cleaning must always be optimised according to the current flow through purifier The gravity ring is slowly maximised until oil is observed in the sludge flow 5 3 When oil is observed the sludge flow decrease the gravity diameter a few percent until there is no oil in the sludge flow ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Model particulars The oil discharge pressure will build up to normal value when the separation process starts functioning properly The oily water sludge and the drain from the shooting is collected in a sludge tank common for all purifiers At loss of water seal the oil water will drain through sludge line to sludge tank The oil discharge pressure will be low and the central alarm system will be activated The purifier is modulated with an automatic dirt build up within the bowl After each ejection cycle the bowl is cleaned If the dirt accumulated exceeds an upper limit lost water seal will occur The purifier therefore must be cleaned regularly If the oil inlet temperature drops under a given limit or increases above a given limit the normal separation process is disturbed resulting in lost water seal If the flow resistance of the discharge line is too high the water seal will break If the oil temperature
129. lead to problems with the oil viscosity controller If the intermediate air cooler is not drained regularly it will gradually fill with water and overheat 115 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 00 00 26 Running Picture MD 03 KONGSBERG Fuel Oil Transfer System Alarms Silence YA t 6583 90 from Steam 082 080 Gen EVA inlet 1 Go 01 LA t G0 00 2 Insp D Tank L0 07 A Stbd Disc 004 to HFO Settling Tanks Transfer Pumps 1 Go 00 x ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 116 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 6 Fuel Oil Transfer System MDO3 General The heavy fuel oil transfer system includes four bunker tanks one spill oil tank a transfer pump and necessary piping The transfer pump can take oil from any of the bunker tanks or the spill oil tank and discharge it to the settling tanks or back to the bunker tanks The bunker tanks are heated by steam The heat transfer is proportional to the steam pressure which is set by manually controlled throttle valves If the heating is turned off the bunker tank temperature will slowly cool
130. lection of the ahead position is maintained whilst the engine is running If the engine is to be operated in the astern direction then the engine should be stopped first Engine ASTERN operation in local control 1 To control the engine system at the engine side control the local control is selected at the ME Local Control station This will cause valve 100 to pressurise valves 101 and 102 Once in local control the engine can be started stopped and reversed at the local control panel To start the engine in the ASTERN direction then the Astern button is pressed which will cause valve 105 to pressurise the Astern signal line This will in turn activate valves 15 and 11 When 15 is activated the starting distributor will be moved to the astern position when the start signal is activated When 11 is activated the fuel pump reversing mechanism on all five fuel pumps will be moved to the astern position once the engine starts to move in the astern position The selection of the astern position should be maintained whilst the engine is running If the engine is to be operated in the ahead direction then the engine should be stopped first Engine AHEAD START operation in remote control Bridge or Engine control room 1 To control the engine system at one of the remote positions i e Bridge or Engine control room the remote control is selected at the ME Local Control station The new control station position 72 Kongsberg Mari
131. ler is a PID acting controller with feed forward from steam flow out of steam drum and feedback from the steam pressure The slave controllers are fully acting PID controllers They must be set in manual mode during start up The function of the high low select logic is to ensure that air command increases before oil command at load increase and that oil command is reduced before air command at load reduction This is a standard logic block found in most boiler control schemes and will prevent excess smoke during load changes 173 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Before start up of the boiler the furnace must be air purged The purging period is set long enough to change the air volume in the furnace about 4 times in accordance with classification societies safety requirements The automatic lighting sequence is as follows air register is opened to allow the boiler to be purged the pilot oil pump is started electric spark ignitor turned on the pilot oil valve is opened and the pilot flame should ignite a small flame is displayed main oil shut off valve opened atomising air sttam valve is opened when in HFL operation If the flame detector does not see flame within approximately 6 seconds the oil shut off valve and the air register are closed The boiler will trip and will need to be manually reset When the burner is in operation the flame will be blown out if there is too much ai
132. lied via a shore connection link that has the ability to alter phase rotation to ensure that motors turn in the correct direction Description The status of all prime movers is indicated with the diesel generators having a remote start available The emergency generator can be set to either AUTO or MAN mode It is normally kept in AUTO Test 1 starts the generator test 2 connects the breaker while disconnecting the emergency bus bar from the main bus bar In AUTO mode if power is lost to the emergency bus bar the generator starts and connects automatically Reconnecting the emergency bus bar to a live main bus bar automatically stops the generator The shaft generator can be connected to the main engine by operating the clutch The clutch will not close if the PTI shaft speed is above 300rpm Each generator is excited by an AVR based on a PI controller Changing the excitation setting alters the controller base setting Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Each main generator has indication for rotor phase between current and voltage current angle power factor and reactive power The main generators governor speed control and shaft generator load control can be accessed All are based on a PI controller with droop setting The shaft generator can be used as a power take in motor in case of main engine problems so that propulsion can be maintained All main generators are protected by a circuit breaker The break
133. lve MD89 The manual Lube Oil pump is now started MD89 The steam stop valve is now opened from 1 upwards slowly as the turbine begins to run up to speed Increase to a value of 20 over 5 minutes MD89 When the rotor speed reaches 3500 rev min the steam stop valve can be opened fully and the two drain valves closed MD89 The speed value of the turbine can be increased as required up to 6000 rev min NB 6177 rpm equates to about 1500 rpm of pump speed MD82 Monitor the boiler level and steam pressure during the load up of the ballast pump MD89 The pump is set to fill or discharge the ballast tanks are required Note that the opening on the ballast tanks can be selected to ensure that the ballast tank is filled or emptied at the required rate This will control the vessel s trim and list MD89 The pump discharge valve can be opened to load up the pump 189 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Ballast pump operation STOP 1 MD89 Gradually close the ballast pump outlet valve 2 MD89 Close all the ballast system valves 3 MD89 Once ballast pumping has stopped close the steam stop valve slowly to 0 4 MD89 Start the manual lube oil pump 5 MD89 Open the following valves Line drain valve Casing drain valve 6 MD89 Close the following valves after 5 minutes Line drain valve Casing drain valve Gland steam outlet valve Exhaust shut off valve to condenser Lube Oil Filter inlet Valve
134. mance in various systems the auto pulsar system is included The auto pulsar enables auto change of set point in intervals The engine room systems with auto pulsar functionality vary with the simulator model but are found under the SIM CONTROL variable pages The following settings are typical for a low speed engine model Sea water temp control Default 20 degC Low temp fresh water temp control Default 34 degC High temp fresh water temp control Default 80 degC Lubrication oil temp control Default 45 degC Main engine command Default 100 FO Viscosity control Default 15 cSt Boiler level control Default 0 mm Boiler pressure control Default 16 bar Operation Select SIM CONTROL variable page Set Pulsar system active 1 Set one or more of available systems to auto pulsar active 1 Observe that controller instantly changes set point and the counter starts counting down from default time setting seconds To switch off auto pulsar type 0 Auto pulsar 16 degC Auto pulsar 30 degC Auto pulsar 75 degC Auto pulsar 41 degC Auto pulsar 70 Auto pulsar 12 cSt Auto pulsar 50mm Auto pulsar 15 bar ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 205 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG The following settings in seconds are typical for the low speed models Sea water temp control Default 2 180 seconds ON 180 seconds OFF Low temp fresh water temp contr
135. manual Lube Oil pump MD80 85 If all cargo operations are halted change over to the main boiler feed pump on MD80 and the main condense pump on MD85 186 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 187 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 03 33 Picture running moso Ballast Water System 001 Alarms Silence from Fire amp G S Pumps TT Trip ps2 Overspeed reg from Oil Axial Displacement V Boiler SH LO Press Low Q LO Temp High ya pen t G0 00 A t G0 00 A T 169 25 A Back Pressure High X gt Bm WT3P tank top FPT tank top overflow gy overflow T P6 38 3588 1 Go o0 L0 01 amj P0 00 r3 46G0 00 G0 00 l pooo P lt Z100 00 A DI rea Stop Valve LA Ballast 5 Pump ar i d Turbine 4 Go o0 4 Go o0 Drain P0 00 A E c D Be o 1 60 00 m Xo gn D DA L0 01 tank top overflow wT3S ico 00 A Start 7 Pump U U From Turbine Ie bi 3 V Turbine LO Make Up ui n LO Sump Tank may L Lgo o0 T30 00 A M t Sea Chest 0 000 e Fa I Sludge V L S p62 Tank ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Oper
136. n main bus and selected generator There is also an indicator to show that the selected generator is connected to the main bus The shore supply can be accessed from this panel The syncroscope can be accessed from the individual generator sections of the main switchboard panels MD 140 144 1 Connection 1 1 The incoming generator must be running and not in AUTO on MD101 1 2 Select incoming generator voltage and frequency can be compared with bus 1 3 Adjust excitation if necessary to give equal voltages 1 4 Adjust governor control so that incoming generator is slightly faster than bus frequency 1 5 Synchroscope indicator should be turning slowly in a clockwise direction ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 1 6 1 7 1 8 2 2 2 3 24 KONGSBERG Connect breaker when the top synschroscope indicator is lit The breaker connected light will show that the generator is now connected to the bus Increase the governor speed to give the incoming generator some load To manually share the load equally use the governor controls on MD70 or on each generator page MD 140 141 143 144 Disconnection Ensure generator to be disconnected is not in AUTO on MD101 Use governor controls on MD70 or on each generator to reduce the load on outgoing generator to zero Select outgoing generator Disconnect breaker connected light goes out 3 Shore Supply 3 1 3 2 3 3 3 4 3 5 To connect the sho
137. nd discharges back to the other end of the drain tank The separator is provided with a separate electrical driven displacement feed pump with adjustable speed The separator is provided with an operation water gravity tank During operation there is a constant consumption of operating water and the operating water gravity tank must be manually refilled on low alarm Sealing water is taken from the hot water system The oily water sludge and the drain from the shooting are collected in the sludge tank steam heated pre heater may heat the oil before it is led to the separator bowl The temperature is controlled by a PID controller controlling a control valve at the pre heater steam inlet Operation procedure 1 Preparation 1 1 Open outlet valve from lubrication oil sump tank 1 2 Open inlet valve to lubrication oil sump tank 1 3 Start feed pump Adjust desired flow when starting less than 20 1 4 Set temperature controller in auto and adjust set point to 88 C ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 1 5 Start purifier by pushing the ON button 1 6 Fill operating water tank if necessary 1 7 Open make up water valve Hot water for bowl content displacement Starting procedure 2 MANUAL mode After purifier has reached full speed and purifier controller is in manual open make up valve and wait until mimic reads BOWL CLOSED AND EMPTY 2 1 Open seal flush valve for 15 seconds to en
138. nk to ensure that the heating surfaces are kept clean Saturated steam from the drum supplies heating services in port and heating services and EGB superheater at sea Superheated steam supplies the Cargo Ballast pumps Turbo alternator and Deck machinery ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG A vent is provided on the steam drum to vent air from the boiler during start up and to ensure that the steam drum does not allow a vacuum to form during shut down periods To provide a lower heat source to the separators and purifiers a pressure reducing valve is fitted This valve should ensure that the steam temperature within these supplies is moderate and below 160 C Fuel tanks ME pre heating feed tank and accommodation are also supplied with reduced steam with temperature below 140 C A steam dumping facility is provided When it is activated the steam is dumped directly to the condenser thus avoiding loss of feed water that would occur should the boiler safety valves lift A flashing light and alarm indicates that dumping is activated Steam dumping starts at approximately 17 bar 5 19 1 Boiler Emission A full survey of the simulated flue gas composition is displayed on model variable page MVP8206 PM particulate matter in flue gas or smoke is indicated on a relative scale ranging from 0 100 46 All other components are presented as mass flows kg h or as specific mass ratios g kg
139. nrnnenrnnrnnnnrrnnnernnenrnnennnn 189 Inert Gas Plant MD9 1 amanananaawunuananunaana unaamua kunzanawa 193 Deck Machinery MD97 2 sxscsasodax eaux Rak Ra RR AR REN EAXAPZRKRR RR EAR 197 SIMULATOR amp SHIP MODEL PARTICULARS creen nnn nnns 201 Propeller and Ship Model Characteristics 201 caede rs 203 Ambient Temperatures rannrrnnnnnnnrnnnnrnnnnennnnnnnnrnnnnennnnnnnner 204 Auto Pulsar System raunnnrnnnnnnnnennnnennnennnnennnnnnnnnennnnnnnnnnnner 205 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 The Process diagrams presented on the monitors have the following colour codes for pipelines Blue Fresh water low and high temperature Green Sea water Yellow Diesel oil Brown Fueloil Light brown Lubrication oil Grey Start and service air Light blue Steam The Process Diagrams are abbreviated T G P etc meaning Temperature Flow Pressure Rpm Power Ampere Voltage Freguency Electrical power Valve Level Miscellaneous variable Water or other undesirable contamination index variable Viscosity eee er ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 SEOUENCE DIAGRAMS First start to own supply Starting condition first start from cold ship Prepare start Emergncy genera
140. nsion to AMS 5 26 1 1 Operation Preparation Check content in hydraulic oil tanks refill if necessary Check that change over valves are in correct position open for flow Check ship status moored in Port ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 197 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG Start procedure Connect main power supply Set the change over valves to correct postion Start hydraulic pump s locally from Powerpack starter Panel Throttle is moved in order to run the winch in our out Normal operation is one pump for each winch Cahge over valves gives the possibility for selection two pumps for one winch in order to increase winch speed By running one winch with two pumps at full speed and without load will case overspeed damage of the winches after some time It is also possible to interlock in order to select two pumps in parallel with two winches ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 198 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 199 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 01 icture Alarms sums Moss Ship Propulsion x E 16 52 Ship Load Prop Thrust Q125 62 ton Q125 59 ton Turning Rate Ship Hull Drag e Propeller jo Data c ME Sp
141. ntification Select the same field button I1 to I5 in the SELECT CURVE column Either the blue magenta or brown curve can be selected Select the cylinder 1 to 5 that you wish to be measured 79 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 04 35 Picture ii Alarms running mo122 Weak Spring Diagram silence YA GENERAL H BarA SPEED 74 00 RPM m INDEX 56 49 Yo MIP 15 94 BAR IKW 3648 KW SCAVP 2 04 BAR EXH P 1 68 BAR COMBUSTION 12 0 TIGN 3 04 DGR PMAX 132 1 BAR TMAX 10 75 DGR PCOMPR 108 3 BAR 9 o GENERAL E SPEED 0 00 RPM m gt I w e gt 7 o o TMAX 0 00 DGR PCOMPR 0 00 BAR 3 0 GENERAL E SPEED 0 00 RPM INDEX 0 00 MIP 0 00 BAR IKW 0 00 KW 0 0 SCAVP 0 00 BAR D 7 0 9 1 1 1 3 1 5 1 7 cu m EXH P 0 00 BAR INDICATE Cyl 1 5 Bl SELECT CURVE B SELECT CURVE Bl SELECT CURVE EIE ee VENE a O41 n Olt i MS A o oy Ol PMAX 0 00 BAR 12 J_12 i2 12 12 _ 12 TMAX 0 00 DGR 3 3 o3 13 3 13 PCOMPR 0 00 BAR i4 pa 4 ola 14 ola 14 15 os 15 ols 15 ois 15 ERS MC90 V 2 2 9999 0353 00 Unit Message Z 1 Z 2 Process Panel Process Conversion Log Bom eum Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 80 Kongsberg Maritime Doc no SO 1342 F 8 Nov
142. oc no SO 1342 F 8 Nov 12 KONGSBERG 01 icture Alarms F running mo27 ME Piston Ring Monitor YA RING MOVEMENT 1 2 3 4 Proximity dud 91 9 87 1 88 4 89 1 89 0 91 0 918 85 4 v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 44 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 5 ME Piston Ring Monitor MD27 General The screen provides an indication of the piston ring condition within each cylinder Two bar charts are provided for each cylinder The cylinder can be selected and provides a display for each piston ring for sealing and movement Under normal circumstances the ring sealing and movement will be high Should the ring wear increase then ring sealing will reduce ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Should the cylinder lubrication be reduced then the ring movement will reduce When the ring sealing and movement reduces below an acceptable level then an alarm will be activated 45 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Alarms running mbio Fresh Water System ET O22 Distilled Water ump L 1 54 A FW Coolers G221 56 P2 07 A T 69 61 A T26 12 1 c36 21 1 G653 85 f G0 00 Servo TG reg Cargo T Air Comp ME Cam MELO 1 ME LO
143. oil mixture oil water interface level is presented on screen at each tank 123 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG If local engine room panels are used in the simulator configuration The drain valves can be opened at the local panel In order to simulate visual inspection of the water oil mixture use is made of the panel light of the valve A steady light indicates that the valve is open and water is flowing A flashing light indicates that the valve is open and mostly oil is flowing Note that the flashing light function is available only when Local Panel is used for operating the fuel oil settling tanks in the engine room ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 124 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 125 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 00 37 Picture Alarms Running MD 06 HFO Separator 1 Silence YA Operating Water Tank Da Dx 067 Water Supply from Steam H i Gen 91 5 0 X L 3 G24 98 n Block to Insp M Tank H Flow Control gt G5074 0 gt q i D P G3044 5 Suction F Rede P1 52 198 00 TE Discharge G2029 6 005 T61 86 T Return Im to Sludge 062 v
144. ol Default 2 180 seconds ON 180 seconds OFF High temp fresh water temp control Default 2 180 seconds ON 180 seconds OFF Lubrication oil temp control Default 2 120 seconds ON 120 seconds OFF Main engine command Default 2 300 seconds ON 300 seconds OFF FO Viscosity control Default 2 120 seconds ON 120 seconds OFF Boiler level control Default 2 300 seconds ON 300 seconds OFF Boiler pressure control Default 2 240 seconds ON 240 seconds OFF Useful Info Changing ON and OFF time is done by typing desired time as a negative value Note that some simulator models may have counter range 0 99 this means that any number is multiplied by 10 to get the time in seconds setting 12 is equal to 120 seconds ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 206
145. omising air is supplied from the service air system Both mediums pass through a pressure reduction valve At atomising pressures lower than 3 bar the burners must be fired on diesel oil The diesel oil is taken from the common DO service tank and is pumped into the boiler s fuel oil line by a separate DO pump Criteria to be fulfilled before Burner management is ready to be put in AUTO These can be checked by clicking on the burner management icon 174 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Boiler trip reset HFO selected valve Master controller auto Oil flow controller auto Air flow controller auto Atomising steam valve open HFO temp gt 75 C Boiler pressure gt 4 barg Note that the boiler fan and HFO pump are automatically started at reduced ME power i e the exhaust boiler is not sufficient to maintain the steam pressure When the exhaust boiler is maintaining the steam pressure at increased ME power oil fired boiler is stopped the fan and HFO pump must be stopped manually The feed forward signal to master controller Steam flow out G05002 C05510 and Steam flow out feed water flow in constant G05002 G0501 12 G05012 C05524 All feed forward signals are individually adjustable Can be switched off by setting the C variable to zero 0 Error Objects cannot be created from editing field codes ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG
146. on MD84 Stop D O pump as the boiler is now operating in HFO mode MD 80 The Main feed pump R05630 should now be started and left running 176 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 27 The boiler will now operate in automatic mode at either the low setting for 8 bar operation at sea or the high setting for 13 bar operation for cargo operations Oil Fired Boiler Level Control The performance of the water control loop is largely dependent on whether the main or the auxiliary feed water pump control valve is in operation and on valve and pump characteristics When the water is supplied through the auxiliary line there will be no preheating of the water and a drop in steam pressure will occur if the cold feed water flow increases rapidly A reduction in steam pressure tends to increase the feed water flow even more due to the increased differential pressure across the feed valve There is therefore a mutual disturbing interaction between the combustion control and the water level control system The water flow influences the steam pressure and the steam pressure the water flow The three point level control includes the feed forward signal from the difference between steam flow outlet steam drum and feed water flow total This control reduces the sensitivity to the disturbance set up by varying steam pressure and to conditions like mismatched control valve flow characteristic hysteresis or oversized
147. on pressure 2 Starting 2 Open the liquid valves from receiver to evaporators 2 2 Start forced draft fans in compartments 2 3 Reset the trip functions if any present and start the compressor 2 4 Set temperature control into MAN and adjust capacity control slide valve to 10 otherwise compressor will trip on overload 2 5 Gradually increase compressor capacity manually checking the compressor electric power consumption during cooling down 2 6 Set temperature controller into AUTO when temperature in Meat Fish store is below 10 C 2 7 Normal temperature in Meat Fish store is 18 C 2 8 When Meat Fish store temperature approaches 18 C change to 1 5 kW fan 2 9 Adjust Provision store evap capacity regulator to maintain Provision store temperature at 5 C NOTE Start Inhibit functions AUTO selected X06615 1 High controller setting Z06616 gt 26 Low lubricating oil Pressure P06571 lt 0 75 bar Model particulars Heat loss to surroundings is dependent on ambient temperature At steady state condition this is the only heat load modelled in addition to the air circulation power dissipation To enable more versatile steady state operations an extra heat load can be activated This extra load can be interpreted as a secondary brine system cooled by the circulating air The load setting represents the rate of flow circulation on the brine side The additional heat flow is computed as being proportion
148. onsumption in order to optimise the purification at all times Preparation Open outlet valve from selected HFO settling tank Open HFO SEP oil inlet valve to separator Open HFO SEP oil outlet valve to HFO service tank Open HFO SEP HEATER STEAM shut off valve Open valve for displacement water Drain settling tank Starting procedure Start HFO SEP feed pump Adjust desired flow to approx 50 Set temperature controller to AUTO and adjust set point to 98 C Check that the purifier brake is not engaged Start electric motor of the purifier Wait for purifier speed to stabilise Observe the ammeter and waiting for speed indication on ALCAP control panel Put the ALCAP control into operation by pressing the start button on the control panel ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG When correct oil temperature observe indication on the ALCAP control panel the three way valve will open for delivery to the separator 2 7 3 1 3 2 3 3 34 3 5 Observe and adjust flow rate to be slightly greater than nconsumption Stopping procedure Perform a manual discharge When discharge seguence has finished push the stop button on the ALCAP control panel Stop the purifier Stop the feed pump If high vibration occurs stop the purifier and engage the brake immediately Model particulars The purifier is modelled with an automatic dirt build up within the bowl After each shooting seq
149. ools the flue gas in order to reduce soot and SO content The outlet of the scrubber feeds the suction of the inert gas fans Only one fan is required to be operated at any time The inert gas then passes through an oxygen analyser and associated controls before entering the deck seal The deck seal provides one of the two non return valves that are mandatory in inert gas systems to isolate the engine room from the hazardous deck area The deck seal water level is maintained by a dedicated sea water pump The pump is only operated when the deck level falls A reduction is deck seal level is modelled and is dictated by the carry over of the deck seal water during inert gas system operation Inert gas passes through the non return deck shut off valve into the deck main The oxygen content will vary with the boiler load and the setting of the oxygen controller within the boiler combustion In order to avoid inert gas exceeding 5 O entering the cargo tanks the gas supply valve will trip and vent the flue gas to the funnel ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Another valve controlling the mainline pressure will also regulate the main line deck pressure to the tanks by venting to the funnel For cargo tank ventilation with fresh air the system can be used by opening inert gas suction from the deck rather than the scrubber supply Operation Start up of system 1 MDOI Ensure the sea water inlet val
150. open over 3 minutes This will remove instability within the steam supply system 3 MD86 open the steam line drain V04657 4 MD86 After the turbo alternator has cooled down leave for 10 minutes close the emergency stop valve V04652 5 MD86 After the turbo alternator has stopped stop the electrical driven lubricating pump 6 MD86 Close the following valves steam line drain V04657 Sealing steam outlet V04655 turbo generator outlet to main condenser V04660 LO Filter No 1 V04668 LO cooling water shutoff valve V04661 Sealing steam valve V04656 182 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 183 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 03 28 Running Picture MD 87 Cargo Pump Turbines no 1 amp 2 Alarms Silence isi From Oil Boiler SH T169 25A P6 38 ry 082 FT Trip Overspeed 4 Axial Displacement LO Press Low G0 00 Q LO Temp High Back Pressure High A 2100 00 DX v0 00 Stop Valve on P7 38 Cargo As Pump 1 Go o0 Turbine 1 D N0 00 Ta N0 00 P0 00 A m E0 00 L Ez E0 00 Be 4 010 G0 00 Z 100 00 X A Start 7 Q Pump From Turbine U U A N Turbine 5 a LO MakeUp Cc 4 LO Sump Tank L80 00 A T3000 a O BG to Lp 062 Slu
151. ore connection 7 6 Note and record amount of bilge discharged in Oil Record Book NOTE Before discharge to shore remote stop of the bilge pump from deck location must be tested ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 153 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 28 Picture Running mbea Refrigeration System Alarms Silence Make Up 4 G0 00 gt X START INHIBIT LA ad Ctr P 9 82 T 26 08 L 20 37 A A L J Makeup i i Pump i i L 63 49 A T59 06 G P13 18 1 NA 1 Circ APO 37 AP0 49 Pump re ad nn Filter earn MEAT FISH STORE T 18 13 M2 00 ton E135 kW Evaporator r L 40 32 A PROV STORE 1 6 37 s i X o Filter H Evaporator 1 L G1774 9 B qi H r a DX Ps r x Vin i X Expan L 4 Z 0 00 Valve 20 00 P0 84 A HO 00 T 24 93 L 4 61 Z0 00 P4 77 A T4 91 L 5 78 MJ G424 62 v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 154 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 15 General The refrigeration plant is based on R22 and consists of the following main components Electrically driven screw compressor Compressor lubrication oil recovery system Sea
152. p controllers as in manual lt HOD 5 2 Set pump control to AUTO LO and DO purifiers sealing water 5 3 Select which pump to be the master pump Other consumers consumption variable Drinking water 6 Cyclic Other consumers consumption variable 6 1 Set pump control to AUTO 6 2 Press the button CYCLIC ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 143 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 5 14 Bilge System and Bilge Separator MD62 amp MD63 Pollution prevention To reduce pollution of the world s coasts and waters by the shipping industry a great number of laws regulations and penalties have been established and are being enforced These include regulations set forth by the International Convention for the Prevention of Pollution from Ships 1973 as modified by the Protocol of 1978 MARPOL 73 78 Annex 1 the Federal Water Pollution Control Act of 1970 FWPCA and the Oil Pollution Act of 1990 OPA 90 Of greatest interest aboard the training ship are the regulations concerning the pumping of machinery space bilge The law as established by MARPOL 73 78 ANNEX I for ships of four hundred gross tons and above defines permissible discharge of oil or oily waste from machinery space bilge as follows 1 All vessels outside special areas machinery space discharge allowed when 1 1 the ship is en route 1 2 the oil content without dilution does not exceed 15 PPM 1 3 the oil
153. pass valve gradually while checking that the generator pressure does not exceed 0 1 bara 2 8 Activate the automatic vacuum control valve by pressing ON at Vacuum Ctr panel 2 9 When distilled fresh water is visible in sight glass open distillate re circulation valve and start the distillate pump 2 10 When salinity control is below alarm limit activate salinity control by pressing AUTO at Salinity Ctr panel Model particulars No comments ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 140 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 141 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 31 Picture Alarms running moor Fresh Water Hydrophore System el YA t G0 00 HFO Separator 1 pog LO Purifier 009 MakeUp 777 1 so 00 HEO Separator2 gz Do Purifier pg S i Safety 60 00 ble k Y ys A Cold Water DO Purifier bos Hausen Service Air Consumption LO Purifier pogl gt G0 00 Consumption A EET Diesel Generator 1 075 75 r I A Diesel Generator 2 076 G0 90 76 ME FWE Water 11 E pii X f1 G0 90 G2 44 G0 51 ble to 1 G1 14 consumers Ea v10 01 L from Steam082 to oad Insp Gen Tank P 2 01 A from Drink
154. programme main governor functions and slow down protection is overridden The local control panel contains the following operating functions Local fuel control lever This is directly connected to the fuel linkage The fuel control lever can be moved by either a direct input or by selecting a fixed step on the right of the fuel control lever Emergency telegraph This is automatically linked with the Bridge telegraph when the local control is selected by both the Bridge and Local Control stations Indicator cocks These can be opened or closed The cocks would be opened during engine shut down and closed when the engine is started Auxiliary Blowers These can be stopped or started in manual control as well as being placed in automatic control for blower stop and start via the pressure switch on the scavenge air manifold Turning gear engage and disengage Once the turning gear is engaged it can be started to turn the engine before the engine is started This will ensure that no water has collected within the main engine cylinders NB The ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG indicator cocks should be opened whilst the turning gear is operating There are status indicators for Fuel Puncture valve The stop command for the engine will open the puncture valves When the engine is running normally the puncture valves will be closed Camshaft position This indicates whether the cams
155. r This is achieved at the Power Chief panel Master cut in and cut out setting can be set on variable page 7020 The start air receivers can be operated in parallel or one of the receivers can be pressurised and shut off to be kept as a standby receiver The main and the auxiliary diesel engines are supplied by separate air lines and stop valves from one or both of the air receivers There is a non return valve in the connection from the main start air to the auxiliary start air to ensure that the emergency start air receiver only supplies the auxiliary engines The main air receivers supply control air for the main engine via a reducing valve The safety valves for the start air receivers open at approximately 32 bar The settings of the safety valves can be changed from the variable page The air receivers and the air coolers will gradually fill with water depending on compressed air production and air humidity The receivers and coolers must be manually drained regularly Much water in the start air receivers will reduce starting capacity If the service air compressor fails make up air can be taken from the 1 start air receiver 109 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Operation procedure 1 First Start 1 1 If no electrical power is available open discharge valve of hand pump and fill emergency receiver using the hand pump 1 2 If the emergency generator is available the emergency compressor can be used 1
156. r starting the plant Note Pressing the MAN buttons on the controllers they will change to AUTO mode and visa versa The compressor starts when pressing the ON button on the control panel ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 106 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG lt This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 107 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Picture MD 59 00 02 04 Running Start Air System Alarms Silence Air Compressors P 0 00 010 AR Xe Air Air Coolers 010 Receivers G0 00 Safety A t G0 00 T 37 80 I X 29 67 A E iz 4 G0 00 Drain i I ma X 27 91 A L 4 G0 00 Drain G0 00 Safety A f G0 00 T 37 43 I J r I x 21 33 A 4 G0 00 Drain G0 00 136 42 THEA HH X zo Drain G0 00 E 71 X zi09 a P29 86 ME Control Air 4 G0 00 i i Drain Drain Safety AT co 00 P29 94 X AA E 4 bi r 1 P29 94 A L p 20 13 A T36 29 A bet 22 X 1217 Ae Lea O 1 G0 00 Drain 4 G0 00 Drain Tan P29 87 P29 94 A ran P29 94 A YA 018 to ME Manouver System 020 to ME Starting System 075 toDG 1 076 to D
157. r can be set up to a maximum of 300Kw in reserve ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 3 4 Tochange to PTI select Generator Mode 4 Stopping 4 1 It is normal to leave the clutch engaged when main engine is running otherwise in order to engage clutch the engine would have to be slowed down 4 2 If the generator is not required disconnect circuit breaker in the normal manner 4 3 The synchronous generator may now be stopped 4 4 If maintenance is to be carried out it will be necessary to turn off the auxiliary power disengage the clutch and close the air valve to the clutch 22 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 23 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 38 Picti Alarms Running Mb7i Main Switchboard Starters YA ge ek i v O A i From ESWB eee Been i Eng Room LIN LIN J i COR Doc v 10 00 A i ventilation WENN mu ne iN o LIN IN LIN IN ax m iN ng LIN mio E 359 47 iN IN IN iN ffe iN jin c LIN wo Section Section s m V 440 53 A mm O Ni QE EN FU Os E C os mo mo mo LIN RO jin o LIN O EMO LIN O E O Section A2 Ly Section B2 Lv Or LIN fe LIEIEI Lv ERS MC90 V 2 2 9999 0353 00 Unit
158. r compared to oil alarm code will be too much air and it will be difficult to ignite if there is too much oil compared to air alarm code will be too much oil Burner Management The boiler system includes a simple but efficient burner control system It starts and stops burner no 2 slave burner according to need It is in function only if burner no 1 base burner is on The slave burner is started if the secondary steam pressure is under low limit and is stopped if the pressure is over high limit ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG To avoid burner cycling frequent start and stop of burners caused by the mutual influence between combustion control and burner management there is a time delay between start and stop If a burner fault occurs the burner is shut down and the BURNER ON light is flashing The cause of a burner fault is found by inspecting the trip code too much oil during ignition too much air during ignition unstable flame caused by lack of oil unstable flame caused by lack of air flame detector failure The heavy fuel oil is taken from the common HFO service tank and heated in a fuel oil heater Normal operating temperature is 90 C If the heavy fuel oil gets colder than 80 C the smoke content will increase because of poor oil atomisation The burners will require more excess air for safe combustion Atomising steam is supplied from the steam system and at
159. r is monitored by a salinometer and if the salinity is high the condensate is recirculated to the evaporator Description The evaporator is made up by heat exchangers of the plate type The evaporator heating is supplied from the main engine HTFW circuit by controlling a bypass valve The maximum evaporator capacity is 30 ton 24 hours at sea water temperature 32 C The distillate water is led to the distilled fresh water tank Operation procedure 1 Preparation 1 1 Set salinity controller to MAN 1 2 Close evaporator drain valve 1 3 Close vacuum breaker valve 1 4 Check that fresh water by pass valve is fully open 1 5 Check that fresh water inlet and outlet valves from main engine system to generator are closed 1 6 Close sea water feed valve from ejector pump 1 7 Open valve for sea water supply to ejector pump 139 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 1 8 Open sea water valve for condenser V00674 MD01 1 9 Open sea water overboard valve from ejectors 2 Starting procedure 2 Start ejector pump and check pressure and flow 2 2 Open sea water flow to condenser adjusting valve gradually to 100 2 3 Open sea water feed valve to evaporator 2 4 Wait for the total pressure in the generator to drop to approximately 0 10 bara 2 5 Open evaporator heating outlet shut off valve to HTFW system 2 6 Open evaporator heating inlet shut off valve from HTFW system 2 7 Close evaporator heating by
160. r steam tracing 3 7 Set steam line pressure controller to desired setting 5 8 barg and check steam pressure 3 8 Set viscosity controller into Auto and set point at 11 15 cSt 3 9 Gradually change value of 3 way mixing valve to pure HFO while checking that the controller keeps the viscosity within appropriate limits ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Quicker change over can be obtained with return to service tank open This however may cause needle valves to seize in fuel injectors 4 Changing from heavy fuel to diesel oil 4 1 Slowly reduce the temperature on HFO by adjusting the viscosity controller manually 4 2 When temperature drops gradually mix in diesel oil by adjusting the 3 way mixing valve 4 3 Observe the rate of temperature reduction Too quick temperature drop can cause fuel oil high pressure pump s plungers to seize due to plunger liner contraction reduced lubrication Note If for some reason venting box must be drained the three way valve can return the fuel oil to the settling tank s With main engine running best result in viscosity control is obtained with controllers in CASCADE VISCOSITY CONTROLLER in AUTO The main engine and generator engines are usually stopped and started with HFO in fuel lines Diesel oil is used if engines are to be stopped for a prolonged period dry docking or when conducting major overhauls to fuel system If ambient temperature i
161. rator engines 2 4 Return line valve pressure controller must be set to 7 8 barg 2 5 Check that the 3 way valve in the return line is set to return to venting tank 2 6 Set fuel oil viscosity controller into Manual 2 7 Check that the valves for steam supply to fuel oil heaters and steam tracing is closed 2 8 Start one fuel oil booster pump manually and check discharge pressure and flow 52 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 2 9 Select auto stand by for supply pumps and for booster pumps at the PowerChief Pump Control panel NOTE If steam system is not shut off effectively by closing the stop and control valves of the steam system there is a risk of heating the diesel oil Too high temperature of the diesel oil may cause poor lubrication of high pressure pump s plunger and of fuel oil nozzle needle valve due to low viscosity This again may cause piston or needle valve to seize Note If there is no fuel oil consumption from the fuel oil supply system the supply pumps must be stopped in order to avoid damage of the pump due to high temperature Changing from diesel oil to heavy fuel oil 3 1 HFO purifier to be in operation 3 2 Ensure sufficient level in the HFO service tank and proper temperature in order to get a suitable oil viscosity 3 3 Drain the tank of any water 3 4 Line up the system from HFO service tank to 3 way mixing valve 3 5 Open steam valves to selected FO heater 3 6 Open steam valve fo
162. rator must be permanently wired for connection to the emergency bus bar Changing from Normal to Optional Mode is done by setting the parameter C06136 on variables page 7005 to 1 The Optional Mode is denoted Back Feed Permit USCG spec Mode Operation procedure In Normal Mode the bus tie control is always fixed to Auto and no manual override is accepted The bus tie control is then simply representing the automatic positioning of the selector switch by main bus voltage In Optional Mode the bus tie control logics function as follows Auto At loss of main voltage the bus tie breaker opens At return of voltage the emergency bus is de energized by disconnection of the EG if connected before the bus tie breaker is reconnected to the main bus Activation of EG test2 will simulate loss of main voltage and make the bus tie breaker disconnect Manual The main bus and the emergency bus can be split manually without any restrictions by disconnecting the bus tie breaker Out command Note that the EG stand by control see MD70 requires ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG the bus tie control to be in Auto transferring bus tie control to manual also disables automatic EG operation Even in Manual mode the bus tie breaker is automatically disconnected if loss of main bus power If there is voltage on the emergency bus the connect In command will not func
163. re closed and all the exhaust gas flow is directed through the reactor and the ammonia inlet to the static mixer is open Shutting Down The system is changing from active to stopped by changing the exhaust gas flow path from the exhaust receiver direct to the turbochargers Note that during the shut down period 15 second default setting both the bypass and direct flow paths are open to prevent a sudden change in the turbocharger operation parameters and to allow the reactor to gradually cool down Starting The system is changing from stopped to active by directing the exhaust gas flow from the exhaust receiver to the SCR Reactor During the starting period default 30 seconds the SCR bypass and inlet outlet valves are open to allow a KONGSBERG gradual heating up of the reactor and prevent a possible turbocharger surge by rapid change to the turbocharger turbine speed Standby exh gas temp When the control system is selected ON the exhaust temperature must be within pre set temperatures to enable the system to start These temperatures are adjustable and the default settings are low limit 250 C or high limit 490 C The system will cease to operate if a trip is active This will occur if any of the following occurs Ammonia supply When the ammonia supply is insufficient due to a low level in the ammonia tank then the system will trip Ammonia pressure When the ammonia pressure is above 2 5 bar then the system will tr
164. re supply the main bus must be dead Connect the shore supply cable Ensure phase rotation is correct Close circuit breaker The shore supply must be disconnected before resupplying the main bus from the ships generators 19 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 02 icture Alarms P sunning wo Shaft Generator x YA KONGSBERG E 6 31 MAIN BUS BAR 1 MAIN BUS BAR 2 V 440 41 A V 440 41 F 60 05 A F 60 05 A Synchronous Condenser E 354 75 292 89 I 603 08 V 440 41 N 1801 4 Excitation Converter Static Converter E 1806 Pa E751 5 ME 020 N 74 00 N 500 01 A E 392 54 v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 20 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 24 Shaft Generator Motor MD77 General The shaft generator motor system consists of the following main components Control system Static converter Shaft generator motor Synchronous condenser Smoothing reactor The power from the shaft of the main engine drives the shaft generator via a gear and a clutch The clutch is driven by control air and will not operate if the control air is missing The clutch will not engage if the inlet shaft speed is above 300rpm
165. reaches a critical low limit the purifier will stop due to motor overload There is a constant consumption of operating water and the operating water tank must be manually refilled on low alarm or before The efficiency of the purifier is dependent on the gravity ring setting and the feed flow Low feed flow and large gravity ring result in better purification while small gravity ring increases the 136 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG maximum flow admitted before broken water seal is likely to occur The cleaning procedure described will be done automatically at regular intervals by the PowerChief central monitoring system if the selector switch on the local purifier panel is in AUTO position ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 137 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 02 icture Alarms Rumi we Fresh Water Generator YA A 2K d P0 08 A T 27 34 A mmu 001 a gt G145 23 T20 00 T71 27 r47 L100 00 UNDP MEM AE E1377 3 Steam Generation Bilge Wells M Plant v ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 138 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 12 Fresh Water Generator MD61 Genera
166. ritime Doc no SO 1342 F 8 Nov 12 5 18 Exhaust Boiler MD81 General The Exhaust Gas Boiler consists of two ducts through which the exhaust gases from the main engine passes One duct contains four banks of heat exchanger tubes the other is plain to bypass the heat exchangers Dampers control of the exhaust gas flow path and the damper position is regulating by the PID controller from a steam pressure input The top bank of tubes is the economiser section where the feedwater passes through the tubes counter to the gas flow The next two banks are the evaporation section and the water from the oil fired boiler water drum enters the lower header of the lower bank and passes parallel to the gas flow collecting heat The steam water emulsion leaves via the upper header of the upper bank and returns to the steam drum of the oil fired boiler The lower bank of tubes is the superheater section where the saturated steam from the oil fired boiler passes in via the upper header of the bank and counter to the gas flow to out of the lower header to the turbo alternator cargo pumps and ballast pump The superheater is fitted with a combined vent and drain valve There is a Sootblower fitted for cleaning purposes which uses air as the operating medium from the service air system Operation The Economiser section will be put into operation once the OF Boiler main feed system is in use ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V
167. rohibit any discharge which forms a sheen sludge film or emulsion in U S territorial seas Such seas are defined by the navigable waters including river systems and tributaries or into or upon waters of the contiguous zone The Department of Justice may prosecute an unlawful discharge or act in Federal District Court Penalties set down by OPA 90 and the 144 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 FWPCA are generally up to 25 000 per day of violation or 1 000 per barrel discharged The master of the ship must immediately notify the nearest Coast Guard of an unlawful discharge and proceed in the clean up Gross negligence or wilful misconduct could cause penalty costs to triple MARPOL regulations also require every vessel to maintain an Oil Record Book where a permanent record of almost every handling of oil or oil waste is maintained For non tank vessels the following operations must be recorded in the oil record book e Collection and disposal of oil residues sludge e Automatic and Non automatic discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces e Condition of oil discharge monitoring and control system failures and repairs e Accidental or other exceptional discharge of oil e Bunkering of fuel or bulk lubricating oil e Additional operational procedures and general remarks The FWPCA and OPA 90 established additional regulations regarding the transfer of oil to or
168. rol if necessary to match main bus voltage 6 9 The breaker can be made by the semi auto sync select generator and adjust speed until ready light shows press conn 6 10 Manual synchronising can be carried out from the main switchboard MD 140 MD 144 6 11 Once connected the generators must be manually balanced by adjusting the governor controls 6 12 To disconnect select generator to be stopped remove load by lowering the governor control press disc 6 13 After disconnection the generator can be stopped by pressing the start stop button 6 14 The turbo generator must be stopped from MD86 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 7 2 7 3 74 Ta 7 6 7 7 7 8 8 2 8 3 84 8 5 8 6 8 7 KONGSBERG Shaft Generator Power Take Off mode Ensure that the shaft generator is ready on MD77 Auzil Power Synch Cond On and air valve open Clutch control in local Ensure voltage control is on Engage clutch Clutch will not engage if input drive speed is greater than 300 rpm Adjust voltage control if necessary Use Semi Auto Synch to select SG and raise lower load control until ready light is on Press connect and raise load as required Manual synchronising can be carried out from the main switchboard MD140 MD144 To disconnect select SG reduce load to zero and press Disc Shaft Generator Power Take In mode To enable power take in the reverse power setting of the breaker
169. rotect steam consumers from water strike caused by water in the outlet steam ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG The heat transfer in the exhaust boiler is controlled by exhaust dampers which by pass some of the exhaust from the main engine The exhaust damper position is automatically set by a PID controller thus controlling the steam pressure The condensate from heating and miscellaneous service application returns to a condensate filter inspection tank and then flows back to the feed water tank The condensate from the condenser is pumped directly to the feed water tank The feed water tank and the filter inspection tank are modelled with heat loss to the surroundings They will therefore gradually cool down if the inlet flows are stopped The temperature of the condensate entering the inspection tank is assumed to have a constant value 80 C The system is designed to operate in two distinctive modes a Cargo pumping in port use The oil fired boiler operates at a steam pressure of 16 or 7 bar high or low setting Steam is supplied to the four cargo pump turbines and ballast pump turbine with a total output capacity of 40 tonne hour b Turbo generator operation at sea use When the ME is running the waste heat in the exhaust gas is used to generate steam between 7 and 9 bar The minimum pressure of 7 bar can be maintained by automatic 163 Kongsberg Maritime E Doc no SO
170. rty Bilge Water tank Emptying bilge tanks Check and note down time and ship s position Check that bilge separator is ready Open suction valve from dirty clean bilge tank Open discharge over board Check that bilge separator is in Auto Start bilge pump Observe PPM meter to avoid pumping oil overboard Check and not down time and ship s position when finished Complete Oil Record Book 152 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG 6 Stopping Bilge Separator Model particulars 6 1 Ensure operation is in manual mode e A small amount of oil and water is constantly leaking into the 6 2 Close Bilge Separator pump tank suction valve and open sea bilge wells from unspecified sources suction to flush separator e The content of the sludge tank is assumed to separate 6 3 Manually open Sludge valve to remove recovered oil immediately into oil and water 6 4 Stop pump and close sea suction and overboard valves e The settling process in the separator vessel is modelled to be dependent on settling time inlet flow oil content temperature and position of oil water interface level 7 Bilge to shore e Shore connection can only be activated if ship is in mooring 7 1 Check that shore connection has been established condition VP 9200 X07005 1 7 2 Note amount of bilge water in tank 7 3 Open valves for bilge tank and discharge bilge ashore 7 4 Start bilge pump 7 5 Close all valves before removing the sh
171. s 1 2 Start purifiers feed pump Adjust desired flow by using the variable delivery supply pump when starting less than 20 1 3 Set temperature controller in auto and adjust set point to 60 C Start purifier by pushing the ON button 1 4 Fill operating water tank if necessary 1 5 Open make up water valve Hot water for bowl content displacement 131 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Starting procedure 2 MANUAL mode After purifier has reached full speed and purifier controller is in manual open make up valve and wait until mimic reads BOWL CLOSED AND EMPTY 2 1 Open seal flush valve for 15 seconds to ensure proper water seal in bowl 2 2 When mimic reads BOWL CLOSED AND SEALED open oil flow to purifier by clicking open on three way re circulation valve towards purifier The supplied oil must have sufficient temperature 2 3 Start purifying process with gravity ring less than 50 of full scale 2 4 Adjust gravity ring to maximum value without loosing water seal and adjust oil flow gradually to 100 96 3 Ejection cycle 3 1 Change over re circulation valve 3 2 Open seal flush valve for 5 seconds to empty bowl 3 3 Close make up valve 3 4 Open operating valve for 5 seconds mimic reads BOWL OPEN DESLUDGING 3 5 Open operating valve for 5 seconds mimic reads BOWL OPEN EMPTY 3 6 Open operating valve for 5 seconds mimic reads BOWL CLOSED amp EMPTY 3 7 Open make up valve 3 8 Open
172. s added Deviation P Gain BIAS Output The pre lubrication pump Interval lubrication with default setting 8 seconds on and 20 seconds off The pre lubrication pump will ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG stop when the diesel starts if lubrication oil pump control is set to AUTO and start when the diesel engine stops The Engine Control Panel has the following functions and indications Selection of local remote control of engine Start stop of engine Trip indications Reset of trip Safety System The diesel engines are equipped with a separate independent safety system acting as a back up system to the safety system of the PowerChief The system monitors the engine condition by binary sensors and includes the following adjustable parameters Parameter Normal setting Over speed 11290 Low Lub Oil Pressure 1 0 bar High Lub Oil Temp 90 C High fresh water Temp 96 C High Exhaust Temp 700 C If one of the parameters is exceeded the diesel engine will shut down and a trip alarm is given A lamp at the local panel indicates the trip condition To restart the engine the cause must be found and corrected and the safety system must be reset by pushing the RESET button The trip limits can be inspected and changed from the variable page 7515 7615 14 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Operation procedure In normal operation the generator is in stan
173. s extremely low or if steam system is out of commission change to diesel oil before stopping or empty lines by changing to diesel oil and re circulating oil back to HFO service tank 53 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Model particulars If the plant is shut down with no heating the oil in the venting tank will cool down because of heat loss to surroundings The oil viscosity in the venting tank is computed depending on temperature and possible dilution by diesel oil If a water leakage in the service tank heater has occurred it will collect in the vent tank and disturb the running of the diesel engines The venting tank can be drained or emptied to the Spill Oil tank If the viscosity at the booster pump inlet is high the fuel oil booster pump discharge pressure will decrease The oil viscosity in the circulating line is computed depending on temperature and possible dilution by diesel oil The flow resistance in fuel oil heaters and filters is dependent on viscosity A pressure drop in fuel oil filters and fuel oil heater results in a correspondingly drop of fuel oil pressure at the DG s and ME s high pressure pumps Above a viscosity of approximately 600 cSt the oil is beyond the pumping limit If the rate of temperature reduction rise when changing from HFO to diesel oil is too high some of the HP injection plungers might stick due to plunger liner contraction reduced lubrication The oil delivery from
174. s operated without lubrication the mechanical friction increases the piston and bearing temperatures will increase Eventually piston seizure and bearings damage will occur Long operation at extreme high exhaust temperatures will cause damage to the exhaust valves Stop of the main engine caused by physical damage on the engine is indicated by ME damage and may result from Exhaust valve breakdown Piston breakdown Cylinder liner breakdown Bearing breakdown Fire damage 32 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 lt This page is intentionally left blank gt ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 33 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Picture MD 12 00 00 57 Running Alarms Silence ME Lubrication Oil System Cyl LO Make Up aw jg L0 79 A AP028 A NY ia i Del XI De Bypass Filter 3 A oop L 4 T45 00 A P2 59 P lt od G6 48 1t2J o t P 3 24 A T148 84 A x r 3 e239 frre 2t T 53 78 G4 09 G7 50 Lubri 80 00 Cators i Back Flush Filter n i V r 1 i L085 A on bad d G0 00 gt Drain i DA to Sump A i r Ww Ai G393 16 Cam LO Filters i k L Cam LO Cool i P2 31 AP019 A i i i Bearings OF i G52 10 to Spill Coolers 03 Oil Tank Cam LO Pumps te 4 G444 6
175. s yawing rolling and pitching etc The hull drag force includes water resistance due to waves wind and ice The weather condition sets the general level of wave disturbance The wind force is specified by mean wind speed and wind direction ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V The ice resistance is composed of one steady and one dynamic component If the ship gets stuck in the ice ice breaking can be tried Reverse the ship some ship lengths and then ram with full power towards the ice edge The influence of the weather condition set by the instructor is modulated in three ways The waves effect on the propeller is simulated by adding the hydrodynamic propeller torque random disturbances low pass filtered white noise The rpm will vary somewhat and the AutoChief system will be disturbed in its speed controlling function The pitch and roll movement of the ship is simulated by adding the liquid level in the following tanks Fresh water expansion tank ME lubrication oil sump tank DGI amp 2 sump lubrication oil tanks HFO service tanks DO service tank Engine room bilge well Stern tube LO tanks OF boiler steam drum 201 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG The breaking effect of the waves on the ship speed is simulated by increasing the propulsion resistance The ship speed will drop and the main engines will thus be heavier loaded The wa
176. sound to indicate that there is a serious leakage ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Sludge tank The sludge tank receives drains from the following sources HFO purifier sludge DO purifier sludge LO purifier sludge HFO settling tanks drains HFO service tank drain DO service tank drain The total water and oil input flows are summed up and oil water interface level is displayed as well as total level Oily return flow from the bilge water separator also enters the sludge tank Sludge can be discharged from the sludge tank to the incinerator or to a shore reception facility Incinerator The incinerator takes suction from the oil top part of the sludge tank by means of a float device To initiate incinerator operation start the pump and ignite the burner If the pump light begins to flash this flashing indicates automatic stop of the pump Auto stop can be caused by No oil in the sludge tank Time out for burner ignition Flashing burner light indicates that the burner is ready for ignition 147 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 Operation 1 Incinerator operation 1 1 Note amount of oil in sludge tank 1 2 Open valve from sludge tank to burner pump 1 3 Open valve to incinerator 1 4 Start incinerator by pushing flame ON 1 5 Incinerator will automatically stop at low level in sludge tank 1 6 Note and record amount of sludge incinerat
177. st be manually refilled on low alarm The oily water sludge and the drain from the shooting are collected in the sludge tank A steam heated pre heater heats the heavy fuel oil before it is led to the separator bowl A PID controller controlling a control valve at the pre heater steam inlet controls the temperature ALCAP Operating Principle The oil to be cleaned is continuously fed to the separator Separated sludge and water accumulate at the periphery of the bowl Normally a sludge discharge takes place at specific time intervals but if the water contamination is high an earlier discharge may be initiated When separated water reaches the disk stack some water escapes with the cleaned oil The increase in water content is sensed by a water transducer installed in the clean oil outlet When the water content in the cleaned oil reaches a specific trigger level the control program will initiate an automatic discharge of the water in the bowl The water is discharged with the sludge through the sludge ports at the periphery of the bowl If the water contamination is so high that the trigger level is reached within 15 minutes adjustable after the last sludge discharge the water drain opens The valves remain open for a ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 127 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 specific time after the water content has passed the trigger level on its way down
178. stem A shaft driven LT fresh water circulating pump circulates fresh cooling water through the lubricating oil cooler and the scavenging 13 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 air cooler A shft driven HT fresh water circulating pump circulates the scavenge air heater and cylinder jackets The temperature is controlled by a simple proportional controller controlling the temperature at inlet cylinder jackets The HT can be pre heated using an electric heater The governor rpm controller settings are available in a pop up window with the following variables Speed droop speed controller droop setting Default setting 60 which represents a speed droop approx 3 or 1 8Hz 100 approx 5 speed droop Speed set point basic speed at unloaded engine Default setting 909 rpm Load limit speed controller max Output limit Default setting for the maximum fuel lever position 100 Compensation lever speed controller gain Default setting for the proportional gain is set to 65 Compensation valve speed controller integral time Default setting 20 seconds The governor response at different settings can be studied by means of the pop up TREND window NOTE Frequency regulation stops when the Engine is overloaded when alarm is activated The FW temperature controller is a proportional gain controller with BIAS setting BIAS default setting is 5096 which means that 50 i
179. ster 4 3 Emergency start air compressor in manual mode with emergency air receiver supplied from main compressors 4 4 Air receivers and air coolers must be drained regularly Model particulars The basic start air leakage is set to give 2 3 compressor starts per hour The air flow delivered from the start air or emergency air compressor is dependent on the discharge receiver pressure The start air consumed during a main engine start depends on start duration and engine speed The diesel generators draw an equal amount of air for each start All main control valves included in the ship machinery are assumed to be air operated As the control air pressure is reduced these devices will be slower and the effective actuator time constants are increased Various control loop problems may develop at low control pressure Some of the loops will be slow and stable others conditionally unstable unstable in an intermediate range 110 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG lt This page is intentionally left blank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 111 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 02 17 Picture running mo so Service Air System Alarms Silence E E H Receiver Press G0 00 aX A Safety G4 32 T34 00 BENE A f1 G0 00 J G18 66 136 54 X TIWA Fltr Drier see lon a G
180. sure proper water seal in bowl 2 2 When mimic reads BOWL CLOSED AND SEALED open oil flow to purifier on three way inlet valve The supplied oil must have sufficient temperature 2 3 Start purifying process with gravity ring less than 50 of full scale 2 4 Maintain the back pressure at 3 barg 2 5 Adjust gravity ring to maximum value without loosing water seal and adjust oil flow gradually to 100 3 Ejection cycle 3 1 By pass the purifier with the inlet valve 3 2 Close make up valve 3 3 Open Seal Flush valve for 5 seconds 3 4 Open operating valve for 5 seconds mimic reads BOWL OPEN DESLUDGING 135 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 5 When mimic reads BOWL OPEN amp EMPTY open operating valve 3 6 When mimic reads BOWL CLOSED amp EMPTY open make up valve 3 7 Open seal flush valve until mimic reads BOWL CLOSED AND SEALED 3 8 When BOWL CLOSED AND SEALED appears open inlet valve towards purifier 3 9 When operating valves indicating lamps must be observed to prevent rushing the procedure of starting cycle ejection cycle 3 10 Adjust back pressure valve to maintain about 3 barg 4 AUTO mode 4 Press purifier on button wait for purifier to run up to speed 4 2 Press start and switch to auto 4 3 Adjust backpressure valve to maintain about 3 barg S Adjusting gravity ring 5 1 The efficiency of the purifier is dependent on the gravity ring setting and the feed flow Low feed flow and
181. t deviations between the actual rudder position and the desired rudder position a port or starboard signal is given to the electrical directional control valve The control valve changes its position and hydraulic oil is lead in an out of the respective chambers at the steering gear shifting the rudder angle towards the desired position as long as the deviation exists Emergency control Non follow up control The directional control valve can be manually controlled by means of the emergency control buttons fitted both at the bridge steering console and locally at the control valve Automatic separation control system Safematic system According to international regulations the steering gear system of larger ships must be provided with automatic separation of the two hydraulic systems in case of a large oil leakage at one of the systems Both steering gear systems are connected to the common expansion tank A major oil leak at one of the systems will lead to a decrease of the oil level in the expansion tank and a LOW LEVEL ALARM EXPANSION TANK is activated If the oil level continues to decrease both steering gear pumps receives a START command resulting in a start of the stand by steering gear pump and shifts the safematic control valve block into a position where the two system are separated from each other 94 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 If the expansion tank oil level is still decreasing it will reach
182. tation use phase twist if required 1 4 Close shore circuit breaker to supply main bus 1 5 Close emergency bus if required or starting from cold and continue start sequence 1 6 Shore circuit breaker must be tripped before connecting main generator to bus 2 Emergency Generator Starting 2 Ensure battery voltage is correct MD73 or 78 V72691 2 2 If battery voltage to low use the EM hydraulic start 2 3 Generator in manual operation press start 2 4 Tum on voltage control and adjust to 440v 2 5 Use governor control to give 60Hz output 2 0 Connect emergency generator breaker 2 7 Trip main bus breaker connection to emergency bus 3 Emergency Generator Stopping 3 Ensure that main bus bar has supply 3 2 Connect main bus bar breaker connection to emergency bus 3 3 Open emergency generator breaker 3 4 Stop generator ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 4 4 1 4 2 4 3 4 4 5 2 5 3 54 5 5 5 6 5 7 KONGSBERG Emergency Generator Automatic Operation The generator is normally in AUTO voltage control on circuit breaker open If supply is lost to the emergency switchboard the generator will automatically start and close the circuit breaker supplying the emergency bus The main bus will be isolated due to the connection circuit breaker opening on low voltage When the emergency bus is again supplied from the main bus connection circuit breaker closed the emergency g
183. ted for use at sea with steam supply from the exhaust gas boiler In port it can also be supplied from the oil fired boiler on the low setting There is a change over valve fitted in the inlet line The turbo generator is fed with superheated steam from the exhaust boiler The exhaust fired boiler produces steam of 9 bar and superheated to approx 240 C The turbine is modelled realistically with torque dependent on steam flow inlet steam pressure temperature and condenser vacuum The throttle valve is controlled by a speed governor The speed can be remotely adjusted by lower raise signals from the electric switch board or the manual set point adjustment at the throttle valve When the turbo generator is shut down a gradual collection of water in the steam line turbine casing is modelled Before start of cold turbo generator the main steam line and turbine casing must be drained for water If the turbo generator is started with much water present in the steam line water strike will occur This can severely damage the turbine rotor and is indicated by a turbine trip The Turbo generator is modelled with engine driven LO pump as well as an electric pump drawing from a LO tank and discharging to the Turbo alternator via a fresh water cooled cooler Two filters ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG are provided to allow one set to be used and the other set on standby Water ingress into the lubr
184. ter depth can be specified and the shallow water effect demonstrated The effect is noticeable only if the depth is less than 2 3 times ship draft A Bow Thruster can be operated from the bridge Instructor s Station The thruster pitch is adjustable Note that the bow thruster force will decrease at increasing speed ahead and at full speed the bow thruster will have no influence ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 202 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 6 2 Ship Load MD57 All tanks are assumed prismatic in form tank masses proportional to level The following main tanks are included FO settling tanks FO service tanks Spill oil tank FO bunker tanks DO storage tank Lubrication oil tanks Storage tanks are modelled as masses entered by the instructor and set the boundaries for the simulated systems Ballast tanks are represented on this ship as followed 2x I Ballast wing tank 1 Fore peak tank The load in cargo tanks can be altered by the operator or the instructor from Variable Page 5702 Ship Load Condition ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Ship Load override The instructor can override the actual calculated load of the ship by changing the SHIP LOAD parameters from page 9002 Sim Control External Conditions X07015 O M load set by hull program 1 P load set by potentiometer X06317 at the same page pot me
185. ter input 2 F full loaded ship 10096 dwt 3 E light ship 20 dwt 203 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 6 3 Ambient Temperatures The ambient sea water and air temperature is adjustable through the variable page 9002 SIM CONTROL Ezternal Conditions The sea water temperature effects the operational condition of all FW lubricating oil and air coolers Changes in the sea water temperature will over time impact the temperature in various tanks on condition they were left without heating The air temperature in the engine room depends on the total power from the main auziliary engines ambient air temperature and the number of engine room ventilation fans in operation In case an engine room fire is simulated the temperature will increase rapidly The air temperature in the engine room also effects the scavenging air temperature of the diesel engines simple model of the engine control room ECR air conditioning system is included If the air conditioning system is turned off or has failed the engine control room temperature will gradually approach machinery space temperature Fire in the engine room will lead to an overload of the air conditioning system and will finally fail ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 204 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 6 4 Auto Pulsar System Description KONGSBERG To facilitate easy test of controller perfor
186. the ALCAP before start No displ water alarm is activated when the ALCAP control system tries to fill water but there is no water supply caused of a shut water supply valve When the water supply is reinstated reset the ALCAP before start High vibration alarm is activated when we have high vibration in the separator bowl When this alarm is activated the separator will be emptied the ALCAP control system will be shut down the oil will be recirculated three way valve will close against separator and the electrical motor will stop This malfunction is set from the malfunction page M0602 After repair reset the ALCAP before start Sludge discharge failure alarm is activated if the separator is not able to empty the separator for water and sludge The ALCAP control system will directly try a new sludge discharge sequence If the water transducer still measures too high water content in the oil 128 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 the separator will be emptied the ALCAP control system shut down and the oil will be recirculated After repair reset the ALCAP before start Operation procedure 1 1 1 2 1 3 1 4 1 5 1 6 2 1 2 2 2 3 2 4 2 5 2 6 Normally only one HFO purifier is in service The HFO purifier in service takes suction from one of the settling tanks and discharge to the service tank The flow through the HFO purifier in service should always be adjusted according to the current HFO c
187. the oil and pump wear will increase exponentially and end with a break down of the pump 97 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 00 23 Picture Alarms running moo Sea Water System Silence G Air Condition DG1 FW Coolers Over Pad G1384 6 Board we n FW Generator Inert Gas Air Steam Plant o eg os20931 0 High Suction FW Cooler 2 Sea Chest 010 G1384 7 P 3 32 6G1384 8 T 20 00 A gt G0 00 D 089 Ballast System f co 00 E Separate compartment viii J ilge GE es s nous Pad pe ae t i SMIN Fire Line 91 Plant m Tw Emergency 12 ay TITT L TO are Suction HOP mE G0 00 t ud 069 Air dej Sec 4 f G0 00 a Emergency k Steam Fire Pump P0 00 ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 98 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 SERVICE SYSTEMS 5 1 Main Sea Water System MDO1 General Sea water is pumped by two electrically driven SW pumps from sea chests through the sea water filter The flow from the pumps goes to seven coolers which are connected in parallel Fresh Water Cooler 1 Fresh Water Cooler 2 Steam Condenser DG1 Fresh water cooler DG2 Fresh water cooler Fresh Water Generator Air Con
188. the rudder position from 35 deg to 30 within 48 sec with one pump and 24 sec with two pumps independent of ship speed The increased demand of thrust on the rudder at higher ship speed is taken care of by increased pump pressure The steering gear system is of the IMO model with the functionality required according to Classification Societies for gas carriers and oil tankers above 100000 tons Hydraulic system description The steering gear itself is operated by two open type low pressure hydraulic systems ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Each hydraulic system is supplied from a steering gear pump Unit Power Pack comprising oil tank with a bottom drain valve steering gear pump of the fixed displacement type return line oil filter level indication equipment for monitoring of temperature pressure and level Additionally each system is equipped with One adjustable system pressure relief control valve controlling the maximum discharge pressure from the steering gear pump Default setting is 75 bar Above this pressure the hydraulic oil will be by passed back to the oil suction tank one shock relief control valve block with two adjustable relief control valves protecting the steering gear and the hydraulic system against pressure shocks when braking the rudder movement stop valves for manual isolating of the system one manual operated stop
189. though during periods of ultra high load both may be required to maintain the condensate level in the condenser The pumps are modelled as cavitation pumps and the delivery increases strongly with hot well level A separate level control system is therefore not required 179 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 00 03 25 Running Picture MD 86 Turbo Generator Alarms Silence YA TURBO GENERATOR High Hotwell Level High Condenser Press give Boiler Level from Exh from Oil Boiler SH 089 082 Boiler SH rwp1o T37 23 T34 00 Overspeed Low LO Pressure Water Strike High vibration Start Water Carry Over High vibration LO Turning Gear FIT TRIP Cooler water drain Z0 00 Sealing 4 G2610 9 Steam 226 77 A N 6404 4 A Turbine LO Make Up Servo Oil G0 00 Press 4 4 drain 128 63 A x0 90 T 65 99 A L 80 81 A Z5 01 Turning Gear to 085 Sludge 062 Tank to Vacuum Cond v 144 ERS MC90 V 2 2 9999 0353 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG 180 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 22 Turbo Generator MD86 General A 900kW turbo generator is fit
190. time Doc no SO 1342 F 8 Nov 12 will then be determined by the selection of either Bridge or Engine Ctr Room on screens MD104 or MD110 This will cause valve 100 to block the air supply to valves 101 and 102 Once in remote control the engine can be started stopped and reversed by operation of the single control lever To start the engine the fuel lever is moved away from the stop position in the ahead direction which will activate valves 86 and 90 When 86 is activated both valves 14 and 10 will operate Both valves will ensure that the starting air distributor and fuel pump reversing mechanism are in the required ahead direction When 90 is activated then valve 33 is activated This will allow valves 26 and 27 to be activated Valve 26 will supply the starting air distributor with pilot or starting air valve operating air Valve 27 will cause valve Main starting valve to open pressurising the starting air manifold with high pressure 30 bar starting air Note the fuel pump puncture valves are still pressurised via valves 84 38 and 25 This signal is only reached when the start level RPM is reached about 20 rev min The engine speed will now increase due to the admission of the starting air Once sufficient engine rotational speed has been reached start level RPM then valves 84 and 90 are released and following a small time delay valve 86 This will vent the valves 14 10 33 26 27 33 38 25 and 117 The spe
191. tion unless the Back Feed override is On Back Feed Selection of bus tie Back Feed mode is protected by a key lock etc indicated by a red light when activated The bus tie control will be fixed to Manual and the connect inhibit which is normally active in Manual is also disabled leaving the bus tie to direct operator control Connection of the bus tie should never be attempted when there is voltage on both the main and the emergency switch board Note When then the Emergency Generator is connected to the Main Switch Board by Back Feed it is easily overloaded All automatic start up of equipment must be disabled before supplying voltage to the main bus 30 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 3 MAIN ENGINE AND MAIN ENGINE SYSTEMS 3 1 Main Engine The propulsion machinery is based on one MAN B amp W 5L90MC low speed 5 cylinder configuration 2 stroke turbocharged reversible diesel engine The main engine is coupled to a propeller shaft with both fixed pitch propeller and controllable pitch propeller selectable by the instructor Also a shaft generator is attached to the main engine Main engine data Cyl Bore 900 mm Piston Stroke 2916 mm Number of Cylinders 5 Number of Air Coolers 2 Number of Turbo Chargers 2 Continuous Service Rating ME 18 MW Corresponding Engine Speed 74 rpm Mean Indicated Pressure 16 9 Bar Scavenge Air Pressure 2 Bar Turbine Spee
192. ton Ring Monitor MD27 wwssaaaaananaawa manana naanazunanaaza maana 45 3 6 Fresh Water Cooling System MD10 vannvannnnennnennnnnnnnnnnnnnnnnnenn 47 3 7 Fuel Oil System MDII ssssaaansnanznnnananasazizinanznanaaaaaaaazizewa 51 3 8 ME Fuel Oil High Pressure System MD28 arrannnnrnnvnnnnnennnnnnnnenn 57 3 9 ME Turbocharger System MD13 eese nnne 59 3 10 ME Selective Catalytic Reduction MD14 sees 63 3 11 ME Local Control MD20 wwwsmanaanananzununanzinunanzi exo dins 67 3 12 ME Manoeuvring System MDLG 2 is Er EORR REX SEE RENE 71 3 13 Cylinder Indications MDT2U isiuiossio9o 223902333290 39S a 1238 opa go satsas 75 3 14 Load Diagram MDLTZB wai aa 85 4 PROPELLER AND STEERING GEAR SYSTEMS MD53 89 4 1 Propeller Servo Oil System MD53 unnvrrnnvnrnnrnnnnrrnnnernnvnnnnrnnnn 89 4 2 Stern Tube System MD54 arurnnvrnnnrrnnvnrnnenrnnrnnnnernnnnrnnrnrnnrnrnn 91 4 3 Steering Gear System MDSG vccscicsecesotavescsedesatanaivensesedeneiavedens 93 5 SERVICE SYSTEMS s re 99 5 1 Main Sea Water System MDO wwssanana ES EERRRANE RRRRRREEERRE ER 99 5 2 Air Ventilation System MD40 rnnnnrrnnnnrnnrnrnnernnnrnnnsnrnnennnnnen 103 53 Air Conditioning Plant MDAL wanananwwwwnannaaanaaaawwww wwa 105 5 4 Starting Air Compressors MD59 aaannnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnennn 109 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V i Kon
193. tor MD78 Ch 2 Sect 2 1 Engage breakers on Emergency Switchboard MD73 Ch 2 Sect 2 7 Fill emerg air receiver MD59 Ch 2 Sect 5 3 Prepare start aux sea water system MD01 Ch 2 Sect 5 1 Prepare start LT fresh water system MD10 Ch 2 Sect 3 6 y Prepare start 1 or 2 diesel alternato and connect to 440V board MD75 76 Ch 2 Sect 2 1 2 2 Y ngage breakers on main switchboard starters and feeders MD71 72 Ch 2 Sect 2 5 2 6 Check all breakers closed on 220V main and emeg Start fans rr pre MD40 Ch 2 Sect 5 2 ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V Own supply KONGSBERG Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 1 2 Own supply to harbour condition Own supply Check conn breakers on 440V feeder panel MD72 Ch 3 Sect 2 6 Prepare operate aux LTFW HTFW system MD10 Ch 3 Sect 3 6 Prepare operate start air compressor Prepare operate service air compressor 1 amp 2 MD59 MD60 Ch 3 Sect 5 3 Ch 3 Sect 5 4 Prepare operate Prepare operate Prepare Operate oil fired boiler Fresh water hydrophore plant MD67 refrigeration plant MD64 on MDO HFO MD80 84 Ch 3 Sect 5 13 Ch 3 Sect 5 13 Ch 3 Sect 5 14 5 17 Operate MELO purifier Prepare HFO sett serv Prepare operate HFO separator Operate ME HTFW preheat MD09 tanks MD04 05 system MD06 system MD10 Ch 3
194. uence the bowl is cleaned If the dirt cumulative exceeds an upper limit the cleaning efficiency will be reduced The purifier therefore must be shot regularly The amount of water separated is dependent of the water content in the settling tank 129 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Alarms Silence Sms pos DO Purifier System from tonse peg bedst r 1760 00 Tank cut Operating pq be7 Water Water Tank Make Up Supply 1 G16 37 L075 lt A Hot Water Operating Vg KES HE Valve L amp 4 Valve Seal Flush Valve gt G2500 0 e G2500 0 2624954 T28 55 005 Suction Bypass Discharge Z0 00 A G13 13 to Sludge 062 v ERS MC90 V 2 2 9999 0353 03 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 130 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 10 Diesel Oil Separator System MDOS General The purpose of the diesel oil separator system is to supply the main engine and the generator engines with diesel oil free from impurities and water Description There is one diesel oil separator The diesel oil separator takes suction from the diesel oil storage tank and discharge to the diesel oil service tank The separator is provided
195. uously go to MD82 MD 82 when steam drum temp gt 105 C drum pressure over 0 23bar shut Boiler Vent Valve V05103 amp Super heated steam line vent valve V 5008 13 14 15 16 MD84 Open V05640 Atomising steam valve 18 17 19 20 21 22 23 24 25 26 KONGSBERG MD82 open V05378 steam line drain MD82 Fully 100 open main shut off Valve V05108 MD 84 Open V05653 Boiler FO heater shut off valve and V05668 Boiler steam tracing valve MD84 Start the HFO Pump R05633 MD 80 When the main steam line pressure rises to 1 0 shut steam line drain V05378 MD80 When the level in the steam drum drops below 10 open Boiler Main feed valve V04807 put Feed controller in MAN and start the Main feed pump R05630 Adjust the MAN output to 10 MD80 Raise the water level to 75 and stop the pump Monitor the water level and repeat this operation as necessary when the level drops below 75 MD 84 When the boiler pressure reaches 8 bar the low atomising steam pressure and HFO low temp alarms should reset When alarms have reset switch No 1 burner off at on off button MD84 Change over HFO DO c o Valve V0654 to HFO and the Burner type to HFO MD84 Put airflow Fuel flow and oxygen controllers in AUTO and then finally put the Master controller in AUTO MD84 Reset the boiler Trip Burner management ready light should illuminate so now switch it
196. upply and exhaust fans will be stopped 103 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG Picture MD 41 00 00 48 Running Alarms Silence Coolw Supply 201 I P3 31 A T26 71 G29 05 T 20 00 7777 7777 UU TJ fff 77777 A DJ i Control Room Lv Air Conditioning Plant Accommodation Lv T 26 88 A R45 64 X10 35 T29 41 A dampers R39 97 A mn OJ B er Q3 34 G228 77 06 Bilge Ambient Conditions T 30 00 R 90 00 Steam Supply 982 P6 24 106 491 t m F kd i M Water hi Supply D67 DG DI p ERS MC90 V 2 4 1 0328 01 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 104 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 3 Air Conditioning Plant MD41 Introduction The air is supplied to the accommodation and the engine control room by an air handling unit AHU located in the air conditioning unit room situated in the accommodation block on the starboard side of the upper deck accessed from the engine room The AHU consists of an electrically driven fan drawing air through the following sections from inlet to outlet One air filter One steam preheating unit A humidifier section One steam final heat section One air cooler evaporator
197. uring normal operation at sea only one pump is in Operation During manoeuvre and in congested waters two pumps must be in operation Starting and stopping of the pumps can be carried out locally or remote via the Power Chief Pump Control system or from the bridge steering consoles Drain and oil filling Oil and water drainage from the steering gear systems can take place from The bottom of each chamber in the common expansion tank The bottom of each steering gear pump unit tank Oil filling is done via the filling valve fitted at the expansion tank ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 KONGSBERG Rudder commands Rudder command can be set manually on the autopilot To set specific rudder commands select MAN and enter numeric values in Autopilot can be set to specified course commands at bridge steering console Select ON and enter course Servo speed is dependent on servo oil pressure In bad weather two pumps can be run to obtain quicker servo response to auto pilot To use the emergency steering select OFF on the autopilot Emergency control can be operated locally or from the bridge console Note that the emergency control is non follow up and the sterring gear will turn as long as the button is depressed Note that if a failure of automatic control of by pass and safematic valves should occur these valves have to be operated locally 96
198. valve to servo lubricating oil cooler 1 3 Open selected filter inlet valve 1 4 Check level in Servo oil tank 1 5 Select Local or Remote pitch control 1 6 Start the lubricating oil pump locally or from the PowerChief Pump Control panel 1 7 Putthe lubricating oil pumps into AUTO mode from the Pump and Compressor Panel Model particulars No comments 89 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 KONGSBERG 00 01 51 Running Picture MD 54 Stern Tube System Alarms Silence YA n LO SW Diff Pres T48 78 A G 0 00 G2 65 G7 18 G7 87 to Aft Bilge Well G0 00 G0 00 Y G0 00 t T35 19 A P4 62 Cooler 1 G7 87 Da P4 98 Td Lo Pump 1 r e X G0 00 po3 to Spill Oil Tank ME 019 FW Sys Stern Tube LO T 39 95 L 68 57 A Make Up v ERS MC90 V 2 2 9999 0353 00 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 90 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 4 2 Stern Tube System MD54 General The stern tube bearings are lubricated by two separate gravity LO tanks one high and one low These are selectable and should be chosen according to vessel draft Description The oil is pumped from the stern tube sump
199. ve on either the high or low suction is open 2 MD91 Open the scrubber tower sea water valves and start the pump to establish a seawater flow through the scrubber tower Ensure the scrubber tower drain is closed 3 MD91 Ensure the inert gas fans fresh air suction valves from deck are closed 4 MD91 Check the level of the deck seal If low then open the valves and start the pump to fill the deck seal with seawater Stop the pump and shut the valves when the level reaches 0 5m 5 MD84 Check that the boiler is firing under stable load and with an oxygen controller setting of 3 096 6 MD91 Open the Shut off Valve on the flue gas from the boiler supply line 7 MD91 Switch on the Oxygen analyser and put the Pressure Controller on Manual Input a Value of 100 to open the flow only to the funnel 193 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 8 MD91 Open selected fan suction from scrubber tower and discharge valve and start fan 9 MD91 Open the vent on the deck main 10 MD91 When the Oxygen reading from the boiler line is below 4 open the deck isolating valve 11 MD91 Switch the Pressure Controller to AUTO with a setting of 0 03bar 12 MD91 Once the oxygen level has stabilised within the main line close the vent on the deck main and open the supply to the cargo tanks 13 MD91 Monitor and maintain the deck water seal level as required by starting the deck seal pump Note the flow of inert gas to the car
200. water cooled condenser Refrigerant liquid receiver Refrigeration System MD64 Nominal capacities are as follows Cooling capacity 110 kW at 18 C 30 C Screw compressor motor 50kW 67hp Refrigerant flow 0 6 kg sec Sea water cooling flow 20 t h The plant comprises following compartments One Meat Fish compartment 18 C including One 4 kW air fan for cooling down z One 1 5 kW air fan for normal operation z One evaporator with dry expansion Evaporator electrical defrost device One provision store compartment for perishable goods 5 C including One air fan One evaporator with dry expansion E One evaporator pressure controller ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V KONGSBERG Description The compressor is lubricated and cooled by oil and refrigerant gases The lubrication oil is separated from the compressed refrigerant gas in the oil separator The bottom part of the separator serves as an oil reservoir If the oil level is less than 2090 of full new oil must be added A substantial part of the compressor heat is transferred to the cooling oil in the compressor screw and the oil must be cooled This is done by sea water in the lubricating oil cooler The electric compressor motor load varies according to compressor condition suction pressure discharge pressure and gas flow Electric overload will occur if the load is higher than a pre set adjustable limit The effective
201. y be selected on the air conditioning panel in the engine room The bypass dampers allow recirculation of the air if the ship is in poor ambient conditions i e in harbour with a sandstorm Normally the bypass dampers must only be opened 30 to reduce the recirculation of bad air spreading such things as colds etc through the vessels personnel 1 Winter operating procedure 1 1 Prepare and start the steam supply for the pre and final heating section in AUTO mode 1 2 Prepare and start the water supply for the humidifier section in AUTO mode 1 3 Set the bypass damper at 10 1 4 Start the plant in winter mode with low fan speed 1 5 Set the master controllers set points at the wanted values 1 6 Control the plant with appropriate intervals and adjust the plant if necessary 105 Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 2 Summer operating procedure 2 Prepare and start the steam supply for the final heating section in AUTO mode 2 2 Prepare and start the water supply for the condenser 2 3 Set the bypass damper at 10 2 4 Start the plant in summer mode with low fan speed 2 5 Set the master controllers set points at the wanted values 2 6 Control the plant with appropriate intervals and adjust the plant if necessary Note It is possible to adjust the capacity of the plant by opening closing the bypass damper and or low high speed of the fan Note Steam valve V15605 and water valve V 15606 must be open fo
202. y mixture passes through approved oil filtering equipment 1 4 In vessels over 10 000 grt the discharge is automatically stopped when the oil content exceeds 15ppm 1 5 the bilge water does not originate from cargo pump room bilges 1 6 the bilge water is not mixed with oil cargo residues 2 When the vessel is anywhere within a Special Area which includes the entire Mediterranean Sea Black Sea Baltic Sea ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V Red Sea Gulf Areas North West European waters abd Antarctic No Discharge is permitted except when 2 The vessel is underway and 2 2 the ship is en route 2 3 the oil content without dilution does not exceed 15 PPM 2 4 the oily mixture passes through approved oil filtering equipment 2 5 In vessels over 400 grt the discharge is automatically stopped when the oil content exceeds 15ppm 2 6 the bilge water does not originate from cargo pump room bilges 2 7 the bilge water is not mixed with oil cargo residues The MARPOL regulations are more restrictive for oil tankers and slightly more flexible for vessels of less than 400 gross tons Before pumping bilge on your license make sure you understand the law It is no longer legal anywhere in the world to pump machinery space bilge directly overboard without going through some kind of oil content monitor that will automatically stop the discharge when the legal limits are exceeded In addition U S laws p
203. y the NOx counteracting measures described earlier The most efficient practical way of reducing sulphurous emission in maritime applications seems to be removing sulphur from the fuel oil in the refinery by chemical processing 171 Kongsberg Maritime E Doc no SO 1342 F 8 Nov 12 KONGSBERG Picture MD 84 00 03 18 Running Boiler Combustion Alarms Silence Recirc 33 307 bos 7 from DO DO Pump Serv Tank V i pilot amp Fue 7 BR deeem aX v1 76 Pump F ME G000 EN AN Ctr P0 44 n Z 0 00 OxygenZ 21 00 Go 00 G0 01 P 0 00 T32 30 Atomizing Air 1e en i G0 00 147 te P5 00 A 082 Dx E m 0 77 v Steam MIIM L es eee v ERS MC90 V 2 2 9999 0353 02 Unit Message Process Panel Process Conversion Log Directory Directory Overview Back Forward ERS MAN B amp W 5L90MC L11 Machinery amp Operation MC90 V 172 Emission Kongsberg Maritime Doc no SO 1342 F 8 Nov 12 5 20 Boiler Combustion MD84 General The boiler has two registers fitted in the roof which can burn either diesel oil or heavy fuel oil the burner being changed to suit Each fuel system has it s own supply pump and the HFO system is fitted with a steam heater to condition the oil for combustion and a steam tracing system to assist in keeping the oil flowing Atomising steam

ERS MAN B&W 5L90MC-L11 Machinery & Operation MC90-V

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ERS MAN B&amp;W 5L90MC-L11 Machinery &amp; Operation MC90-V

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ERS MAN B&W 5L90MC-L11 Machinery & Operation MC90-V