MAIN GROUP 7

SYSTEM FOR MACHINERY COMPONENTS

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MAIN GROUP 7 - SYSTEM FOR MACHINERY COMPONENTS................................7.3
GENERAL.............................................................................................................................. 7.3
MATERIAL GUIDE - ABSTRACT OF PIPE MATERIAL.........................................................7.5
MATERIAL GUIDE - ABSTRACT OF VALVE MATERIAL......................................................7.6
70 FUEL OIL SYSTEM......................................................................................................7.7
700 General...................................................................................................................... 7.7
701 Fuel oil transfer and drain system..............................................................................7.7
702 Fuel purification plant.................................................................................................7.8
703 Fuel oil service system...............................................................................................7.8

71 LUBE OIL SYSTEM......................................................................................................7.9

711 Lube oil transfer and drain system.............................................................................7.9
712 Lube oil purification plant.........................................................................................7.10
713 Lube oil system for propulsion machinery................................................................7.10

72 COOLING SYSTEM....................................................................................................7.10
721 Seawater cooling system.........................................................................................7.12
722 Freshwater cooling system......................................................................................7.12

73 COMPRESSED AIR SYSTEM....................................................................................7.12

731 Starting Air system...................................................................................................7.12
732 Service air/instrument compressor...........................................................................7.13

74 EXHAUST SYSTEM...................................................................................................7.13
743 Exhaust gas system.................................................................................................7.13

79 AUTOMATION SYSTEMS FOR MACHINERY...........................................................7.14

790 General.................................................................................................................... 7.14
791 Engine control room.................................................................................................7.15
792 Common automatic equipment, engine alarm etc....................................................7.15
793 Automation equipment for propulsion machinery and transmission, engine.............7.19
telegraph etc........................................................................................................... 7.19
795 Electric Generating Plant.........................................................................................7.21
797 Automation for other machinery equipment.............................................................7.24
798 Cable/leads and piping for automation systems for machinery................................7.26

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MAIN GROUP 7 - SYSTEM FOR MACHINERY COMPONENTS

GENERAL
All machinery systems and components shall be of first class marine type.

Piping system shall meet the requirements of the classification society unless higher
requirements are explicitly stated in this specification. Generally, piping systems shall be
designed for a flow velocity less than 2 m/sec. Piping shall be arranged according to sound
marine engineering practice with the minimum practical number of bends of appropriate
radius.
Piping carrying fluids shall not be arranged above switchboards. Expansion bends shall be
fitted to preventing damage due to expansion of piping or movement of structure.
Piping of 15 mm diameter and above shall be connected by weld-on flanges; piping of
smaller diameter by compression fittings.

Piping of bilge, ballast, deck wash, internal and external fire fighting lines, scupper,
freshwater and seawater lines, sewage, vents, and sounding pipes shall be of mild steel,
hot-dip galvanized after prefabrication. Every precaution shall be taken to avoid/ minimize
welding on completed and galvanized piping if more than one (1) damage repair is required,
then the pipe shall be returned for hot dip galvanizing. Valves shall be arranged for easy
access and to be identified by engraved brass plates.
Pumps shall be arranged between isolating valves at the suction and the discharge side.

After completion, piping systems shall be cleaned by circulating the related fluid through
coarse – gauze slave filters fitted on the suction side of pumps. The filters shall be
inspected and cleaned prior to sea trials and to be removed only at the delivery of the
Vessel.
Special care shall be taken to fuel oil, lube oil and hydraulic systems.
All lube and hydraulic piping shall be thoroughly cleaned after final welding by immersion in
acid and thereafter lubricated with oil prior to erecting and filling of systems.
Buyers representative shall make final inspection of piping before installation.
Pipes shall be tested according to the Classification Society's rules.
Pipes, valves and fittings shall be supplied with certificates as required by the Classification
Society.

In way of pumps, heat exchangers etc. the piping shall be arranged to permit overhauls of
the unit with minimum dismantling of pipes.
External piping shall be fitted with drain plugs where necessary.
Cooling water outlets etc. shall be positioned at least 2 m below the waterline, if they
cannot be placed outside the launching area for the life-/mob boats.
All pipes shall be fastened safely.
Colour marking for various pipe systems according to ISO standard type system.
Pipes shall be supported according to good practice in order to prevent damages from
vibrations and other causes.
Plated with engraved letters referring to pipe system drawings for all valves, pumps, heat
exchangers etc.

Pumps
All pumps shall have mechanical seal type.

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 All pumps shall have casing of cast steel or bronze, impellers of bronze and shaft of
stainless steel.
Special consideration shall be taken to avoid cavitations in pumps and piping.
The sea water pumps shall be equipped with a strainer on the suction side, with pressure
gauges and bronze check valves at the discharge side, and shall be arranged with flexible
connections between isolating valves of cast iron.

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 MATERIAL GUIDE - ABSTRACT OF PIPE MATERIAL
Standard Standard
GP System Dimension Material Dimension Material Remarks
381 Hydraulic All dim.(in tanks and on Stainless steel,
Pneumatic pipes open decks)
for valve control
403 Hydr. lines for All dim. Precision steelpipe DIN 2391 DIN 2445
steering gear NS 2503 NS 1211
434 Low pressure hydr. All dim. (Indoor/outdoor) Steel DIN 2448 DIN 1629
pipes NS 2501 NS 12111
434 High pressure Indoor, All dim. Precision steel DIN 2391 DIN 2445
hydr. pipes Outdoor & in tanks Stainless steel NS 2503 NS 1211
(dim.< 42 mm)
Steel (dim. > 42 mm)
554 Refr. cooling Freon All dim. Copper DIN 1786
side NS 2501
571 Air condition All dim. As for refr. syst.
system
581 Sanitary supply All dim. Copper insulated PVC
coated
582 Sanitary drain All dim.(ab.freeboarddk.) Blucher or equivalent
All dim.(bel. freeb.dk.) Galvanised steel DIN 2448 DIN 1629
70 Fuel oil DN﹤15 Precicion steelpipe DIN 2391 DIN 2445
DN≧15 Steel NS 2503 NS 1211
71 Lube oil DN﹤15 Precision steelpipe DIN 2391 DIN 2445
DN≧15 Steel NS 2503 NS 1211
721 Sea cooling water All dim. Cuni (90-10) DIN 8601/ DIN 17664
NS 2504
722 Fresh cooling DN≦32 Precision steelpipe DIN 2391 DIN 2445
water DN≧40 Steel NS 2503 NS 1211
731 Starting air DN≦32, inside Precision steelpipe DIN 2391 DIN 2445
DN≦32, outside Stainless st. ( AISI 316L)
DN≧40 Steel DIN 2448 DIN 1629
732 Service Air All dim.,outside Stainless steel Hot dip Galvanized for
All dim., inside Precision steelpipe piping on deck
734 Control air All dim. Copper, but in tanks NS 1786 DIN 1787
stainless steel
74 Exhaust pipes, Rolled plate steel DIN 1629
ME&boilers
74 Exhaust pipe aux. Steel DIN DIN 1629
engines 2448/2458
801/3 General, Bilge and All dim. Galv. steel NS 2501 DIN 1629 Hot dip Galvanized
ballast
804 Gutter pipes All dim. Galv. steel NS 2501 DIN 1629 Hot dip Galvanized
813 Fire & deckwash All dim. Galv. steel NS 2501 DIN 1629
general service
814 Hot deep galv.
815 CO2 All dim. Galv. steel
816
821 Air and sounding All dim, Galv. steel/steel NS 2501 DIN 1629
821 Sample lines Stainless steel

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MATERIAL GUIDE - ABSTRACT OF VALVE MATERIAL
GP System Nominal Description Standard Stand. mater. Remarks DIM
size Material Body Garnityr
434 Low pressure hydraulic All dim. Acc. to supplier’s
valves standard
70 Fuel oil DN40 Ball valve Bronze Bronze
DN40 Butterflyvalve Ductile- / Cast Al.Bronze
iron
71 Lube oil DN32 Ball valve Bronze Bronze
DN 40 Ball valve Cast iron Bronze
DN50 Butterfly valve Cast iron Al.Bronze
721 Sea cooling water All dim. Butterfly/gatevalve Cast iron Al.Bronze/ Valves on
Lined BunaN ship side and
on sea inlets
to be ductile
iron
722 Fresh cooling water DN32 Globe Ball valve Bronze Bronze BunaN for
DN40 Butterfly/globe valve Cast iron Al.Bronze/ temp. bel. 80
BunaN gr.C, EPDM
for temp. ab.
80 gr.C
731 Starting air DN32 Ball valve Forged steel
DN40 Ball valve Steel
Globe valve Cast steel
732 Service Air All dim. Ball valve Brass Brass
801 Bilge system All dim. Butterfly valve Cast iron Al.bro./
BunaN
803 Ballast system All dim. Butterfly valve Cast iron Al.bro./
BunaN
813 Fire and deck wash All dim. Globevalve Bronze Bronze w/Nor
hydrants incl.hose conn. coupling no.2
813 Fire & deckwash DN40 Ball valve Bronze Bronze
General service DN50 Butterfly valve Cast iron Bronze
815 CO2 All dim. Ball valve Bronze Bronze
816

821 Sounding All dim. Ball valve Bronze Bronze cylindric

selfclosing
cock w/ test
cock screw

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70 FUEL OIL SYSTEM

700 General
A complete fuel oil service system with standby equipment for all main engines at
100 % MCR shall be provided in accordance with the class requirements.

Fuel oil system for handling of diesel oil shall be provided. The system shall include
bunkering, overflow, transfer, purification and all required service systems for diesel
engines, boiler, incinerator etc.

Level indication etc. of all bunker-, settling, service and overflow tanks shall be included in
the remote sounding system, see gr. 821.
All waste oil and drip trays shall be made according to good marine standard.
Due consideration shall be taken to avoid fuel leakage from piping, valves, pump seals etc.
Fuel oil handling equipment and piping shall be arranged to facilitate easy cleaning, and
ample drains from coamings round equipment shall be arranged in case fuel leakage does
occur.

Fuel oil pumps shall have shaft seals suitable for purpose ensuring no leakage due to
operational changes (stop/running, cold/warm).
Fuel oil piping to main engines shall be of ample dimension and for pulsation dampening,
large diameter piping piece shall be arranged in accordance with engine maker’s
recommendation.
Fuel oil cargo pumps, fuel oil transfer and service pumps, and fuel oil purifier shall have
remote stop facilities outside machinery space according to requirement and regulations.

701 Fuel oil transfer and drain system

Bunkering and overflow system

Connections (stations) for diesel oil bunkering shall be provided on port, starboard and
stern on 1st deck, with piping to a valve chest in the cargo pump room (see also Fuel Cargo
System).

An overflow (over-bunkering protection) system shall be provided for all bunker, settling and
service tanks etc. Each tanks shall be connected, via goose-neck to a common overflow
and vent pipe, self-drained to a nominated double bottom overflow tank. (see also gr. 821).
A sight glass and an overflow alarm shall be fitted in the last section before entering into the
overflow tank. The system shall be designed with a safety factor corresponding to capacity
of cargo pumps and bunkering line.
The nominated overflow tank shall be equipped with two (2) high level alarms, activated at
50 % and 70 % full tank.

All fuel tanks shall be equipped with remote controlled valves direct on tank top/side.

A fuel oil meter of Avery Hardoll type BM triple capsule PD meter, or equal, with resettable
counter in m3 on station and non resettable totaliser reading in m3/hour and ticket printer
located in engine control room and/or bridge. Meter suitable for horizontal installation shall
be fitted in the discharge line.

Meter shall correspond with capacity of fuel oil cargo pumps, have a strainer, a bypass line
and be able to read both loading and discharge.

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 Each fuel bunker tank shall be fitted with readily accessible isolating valve and pipe to the
bottom of the tank to permit fuel samples shall be taken by means of a portable hand pump
without spillage or contamination to the surrounding area (according to DnV’s Petroleum
Services).
Dumping line for service and settling tank to double bottom tank.

Transfer system
In addition to the fuel bunker and cargo system, a smaller fuel oil transfer system shall be
arranged with suction from the `cargo` system and discharge to settling- and service tanks.
The system including pump and valves shall be locally manually operated.
The system shall include two (2) settling tanks, (port and starboard), two (2) daily service
tanks, (port and starboard) and one (1) service tank for the emergency generator, all
according to General arrangement / Tank plan drawing.
Transfer pumping system shall include,
- One (1) transfer pump, with a capacity of 20 m3/h, 2 bar.

Piping for fuel oil settling and daily service tanks shall be dimensioned for use of transfer
pumps, based on a pumping capacity of 20 m3/h. All four (4) tanks shall be connected the
common overflow system. Attention shall be paid with regard to the height for the loop from
the different tanks, to avoiding filling up the f.o.service tanks with un-separated fuel.
A dumping line 2” from main service tanks to waste oil tank shall be included.

Drain system
All fuel tanks in machinery spaces above double bottom tanks shall be equipped with drip
trays of sufficient capacity for collecting any leakage of oil which may occur from valves,
fittings etc. The drip trays shall be drained to the fuel oil drain tank.
Fuel oil service and settling tanks shall have an accessible drain (self-closing valve) fitted at
the lowest point of the tanks, for removing water and sediment. These drains shall be
arranged directly to the diesel sludge tank.
A separate fuel oil drain tank shall be arranged according to General arrangement drawing,
for collecting of clean fuel leakage from diesel engines, drip trays and other equipment in
the system.

702 Fuel purification plant

One (1) fully automatic, self-cleaning purifiers for marine diesel shall be installed.
Capacity : min. 2700 l/h (effective throughput)
All controls and alarms available in maker’s control unit shall be fitted.
The purification plant shall have possibility for purifying from settling tanks to service tanks,
as well as from service tank and back to same service tank. The purifier shall also have
possibility for purifying direct from fuel overflow to settling- or service tanks.

One (1) ample diesel sludge tank shall be provided in engine room, according to General
arrangement plan.

703 Fuel oil service system

All consumers, like main engines, generator sets and boiler shall be arranged for marine
diesel oil (MDO).
Service tanks on both port and starboard shall be arranged for full operation of all
consumers.
From service tanks, individual branch lines shall be arranged to all consumers.

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 Approved valves of quick-closing type shall be arranged on tanks according to rules and
requirements.
All valves and pipes shall be sized according to class and maker’s recommendation.

Supply lines to main engines shall be arranged for the following way of operation:
All engines shall be supplied from either port or starboard tank with necessary
isolations valves for changing between.

Fuel return lines form engines shall be arranged according to supply lines, either flowing
back to service tanks or to suction line. All return lines shall have continuous raising. All
piping shall be according to line diagram.

All consumers shall have duplex filters installed in supply lines according to maker’s
recommendations.
Fuel meter on main engines with display in engine control room and on bridge. The fuel
meter can be included in the tank tender system.

71 LUBE OIL SYSTEM

711 Lube oil transfer and drain system

Suitable lube oil storage tanks shall be arranged for main engines, auxiliary engine,
reduction gears, hydraulic systems, side thrusters, steering gears, winch system etc.
One separate tank for renovated lub oil shall be arranged volume to holding the lub oil
system for one main engine.

The tanks shall be arranged with filling from deck, level gauges, air-pipes, tapping cocks,
manholes and drip trays.
The drip trays shall be drained to waste oil/sludge tank.
For the main- and auxiliary engines filling shall be arranged from the respective tanks.
One (1) transfer pump, capacity 3 m3/h - 3 Bar for lub.oil.
Piping materials, see gr. 700.
Connections from lube oil transfer suction line to lube oil separator suction side.

One (1) sludge pump capacity 4 cum/h - 3 Bar with delivery to deck.

Following small storage tanks shall be arranged:

- In steering gear room, two(2) x 250 litres
- In forward thruster room, one(1) x 250 litres
- In gear area, two(2) x 250 litres

Drain trays shall be fitted below all storage tanks.

All tanks with filling from deck and with gauge glass.
Vent. pipes from small storage tanks shall only be locally on the tank.
Hand pumps with pipes and valves for filling of oil to the respective machinery and also
pumping of dirty oil to outlet on 1st deck. Also quick connections for use of a transportable
transfer pump with capacity 3 cum/h – 3 Bar.

Pencil tank (oily water settling tank) shall have three (3) accessible drains, two (2) 25 mm
self-closing bib cock valves at 1 m 3 and 2m3 plus one (1) 40 mm self-closing bib cock valve
with internal pipe to tank bottom valve shall be sufficiently high for container and tundish.

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 Tundish shall have 50 mm gravity drain to the dirty oil double bottom tank.
Pencil tank shall be equipped with drip trays of sufficient capacity for collecting any leakage
of oil, which may occur from valves, fittings, manholes etc. The drip trays shall be piped into
the dirty oil tank.

712 Lube oil purification plant

One(1) lube oil purifier, automatic self-cleaning type, with a capacity of 1500 l/h shall be
installed. El.heater for purifiers shall be included.
(The installation shall be considered after final decision for type of main engines).
Piping arrangement shall be arranged in such a way that it shall only be possible to have
suction and delivery from the same main engine at the time.

713 Lube oil system for propulsion machinery

The lube oil systems lay out shall be in full compliance with the engine manufacturer’s
recommendation.

72 COOLING SYSTEM

Cooling system general

- Two (2) central cooling system shall be arranged in engine room for main engines, aux.
generator sets, air-condition, provision cooling, dry bulk compressors, thruster motors, gear
oil, shaft generators etc.
In addition separate seawater cooling shall be provided for the hydraulic oil cooling for the
main winch. .
All coolers shall be of titanium plate type.
The central coolers for main engine room shall each be designed for an overcapacity of
50 %.
The cooling systems shall have ample shut of valves with back flushing arrangement.

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O/3175-SPECIFICAITON Revision 6 Date : 12.04.06 11
721 Seawater cooling system
The extent of seawater cooling system shall be kept to a minimum.
The seawater pumps shall take suction from the crossover and via coolers discharging
overboard.
Arrangement for draining and venting of the cooling water piping shall be fitted.

One (1) seawater pump shall be fitted for each system

In addition, one (1) fully interchangeable back-up pump shall be installed for each system.

Seawater cross-over tank ducted

The two(2) sea chests in engine room shall be connected to each other via crossover duct,
valves and strainers. The strainers shall be arranged for cleaning without interrupting the
cooling water supply.
The different outlet for cooling water-, fire and wash pumps etc. shall be branched off the
crossover duct.
Valves for ventilation shall be fitted on highest point, with piping to open air.

Sea chests
- Two (2) sea chests shall be provided in the main engine room (one high- and one low
suction) for sea water inlet,
- One (1) outside the engine room for emergency fire pump.
- One (1) aft for the DW/BW sea water suction. (if required)

Each sea chest shall have connection for:

- Venting to open air, (min. DN65).
- Dosage of chemicals for anti-fouling. (Owner supply, the tank from Unitor)
- Strums shall be fitted to the sea chest opening in the shell plate. See also gr. 262

722 Freshwater cooling system.

General each fresh water system / circuit shall include circulating pump, st-by circulating
pump (fully interchangeable), temperature controlling equipment, expanding tanks etc.
Each diesel engine shall be arranged with separate and fully independent cooling system.
Main engine shall have separated HT and LT circuit with built on fresh water circulation
pumps for both. Further pre-heaters, pumps and piping in accordance with the supplier’s
recommendation.

73 COMPRESSED AIR SYSTEM

731 Starting Air system

The main engines shall be arranged for compressed air starting.
The starting air system including remote control etc. shall be arranged in accordance with
the engine supplier's recommendations and the rules in force.

Two (2) start-air receivers, capacity according to rules in force.

Two (2) compressors, electrically driven with automatic start/stop,

capacity: 2 x 47 m3/h – 30 Bar. Compressors shall be air-cooled.

Separate line with reduction valve shall be routed from start-air receivers to the typhoon.

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 Separate line with reduction valve for connection to the service air / instrument air system.

732 Service air/instrument compressor

A system for supplying of service air (8 Bar) to workshops, stores, steering gear
compartment, thruster room, engine room (4 pcs) and decks (4 pcs),
gear room (2 pcs) flushing system for wheelhouse windows and instrument/control air shall
be provided.
Further connection to, sounding device etc.
Air dryer for the instrument air system.
Drain tank approx. 250 litres with automatic drain for instrument air.

One (1) service air compressor with a capacity of 50 m3/h – 10 bar with working air
receiver, 1 m3.
Compressor shall have automatic start/stop.
Also supply from start air system via pressure reduction valve.

74 EXHAUST SYSTEM

743 Exhaust gas system

Exhaust gas system from main engines, aux. engines, emergency generator diesel and
boiler shall be carried to atmosphere at the aft end of the funnel with water protected
penetration.
Exhaust outlets shall be facing approx. 45 deg. out from the ship's side.
From diesel engines the piping shall be flexible suspended to the steel structure.
Attention shall be paid regarding expansion of the systems, necessary compensators shall
be provided.

Silencers and spark arrestors in all exhaust systems from diesel engines min. 35 db noise
reduction. The exhaust pipes shall be insulated (75 mm) and covered by galvanised steel
plates.
Auxiliary engines shall have maximum noise reduction, depending on engine
manufacturer’s recommendation.
All exhaust pipes shall have flange on top of the funnel for disconnect the upper part.

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79 AUTOMATION SYSTEMS FOR MACHINERY AND CARGO SYSTEMS

790 General
Construction and operation
Sufficient instrumentation alarms and control equipment for safe operation of the main
engines and all auxiliaries shall be arranged in accordance with supplier’s instrumentation
list.
The control and instrument plant shall also be in accordance with requirements regarding
"Dead man alarm" (applicable to Vessels above 500 gr.reg.t.)

Sensors
The following items shall be given special attention ;
All temperature sensors shall be installed in pockets of suitable material. Connections shall
be arranged for draw-out for testing purposes.
All level switches shall have test level handle for function test of switch.
All sensors shall be installed in places where it is a minimum risk for damage during normal
overhaul and maintenance.

Shut off and test valves with standard connection shall be fitted for all pressure regulating
and measuring units as well as for local instruments.
The sensors' connections to consoles etc. shall be arranged for easy earth fault and cable
fault location on the sensor side, i.e. separate wiring between each sensor and the alarm
central or other terminating equipment shall be required.

- Sensors and instruments shall be mounted in such way that shock and vibrations of
the sensor body with connections are avoided.

- Pressure sensors exposed to shocks and large vibrations in their working medium
shall be protected by damping chambers.

- Water pockets shall be avoided in the pressure sensor pipe connections.

- All level switches in tanks shall have test level for function test of switch.

- Test equipment for temperature and pressure shall be suitable for connection to the
respective sensor types.

The arrangement of the instruments and alarms shall be worked out in close co-operation
with the Buyer and in principle in accordance with the specified list of content.

All components and wires shall be clearly marked with number in accordance with the
drawings. All name- and number-plates as well as reference shall be engraved laminated
PVC unless otherwise specified.

Water and oil pipes inside the consoles shall be avoided. Necessary air pipes shall be
separated or eventually shielded from electric and electronic equipment. Air ventilating
pipes from pneumatic equipment shall be led outside of consoles.

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 Bridge consoles, general
On bridge there shall be installed two(2) manoeuvre consoles, one (1) forward and
one(1) aft.

Bridge console / forward

Fwd bridge consoles shall have control and monitoring equipment for rudders, propulsion,
side thrusters, navigation equipment, VHF, wipers, alarm panels, communication systems
etc.

Bridge console / aft

Aft bridge consoles shall have control and monitoring for rudders, propulsion, side
thrusters, navigation equipment, VHF, wipers, alarm panels, communication systems,
winches, cargo systems, towing systems, anchor handling / towing winch, wire chain
stoppers, towing pins and storage drums.

Following equipment shall be separately installed in wheelhouse:

- Fire alarm panel
- Navigation lights (main /emergency)
- Signal lights
- Distribution panels
- Emergency stop system of aux.
- Panel for watertight doors
- Emergency stop with running lights for cargo pumps
- Hospital alarm (also outside the hospital)

791 Engine control room

A control room with manoeuvring stand, control cargo pumps, alarm panel and main
switchboard shall be arranged. The control room shall be air- conditioned and insulated
against noise and heat.

Engine control room console

Console shall have control and monitoring systems for main propulsion. aux. engine,
electric system in accordance with supplier’s delivery and required by the Classification
Society.

Console shall have monitoring systems for side thrusters, steering gear, in accordance with
supplier’s delivery and required by the Classification Society.

792 Common automatic equipment, engine alarm etc.

General
One (1) Machinery alarm and monitoring system shall be installed to provide control,
monitoring and alarm of all functions necessary for the safe and efficient operation of the
main propulsion and auxiliary machinery.
The system shall be installed with two (2) work stations in ECR and one(1) work station on
the bridge.
The various alarms shall be arranged in two (2) separate groups for each main engine and
it's auxiliaries.

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 The machinery alarm and monitoring system itself and the installation shall comply with the
applicable requirements for the E0 class notation (Periodically Unattended Machinery
Spaces) and the requirements for DP I Vessels of the listed classification society.

All alarms related to the propulsion and main machinery shall be analogous when relevant.
Instruments, sensors and control equipment shall be of simple, robust and standardised
design.
Remote transmitters shall be used in order to avoid sensing lines carrying fuel, oil, steam or
water being led into the control room.

Local instrumentation, such as thermometers, pressure gauges, etc., shall be provided as

necessary for manual start up, control, and monitoring of equipment in the machinery
spaces. Scale engraving shall be in metric units.

Pressure and temperature sensors shall be installed in places where there is minimal risk
for damage during normal overhaul and maintenance. Temperature sensors shall be
installed in wells and be capable of being withdrawn for replacement or calibration.
All components and wires shall be marked with numbers in accordance with the
instrumentation list and installation drawings.

SYSTEM STRUCTURE
The system shall feature the following functions:
- Multi-user system
- Provide users with a simple and correct overview of the various systems using
system pictures/diagrams
- Shall be self-monitoring; i.e. it is equipped with alarms which monitor its own
faults.
- Divides the Vessel’s machinery into one System Failure group for internal
watch and max fifteen different display groups; i.e.:
- Main engines
- Gen. Engines
- Thruster system
- Bilge system
- Etc.
- A simple and straightforward parameter adjustments; i.e. limit values, time
delays, sensor calibration etc.
- Provide users with a simple and correct overview of the various systems using
system pictures/diagrams
- Possibilities for inhibit of individual signals and listing of all inhibited signals.
- Possibility for off scanning of individual signals and listing of all off-scanned
signals.
- Interlock function.
- Group status-, alarm summary and event lists.

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 - Bargraph presentation for a simple status presentation.
- Printer for different types of reports and listing.
- Action group function: i.e. input point status combinations give output action
(open/close contracts).
- Trends of analogue signals, inhibited and off-scanned signals, past events,
also running hour etc.
- Control, alarm and monitoring system shall interface following systems:
- Sounding system (group 381 and 821).

System pictures / mimic diagrams

The system shall be provided with mimic diagrams/pictures for ballast system, cargo control
system, propulsion plant, electrical power plant and for other relevant machinery.

Other installed pictures which shall be available as follows :

- Tank sounding separate tanks
- Tank sounding groups of tanks
- System alarms
- System configuration

Tank group picture

The alarm and monitoring system to receive tank data from sounding system.
This pictures display all information about the actual tanks, such as:

For each tank:

- Max. Cubic metres
- Alarm limits
- Density (Man./auto)
- Percentage of full tank
- Level in metres
- Cubic metres

For the group:

- Max. Cubic metres
- Percentage of full group
- Cubic metres

The information shall be presented graphically and numerically.

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 Operator station in wheelhouse
One (1) off monitoring unit shall be installed.
This unit shall include one (1) off colour monitor, one (1) off PC with keyboard, one (1) off
pointing device.

Operator station in engine control room

Two (2) off monitoring units shall be installed.
These units shall include one (1) off colour monitor, one (1) off keyboard, one (1) off
pointing device, one (1) off colour printer, one (1) off alarm printer and an alarm buzzer.

Watch and responsibility system to be combined into the common machinery alarm
and monitoring system, according to class requirements.
-

Engineer's alarm
When the engine room is unattended, the alarms of the engine alarm system shall be
extended to the following alarm panels, according to rules:
- Alarm panel in cabins (Chief, 1st. Eng. and Electrician)
- Alarm panel in mess room
- Alarm panels in wheelhouse console fwd and aft

Deadman alarm
The "deadman" alarm system required for operation with one (1) man only in engine room
according to regulations.
- "Dead man system" ON/OFF panel (one off)
- "Dead man system" RESET panels

Engine rooms' alarm signals

The following visible /audible alarm signals shall be arranged as follows: in steering gear
room, red. gear room (cargo room), three(3) in main engine room and one(1) in each side
thruster room etc. and shall be easy to identify ;
- Life boat alarm
- Automatic telephone alarm
- Batteryless telephone alarm
- Fire alarm
- Engine alarm
- CO2 alarm

The engine alarm and telephones' alarm shall be given by means of high intensity flickering
lights and a sufficient number of small low noise alarm horns.

Instruments
All instruments shall be of suitable construction for their maximum operating value. Scaling
in ISO units, where suitable.
Local thermometers shall be of the liquid filled glass tube type.
Local pressure gauges shall be of the liquid filled type.

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793 Automation equipment for propulsion machinery and transmission, engine
telegraph etc.
Two (2) electronic remote control systems (one for each propulsion plant) for engine speed,
clutch operation and pitch control with automatic overload protection shall be installed.
The remote control system shall also include mode selector switch for shaft generator
operation (PTI / PTO mode). See also group 637.
Remote control operations for main engines, CP propellers and shafts shall be fitted in the
wheelhouse and in the engine control room. The remote control of engine speed shall be
achieved by electronic governor.

The engine control system shall be designed according to Class notation requirement and
for unmanned engine room operation.

The engine control room manoeuvring shall be actuated electrically with the regulating
handle.
The wheelhouse manoeuvring shall be actuated electrically with the regulating handle.
The wheelhouse, engine control room and local manoeuvring (if applicable) shall include
functions as follows:

Control of propeller pitch

Speed regulating
Control of clutch
Emergency stopping (also for shaft generators)

Choice of remote control location shall be made in the Engine Control Room with
confirmation from the wheelhouse. The control selection and confirmation procedure shall
conform to the requirements of the Classification society.

Necessary instrumentation shall be provided at the engine side to support manoeuvring

from the engine site. This shall include engine order telegraph repeater and RPM indicator.
The system shall be interfaced with the DP control system and Vessel Automation System.

Separate system for emergency control of main propellers shall be installed on bridge and
in the engine control room.

Redundancy
The remote control systems shall be designed and installed as two (2) electrically and
mechanically totally independent plants. One failure in one plant shall not put the other
plant out of operation and vice versa.
Each plant shall have two (2) galvanic isolated power supplies.

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 PROTECTION AND SAFETY DEVICE
Emergency trip
The main engines shall stop automatically with alarm under the following conditions:
ME low lub. oil pressure
ME high coolant temperature
ME overspeed
Reduction gear, low oil pressure
ME high bearing temp (if recommended by supplier)
Manual emergency stop button shall be provided in the ECR and wheelhouse. Manual
emergency lever (including stop position) shall be provided at the local control position.

Turning gear protection

A system shall be arranged to prevent the engines from starting, when the turning gear is
engaged (locking of starting control valve).

Engine telegraph system

If a serious emergency situation should occurs, with both the main- and the emergency
control out of operation, the RPM shall be locally controlled. The order from the wheelhouse
will then be given using the emergency machinery telegraph, and the RPM will be manually
adjusted on the engine.

Telegraph system shall be provided in accordance with the propulsion control

manufacturer's standard in accordance with Classification society requirements but will
include, at a minimum, the following functions:

Bridge console mounted double-faced transmitter/receiver

Engine control room console receiver with reply
Buzzer at bridge and engine control room consoles
Receiver near engine side, emergency operation
Telegraph logger on bridge control console

The emergency machinery telegraphs - one port and one starboard – shall be independent
of the Vessel’s ordinary remote control system. They shall be connected to 24V DC battery
systems. There shall be one(1) unit for each side in the forward bridge console, (the
transmitter) and one(1) unit for each side in each control room (the receiver).

The receiver shall have acknowledgement push-button. The orders, given by operating a
switch or push buttons in the wheelhouse transmitter, shall be visually shown on the
receiver by means of clearly marked indication lamps. An audible signal shall be given
when a new command is transmitted.

The orders shall be: Ahead full

Ahead half
Ahead slow
Stop
Astern slow
Astern half
Astern full

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 Revolution indicator for the main engines
Main engines revolution shall be indicated in the following locations through the CRT or by
separate indicators:
Wheelhouse console forward
Wheelhouse console aft
Engine side (each engine)
Engine control console

Change-over of control position

Transfer of location for propulsion control shall be completed as follows:

Propulsion Control Transfer Positions

From To Procedure
Local ECR Position change over accomplished at Engine
(Engine Side) Side
ECR Wheelhouse Position change over accomplished in ECR with
confirmation back from the wheelhouse

The control selection and confirmation procedure shall conform to the requirements of the
Classification society.

795 Electric Generating Plant

Control and operation of generator sets

The diesel generator sets shall be started and stopped from the engine control room or
from the engine side. The diesel generator set shall be started and connected automatically
in the event of a dead bus for one of the two (2) shaft generators.

The diesel generator set shall automatically shut down in accordance with the
manufacturer’s design criteria. A shut-down condition shall be identified by an alarm
connected to the Engine Room Control and Monitoring System.

The diesel generator set shall be fitted with its own electronic governor, with the speed
setting remotely carried out by the governor control switch on the engine control room main
switchboard.
Automatic synchronising, frequency control and preferential tripping shall be provided.

Shaft generators
The shaft generators shall be used in normal mode for power generation of electrical power
distribution.
The shaft generators should only be used when requested shaft power is available on the
main engine and the engine speed is locked in shaft generator mode.
The PMS system shall carry out synchronizing, closing and opening of generator breaker,
automatic load-sharing and signalling to pitch control system for necessary pitch
reduction(shaft generators).

The shaft generators shall either be used in normal mode for power generation of the
electrical power distribution system, or in PTO / PTI mode for propulsion purpose.

Propulsion mode
Control system:

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 An automatic control, operation and monitoring system should be provided for using the
shaft generators as propulsion motors. The system shall be integrated into the pitch control
system and PMS system and shall have the following modes:
- Mode 1 : Normal (both running as shaft generators).
- Mode 2 : Port PTO / Stbd PTI (port shaft generator feeding stbd. shaft
generator as propulsion motor).
- Mode 3 : Stbd. PTO / Port PTI (Stbd. shaft generator feeding port shaft
generator as propulsion motor).
Operation:
During the PTO/PTI mode, the two (2) shaft generators will be electrically connected, and
one (1) main engine will be disconnected (clutched-out). E.g. in mode 2 (see above), stbd.
shaft generator will now run as a propulsion motor, driving stbd. reduction gearbox
connected to the stbd. CPP propeller system.

Since the gear oil pump is normally connected on the incoming shaft (main engine side),
the stand-by pump has to be automatically started. If the stand-by gear oil pump is stopped
by any reason in the PTO / PTI mode, the generator breakers for the actual “propulsion
motor” has to be tripped (emergency stop). See also group SFI 637/667/871 for more
details.

Load reduction/pitch reduction system

Main propulsion pitch control system

A system for Load reduction/ Pitch reduction of the main propeller systems, to ensure
sufficient power to the shaft generators, shall be arranged. The system shall be initiated by
current measurement on the shaft generators, with an output signal to the pitch control
system, for immediate pitch reduction (at 100 % load).

Thrusters pitch control system

A system shall also be arranged for Load/ Pitch reduction of all thrusters (fwd./ stern
thrusters). The system shall be initiated by kW- and/ or current measurement on the shaft
generators, with an output signal to the pitch control system, for immediate pitch reduction
(at 100 % load). In DP mode this shall be controlled by DP system.

Blocking/interlocks of heavy consumers

An interlock system shall be arranged to prevent the tunnel thrusters, cargo pumps and
cargo compressors to run when the diesel generating set is powering the actual busbar.

Power Management System

The entire electrical power plant shall be automatically controlled by a Power Management
System (PMS). The power management system shall be provided with the following functions:

- Automatic power management of the generators depending on the necessary power

demand and the generators ability and stand by situation. The correct and suitable
combination should automatically be established.
- In case of starting of big consumers the available power should automatically be checked
and if necessary the stand by diesel generator should be started automatically and
connected to the switchboard. As soon as available power is accepted, the big
consumers should start.
- An estimate of heavy consumers should be needed.

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 - If the power consumption on the main switchboard has decreased and should be
covered by smaller number of generator set, the generator of lowest priority should
automatically be loaded off, disconnected from switchboard and stopped. The operations
shall be provided with certain delays.
System structure, PMS
The power management system shall ensure consistency and maximum efficiency of
power generation equipment. The system shall be controllable from the CRT workstation
located in the Engine Control Room.
The system shall perform at least, but not limited to the following functions:
- Automatic load dependent start and stop of aux. diesel generating set (including black-
out start of stand-by generator)
- Automatic control and protection of aux. - and harbour diesel engines
- Automatic speed/frequency control of aux. diesel generating set
- Automatic operation of air circuit breakers for generators
- Automatic generator off-loading prior to load free disconnection of generator circuit
breakers
- Automatic control and protection of shaft generators
- Automatic control and protection of aux. generators
- Automatic control of emergency/harbour generator (function disconnected in emergency
mode)
- Automatic control of shore connection
- Automatic control and protection of Main switchboard including operation of bus-tie
breakers
- Synchronizing of all motor circuit breakers
- Automatic load sharing and load control with software for black-out prevention caused
by sudden overloads due to stop of generators
- Heavy consumer control including start request and start accept of heavy consumers
- Critical alarm handling / shutdown
- Aux. pump control
- Shaft generator mode control with overload protection
- Automatic preferential tripping of non-essential load
- Mode selection; (Under Way, Standby, Towing, Anchor handling, Fi-Fi, Cargo load/
disch.- DP, Cargo load/ disch. Harbour, Harbour resting (emerg./harbour gen.) and
optional). Some of the mode may be combined if similar.
- Indication (mimic diagram of all necessary parameters for electric power plant in Ship’s
alarm system.

The situation of working generators, standby generators, supply transformer power and
thrusters motors shall be displayed on CRT indicating all important data as:
- Supplied power for each generator
- Nominal power for each generator
- % loaded
- Bus bars voltage and frequency
- Position of main circuit breakers
- Total power
- Standby situation
- Generator set available or not available

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 Reduction in propeller pitch/ loads, tunnel thruster loads, pitch or speed reductions, must be
introduced in the period it takes to start and bring a new generator set on the line. If this
function is taken care of by the DP computer system, the effect shall be co-ordinated with
the PMS system.

Each aux. diesel generator set shall automatically shut down in accordance with the
manufacturer’s design criteria. A shut-down condition shall be identified by an alarm
connected to the Integrated Automation System.

Each aux. diesel generator set shall be fitted with its own electronic governor, with the
speed setting remotely carried out by the PMS or manual by the governor control switch on
main switchboard.

Preferential Trip
- When the running generator (s) is overloaded, non-essential consumers shall be
automatically tripped to prevent the complete power failure of the Vessel. The
preferential tripping system of non-essential consumers shall be arranged according to
class and suppliers recommendations and subject to approval from owner.

The following non-essential consumers shall be tripped:

- HVAC system (A/C compressors and heating element)
- Galley equipment
- Jacket water pre-heaters
- Welding machine
See also group 874 (motor starters).

Aux. Engine Safety System

A safety system for protection and control of the aux. engine shall be provided. The safety
system shall control and protect the aux. engine in order to prevent faulty operation and/or
major failure. The system shall automatic stop the engine upon critical failure that may lead
to breakdown of the engines, so as very low lub. oil pressure, very high coolant temperature
and overspeed, in addition to any further requirements according to the Class.

The safety system for the aux. engine shall include alarm and monitoring of the engines as
well. The alarm shall be clearly indicated on the safety system panel / cabinet. In addition a
common alarm for each engine shall be given to the central alarm plant.
The safety alarm system shall be a separate system.

Control and operation of emergency generator set

When the voltage of the main bus fails, the emergency generator set shall be automatically
started with time delay and the emergency switchboard shall be energized automatically.

Safety devices for over-speed or loss of lubricating oil pressure (very low pressure) shall be
provided on the engine and arranged so that the engine shall automatically shut-down in
the event of either occurrence.
When running as harbour generator, also safety device for very high coolant temperature shall be
connected (Shut-down selection switch with only two mode, “Emergency – Harbour”).

797 Automation for other machinery equipment

Remote manual control of pumps

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 The following pumps shall be capable of being manually started and stopped from a remote
operating station (ECR):
- Bilge and Ballast Pumps
- Main DO Supply Pumps
- Diesel Oil Transfer Pumps
- Fresh Water Cooling Pumps
- M.E. Jacket Water Pumps
- Main Sea Water Pumps

Local manual control of equipment

The following systems shall be controlled from local (equipment supplied) systems:
- Hydrophore plant
- Air condition and ventilation
- Sewage plant
- Starting air system
- Lub oil system
- Fuel oil and lub oil purifiers
- Fresh water filling

Fuel oil transfer system

Starting DO transfer pumps shall be a manual operation.

Purifier control system

All purifiers shall be manually started and stopped.
However, the purifier control system shall provide automatic sludge discharging for all
purifiers and by-pass the fuel oil to a selected tank upon detecting an abnormal condition.

Air compressor control system

Main air compressors shall be stopped automatically at the following conditions:
- Discharge air temperature, high
- Lubricating Oil pressure, low

All air compressors shall be fitted with both automatic and manual controls. Manual
stop/start buttons shall be provided for each air compressor and additionally, each
compressor shall be automatically started/stopped by detecting the pressure of the air
reservoirs.

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 Engine room bilge system
The engine room oil/water separator pump shall be started automatically by detecting a
high level in the bilge holding tank and shall be stopped automatically by detecting low level
in bilge holding tank. If the separated water’s oil content is higher than the set limit, the
water shall automatically be returned to the bilge holding tank with alarm given.

High-level alarm shall be provided for bilge wells and bilge holding tank.
An automatic oil discharge control system shall be provided for the oil/water separator.

Remote level measuring system

Remote reading of level of fuel oil cargo, day tank, settling tank/liq. mud, ballast tanks and
fresh water tanks and big lub. oil tanks for main engine shall be installed. Operator Panels
shall be integrated as part of alarm and monitoring system. See also Gr. 821 and 792.

798 Cable/leads and piping for automation systems for machinery

Special care shall be taken to avoid electromagnetic interference.
Where necessary, multicore cables with twisted pairs shall be used. All cables to enter
connection and termination boxes upward. Water pockets shall be avoided in the pipe
systems for remote control and measuring.

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