This document describes the electrical power distribution system onboard a vessel. It includes main generators, an emergency generator, switchboards, and the electrical network configuration. The main network consists of two 6.6kV switchboards, two 440V switchboards, and an emergency 440V switchboard. The number and configuration of connected generators depends on the vessel's operational situation.
This document describes the electrical power distribution system onboard a vessel. It includes main generators, an emergency generator, switchboards, and the electrical network configuration. The main network consists of two 6.6kV switchboards, two 440V switchboards, and an emergency 440V switchboard. The number and configuration of connected generators depends on the vessel's operational situation.
This document describes the electrical power distribution system onboard a vessel. It includes main generators, an emergency generator, switchboards, and the electrical network configuration. The main network consists of two 6.6kV switchboards, two 440V switchboards, and an emergency 440V switchboard. The number and configuration of connected generators depends on the vessel's operational situation.
This document describes the electrical power distribution system onboard a vessel. It includes main generators, an emergency generator, switchboards, and the electrical network configuration. The main network consists of two 6.6kV switchboards, two 440V switchboards, and an emergency 440V switchboard. The number and configuration of connected generators depends on the vessel's operational situation.
Copyright:
Attribution Non-Commercial (BY-NC)
Available Formats
Download as PDF, TXT or read online from Scribd
Download as pdf or txt
You are on page 1of 64
At a glance
Powered by AI
The document discusses the electrical power distribution system onboard the vessel including main and emergency switchboards, generators, distribution systems, and uninterruptible power supplies.
The main components described include main and emergency switchboards, main and emergency generators, shore power connection, preferential tripping systems, distribution systems, and uninterruptible power supplies.
The cathodic protection system works by passing a low voltage DC current between the hull metal and insulated anodes in contact with the sea water, maintaining the hull at a more negative electrical potential than the anodes to minimize corrosion. It controls the impressed current automatically based on factors like ship speed and salinity.
2.
2 ELECTRI CAL POWER DI STRI BUTI ON
2.2.1 Electrical Equipment 2.2.2 Main Switchboard and Generator Operation 2.2.3 Emergency Switchboard and Generator Operation 2.2.4 Electrical Distribution 2.2.5 Shore Power 2.2.6 Main Alternators 2.2.7 Emergency Diesel Alternator 2.2.8 Preferential Tripping and Sequential Restart 2.2.9 Uninteruptable Power Supplies and Battery Systems 2.2.10 Cathodic Protection System I llustrations 2.2.1a Main Electrical Network 2.2.1b Main 6,600V Switchboard Layout - TP1HT and TP2HT 2.2.1c Main 440V Switchboard Layout - TP1F and TP2F 2.2.1d Cargo 6,600V Switchboard Layout -TPC1HT and TPC2HT 2.2.2a High Voltage Main Switchboard Mimic - TP1HT and TP2HT 2.2.2b Low Voltage Main Switchboard Mimic - TP1F and TP2F 2.2.2c Main Cargo Switchboard Mimic - TPC1HT and TPC2HT 2.2.2d Safety Key I nterlock System (i) 2.2.2e Safety Key I nterlock System (ii) 2.2.2f Safety Key I nterlock System (iii) 2.2.2g Safety Key I nterlock System (iv) 2.2.2h Safety Key I nterlock System (v) 2.2.2i Safety Key I nterlock System (vi) 2.2.2j Safety Key I nterlock System (vii) 2.2.2k Safety Key I nterlock System (viii) 2.2.2l Safety Key I nterlock System (ix) 2.2.2m Safety Key I nterlock System (x) 2.2.2n Safety Key I nterlock System (xi) 2.2.2o Safety Key I nterlock System (xii) 2.2.4a Main 440V Distribution - 440V Switchboard TP1F 2.2.4b Main 440V Distribution - 440V Switchboard TP2F 2.2.4c Main 440V Distribution - 440V Divisional Switchboards 2.2.4d Emergency Distribution - Emergency Switchboards TPFS and TPES 2.2.4e Main 230V Distribution - TP1E and TP2E 2.2.5a Shore Power 2.2.9a Transitional Converter and Switchboard Distribution 2.2.9b Navigation UPS Unit, UPS46 2.2.10a Cathodic Protection System Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V EG Emergency Diesel Generator IIIustration 2.2.1a Main EIectricaI Network EMERGENCY 440V SWITCHBOARD TPFS EMERGENCY 230V SWITCHBOARD TPES 440V Consumers 230V Consumers 440V Emergency Consumers 230V Emergency Consumers 440V Consumers DG4 Generator Vacuum Circuit Breakers Air Circuit Breakers Motorised Breaker No.4 Diesel Generator TG Ballast Pump 3 Electric Boiler 2 Transformer TR2HT 6,600/440V Transformer TR1HT 6,600/440V Transformer 440V SWITCHBOARD TP2F (Port) 230V SWITCHBOARD TP2E (Port) 440V SWITCHBOARD TP1F (Starboard) 230V SWITCHBOARD TP1E (Starboard) 6.6kV SWITCHBOARD TP2HT (Port) 6.6kV PORT CARGO SWITCHBOARD TPC2HT 6.6kV STARBOARD CARGO SWITCHBOARD TPC1HT Key Transformer 6,600V AC 440V AC 230V AC TB2F 440/230V Transformer Emergency 440/230V Transformer TB1FS 230V Consumers TB1F 440/230V Transformer Shore Power Connection Box QF 50 QF 1200 QF 1100 QFS 100 QFS 70 QF 500 QF 2200 QF 2100 DG3 No.3 Diesel Generator QHT 20 QHT 22 QHT 24 QHT 27 QHT 26 QHT 21 DG2 No.2 Diesel Generator Electric Boiler 1 Transformer High Duty Comp.1 Low Duty Comp.1 High Speed Low Duty Comp.1 Low Speed Main Cargo Pump1 Tank1 Main Cargo Pump1 Tank2 Main Cargo Pump1 Tank3 Main Cargo Pump1 Tank4 Ballast Pump1 Bow Thruster 6.6kV SWITCHBOARD TP1HT (Starboard) DG1 No.1 Diesel Generator QHT 10 QHT 12 QHT 14 QHT 16 QHT 17 QHT 13 QHT 11 QHT 120A QHT 120B QFC 100 QFC 4 QFS 50 QFS 200 Port Propulsion Converter CR2MPE Port Propulsion Transformer 2 6,600/1655V TR22MPE Port Propulsion Transformer 2 6,600/1655V TR21MPE Port PropuIsion Motor Excitation Starboard Propulsion Converter CR1MPE Starboard Propulsion Transformer 2 6,600/1655V TR12MPE Starboard Propulsion Transformer 1 6,600/1655V TR11MPE Starboard PropuIsion Motor Excitation QF 2050 M2MPE M1MPE QHT 23 QHT 31 QHT 32 QHT 33 QHT 34 QHT 36 QHT 37 QHT 38 QHT 39 QF 1110 QF 1050 QF 2220 - - - - - - - - - - - - - - - & Gearbox QHT 15B - QHT 15A - QHT 30B - QHT 30A - QHT 25B - QHT 25A - High Duty Comp.2 Low Duty Comp.2 High Speed Low Duty Comp.2 Low Speed Main Cargo Pump2 Tank1 Main Cargo Pump2 Tank2 Main Cargo Pump2 Tank3 Main Cargo Pump2 Tank4 Ballast Pump2 QFC 100 QHT 41 QHT 42 QHT 43 QHT 44 QHT 46 QHT 47 QHT 48 QHT 49 2.2.1 Electrical Equipment - Page 1 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2 ELECTRI CAL POWER DI STRI BUTI ON 2.2.1 ELECTRI CAL EQUI PMENT I ntroduction The electrical power generating plant onboard the vessel consists of the following items of equipment: Main Generator DG1 Builders reference No.: DG1 Manufacturer: Leroy Somer No. of sets: 1 Model: LSA 60B 125 Type: Two bearing, brushless excitation, 14 pole Bearing type: EFNLK 28-280 (drive end) EFNLQ 28-280 (non-drive end) Serial No.: 600086 Speed: 514 rpm, 60Hz Voltage 6,600V, 3 phase Output: 601A, 6,875kVA, 0.8pf Enclosure: IP 44 Heating element: 230V, 2,000W Main Generators DG2, 3 and 4 Builders reference No.s: DG2, DG3 and DG4 Manufacturer: Leroy Somer No. of sets: 3 Model: LSA 62B 115 Type: Two bearing, brushless excitation, 14 pole Bearing type: EFZLK 28-300 (drive end) EFZL Q28-300 (non-drive end) Serial No.: 600087 Speed: 514 rpm, 60Hz Voltage 6,600V, 3 phase Output: 1,069A, 12,223kVA, 0.8pf Enclosure: IP 44 Heating element: 230V, 3,000W Emergency Generator Builders reference No.: ??? Manufacturer: Leroy Somer Model: LSA 49.1 M7, 4 pole Type: Two bearing, brushless, self-exiting, self-regulating with revolving field, in-ventilated and drip proof casing Voltage: 440V, 3 phase Output: 600kW, 750kVA, 984A, 0.8 pf Speed: 1,800 rpm, 60Hz Enclosure: IP 23 The number of generators connected to the switchboard depends on the electrical consumer load of the ship at that time. The generators can be manually run up and connected to the main switchboard as required but in normal operation the power management system(PMS) automatically controls the operation of the generators and major operational aspects of the main switchboard. An emergency generator is located in a separate compartment located on the port side of deck 1. This generator is entirely self-supporting with its own dedicated fuel, cooling and starting equipment.The emergency generator has sufficient capacity to supply the auxiliaries required to start a main diesel generator in the event of total power failure. Power Distribution System Fromillustration 2.2.1a, it can be seen that the main network consists of two main 6.6kV switchboards, TP1HT and TP2HT, two 6.6kV cargo switchboards, TPC1HT and TPC2HT, two main 440V switchboards, TP1F and TP2F and the 440V emergency switchboard, TPFS. The configuration of the electrical network will depend on the vessels operational situation; in port only one generator will be connected. When manoeuvring, two generators will be connected, one fromeach side of the main switchboard with the 6.6kV bus-tie closed. When in open sea a minimum of two generators will be connected. The tie lines provide both redundancy and supply continuity in the event of any systemfailures. This means the port side consumers can be fed fromthe starboard side generator(s) and vice versa. Main Switchboards The starboard main 6.6kV switchboard TP1HT consists of 11 panels: Cell 01, the port HV switchboard cross-tie panel Cell 02, the starboard propulsion transformer 2 panel Cell 03, the No.2 diesel generator panel Cell 04, the synchronising panel Cell 05, the No.1 diesel generator panel Cell 06, the starboard propulsion transformer 1 panel Cell 07, the starboard engine roomtransformer panel Cell 08, the starboard cargo HV switchboard cross-tie panel Cell 09, the electric boiler 1 transformer panel Cell 10, the bow thruster panel Cell 11, the instruments panel The port main 6.6kV switchboard TP2HT consists of 11 panels: Cell 01, the starboard HV switchboard cross-tie panel Cell 02, the port propulsion transformer 1 panel Cell 03, the No.3 diesel generator panel Cell 04, the synchronising panel Cell 05, the No.4 diesel generator panel Cell 06, the port propulsion transformer 2 panel Cell 07, the port engine roomtransformer panel Cell 08, the port cargo HV switchboard cross-tie panel Cell 09, the electric boiler 2 transformer panel Cell 10, the ballast pump 3 panel Cell 11, the instruments panel For further detail of the main 6.6kV switchboard layouts, please refer to illustrations 2.2.1a and 2.2.1b. The main 6.6kV generator panels are equipped with an ammeter, excitation ammeter, wattmeter, and generator voltmeter to measure the main bus status and the output of the generator. Each main 6.6kV switchboard panel is also fitted with full synchronising facilities including a synchroscope and synchronising lamps for manual synchronising, if required. 2.2.1 Electrical Equipment - Page 2 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V EG Emergency Diesel Generator IIIustration 2.2.1a Main EIectricaI Network EMERGENCY 440V SWITCHBOARD TPFS EMERGENCY 230V SWITCHBOARD TPES 440V Consumers 230V Consumers 440V Emergency Consumers 230V Emergency Consumers 440V Consumers DG4 Generator Vacuum Circuit Breakers Air Circuit Breakers Motorised Breaker No.4 Diesel Generator TG Ballast Pump 3 Electric Boiler 2 Transformer TR2HT 6,600/440V Transformer TR1HT 6,600/440V Transformer 440V SWITCHBOARD TP2F (Port) 230V SWITCHBOARD TP2E (Port) 440V SWITCHBOARD TP1F (Starboard) 230V SWITCHBOARD TP1E (Starboard) 6.6kV SWITCHBOARD TP2HT (Port) 6.6kV PORT CARGO SWITCHBOARD TPC2HT 6.6kV STARBOARD CARGO SWITCHBOARD TPC1HT Key Transformer 6,600V AC 440V AC 230V AC TB2F 440/230V Transformer Emergency 440/230V Transformer TB1FS 230V Consumers TB1F 440/230V Transformer Shore Power Connection Box QF 50 QF 1200 QF 1100 QFS 100 QFS 70 QF 500 QF 2200 QF 2100 DG3 No.3 Diesel Generator QHT 20 QHT 22 QHT 24 QHT 27 QHT 26 QHT 21 DG2 No.2 Diesel Generator Electric Boiler 1 Transformer High Duty Comp.1 Low Duty Comp.1 High Speed Low Duty Comp.1 Low Speed Main Cargo Pump1 Tank1 Main Cargo Pump1 Tank2 Main Cargo Pump1 Tank3 Main Cargo Pump1 Tank4 Ballast Pump1 Bow Thruster 6.6kV SWITCHBOARD TP1HT (Starboard) DG1 No.1 Diesel Generator QHT 10 QHT 12 QHT 14 QHT 16 QHT 17 QHT 13 QHT 11 QHT 120A QHT 120B QFC 100 QFC 4 QFS 50 QFS 200 Port Propulsion Converter CR2MPE Port Propulsion Transformer 2 6,600/1655V TR22MPE Port Propulsion Transformer 2 6,600/1655V TR21MPE Port PropuIsion Motor Excitation Starboard Propulsion Converter CR1MPE Starboard Propulsion Transformer 2 6,600/1655V TR12MPE Starboard Propulsion Transformer 1 6,600/1655V TR11MPE Starboard PropuIsion Motor Excitation QF 2050 M2MPE M1MPE QHT 23 QHT 31 QHT 32 QHT 33 QHT 34 QHT 36 QHT 37 QHT 38 QHT 39 QF 1110 QF 1050 QF 2220 - - - - - - - - - - - - - - - & Gearbox QHT 15B - QHT 15A - QHT 30B - QHT 30A - QHT 25B - QHT 25A - High Duty Comp.2 Low Duty Comp.2 High Speed Low Duty Comp.2 Low Speed Main Cargo Pump2 Tank1 Main Cargo Pump2 Tank2 Main Cargo Pump2 Tank3 Main Cargo Pump2 Tank4 Ballast Pump2 QFC 100 QHT 41 QHT 42 QHT 43 QHT 44 QHT 46 QHT 47 QHT 48 QHT 49 2.2.1 Electrical Equipment - Page 3 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V The starboard 6.6kV cargo switchboard TPC1HT consists of 6 panels: Cell 01, the cross-tie to TPC2HT panel Cell 02, the cross-tie to TP1HT panel Cell 03, the mimic panel Cell 04, the low duty compressor 1 panel Cell 05, the high duty compressor 1, main cargo pump 1, tank 1 and main cargo pump 1, tank 2 panel Cell 06, the ballast pump 1, main cargo pump 1, tank 3 and main cargo pump 1, tank 4 panel The port 6.6kV cargo switchboard TPC2HT consists of 6 panels: Cell 01, the cross-tie to TPC1HT panel Cell 02, the cross-tie to TP2HT panel Cell 03, the mimic panel Cell 04, the low duty compressor 2 panel. Cell 05, the high duty compressor 2, main cargo pump 2, tank 1 and main cargo pump 2, tank 2 panel Cell 6, the ballast pump 2, main cargo pump 2, tank 3 and main cargo pump 2, tank 4 panel For further details of the 6.6kV cargo switchboard layout, refer to illustrations 2.2.1a and 2.2.1d. The starboard main 440V switchboard TP1F consists of 10 panels. Cell 01, the 440V cross-tie to TP2F and 440V feeder panel Cell 02, the 6,600/440V TR1HT transformer incomer panel Cell 03, the 440V emergency cross-tie to TPFS and 440V feeder panel Cell 04, the 440V feeder panel Cell 05, the 440V feeder panel Cell 06, blank panel Cell 07, blank panel Cell 08, the 440V feeder panel Cell 09, the 440V feeder panel Cell 10, the 440V feeder panel The port main 440V switchboard TP2F consists of 10 panels. Cell 01, the 440V cross-tie to TP1F and 440V feeder panel Cell 02, the 6,600/440V TR2HT transformer incomer panel Cell 03, the 440V emergency cross-tie to TPFS and 440V feeder panel Cell 04, the 440V feeder panel Cell 05, the 440V feeder panel Cell 06, blank panel Cell 07, blank panel Cell 08, the 440V feeder panel Cell 09, the 440V feeder panel Cell 10, the 440V feeder panel For further detail of the main 440V switchboard layouts, refer to illustrations 2.2.1c, 2.2.4a and 2.2.4b. The 440V emergency switchboard TPFS consists of 5 panels: Cell 01, the emergency generator incomer panel Cell 02, the emergency 440V incomer fromTP1F panel Cell 03, the shore connection incomer panel Cell 04, the emergency 440V feeder panel Cell 05, the emergency 440V feeder panel For further detail please refer to illustration 2.2.4d. The port or starboard main 440V switchboards feed the emergency switchboard via tie breakers QF50 or QF500. The emergency switchboard breaker, QFS50, will be closed to feed the emergency consumers. The emergency switchboard is located in the emergency generator roomon deck 1, frames 20 to 29. A 230V emergency switchboard, TPES, is also located in the emergency generator room. This is fed from the 440V emergency switchboard via a 150kVA transformer, TB1FS, also located in the emergency generator room. The main 440V switchboards TP1F and TP2F have 230V sections, TP1E and TP2E, which are fed fromthe 440V switchboard via two 150kVA transformers, TB1F and TB2F. An Integrated Automation System (IAS) controls the starting, stopping, connection and load sharing of the generators. The emergency generator will start automatically in the event of a blackout and feed the emergency switchboard. Motor control centres (MCC) and distribution boards are provided in suitable positions to supply the various power, heating, lighting, communication and navigation equipment throughout the vessel. Each 440V or 230V distribution circuit is protected against overcurrent and short circuit current by a moulded case circuit breaker. These are fitted on the switchboard or panel board with inverse time overcurrent and instantaneous short circuit trip units enclosed within the casing. A shore connection panel, PF70, is provided inside the steering gear roomon the 2nd flat to supply power to the vessel via the emergency 440V switchboard in the event of dry docking, etc. Electric Propulsion System The vessels electric propulsion systemconsists of : 2 propulsion motors, M1MPE (starboard) and M2MPE (Port) 4 propulsion transformers, TR11MPE and TR12MPE (starboard) and TR21MPE and TR22MPE (port) 2 propulsion converters, CR1MPE and CR2MPE The auxiliary services for the ships propulsion systemare fed from440V starters DGF1, DGF2, DGF3 and DGF4. DGF1 and DGF2 are located in the propulsion room, DGF3 is located in the starboard converter roomand DGF4 is located in the port converter room. DGF1 and DGF3 are fed from the starboard main 440V switchboard TP1F and supply auxiliary services to the starboard propulsion system. DGF2 and DGF4 are fed fromthe port main 440V switchboard TP2F and supply auxiliary services to the port propulsion system. Each propulsion motor is fitted with four jacking-up pumps (two drive end and two non-drive end). Two of these (one drive end and one non- drive end) are fed from440V emergency starter panels, DGFS1 and DGFS2. DGFS1 is located in ???? and DGFS2 is located in ????. DGFS 1 supplies the starboard propulsion motor and DGFS2 supplies the port propulsion motor. The electrical propulsion 230V bridge distribution for remote control fromthe engine control roomand the wheelhouse is fed fromthe port and starboard propulsion UPS units, UPS1MPE (starboard) and UPS2MPE (port). These UPS units are supplied fromthe engine roommiscellaneous auxiliary port and starboard switchboards TE130 and TE230. UPS1MPE is fed fromTE130 and UPS2MPE is fed fromTE230. The electrical propulsion 24VDC distribution for the telegraphs that are located in the wheelhouse, in the engine control roomand the local unit near the propulsion motor are fed fromthe engine roomemergency 440V switchboard PFS210 via the port 440VAC/24VDC charger rectifier RB2. (Confirm) The propulsion motor auxiliaries are controlled fromtouch screens located in the wheelhouse (port and starboard bridge wing consoles and bridge console), in the engine control roomand locally. (Confirm) 2.2.1 Electrical Equipment - Page 4 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.1b Main 6,600V Switchboards Layout - TP1HT and TP2HT Cell 9 Cell10 Cell 11 Cell 6 Cell 7 Cell 8 Cell 3 Cell 4 Cell 5 Cell 1 Cell 2 nstruments Panel Bow Thruster Panel Electric Boiler 1 Transformer Panel Starboard Engine Room Transformer Panel Starboard Cargo HV Switchboard Cross-Tie Panel Diesel Generator 1 Panel Starboard Propulsion Transformer 2 Panel Starboard Propulsion Transformer 1 Panel Diesel Generator 2 Panel Syncronising Panel Port HV Switchboard Cross-Tie Panel 6.6KV Starboard Main Switchboard TP1HT (FIat 2) Cell 3 Cell 2 Cell 1 Cell 6 Cell 5 Cell 4 Cell 9 Cell 8 Cell 7 Cell 11 Cell 10 nstruments Panel Ballast Pump 3 Panel Electric Boiler 2 Transformer Panel Port Engine Room Transformer Panel Port Cargo HV Switchboard Cross-Tie Panel Diesel Generator 4 Panel Port Propulsion Transformer 1 Panel Port Propulsion Transformer 2 Panel Diesel Generator 3 Panel Syncronising Panel Starboard HV Switchboard Cross-Tie Panel 6.6KV Port Main Switchboard TP2HT (FIat 2) 2.2.1 Electrical Equipment - Page 5 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Main HV Transformers, TR1HT and TR2HT Manufacturer: Trasfor SA Type: THT-8FN-3M3/G Rating: 3,435kVA Primary voltage: 6,600V (6.6kV main switchboard TP1HT way QHT14 and 6.6kV main switchboard TP2HT way QHT24) Secondary voltage: 463V Frequency: 60Hz Insulation class: F-F Space heaters: 230V, 6 x 150W Cooling: Forced air and fresh water Protection level: IP44 The 6,600V at the 6.6kV main switchboards TP1HT and TP2HT is transformed down to 440V via two main HV transformers, TR1HT and TR2HT. TR1HT transformer is located in the starboard main switchboard room on the engine room2nd deck while TR2HT transformer is located in the port main switchboard roomon the engine room2nd deck. Each transformer is fitted with two cooling fans which pass air over the integral fresh water cooler and a leakage detector has been fitted to monitor the integrity of the water pipes. Six space heaters are also fitted which protect against internal condensation during shut down periods. A total of six sensors, type PT100, have been fitted in the LV windings to monitor the winding temperatures. Three of these are in use and the remaining three are spare. The temperatures can be monitored fromthe PMS screen mimics and will raise alarms through the IAS when the temperature set points are exceeded. Electric Boiler Transformers, TREB1HT and TREB2HT Manufacturer: Trasfor SA Type: THT-7FN-2M8/G Rating: 2,609kVA Primary voltage: 6,600V (6.6kV main switchboard TP1HT way QHT16 and 6.6kV main switchboard TP2HT way QHT26) Secondary voltage: 720V Frequency: 60Hz Insulation class: F-F Space heaters: 230V, 6 x 150W Cooling: Forced air and fresh water Protection level: IP44 The 6,600V at the 6.6kV main switchboards TP1HT and TP2HT is transformed down to 690V via two electric boiler transformers, TREB1HT and TREB2HT. TREB1HT transformer is located in the starboard aft section of the engine room1st flat while TREB2HT transformer is located in the port aft section of the engine room1st flat. Each transformer is fitted with two cooling fans which pass air over the integral fresh water cooler and a leakage detector has been fitted to monitor the integrity of the water pipes. Six space heaters are also fitted which protect against internal condensation during shut down periods. A total of six sensors, type PT100, have been fitted in the LV windings to monitor the winding temperatures. Three of these are in use and the remaining three are spare. The temperatures can be monitored fromthe PMS screen mimics and will raise alarms through the IAS when the temperature set points are exceeded. Engine Room Transformers, TB1F and TB2F Manufacturer: Merot Sodex Serial numbers: 32980/01 and 32980/03 Rating: 3 x 50kVA Primary voltage: 440V (main 440V switchboard TP1F way QF1110 and main 440V switchboard TP2F way QF2220) Secondary voltage: 230V Frequency: 60Hz Insulation class: H Cooling: Natural air Protection level: IP23 The 440V at the main 440V switchboards TP1F and TP2F is transformed down to 230V via two engine roomtransformers, TB1F and TB2F, to feed the 230V sections of the main LV switchboards TP1F and TP2F. TB1F transformer is located in the starboard main switchboard roomon the engine room2nd deck. TB2F transformer is located in the port main switchboard roomon the engine room2nd deck. Emergency Transformer, TB1FS Manufacturer: Merot Sodex Serial number: 32980/02 Rating: 3 x 50kVA Primary voltage: 440V (emergency switchboard 440V section, way QFS200) Secondary voltage: 230V Frequency: 60Hz Insulation class: H Cooling: Natural air Protection level: IP23 The 440V at the emergency switchboard is transformed down to 230V by one emergency transformer, TB1FS, to feed the 230V section of the emergency switchboard. The emergency transformer is located in the emergency generator roomon the port side of deck 1. Spare Transformer, TBSP1 A 440V/230V spare transformer is held on board. Manufacturer: Merot Sodex Serial number: 32980/08 Rating: 50kVA Primary voltage: 440V Secondary voltage: 230V Frequency: 60Hz Insulation class: H Cooling: Natural air Protection level: IP23 Forward Transformer, TB90F The forward 230V switchboard TE90E9 is fed via the 440V/230V forward transformer TB90F. The forward transformer is located on the focsle deck. Manufacturer: Merot Sodex Serial number: 32980/06 Rating: 20kVA Primary voltage: 440V (MCC DGF15, way 4F15) Secondary voltage: 230V Frequency: 60Hz Insulation class: H Cooling: Natural air Protection level: IP23 2.2.1 Electrical Equipment - Page 6 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.1c Main 440V Switchboards Layout - TP1F and TP2F 440V Main Switchboard Starboard TP1F 440V Main Switchboard Starboard TP2F Cell 5 440V Feeder Panel Cell 2 6.6kV/440V Transformer TR1HT ncomer Panel Cell 4 440V Feeder Panel Cell 3 440V Feeder Panel and 440V Emergency Cross-Tie to TPFS Panel Cell 1 440V Feeder Panel and 440V Cross-Tie To TP2F Panel Cell 1 440V Feeder Panel and 440V Cross-Tie To TP1F Panel Cell 2 6.6kV/440V Transformer TR2HT ncomer Panel Cell 6 Cell 8 Busbar Panel Cell 9 Busbar Panel Cell 10 Busbar Panel Cell 7 QF1 QF3 QF100 QF1501 QF1502 QF150 QF1005 QF1007 QF1011 Empty Space QF1001 Spare QF1003 QF11 QF9 QF5 QF7 QF13 Cross-Tie To TP2F Starboard 6,600/440V Transformer TR1HT Feeder Feeder Fish Plate Dismountable for Connection of Charging Plate QF105 QF1503 QF1506 QF1505 QF130 QF1504 QF1009 Spare QF1508 QF210 Space QF140 QFC1 QFC3 QFC5 Spare Space QF103 QF305 QF1300 Spare QF1110 QF1050 Space TPFS 440V Emergy Cross Tie Cell 10 440V Feeder Panel Cell 4 440V Feeder Panel Cell 5 440V Feeder Panel Cell 7 Cell 9 440V Feeder Panel Cell 8 440V Feeder Panel Cell 6 Cell 3 440V Feeder Panel and 440V Emergency Cross-Tie to TPFS Panel QF2240 QF20 QF16 QFC306 QF2220 Spare QF2050 QFC6 QFC2 QF240 QF2503 Cross-Tie To TP1F Spare Spare QF2010 QF2506 QF2505 QF2504 QF230 QF210 QF2500 Space Space Space QF2 QF14 QF8 QF6 QF12 QF10 QF2002 QF2004 QF2012 Spare Space Empty QF4 QF200 QF2501 QF2502 QF2006 QF2008 QF250 Mimic Panel Mimic Panel Port 6,600/440V Transformer TR2HT Feeder Feeder TPFS 440V Emergy Cross Tie TP2F 440V Emergy Cross Tie QF15 QF170 QF270 QFC4 Direct Supply Direct Supply 2.2.1 Electrical Equipment - Page 7 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Forward Emergency Transformer, TB90FS Manufacturer: Merot Sodex Serial number: 32980/07 Rating: 20kVA Primary voltage: 440V (forward emergency 440V switchboard PFS90, way Q1FS90) Secondary voltage: 230V Frequency: 60Hz Insulation class: H Cooling: Natural air Protection level: IP23 The forward 230V emergency switchboard T90ES is fed via the 440V/230V forward transformer TB90FS. The forward emergency transformer is located on the focsle deck. (Confirm) Galley and Laundry I solation Transformer, TB3F Manufacturer: Merot Sodex Serial number: 32980/04 Rating: 3 x 40kVA +40kVA Primary voltage: 440V (main 440V switchboard TP1F, way QF1300) Secondary voltage: 440V Frequency: 60Hz Insulation class: H Cooling: Natural air Protection level: IP23 The main 440V switchboard TP1F feeds the 440V galley and laundry 440V distribution board PF1300 via a 440/440V isolation transformer, TB3F. The galley and laundry isolation transformer is located on the starboard side of the engine room2nd deck, frame 56. (Confirm) Galley and Laundry Transformer, TB4F Manufacturer: Merot Sodex Serial number: 32155/06 Rating: 30kVA Primary voltage: 440V (main 440V switchboard TP2F, way QF2240) Secondary voltage: 230V Frequency: 60Hz Insulation class: H Cooling: Natural air Protection level: IP23 The main 440V switchboard TP2F feeds the 230V galley and laundry distribution board TE2240 via a 440/230V transformer, TB4F. The galley and laundry transformer is located on the starboard side of the engine room2nd deck, frame 51. (Confirm) Large Motors The 6.6kV motors for the bow thruster and the HD and LD compressors are of the squirrel cage construction type. The two steering gear motors are each fed froman independent circuit, one motor is fed fromthe 440V main switchboard TP1F via breaker QF103, and the other motor fromthe emergency switchboard TPFS, via breaker QFS3 Large Motor Starters The 6.6kV motors are controlled using direct-on-line starters which utilise SF6 circuit breakers in the main 6.6kV switchboards to start and stop the motors. Vacuumcircuit breakers (VCB) are used in the 6.6kV cargo switchboards to start and stop the motors (SF6 circuit breakers are also fitted and are used for cross-tie purposes). The various 6.6kV starters are fitted with an earthing device which will earth the outgoing circuit (and hence the motor itself) when maintenance is required at the specific motor/pump/thruster/compressor etc. The low duty (LD) and high duty (HD) compressors are controlled fromthe gas compressors control cubicle. The LD compressors are dual speed motors and the speed control is via a low duty compressor speed switching switchboard. Standard Motors The 440V motors are generally of the squirrel cage induction type with a standard frame designed for AC 440V three phase 60Hz supply. The exceptions are the motors for domestic service and small capacity motors of 0.4kW or less. Where continuously rated motors are used, the overload setting ensures the motor trips at 100% of its full load current. The motors in the engine room are of the totally enclosed fan cooled type. 440 Volt Starters Motor starters are arranged in motor control centres (MCCs) that are located throughout the vessel. Any duplicated equipment starters are split between the two different 440V main switchboards. Interlocked door isolators have been provided for all of the starters. For group starter boards, this switch is the moulded case circuit breaker which functions as both the means of disconnecting and the overcurrent protection of the motor circuit. (Confirm) Sequential Restarting Essential service motors, which were in service before a blackout, are started automatically on the recovery of the main bus voltage and they will start according to the predetermined restarting sequence. Motors that were selected for duty before the blackout are automatically returned to duty after the blackout. Similarly, motors selected for standby are automatically returned to standby. See section 2.2.8 of this manual for further information. Preferential Tripping Non-essential loads are interrupted automatically in the case of an overcurrent occurring on any one of the main generators. This ensures there is a continuity of supply to all of the essential consumers. See section 2.2.6 for further information. (Confirm) Back-up Power Supplies There are several uninterruptible power supply (UPS) units fitted to supply power to specific essential consumers in the event of mains or emergency power failure. These UPS units provide a seamless transition to a battery supplied power source. The UPS units utilise an inverter to provide AC power froma DC battery source. The batteries are Nicad maintenance-free batteries fitted locally, either in the cabinet or adjacent. The vessels integrated automation system (IAS) is supplied from three independent uninterruptible power supplies. One is located in the AC room on the main deck, a second is located in the automation roomon deck 2 and a third is located in the forward store in the forward section of the vessel. I ntegrated Automation System (I AS) Manufacturer: Foxboro Type: I/A (Intelligent Automation) Series System The integrated automation system(IAS) is concerned with the machinery and cargo control systemand controls equipment such as diesel generators, compressors and pumps. This system has various functions and is used to ensure the continuous supply of the ships electrical systems. The systemautomatically controls the generators for efficient operation. The IAS can start and stop the diesel generators through the power management system(PMS) to provide more or less generating capacity as required. The main functions of the PMS are as follows: Control of the vessels electrical power supply and distribution fromthe 6.6kV main switchboards, TP1HT and TP2HT. 2.2.1 Electrical Equipment - Page 8 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.1d Cargo 6,600V Switchboards Layout - TPC1HT and TPC2HT Cell 6 Cell 3 Cell 4 Cell 5 Cell 1 Cell 2 Cell 1 Cell 4 Cell 3 Cell 2 Cell 6 Cell 5 6.6KV Starboard Cargo Switchboard TPC1HT ( 3rd FIat ) 6.6KV Port Cargo Switchboard TPC2HT ( 3rd FIat ) High Duty Compressor 1 Ballast Pump 1 Low Duty Compressor 1 Y Coupling Adapter Panel Adapter Panel Mimic Panel Mimic Panel Cross-Tie to 6.6kV Main Switchboard TP1HT Cell 8 Cross Tie to 6.6kV Main Switchboard TP2HT Cell 8 Cross-Tie Between 6.6kV Cargo Switchboards TPC1HT and TPC2HT Low Duty Compressor 1 Low Speed Low Duty Compressor 1 High Speed Low Duty Compressor 2 Y Coupling Low Duty Compressor 2 Low Speed Low Duty Compressor 2 High Speed Main Cargo Pump 1 Tank 3 Main Cargo Pump 1 Tank 4 Ballast Pump 2 Main Cargo Pump 2 Tank 3 Main Cargo Pump 2 Tank 4 Main Cargo Pump 1 Tank 1 Main Cargo Pump 1 Tank 2 High Duty Compressor 2 Main Cargo Pump 2 Tank 1 Main Cargo Pump 2 Tank 2 2.2.1 Electrical Equipment - Page 9 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Control of the starting and stopping of the vessels generators. Provision of the necessary power to supply the vessels electrical propulsion system. The electrical propulsion system power can be limited in the event of the possibility of overload of the vessels generators. Switching off of the vessels non-essential consumers in the event of the possibility of overload of the vessels generators. The load shedding that takes place will be dependent upon the configuration of the electrical network. The blocking of the starting of large motors until the number of running generators is sufficient to supply the motor start current and the ships power demand. In this case, the generator selected as standby is started and synchronised automatically. Control of the 6.6kV consumers supplied fromthe 6.6kV main switchboards TP1HT and TP2HT. Automatic restoration of the vessels electrical network after blackout (blackout restart sequence). Monitoring of both of the 6.6kV main switchboards, TP1HT and TP2HT. Display of all the 6.6kV, 440V and 230V switchboard measuring values and alarms. Control and monitoring can be carried out from three different locations via operator control stations. These are in the engine control room(ECR), the cargo control room(CCR) and in the wheelhouse. Monitoring (without control) can also be achieved fromthree other different locations and these are in the Chief Officers room, the Chief Engineers roomand in the conference meeting room. (Confirm) The systemis supplied fromthree independent uninterruptible power supplies, the forward UPS1A is located in the forward store room, the aft UPS1 is located in the AC roomon the main deck and the aft UPS2 is located in the automate roomon the 2nd deck. (Confirm) The forward UPS1 is supplied with dual 230V supplies, one fromthe 230V switchboard TE90E9 (way Q1E90E9) and one from the forward 230V emergency switchboard T90ES (way Q190ES). (Confirm) The aft UPS1 and UPS2 are each fed with dual 440V supplies. The aft IASUPS1 is fed fromthe engine room440V distribution board PF330 (way Q8F330) and the engine room440V emergency starboard distribution board PFS110 (way Q1FS110). The aft UPS2 is fed fromthe engine room440V distribution board PF330 (way Q9F330) and the engine room440V emergency port distribution board PFS210 (way Q1FS210). Main Protective Relays Characteristics and Setting Philosophy The four generator panels and the 6.6kV main and cargo switchboard feeder panels are each fitted with ABB multi-function protection relays. The generator panels are fitted with REM545 relay units and the 6.6kV consumer panels are fitted with REF542 relay units. These units are independent of each other and have their own settings. Data fromthe units is displayed on the relevant IAS generator screen mimic. 87G - Generator Differential Protection The main protection of the stator winding is provided by a three phase differential relay. This relay compares the current values at the ends of each phase winding and trips when its differential setting value is exceeded, thus ensuring protection against phase to phase faults within the stator winding. 51-50 - Generator Overcurrent and Short Circuit Protection The overcurrent units operate for two main kinds of fault: generator internal and generator external faults. The low set unit protects the generator against overload. The high set unit is selective with other overcurrent protection provided in the 6.6kV electrical network. 50V - Overcurrent/Undervoltage Controlled Short Circuit Protection This protection is an overcurrent function associated with an undervoltage function. Tripping of this protection only occurs when both functions trip. The use of overcurrent in tandemwith undervoltage avoids the possibility of non-operation due to rapid decrement of the fault current. For generator internal faults, the relay provides back-up to the generator differential protection relay. For faults external to the generator, the relay will have a chance to trip under rapidly decrementing short circuit currents. 46 - Generator Negative Phase Sequence Protection The normal three phase balanced load produces a stator reactive field that rotates in synchronismwith the rotor. In the event of unbalanced load conditions, the negative sequence component will induce twice-rated frequency rotor currents. These currents would cause severe heating in the rotor. Unbalanced load conditions are likely to occur as a result of prolonged unbalanced operation due to circumstances such as a single phase fuse blowing or line to line/line to ground faults not cleared due to a circuit breaker that failed to trip. There are two negative phase sequence protection units; the first unit is for alarm, the second is time delayed and trips the circuit breaker. 27 - Generator Undervoltage Protection This device protects the generator and the 6.6kV consumers against excessive undervoltages that may occur when large loads are connected and the automatic voltage regulator does not react to compensate for this large load or when an undervoltage condition occurs due to a short circuit fault not cleared by the overcurrent relays. There are two undervoltage protection units; the first unit is for alarm, the second is time delayed and trips the circuit breaker. 59 - Generator Overvoltage Protection This device protects the generator and the 6.6kV consumers against excessive overvoltages that may occur when large loads are suddenly removed or as a result of incorrect operation of the automatic voltage regulator. This relay has two overvoltage units. The low set unit is set according to the plant operating voltage and is time delayed to allow transient overvoltages caused by the removal of large loads to be regulated by the excitation system. The high set unit has a small time delay and is used to disconnect generators when there are strong overvoltages present. 40 - Loss of Field (Excitation) Protection The loss of excitation protection is used to monitor the generator excitation conditions at the stator terminals. The relay measures the current changes fromcapacitive to inductive. Under normal operating conditions, the generator supplies reactive power and its impedance is therefore capacitive. When excitation is lost, the generator acts as an asynchronous generator that draws reactive power fromthe network. Its impedance is therefore of an inductive nature. This protection operates only when the generator is running in parallel with other generators. 32 - Generator Reverse Power Protection This relay monitors the effect of failure of the generator engine. This will cause the generator in question to draw active power fromthe system(motoring). The relay senses active power flowing fromthe systemto the generator and the settings are selected to avoid spurious tripping during transient conditions such as parallelling of generators. This protection operates only when the generator is running in parallel with other generators. 2.2.1 Electrical Equipment - Page 10 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 81 - Generator Under/Over Frequency Protection This protection is used to detect underfrequency and/or overfrequency as a result of load fluctuation or engine governor malfunction. There are two underfrequency and two overfrequency units in the relay. The low set underfrequency and overfrequency units are used for alarmonly. The high set underfrequency and overfrequency units are time delayed and are used to trip the relevant breaker. The time delay is necessary to allow the speed governor systemthe chance to regulate over/underfrequency situations. 67N - Generator Stator Ground Fault Protection This relay is a directional ground overcurrent relay on the secondary side of a ring current transformer (CT). Normally there is no current flowing in the relay. If a ground fault occurs in the generator winding, a current flows and the relay is energised. 59N - Generator Residual (Ground Fault) Overvoltage Protection This protection function is sensitive to the neutral voltage displacement that will occur in a systemas a result of a faulty winding or a phase to ground insulation fault. This function is operational with the generator circuit breaker closed or open. 49, 51, 50, 67N, 46, 27 - HV Thermal Overload, Overcurrent, Short Circuit, Ground Fault, Undervoltage and Unbalance Protection This protection is used to protect transformer feeders and interconnector tie lines. The protection is equipped with the following functions: Thermal overload (49): This function activates an alarmonly. Overcurrent (51): This function is a combination of two units; one of inverse time type and one of definite time type. It is used for important overloads and as a back-up protection for phase faults at the secondary side of the transformers or downstream feeders. Short circuit (50): This function provides quick protection against phase to phase or three phase faults on the primary and secondary sides of the transformers. Ground fault (67N): This unit detects ground faults that may occur on the HV side of the transformers. Unbalance (46): Protection against unbalanced load is obtained by an overcurrent unit that measures only the negative sequence component of the current. This function activates an alarm only. Undervoltage (27) 49, 46, 50, 48, 51LR, 67N, 27 - Motor Protection This protection is equipped with the following functions: Thermal image (49) (Overload) : This function activates an alarmonly. Negative sequence (46) (Unbalanced load): This function provides protection against loss of one phase of the supply and also against unbalanced currents. This function activates an alarmonly for the bow thruster and trips other motor feeders. Overcurrent (51) (Large overload): This function is an overcurrent unit which is used to protect the motor against large and prolonged overloads. Positive sequence (50) (Short circuit): This unit reacts rapidly to large phase to phase or three phase faults. Overcurrent (48) (Too long starting): each starting sequence of the motors is monitored by overcurent units which will trip the motor circuit breaker if the starting time is higher than foreseen, thus protecting the motor frompossible burn out. Overcurrent (51LR) (Locked rotor): Under normal operating conditions after successful starting of the motor, one overcurrent unit is used to monitor the motor and will operate in the event of a locked rotor due to operating machine problems. This unit reacts quicker than the too long starting or thermal overload protections. Earth fault unit (67N) (Ground fault): This unit is connected on the secondary side of a core balance current transformer (CT). This function activates an alarmonly. Undervoltage for motor shed (27-1): This unit is used to disconnect motors fromthe HV switchboard in the event of a voltage drop greater than the allowable value. The relay has a set time delay to allow recovery fromtransient conditions. Undervoltage for motor starting lockout (27-2): This unit is used to lockout the starting of the HV motors in the event of severe undervoltage conditions. 25 - Synchro Check Protection The check synchronising relays verify that the voltage on the two sides of the breaker are the same in magnitude and phase. 6.6kV Main and Cargo Switchboard Protective Relays REM545 and REF542 Generator Protection Relays Type REM545 The REM545 units on the generator panels each have the following functions: Note: Trip indicates that an open signal is sent to the relevant generator breaker. Device 87G: Differential protection (trip) Device 51: Overcurrent protection (trip) Device 50: Short circuit protection (trip) Device 50V: Voltage controlled short circuit protection (trip) Device 46: Negative sequence overcurrent (two stage; 1st stage alarm, 2nd stage trip) Device 27: Undervoltage protection (two stage; 1st stage alarm, 2nd stage trip). Device 59: Overvoltage protection (two stage; 1st stage alarm, 2nd stage trip). Device 40: Loss of field protection (trip) Device 32: Reverse power protection (trip) Device 81: Underfrequency protection (two stage; 1st stage alarm, 2nd stage trip). Device 81: Overfrequency protection (two stage; 1st stage alarm, 2nd stage trip) Device 67N: Stator ground fault protection (alarm) Device 59N: Ground fault overvoltage protection (alarm) Device 25: Synchro check protection Main Busbars (TP1HT and TP2HT) Relay SPAU 110 The SPAU 110 relay unit on the 6.6 kV main switchboards synchronising panels each have the following function: Device 59N: Busbar ground overvoltage protection (alarm) 2.2.1 Electrical Equipment - Page 11 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 6.6kV Main Switchboard Bus-tie I nterconnector Panel Relays Type REF542 The REF542 units on the 6.6kV main switchboards and cargo switchboards bus-tie interconnector panels (TP1HT/TP2HT and TPC1HT/TPC2HT) each have the following functions: Note: Trip indicates that an open signal is sent to the relevant generator breaker. Device 49: Thermal overcurrent protection (alarm) Device 51: Overcurrent protection (trip) Device 50: Short circuit protection (trip) Device 51N: Ground overcurrent protection (alarm) Device 46: Negative sequence overcurrent (alarm) Device 25: Synchro check protection Feeders and I ncomers to Cargo HV Switchboard (TPC1HT and TPC2HT) The REF542 units on the 6.6kV main switchboard cargo HV switchboard cross-tie panels (cell 8) and the cargo HV switchboard main switchboard cross-tie panels each have the following functions: Note: Trip indicates that an open signal is sent to the relevant generator breaker. Device 49: Thermal overcurrent protection (alarm) Device 51: Overcurrent protection (trip) Device 50: Short circuit protection (trip) Device 67N: Directional ground overcurrent protection (alarm) Device 46: Negative sequence overcurrent (alarm) 6.6kV Main Switchboard Propulsion Transformer Feeder Panel Relays Type REF542 The REF542 units on the 6.6kV main switchboard bus-tie interconnector panels each have the following functions: Note: Trip indicates that an open signal is sent to the relevant generator breaker. Device 49: Thermal overcurrent protection (alarm) Device 51: Overcurrent protection (trip) Device 50: Short circuit protection (trip) Device 67N: Directional ground overcurrent protection (alarm) Device 46: Negative phase sequence protection (alarm) Device 27: Undervoltage protection (trip) 6.6kV Main Switchboard, Main HV Transformers (TR1HT and TR2HT) and Boiler Transformers Feeder Panel Relays Type REF542 The REF542 units on the 6.6kV main switchboard 6.6kV/440V engine room transformer feeder panels each have the following functions: Note: Trip indicates that an open signal is sent to the relevant generator breaker. Device 49: Thermal overcurrent protection (alarm) Device 51: Overcurrent protection (trip) Device 50: Short circuit protection (trip) Device 67N: Directional ground overcurrent protection (alarm) Device 46: Negative phase sequence protection (alarm) Device 27: Undervoltage protection (trip) 6.6kV Main Switchboard Bow Thruster and Ballast Pump Motor Panel Relay Type REF542 The REF542 unit on the 6.6kV main switchboard bow thruster and ballast pump panels have the following functions: Note: Trip indicates that an open signal is sent to the relevant generator breaker. Device 49: Thermal overcurrent protection (alarm) Device 51: Overcurrent protection (trip) Device 50: Short circuit overcurrent (trip) Device 51LR: Locked rotor protection during starting (trip) Device 48: Locked rotor protection during running (trip) Device 46: Negative phase sequence protection (alarm) Device 67N: Directional ground overcurrent protection (alarm) Device 27-1: Undervoltage motor shedding (trip) Device 27-2: Undervoltage lockout motor starting Short circuit protection fuses 6.6kV Cargo Switchboard Other Motor Feeder Panels (Compressors and Cargo Pumps) Relays Type REF542 The REF542 units on the 6.6kV cargo switchboard low and high duty compressor and main cargo pump panels each have the following functions: Note: Trip indicates that an open signal is sent to the relevant generator breaker. Device 49: Thermal overcurrent protection (alarm) Device 51: Overcurrent protection (trip) Device 50: Short circuit overcurrent (trip) Device 51LR: Locked rotor protection during starting (trip) Device 48: Locked rotor protection during running (trip) Device 46: Negative phase sequence protection (trip) Device 67N: Directional ground overcurrent protection (alarm) Device 27-1: Undervoltage motor shedding (trip) Device 27-2: Undervoltage lockout motor starting Short circuit protection fuses 2.2.1 Electrical Equipment - Page 12 of 12 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2a High VoItage Main Switchboard Mimic - TP1HT and TP2HT MW kV Hz kV Hz kW kW GENERATOR 3 C.B OPENING CLOSING BUS TIE TP2HT OPENED/CLOSED TP2HT TP1HT GENERATOR 4 C.B OPENING CLOSING BUS TIE TP1HT OPEN/CLOSED COMMAND GENERATOR 2 C.B OPEN/CLOSE COMMAND GENERATOR 1 C.B OPEN/CLOSE COMMAND DIESEL GENERATOR 1 SPEED CONTROL DIESEL GENERATOR 2 SPEED CONTROL kW kW DIESEL GENERATOR 2 START / STOP DIESEL GENERATOR 1 START / STOP G4 G3 G1 G2 MW kV Hz kV Hz kW kW GENERATOR 2 C.B OPENING CLOSING BUS TIE TP1HT OPENED/CLOSED TP1HT TP2HT GENERATOR 1 C.B OPENING CLOSING BUS TIE TP2HT OPEN/CLOSED COMMAND GENERATOR 3 C.B OPEN/CLOSE COMMAND GENERATOR 4 C.B OPEN/CLOSE COMMAND DIESEL GENERATOR 4 SPEED CONTROL DIESEL GENERATOR 3 SPEED CONTROL kW kW DIESEL GENERATOR 3 START / STOP DIESEL GENERATOR 4 START / STOP G1 G2 G4 G3 11 12 13 14 11 12 13 14 1 2 3 5 4 6 7 8 9 10 16 15 18 29 23 24 25 26 27 28 23 24 25 26 27 28 30 21 22 19 20 17 11 12 13 14 11 12 13 14 1 2 3 5 4 6 7 8 9 10 32 31 34 39 23 24 25 26 27 28 23 24 25 26 27 28 40 37 38 35 36 33 Key 1. Voltmeter 2. Synchroscope 3. Frequency Meter 4. 100V 50Hz Control Voltage ndicator Lamp 5. 100V 60Hz Control Voltage ndicator Lamp 6. Warning Local Mode ndicator Lamp 7. Local Remote Selector Switch 8. Synchro Check Switch On/Off 9. Protect / Unprotect Selector Key Switch 10. Diesel Generator Selector Switch 11. Running ndicator Lamp 12. Unavailable ndicator Lamp 13. Safety Stop ndicator Lamp 14. Spare ndicator Lamp 15. Bus Tie TP2HT Circuit Breaker ndicator Switch 16. Generator No.3 Circuit Breaker ndicator 17. Generator No.4 Circuit Breaker ndicator 18. Bus Tie TP1HT Circuit Breaker Open / Close Command Switch 19. Generator No.2 Circuit Breaker Open / Close Command Switch 20. Generator No.1 Circuit Breaker Open / Close Command Switch 21. Diesel Generator No.2 Start / Stop Command Switch 22. Diesel Generator No.1 Start / Stop Command Switch 23. Running ndicator Lamp 24. ????? 25. ????? 26. ????? 27. ????? 28. ????? 29. Diesel Generator No.2 Speed Control Switch 30. Diesel Generator No.1 Speed Control Switch 31. Bus Tie TP1HT Circuit Breaker ndicator Switch 32. Generator No.2 Circuit Breaker ndicator 33. Generator No.1 Circuit Breaker ndicator 34. Bus Tie TP2HT Circuit Breaker Open / Close Command Switch 35. Generator No.3 Circuit Breaker Open / Close Command Switch 36. Generator No.4 Circuit Breaker Open / Close Command Switch 37. Diesel Generator No.3 Start / Stop Command Switch 38. Diesel Generator No.4 Start / Stop Command Switch 39. Diesel Generator No.3 Speed Control Switch 40. Diesel Generator No.4 Speed Control Switch
TP1HT TP2HT 2.2.2 Main Switchboard and Generator Operation - Page 1 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.2 MAI N SWI TCHBOARD AND GENERATOR OPERATI ON Electric Power Generation Control There are seven control stations for power generation and these can be listed as follows: Port and starboard dual fuel gas converter rooms (level 1) Port and starboard 6.6kV main switchboards (level 2) Engine control room(level 3) Cargo control room(level 3) Wheelhouse (level 3) The control transfer of each generator is independent at level 1 and 3 and grouped by the switchboard at level 2. Each generator is independently controlled so that one generator can be controlled fromone level (1, 2 or 3) and another generator can be controlled froma different level. Power Management Control There are three levels of priority for control locations of the power management systemas follows: Level 1: The highest priority, through the local mimic panels for each generator which are located in the port and starboard converter rooms. Level 2: The 6.6kV main switchboards, TP1HT (starboard) and TP2HT (port) mimic panels. Level 3: The lowest priority, through the IAS operator stations. Note: Only one control level can be active at any one time for each generator. Change of level has no effect on actuators status. It also has no effect on monitoring which is always available at any level. Level 1 Control (Converter Rooms) If the REMOTE/LOCAL switch is turned to LOCAL at one of the level 1 locations, control is taken immediately fromany other level and an alarmwill be activated to signal the change of control. When in level 1 control, the operator control available is as follows: Starting and stopping of the relevant generator. Speed control of the relevant generator. When in level 1 control, it is not possible for the operator to select the load sharing mode and the generator will operate in droop mode. Level 2 Control (HV Switchboards) Control fromthe level 2 locations is only possible if the REMOTE/LOCAL switch at the level 1 location is turned to the REMOTE position. Level 2 control is then achieved by turning the REMOTE/LOCAL switch at the relevant 6.6kV main switchboard mimic panel to the LOCAL position. When in level 2 control, the operator control available is as follows: Starting and stopping of the relevant generator. Speed control of the relevant generator. Manual synchronising with or without synchro check. Opening and closing of the 6.6kV main switchboard circuit breakers. Level 3 Control (I AS) Control fromthe level 3 location is only possible if the REMOTE/LOCAL switches at the level 1 and level 2 locations are both turned to the REMOTE position. When in level 3 control, the operator control available through the IAS mimics is as follows: Starting and stopping of the relevant generator. Speed control of the relevant generator. Opening and closing of the circuit breakers. Remote/Auto or Remote/Manual selection Circuit Breaker Operating Principles - Electrical Production 1. Control of Diesel Generator Circuit Breakers, QHT10, QHT11, QHT20 and QHT21 The diesel generator circuit breakers can be controlled either from the IAS or fromthe 6.6kV main switchboard, TP1HT mimic panel for QHT10/11 or from the 6.6kV main switchboard, TP2HT mimic panel for QHT20/21. The opening of the circuit breaker fromthe IAS is possible when the generator load is less than 5% of the nominal power. A de-loading of the diesel generator is performed before the circuit breaker is opened. If the main generator shuts down, a circuit breaker trip order is sent directly to the associated main switchboard (TP1HT or TP2HT). The diesel generator circuit breakers are fitted with undervoltage trips which will trip the breakers as a result of loss of voltage. Diesel Generator Synchronising During normal operation, the synchronising of the diesel generator to be connected is done by the synchro-units located in the 6.6kV main switchboards, through a closing order sent fromthe IAS to TP1HT or TP2HT. The circuit breaker closing order can be sent by the IAS if : The generator is not connected to the busbar. No other generators are already in a synchronising sequence on the same busbar. The generator breaker is not in an alarmcondition. The main switchboard is in remote control. The closing order must be maintained until the IAS receives a circuit breaker closed signal. If the synchronising exceeds 180 seconds, a discrepancy alarm is initiated and, if the initial synchronising command was coming froman automatic starting command, then another generator will be started. After synchronising and circuit breaker closing is completed, the load on the incoming generator will be increased and a LOAD INCREASE message is displayed on the IAS screen mimic. 2. Control of the Emergency Diesel Generator Circuit Breaker, QFS100 The emergency diesel generator circuit breaker can only be manually controlled fromthe emergency switchboard TPFS. In the event of a blackout, the circuit breaker will be closed automatically through internal logic in the emergency switchboard, TPFS. When normal power is restored, the emergency diesel generator is manually synchronised with the main network fromthe emergency switchboard mimic panel or the 440V main switchboard mimic panels TP1F /TP2F and the diesel generator circuit breaker will be opened automatically about 3 seconds after synchronisation through internal logic in the emergency switchboard, TPFS. 2.2.2 Main Switchboard and Generator Operation - Page 2 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2b Low VoItage Main Switchboard Mimic - TP1F and TP2F TP1F TP2F TP2HT TPFS TP1HT TP1F 1 - Lamp Test 2 - Local Remote Switch 3 - Local Mode 4 - Synchro Off/On 5 - Synchro Mode - Protect/Unprotect 6 - Normal / Back Feeding Switch 7 - EDG Running Back Feeding Mode EDG Unavailable EDG in Local Mode 8 - EDG Speed Control 9 - Synchro Lights SY - Synchro Device PM - Permanent nsulation Monitor QF2200 QF500 QF1200 QF50 PIM W W W W W V Hz V V Hz Hz SY 3 1 2 9 QFS100 EDG QF2100 OHT24 TR2HT TR1HT QF1100 QFS50 QHT14 3 8 7 4 6 5 TP2F TP2F TP2HT TPFS TP1HT TP1F QF2200 QF500 QF1200 QF50 PIM W W W W W V Hz V V Hz Hz SY 3 1 2 9 QFS100 EDG QF2100 OHT24 TR2HT TR1HT QF1100 QFS50 QHT14 3 8 7 4 6 5 Key 2.2.2 Main Switchboard and Generator Operation - Page 3 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Circuit Breaker Operating Principles - 6.6kV Electrical Distribution The 6.6kV main consumers are fed fromthe two 6.6kV main switchboards TP1HT (starboard) and TP2HT (port). 1. Control of the 6.6kV Main Switchboard Bus-Tie Circuit Breakers, QHT120A and QHT120B The 6.6kV main switchboard bus-tie circuit breakers can be controlled either from the IAS or fromthe 6.6kV main switchboard, TP1HT mimic panel for control of QHT120A or fromthe 6.6kV main switchboard, TP2HT mimic panel for control of QHT120B. In the event of a loss of voltage, these circuit breakers will normally remain closed unless the loss of voltage is due to a tripped condition (see automatic operation procedures No.10 and 11 later in this section). When a closing command is initiated by the operator via the IAS, the automatic synchronising of the starboard and port main switchboards is performed by use of fully automatic synchronising units located in the main switchboards (one synchronising unit per switchboard). If synchronising exceeds 180 seconds, a discrepancy alarmis activated. When an opening command of the bus-tie circuit breaker is given by the operator via the IAS, the first action carried out will be a load transfer and current limitation. This function will result in the automatic starting of a generator if the current in the bus-tie is not below a preset value (about 3% of its normal current). The IAS sends an open order to the circuit breaker when the bus-tie current is less than the preset value. Note: If minimumcurrent is not reached after a set time, an alarmwill be activated and the opening of the circuit breaker will be blocked. 2. Control of 6.6kV Main switchboard, Cargo HV Switchboard Cross-Tie Circuit Breakers QHT15A and QHT25A The 6.6kV main switchboard, cargo HV switchboard cross-tie circuit breakers can be controlled either fromthe IAS or fromthe 6.6kV main switchboard, TP1HT mimic panel for control of QHT15A or from the 6.6kV main switchboard, TP2HT mimic panel for control of QHT25A. In the event of a loss of voltage, these circuit breakers will normally remain closed unless the loss of voltage is due to a tripped condition. IAS control is in the formof manual control fromthe operator workstation keyboard and screen or automatic control when restarting after a blackout (see section 2.2.8) 3. Control of 6.6kV Main Switchboard, 6.6kV/440V Main Transformer Circuit Breakers QHT14 and QHT24 The 6.6kV main switchboard 6.6kV/440V main transformer circuit breakers can be controlled either from the IAS or, manually, fromthe 6.6kV main switchboard, TP1HT (cell 7) for control of QHT14 or fromthe 6.6kV main switchboard, TP2HT (cell 7) for control of QHT24. IAS control is in the formof manual control fromthe operator workstation keyboard and screen or automatic control when restarting after a blackout (see section 2.2.8). These circuit breakers are fitted with undervoltage trips which will trip the breakers as a result of loss of voltage. 4. Control of 6.6kV Main Switchboard, Propulsion Transformer Circuit Breakers QHT12/13 and QHT22/23 The 6.6kV main switchboard, propulsion transformer circuit breakers cannot be controlled from the IAS. They can be controlled manually fromthe 6.6kV main switchboard, TP1HT (cells 2 and 6) for control of QHT12/13 or fromthe 6.6kV main switchboard, TP2HT (cells 2 and 6) for control of QHT22/23. These circuit breakers are fitted with undervoltage trips which will trip the breakers as a result of loss of voltage. A start drive motor order fromthe propulsion systemsends a circuit breaker close order via IAS authorisation to the relevant main switchboard and, via the start drive sequence, into the propulsion control cubicle. Note: To enable IAS authorisation, there must be at least two generators running in parallel and connected to the busbar. 5. Control of 6.6kV Main Switchboard, Electric Boiler Circuit Breakers, QHT16 and QHT26 The 6.6kV main switchboard, electric boiler circuit breakers can be controlled either fromthe IAS or, manually, fromthe 6.6kV main switchboard, TP1HT (cell 9) for control of QHT16 or fromthe 6.6kV main switchboard, TP2HT (cell 9) for control of QHT26. IAS control is in the formof manual control fromthe operator workstation keyboard and screen or automatic control when restarting after a blackout (see section 2.2.8) or load shedding in the event of overloading of the generators connected to the main switchboards. These circuit breakers are fitted with undervoltage trips which will trip the breakers as a result of loss of voltage. 6. Control of 6.6kV Main Switchboard, Bow Thruster Circuit Breaker QHT17 The 6.6kV main switchboard bow thruster circuit breaker cannot be controlled from the IAS. Control is either remotely fromthe wheelhouse bow thruster panel (there is no manual control of the bow thruster circuit breaker fromthis panel), or manually fromthe 6.6kV main switchboard, TP1HT (cell 10). Before starting the bow thruster it is necessary to start the bow thruster hydraulic unit. When the IAS receives confirmation that the hydraulic unit is running a check is made to ensure that the power available is sufficient to allow starting of the bow thruster without overloading the generators. If the power available is sufficient, the wheelhouse panel receives the information POWER AVAILABLE and the operator can start the thruster by pushing the DRIVE MOTOR START pushbutton. The DRIVE MOTOR START request sends a circuit breaker close order to the 6.6kV main switchboard TP1HT. If the power available is not sufficient, then the PMS function will automatically start the next stand by generator. Note: To enable starting of the bow thruster, it is necessary to have at least two generators running and parallelled up to the 6.6kV switchboards. This circuit breaker is fitted with an undervoltage trip which will trip the breaker as a result of loss of voltage. 7. Control of 6.6kV Main Switchboard, Ballast Pump Circuit Breaker, QHT27 The 6.6kV main switchboard, ballast pump circuit breaker can be controlled either fromthe IAS or, manually, fromthe 6.6kV main switchboard,TP2HT (cell 9). IAS control is in the form of manual control from the operator workstation keyboard and screen. This circuit breaker is fitted with an undervoltage trip which will trip the breaker as a result of loss of voltage. 2.2.2 Main Switchboard and Generator Operation - Page 4 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2c Main Cargo Switchboard Mimic - TPC1HT and TPC2HT TPC1HT (Starboard Cargo Switchboard Mimic PaneI) TPC1HT TPC2HT 1 - Lamp Test Button 2 - Local Remote Switch 3 - Switchboard in Local Mode 4 - Permanent nsulation Monitor Alarm Light 5 - Production in Local Mode 6 - 24V Light OHT15A OHT25A OHT15B OHT25B OHT30A OHT30B W W V Hz Hz V 4 5 6 4 3 3 1 W Key 4 TPC2HT (Port Cargo Switchboard Mimic PaneI) TPC1HT TPC2HT OHT15A OHT25A OHT15B OHT25B OHT30A OHT30B W W V Hz Hz V 4 5 6 4 3 3 1 W 4 2.2.2 Main Switchboard and Generator Operation - Page 5 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Circuit Breaker Operating Principles - 6.6kV Electrical Distribution from Cargo Switchboards There are two 6.6kV cargo switchboards: The starboard 6.6kV cargo switchboard TPC1HT The port 6.6kV cargo switchboard TPC2HT 1. Control of 6.6kV Cargo Switchboard Gas Compressor Circuit Breakers, QHT31, QHT32, QHT33 and QHT 41, QHT42, QHT43 The 6.6kV cargo switchboard gas compressor circuit breakers cannot be controlled from the IAS. They can be controlled manually fromthe 6.6kV cargo switchboard, TPC1HT (cells 4 and 5) for control of QHT31/32/33 or fromthe 6.6kV cargo switchboard, TPC2HT (cells 4 and 5) for control of QHT41/42/43. The circuit breakers are fitted with undervoltage trips which will trip the breaker as a result of loss of voltage. Load shedding of the compressors to prevent overloading of the generators is controlled by the IAS. Note: If load shedding is necessary and the overloaded switchboard is operating in gas mode, the LD compressor circuit breakers QHT32/33 and QHT42/43 will be excluded fromthe load shedding. 2. Control of 6.6kV Cargo Switchboard Main Cargo Pump Circuit Breakers, QHT36, QHT37, QHT38, QHT39 and QHT 46, QHT47, QHT48, QHT49 The 6.6kV cargo switchboard, main cargo pump circuit breakers can be controlled either fromthe IAS or, manually, fromthe 6.6kV cargo switchboard, TPC1HT (cells 5 and 6) for control of QHT36/37/38/39 or fromthe 6.6kV cargo switchboard, TPC2HT (cells 5 and 6) for control of QHT46/47/48/49. IAS control is in the formof manual control fromthe operator workstation keyboard and screen. The circuit breakers are fitted with undervoltage trips which will trip the breaker as a result of loss of voltage. Opening of the circuit breakers can occur as a result of a stop order fromthe emergency shut down (ESD) logic. 3. Control of 6.6kV Cargo Switchboard, Ballast Pump Circuit Breakers, QHT34 and QHT44 The 6.6kV cargo switchboard, ballast pump circuit breaker can be controlled either fromthe IAS or, manually, fromthe 6.6kV cargo switchboard, TPC1HT (cell 6) for control of QHT34 or fromthe 6.6kV cargo switchboard, TPC2HT (cell 6) for control of QHT44. IAS control is in the formof manual control fromthe operator workstation keyboard and screen. This circuit breaker is fitted with an undervoltage trip which will trip the breaker as a result of loss of voltage. Circuit Breaker Operating Principles - 440V Electrical Distribution There are three main 440V switchboards: Two 440V main switchboards (TP1F and TP2F) One 440V emergency switchboard (TPFS) 1. Control of 440V Main Switchboard, 6.6kV/440V Main Transformer I ncomer Circuit Breakers, QF1100 and QF2100 The 440V main switchboard 6.6kV/440V main transformer incomer circuit breakers can be controlled either from the IAS or from the 440V main switchboard, TP1F mimic panel for control of QF1100 or fromthe 440V main switchboard, TP2F mimic panel for control of QF2100. IAS control is in the formof manual control fromthe operator workstation keyboard and screen or automatic control when restarting after a blackout (see section 2.2.8). The closing of these breakers is interlocked. If the breaker on the corresponding 6.6kV/440V transformer primary is not closed, the secondary breaker (QF1100 or QF2100) cannot be closed. These circuit breakers are fitted with undervoltage trips which will trip the breakers as a result of loss of voltage. 2. Control of 440V Main Switchboard Bus-tie Circuit Breakers QF1200 and QF2200 The 440V main switchboard bus-tie circuit breakers can be controlled either from the IAS or fromthe 440V main switchboard, TP1F mimic panel for control of QF1200 or fromthe 440V main switchboard, TP2F mimic panel for control of QF2200. IAS control is in the formof manual control fromthe operator workstation keyboard and screen. An automatic closing facility is used if there is a loss of voltage to one of the 440V switchboards (TP1F or TP2F) and the loss of voltage is not caused by an electrical fault on the switchboard (see automatic operation procedures No.12, 13, 14 and 15 in this section). 3. Control of 440V Main Switchboard, Emergency Switchboard Feeder Circuit Breakers, QF50 and QF500 The emergency switchboard can be supplied fromeither TP1F or TP2F via breakers QF50 and QF500. The circuit breakers can be controlled either from the IAS or fromthe 440V main switchboard, TP1F mimic panel for control of QF50 or fromthe 440V main switchboard, TP2F mimic panel for control of QF500. IAS control is in the formof manual control fromthe operator workstation keyboard and screen or automatic control when restarting after a blackout (see section 2.2.8). These circuit breakers remain closed after loss of voltage for a set time delay. 4. Control of 440V Emergency Switchboard I ncoming Circuit Breaker, QFS50 This circuit breaker can be controlled either fromthe IAS or fromthe 440V emergency switchboard, TPFS mimic panel. IAS control is in the form of manual control from the operator workstation keyboard and screen or automatic control when restarting after a blackout (see section 2.11.8). This circuit breaker remains closed after loss of voltage for a set time delay. The synchronising of the emergency generator is performed by the synchro-unit located in the emergency switchboard, TPFS. The closing order is maintained until the IAS receives a circuit breaker closed signal. If synchronising exceeds 180 seconds, a discrepancy alarmis signalled. 6. Control of 440V Boiler Switchboard Circuit Breakers QFEB1 and QFEB2 This circuit breaker can be controlled either from the IAS or fromthe 440V electric boiler switchboard PFEB1 for QFEB1 or fromthe 440V electric boiler switchboard PFEB2 for QFEB2 . IAS control is in the formof manual control fromthe operator workstation keyboard and screen or automatic control when restarting after a blackout (see section 2.11.8) There is an interlocking arrangement whereby the closing of QFEB1 or QFEB2 is blocked if the corresponding 6.6kV/440V electric boiler transformer primary breaker, QHT16 or QHT26, is not closed. The circuit breaker is fitted with an undervoltage trip which will trip the breaker as a result of loss of voltage. 2.2.2 Main Switchboard and Generator Operation - Page 6 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Automatic and Manual Operation of the Main Switchboards and Generators Note: For further details of the main and emergency generator switchboard operations please see shipyard manual M00E929 - Electric Production and Distribution and M00E937 - Electric Power Plant Philosophy 1. Remote Control Available from the Switchboard for the Diesel Generator The diesel generator can be remotely controlled at the main switchboard as follows: a) It is assumed that the diesel engine is ready to start, LO priming pump in the AUTOMATIC position, turning gear in the SET position and engine trouble reset. b) Turn the generator LOCAL/REMOTE switch at the generator local control panel at the engine to the REMOTE position. c) Turn the LOCAL/REMOTE switch at the relevant 6.6kV main switchboard mimic panel to the LOCAL position. Remote control fromrelevant 6.6kV main switchboard mimic panel is now available. 2. Remote Control Available from the I AS and Automatic Start and Automatic Synchronising and Load Shift Available for the Diesel Generator The diesel generator can be remotely controlled fromthe IAS as follows: a) It is assumed that the diesel engine is ready to start, LO priming pump in the AUTOMATIC position, turning gear in the SET position and engine trouble reset. b) Turn the generator LOCAL/REMOTE switch at the generator local control panel at the engine to REMOTE. c) Turn the LOCAL/REMOTE switch at the relevant 6.6kV main switchboard mimic panel to the REMOTE position. Engine control roomcontrol of the diesel generator is now available. The generators can be controlled either manually fromthe IAS operator station or automatically. 3. Manual Diesel Generator Engine Start - Local The diesel generator engine can be started locally fromthe generator engine local control panel. It is assumed that the diesel generator is stopped. a) To start the generator locally fromthe engine mounted control panel, turn the LOCAL/REMOTE switch on the panel to the LOCAL position. b) Start the generator by pressing the START pushbutton on the panel. The generator will then start. Observe the local engine gauges for speed, temperature and oil pressure. 4. Manual Diesel Generator Engine Start - Remote Switchboard a) It is assumed that remote control from the relevant main switchboard mimic panel is available. (Described in procedure No.1. The engine is assumed to be in the stopped condition.) b) Turn the DIESEL ENGINE START/STOP switch on the relevant 6.6kV main switchboard mimic panel to position START. c) The engine receives a start command and starts. If the engine does not start within 20 seconds, a start fail alarmis signalled at the IAS. d) To stop the generator, turn the DIESEL ENGINE START/STOP switch to the STOP position. 5. Manual Diesel Generator Engine Start - Remote I AS a) It is assumed that remote control fromthe IAS is available. (Described in procedure No.2. The engine is assumed to be in the stopped condition.) b) Ensure the generator is set to MANUAL via the AUTO/MANUAL soft key icon on the IAS mimic screen. c) A signal is given by the operator via the IAS to start the diesel generator engine by clicking on the START/STOP soft key icon on the IAS screen. RUNNING appears on the graphic. d) The diesel generator engine receives a start command and starts. If the engine does not start within 20 seconds, a start fail alarmis signalled. e) Stop the generator by clicking on the START/STOP soft key icon on the IAS mimic screen. 6. Diesel Generator Running - Breaker Closure onto a Dead Bus - Switchboard Operation It is assumed that remote control is available at the relevant main switchboard generator panel as described in procedure No.1 and that the diesel generator has been started and the correct voltage established at the relevant 6.6kV main switchboard generator panel. a) Turn the SYNCHRONISING switch at the relevant 6.6kV main switchboard mimic panel to the ON position. b) Turn the SYNCHRO MODE switch on the mimic panel to either the PROTECTED position and the check synchroniser will be connected or the UNPROTECTED position and the check synchroniser will not be connected. c) Turn the CB SELECT switch on the mimic panel to the generator breaker to be closed. d) Turn the generator breaker control switch on the relevant 6.6kV main switchboard mimic panel to the CLOSE position. The breaker will receive a close command and will close. 7. Manual Parallel Running of the Diesel Generator from the Switchboard It is assumed that remote control is available at the relevant main switchboard generator panel as described in procedure No.1 and that the generator engine has been started and the correct voltage established at the relevant 6.6kV main switchboard generator panel. a) Turn the SYNCHRONISING switch at the relevant 6.6kV main switchboard mimic panel to the ON position. b) Turn the SYNCHRO MODE switch to the PROTECTED position and the check synchroniser will be initiated. c) Turn the CB SELECT switch on the mimic panel to the generator breaker to be closed. d) Adjust the DG SPEED CONTROL switch (raise/lower) on the mimic panel until the synchroscope is moving slowly in the clockwise direction (approximately one revolution every twenty seconds). e) As the synchroscope approaches the twelve oclock position (synchronism), turn the control switch for the incoming generator breaker on the relevant 6.6kV main switchboard mimic panel to the CLOSE position. The breaker will receive a close command and will close. 2.2.2 Main Switchboard and Generator Operation - Page 7 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V f) Manual frequency control can be carried out by use of the DG SPEED CONTROL switch (raise /lower). 8. Manual Load Shift and Breaker Disconnection for the Diesel Generator from the Switchboard It is assumed that remote control is available at the relevant main switchboard mimic panel as described in procedure No.1. a) Adjust the DG SPEED CONTROL switches on the relevant 6.6kV main switchboard mimic panel to reduce the load on the generator to be disconnected. b) When the load on the generator is zero or close to zero, turn the breaker control switch for the generator to be disconnected to the OPEN position. c) The circuit breaker will receive an open command and will open. d) After a predetermined cool down period, turn the DIESEL ENGINE START/STOP switch on the relevant main switchboard mimic panel to the STOP position. The engine stops. Procedures for the Automatic Operation of Generators and the Main Switchboards It is assumed the ship is in normal voyage/in port conditions and the following conditions are satisfied: The PMS is switched on. The LOCAL /REMOTE selection switches at the main switchboard mimic panels are switched to REMOTE. The standby generator is switched to REMOTE operation at the engine control panel. The generators READY FOR START lamp is illuminated at the generator panel. The standby generator is ready to start, ie, all engine conditions are normal. The generator has been selected as standby No.1. Standby selection is via the generator mimic screens. 9. Blackout Sequence Note: To avoid operation of this blackout sequence during a harbour test or during shore connection, there is a software switch available on the power plant overview mimic which is switched on by the operator or by the IAS if the emergency switchboard TPFS is in local mode and on shore mode. It is assumed that the procedures described previously for automatic operation have been followed. The initial configuration of the vessels electrical system prior to blackout is assumed to be as follows: The 6.6kV starboard main switchboard TP1HT and the 6.6kV port main switchboard TP2HT are interconnected and are fed by the dual fuel gas generators. The 440V main switchboards TP1F and TP2F are supplied via the 6.6kV/440V main transformers TR1HT and TR2HT respectively. The bus-tie between 440V main switchboards TP1F and TP2F is open. The emergency switchboard TPFS is fed by the starboard 440V switchboard TP1F. The 6.6kV starboard cargo switchboard TPC1HT is supplied fromthe starboard 6.6kV main switchboard TP1HT. The 6.6kV port cargo switchboard TPC2HT is supplied from the port 6.6kV main switchboard TP2HT. The bus-tie between the 6.6kV cargo switchboards is open. Upon the loss of power (full blackout), the following alterations to the initial configuration will occur: Loss of voltage on the 6.6kV port and starboard main switchboards. The 6.6kV bus-tie breakers (QHT120A and QHT120B) remain closed). Loss of voltage on the 440V port and starboard main switchboards TP1F and TP2F. Instantaneous opening of all other circuit breakers except QF50 or QF500. These breakers open after a set time delay. Opening after a set time delay of the 440V emergency switchboard, TPFS, incoming circuit breaker QFS50. Detection of loss of voltage at the 440V emergency switchboard TPFS. a) The loss of power is detected by the emergency generator which receives a start command. b) When the emergency generator has reached full operating speed and voltage has been established, the emergency generator breaker QFS100 receives a close command and closes. The emergency switchboard TPFS is being supplied from the emergency generator. c) The IAS will assess the availability of every generator. All available generators will be started in emergency mode (diesel oil). The first generator ready will be connected to the network. After a set time delay a second generator (if available) will be connected to the network unless the vessel is in harbour mode. d) The IAS will restore the vessel to the initial HV configuration. The IAS will then feed the 440V main switchboards TP1F and TP2F fromeither side (TR1HT and TR2HT). e) All main auxiliaries that were running prior to blackout will be restarted by the IAS. f) Load transfer between the emergency diesel generator and the normal 440V network is performed manually, either remotely via the IAS or locally at the 440V emergency switchboard TPFS. 10. Half Blackout Sequence - Electric Fault on TP1HT It is assumed that the procedures described previously for automatic operation have been followed. The initial configuration of the vessels electrical system prior to blackout is assumed to be as follows: The 6.6kV starboard main switchboard TP1HT and the 6.6kV port main switchboard TP2HT are interconnected and are fed by the dual fuel gas generators connected to TP2HT. The 440V main switchboards TP1F and TP2F are supplied via the 6.6kV/440V main transformers TR1HT and TR2HT respectively. The bus-tie between 440V main switchboards TP1F and TP2F is open. The emergency switchboard TPFS is fed by the starboard 440V switchboard TP1F. The 6.6kV starboard cargo switchboard TPC1HT is supplied fromthe starboard 6.6kV main switchboard TP1HT. The 6.6kV port cargo switchboard TPC2HT is supplied from the port 6.6kV main switchboard TP2HT. The bus-tie between the 6.6kV cargo switchboards is open. The emergency generator is available. 2.2.2 Main Switchboard and Generator Operation - Page 8 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V a) A short circuit is detected on the bus-tie resulting in the opening of the 6.6kV bus-tie circuit breakers, QHT120A and QHT120B. b) The primary and secondary circuit breakers for 6.6kV/440V transformer TR1HT, QHT14 and QF1100, open resulting in loss of power to the starboard 440V main switchboard TP1F. c) The cross-tie supplying the starboard 6.6kV cargo switchboard TPC1HT opens. d) The TP1F/TPFS cross-tie circuit breakers, QF50/QFS50, will still be closed due to an undervoltage time delay release. e) Upon detection of the loss of power, the 440V main switchboard bus-tie breakers QF1200 and QF2200 will close automatically to feed the 440V switchboard TP1F and the emergency switchboard TPFS. f) A closing order is given to the port and starboard 6.6kV cargo switchboard bus-tie circuit breakers, QHT30A and QHT30B, via the IAS operator station. The port and starboard 6.6kV cargo switchboards, TPC1HT and TPC2HT, are now supplied from the port 6.6kV port main switchboard TP2HT 11. Half Blackout Sequence - Electric Fault on TP2HT It is assumed that the procedures described previously for automatic operation have been followed. The initial configuration of the vessels electrical system prior to blackout is assumed to be as follows: The 6.6kV starboard main switchboard TP1HT and the 6.6kV port main switchboard TP2HT are interconnected and are fed by the dual fuel gas generators connected to TP1HT. The 440V main switchboards TP1F and TP2F are supplied via the 6.6kV/440V main transformers TR1HT and TR2HT respectively. The bus-tie between 440V main switchboards TP1F and TP2F is open. The emergency switchboard TPFS is fed by the starboard 440V switchboard TP1F. The 6.6kV starboard cargo switchboard TPC1HT is supplied fromthe starboard 6.6kV main switchboard TP1HT. The 6.6kV port cargo switchboard TPC2HT is supplied from the port 6.6kV main switchboard TP2HT. The bus-tie between the 6.6kV cargo switchboards is open. The emergency generator is available a) A short circuit is detected on the bus-tie resulting in the opening of the 6.6kV bus-tie circuit breakers, QHT120A and QHT120B. b) The primary and secondary circuit breakers for 6.6kV/440V transformer TR2HT, QHT24 and QF2100, open resulting in loss of power to the port 440V main switchboard TP2F. c) The cross-tie supplying the starboard 6.6kV cargo switchboard TPC2HT opens. d) The TP1F/TPFS cross-tie circuit breakers, QF50/QFS50, will still be closed due to an undervoltage time delay release. e) Upon detection of the loss of power, the 440V main switchboard bus-tie breakers QF1200 and QF2200 will close automatically to feed the 440V switchboard TP2F. f) A closing order is given to the port and starboard 6.6kV cargo switchboard bus-tie circuit breakers, QHT30A and QHT30B, via the IAS operator station. The port and starboard 6.6kV cargo switchboards, TPC1HT and TPC2HT, are now supplied from the starboard 6.6kV port main switchboard TP1HT 12. Half Blackout Sequence - LV Network Failure (TP1F) Case 1 It is assumed that the procedures described previously for automatic operation have been followed. The initial configuration of the vessels electrical system prior to blackout is assumed to be as follows: The 6.6kV starboard main switchboard TP1HT and the 6.6kV port main switchboard TP2HT are interconnected and are fed by the dual fuel gas generators. The 440V main switchboards TP1F and TP2F are supplied via the 6.6kV/440V main transformers TR1HT and TR2HT respectively. The bus-tie between 440V main switchboards TP1F and TP2F is open. The emergency switchboard TPFS is fed by the starboard 440V switchboard TP1F. The 6.6kV starboard cargo switchboard TPC1HT is supplied fromthe starboard 6.6kV main switchboard TP1HT. The 6.6kV port cargo switchboard TPC2HT is supplied from the port 6.6kV main switchboard TP2HT. The bus-tie between the 6.6kV cargo switchboards is open. The emergency generator is available. a) An electric fault on the starboard 440V main switchboard TP1F results in the tripping of the TP1F incoming circuit breaker QF1100. This results in a loss of power to TP1F. b) If the emergency switchboard TPFS is supplied via TP1F, circuit breaker QF50, then TPFS will also be without power. If TPFS is supplied via TP2F, circuit breaker QF500, then TPFS remains alive. c) The TP1F/TP2F bus-tie circuit breakers, QF1200 and QF2200, are blocked and prevented fromclosing due to the electric fault on TP1F. d) If TPFS is also without power (point b), QF500 is closed automatically and the emergency switchboard is supplied via TP2F. e) The primary of the 6.6kV/440V transformer TR1HT, circuit breaker QHT14, receives an open order via the IAS operator station. The starboard 440V main switchboard TP1F remains dead until the cause of the switchboard fault is found and rectified. 13. Half Blackout Sequence - LV Network Failure (TP1F) Case 2 It is assumed that the procedures described previously for automatic operation have been followed. The initial configuration of the vessels electrical system prior to blackout is assumed to be as follows: The 6.6kV starboard main switchboard TP1HT and the 6.6kV port main switchboard TP2HT are interconnected and are fed by the dual fuel gas generators. The 440V main switchboards TP1F and TP2F are supplied via the 6.6kV/440V main transformers TR1HT and TR2HT respectively. The bus-tie between 440V main switchboards TP1F and TP2F is open. The emergency switchboard TPFS is fed by the starboard 440V switchboard TP1F. The 6.6kV starboard cargo switchboard TPC1HT is supplied fromthe starboard 6.6kV main switchboard TP1HT. The 6.6kV port cargo switchboard TPC2HT is supplied from the port 6.6kV main switchboard TP2HT. The bus-tie between the 6.6kV cargo switchboards is open. The emergency generator is available. 2.2.2 Main Switchboard and Generator Operation - Page 9 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V a) A loss of power to the 440V main switchboard TP1F occurs due to an opening of the 6.6kV/440V main transformer, TR1HT, primary circuit breaker QHT14. The incoming circuit breaker to TP1F, QF1100, trips on undervoltage. There is a loss of power to TP1F. b) If the emergency switchboard TPFS is supplied via TP1F, circuit breaker QF50, then TPFS will also be without power. If TPFS is supplied via TP2F, circuit breaker QF500, then TPFS remains alive. c) The TP1F/TPFS cross-tie circuit breakers, QF50 and QFS50, will still be closed due to an undervoltage time delay release.
d) Upon detection of the loss of power, the 440V main switchboard bus-tie breakers QF1200 and QF2200 will close automatically to feed the 440V switchboard TP1F and the emergency switchboard TPFS. The starboard 440V main switchboard TP1F is now fed via the port 440V main switchboard TP2F. 14. Half Blackout Sequence - LV Network Failure (TP2F) Case 1 It is assumed that the procedures described previously for automatic operation have been followed. The initial configuration of the vessels electrical system prior to blackout is assumed to be as follows: The 6.6kV starboard main switchboard TP1HT and the 6.6kV port main switchboard TP2HT are interconnected and are fed by the dual fuel gas generators. The 440V main switchboards TP1F and TP2F are supplied via the 6.6kV/440V main transformers TR1HT and TR2HT respectively. The bus-tie between 440V main switchboards TP1F and TP2F is open. The emergency switchboard TPFS is fed by the starboard 440V switchboard TP1F. The 6.6kV starboard cargo switchboard TPC1HT is supplied fromthe starboard 6.6kV main switchboard TP1HT. The 6.6kV port cargo switchboard TPC2HT is supplied from the port 6.6kV main switchboard TP2HT. The bus-tie between the 6.6kV cargo switchboards is open. The emergency generator is available. a) An electric fault on the port 440V main switchboard TP2F results in the tripping of the TP2F incoming circuit breaker QF2100. This results in a loss of power to TP2F. b) If the emergency switchboard TPFS is supplied via TP2F, circuit breaker QF500, then TPFS will also be without power. If TPFS is supplied via TP1F, circuit breaker QF50, then TPFS remains alive. c) The TP1F/TP2F bus-tie circuit breakers, QF1200 and QF2200, are blocked and prevented fromclosing due to the electric fault on TP2F. d) If TPFS is also without power (point b), QF50 is closed automatically and the emergency switchboard is supplied via TP1F. e) The primary of the 6.6kV/440V transformer TR2HT, circuit breaker QHT24, receives an open order via the IAS operator station. The port 440V main switchboard TP2F remains dead until the cause of the switchboard fault is found and rectified. 15. Half Blackout Sequence - LV Network Failure (TP2F) Case 2 It is assumed that the procedures described previously for automatic operation have been followed. The initial configuration of the vessels electrical system prior to blackout is assumed to be as follows: The 6.6kV starboard main switchboard TP1HT and the 6.6kV port main switchboard TP2HT are interconnected and are fed by the dual fuel gas generators. The 440V main switchboards TP1F and TP2F are supplied via the 6.6kV/440V main transformers TR1HT and TR2HT respectively. The bus-tie between 440V main switchboards TP1F and TP2F is open. The emergency switchboard TPFS is fed by the starboard 440V switchboard TP1F. The 6.6kV starboard cargo switchboard TPC1HT is supplied fromthe starboard 6.6kV main switchboard TP1HT. The 6.6kV port cargo switchboard TPC2HT is supplied from the port 6.6kV main switchboard TP2HT. The bus-tie between the 6.6kV cargo switchboards is open. a) A loss of power to the 440V main switchboard TP2F occurs due to an opening of the 6.6kV/440V main transformer, TR2HT, primary circuit breaker QHT24. The incoming circuit breaker to TP2F, QF2100, trips on undervoltage. There is a loss of power to TP2F. b) If the emergency switchboard TPFS is supplied via TP2F, circuit breaker QF500, then TPFS will also be without power. If TPFS is supplied via TP1F, circuit breaker QF50, then TPFS remains alive. c) Upon detection of the loss of power, the 440V main switchboard bus-tie breakers QF1200 and QF2200 will close automatically to feed the 440V switchboard TP2F. The starboard 440V main switchboard TP2F is now fed via the port 440V main switchboard TP1F. 16. Automatic Parallel Running in Response to Large Motor Start If the load on a running generator is too high to permit the safe starting of one of the vessels large motors, the standby diesel generator will be started and parallelled to provide adequate capacity. The motor will have its start delayed until the standby generator is connected and the load is equally shared. The standby generator will go through the same automatic paralleling sequence as for an overload situation. The relevant motors are: Electrical propulsion motors Bow thruster 17. Load Shedding of Heavy Consumers In the event of overload of the vessels electrical network, the IAS can initiate the stopping of heavy consumers. The relevant heavy consumers are: HD compressors LD compressors (if the relevant generator engine is not in gas mode) Electric boilers 2.2.2 Main Switchboard and Generator Operation - Page 10 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 18. Backfeeding Sequence In an extreme emergency such as a total blackout, it is possible for the emergency generator to feed the 440V main switchboards. This sequence is executed manually. There is no automatic IAS sequence. It is assumed that the emergency generator will feed the starboard 440V main switchboard TP1F. The initial configuration is as follows: Totally dead ship. All of the 6.6kV and 440V switchboard circuit breakers are open, no pressure in the starting air bottles and cold engine conditions. a) At the emergency generator local control panel, turn the LOCAL/REMOTE switch to the LOCAL position. b) At the emergency switchboard mimic panel, turn the LOCAL/ REMOTE switch to the LOCAL position. c) At the emergency switchboard mimic panel, turn the NORMAL/ BACKFEEDING MODE switch to the BACKFEEDING position. d) At the starboard main 440V switchboard, TP1F, mimic panel, turn the LOCAL/REMOTE switch to the LOCAL position. e) At the starboard main 440V switchboard, TP1F, mimic panel, turn the NORMAL/BACKFEEDING MODE switch to the BACKFEEDING position. f) Non-essential 440V equipment fed fromTP1F and TP2F is manually tripped to keep the load on the emergency generator to as low as possible. g) The emergency generator is started fromits local panel. The LOCAL/REMOTE switch at the local control panel is then turned to the REMOTE position. h) At the emergency switchboard mimic panel, close the emergency diesel generator circuit breaker, QFS100. The emergency switchboard TPFS is alive. i) At the emergency switchboard mimic panel, close the outgoing TPFS/TP1F bus-tie circuit breaker, QFS50. j) At the starboard main 440V switchboard, TP1F, mimic panel, the incoming TPFS/TP1F bus-tie circuit breaker, QF50, is closed. TP1F is alive and being supplied fromthe emergency generator. The 440V main switchboard bus-tie breakers, QF1200 and QF2200 can be closed if necessary. The auxiliaries necessary to facilitate the starting of a main generator can now be started. CAUTI ON When in backfeeding mode, the load on the emergency generator must be closely monitored to prevent overload and possible blackout. 19. Restoration of Normal Supply After Backfeeding It is assumed that backfeeding is in operation as previously described in procedure No.18 and that No.1 diesel generator is to feed the electrical network. The procedure is the same for all four generators. a) Start up No.1 diesel generator. b) The generator breaker, QHT10, is connected to the 6.6kV main switchboard TP1HT either fromthe IAS operator station if in remote mode or fromTP1HT mimic panel if in local mode. c) The 6.6kV main switchboard bus-tie breakers QHT120A and QHT120B can be closed if necessary. d) The 6.6kV/440V main transformer (TR1HT) breaker QHT14 is closed either fromthe IAS operator station if in remote mode or fromthe 6.6kV main switchboard (TP1HT) mimic panel if in local mode. e) At the 440V main switchboard (TP1F or TP2F) mimic panel, the LOCAL/REMOTE switch is turned to the LOCAL position, the NORMAL/BACKFEEDING MODE switch is turned to the NORMAL position, the SYNCHRONISING switch is turned to the ON position and the SYNCHRO MODE switch is turned to either the PROTECTED (with check synchro) or UNPROTECTED (without check synchro) position. At the emergency switchboard mimic, the LOCAL/REMOTE switch is in the REMOTE position and the NORMAL/BACKFEEDING MODE switch is in the BACKFEEDING position. f) Adjust the EDG SPEED CONTROL switch (raise/lower) on the mimic panel until the synchroscope is moving slowly in the clockwise direction (approximately one revolution every twenty seconds). g) As the synchroscope approaches the twelve oclock position (synchronism), turn the control switch for the incoming breaker fromTR1HT (QF1100) on the mimic panel to the CLOSE position. The breaker will receive a close command and will close. h) After QF1100 closes, the emergency generator breaker QFS100 receives an automatic open command and opens. The 6.6kV main switchboards, 440V main switchboards and the emergency switchboard are now being supplied fromNo.1 diesel generator. Generator DG1 Protection Settings The generators are protected fromthe abnormal conditions described below by means of the reverse power trip, short circuit trip, undervoltage trip, overvoltage trip, overfrequency trip, underfrequency trip, current differential trip, overcurrent trip, negative sequence overcurrent trip and voltage dependent overcurrent trip. Details of the protective devices can be found in section 2.2.1 (Electrical Equipment), Main Protective Relays Characteristics and Setting Philosophy 1. Differential Protection (Device 87G) 10% of In (650A) =65A Authors Note:A figure of 650A has been used on the spec. sheets for the rated current the actual value of In is shown on the spec sheet as 601A. Which is correct? (I have used the figure of 650A in the settings shown) 2. Overcurrent Low Set Stage (Device 51) 0.93 x In (650A) =605A for 1 second 3. Overcurrent High Set Stage (Device 50) 2.4 x In (650A) =1,560A for 1.25 seconds 4. Overcurrent High Set Stage (Device 50V) 1.2 x In (650A) =780A for 1.5 seconds 5. Undervoltage High Set Stage (Device 50V) 0.7 x Un (6,600V) =4,620V 6. Reverse Power (Device 32) 0.4 x Sn (7,250kVA) =0.29MW for 20 seconds Authors Note: A figure of 7250kVA has been used on the spec. sheets to calculate the reverse power setting - the actual value of Sn is shown on the spec sheet as 6875kVA. Which is correct? (I have used the figure of 7250kVA in the settings shown) 2.2.2 Main Switchboard and Generator Operation - Page 11 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 7. Directional Earth Fault Low Set Stage (Device 67N) 2% of In (650A) =13A for 0.5 seconds 8. Overvoltage Low Set Stage (Device 59) 1.2 x Un (6,600V) =7,920V for 3 seconds 9. Overvoltage High Set Stage (Device 59) 1.4 x Un (6,600V) =9,240V for 0.5 seconds 10. Undervoltage Low Set Stage (Device 27) 0.8 x Un (6,600V) =5,280V for 2 seconds 11. Undervoltage High Set Stage (Device 27) 0.7 x Un (6,600V) =4,620V for 3 seconds 12. Residual Overvoltage (Device 59N) 10% of Un (6,600V) =660V for 3 seconds 13. Underfrequency Stage 1 (Device 81) 57Hz for 1 second Undervoltage blocking occurs at 0.7 x Un (6,600V) =4,620V 14. Underfrequency Stage 2 (Device 81) 55Hz for 2 seconds Undervoltage blocking occurs at 0.7 x Un (6,600V) =4,620V 15. Overfrequency Stage 1 (Device 81) 62.5Hz for 1 second Undervoltage blocking occurs at 0.7 x Un (6,600V) =4,620V 16. Overfrequency Stage 1 (Device 81) 65Hz for 2 seconds Undervoltage blocking occurs at 0.7 x Un (6,600V) =4,620V 17. Negative Sequence Overcurrent (Definite Time Stage) (Device 46) 0.07 x In (650A) =45.5A for 5 seconds Cooling time: 1,800 seconds 18. Negative Sequence Overcurrent (I nverse Time Stage) (Device 46) 0.08 x In (650A) =52A for 20 seconds Minimumtime; 5 seconds Maximumtime: 3,600 seconds Cooling time: 1,800 seconds Start delay: 5 seconds 19. Synchro Check (Device 25) 10% of Un (6,600V) =660V for 250mS Frequency: 0.2 Hz for 80mS Generators DG2/3/4 Protection Settings 1. Differential Protection (Device 87G) 10% of In (1,250A) =125A Authors Note:A figure of 1,250A has been used on the spec. sheets for the rated current the actual value of In is shown on the spec sheet as 1,070A. Which is correct? (I have used the figure of 650A in the settings shown) 2. Overcurrent Low Set Stage (Device 51) 0.86 x In (1,250A) =1,075A for 1 second 3. Overcurrent High Set Stage (Device 50) 2.3 x In (1,250A) =2,875A for 1.25 seconds 4. Overcurrent High Set Stage (Device 50V) 1.2 x In (1,250A) =1,500A for 1.5 seconds 5. Undervoltage High Set Stage (Device 50V) 0.7 x Un (6,600V) =4,620V 6. Reverse Power (Device 32) 0.4 x Sn (14,250kVA) =0.57MW for 20 seconds Authors Note: A figure of 14,250kVA has been used on the spec. sheets to calculate the reverse power setting - the actual value of Sn is shown on the spec sheet as 12,232kVA. Which is correct? (I have used the figure of 14,250kVA in the settings shown) 7. Directional Earth Fault Low Set Stage (Device 67N) 2% of In (1,250A) =25A for 0.5 seconds 8. Overvoltage Low Set Stage (Device 59) 1.2 x Un (6,600V) =7,920V for 3 seconds 9. Overvoltage High Set Stage (Device 59) 1.4 x Un (6,600V) =9,240V for 0.5 seconds 10. Undervoltage Low Set Stage (Device 27) 0.8 x Un (6,600V) =5,280V for 2 seconds 11. Undervoltage High Set Stage (Device 27) 0.7 x Un (6,600V) =4,620V for 3 seconds 12. Residual Overvoltage (Device 59N) 10% of Un (6,600V) =660V for 3 seconds 13. Underfrequency Stage 1 (Device 81) 57Hz for 1 second Undervoltage blocking occurs at 0.7 x Un (6,600V) =4,620V 14. Underfrequency Stage 2 (Device 81) 55Hz for 2 seconds Undervoltage blocking occurs at 0.7 x Un (6,600V) =4,620V 15. Overfrequency Stage 1 (Device 81) 62.5Hz for 1 second Undervoltage blocking occurs at 0.7 x Un (6,600V) =4,620V 16. Overfrequency Stage 1 (Device 81) 65Hz for 2 seconds Undervoltage blocking occurs at 0.7 x Un (6,600V) =4,620V 17. Negative Sequence Overcurrent (Definite Time Stage) (Device 46) 0.07 x In (1,250A) =87.5A for 5 seconds Cooling time: 1,800 seconds 18. Negative Sequence Overcurrent (I nverse Time Stage) (Device 46) 0.08 x In (1,250A) =100A for 20 seconds Minimumtime; 5 seconds Maximumtime: 3,600 seconds Cooling time: 1,800 seconds Start delay: 5 seconds 2.2.2 Main Switchboard and Generator Operation - Page 12 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 19. Synchro Check (Device 25) Voltage: 10% of Un (6,600V) =660V for 250mS Frequency: 0.2Hz for 80mS Safety I nterlock System (Refer to Illustrations 2.2.2d, to 2.2.2o) A key interlocking systemis employed on the vessel for the 6.6kV equipment which allows for safe access to the equipment for maintenance and repair. It ensures that the access to the high voltage parts is prohibited in all cases, where the correct switch off/down and earthing procedure of the main breaker is not performed completely or in the wrong order. Specific step by step procedures are required to gain access to the keys. In the case of isolating the diesel generator incomer, when the correct step by step procedure has been followed, the generator fuel valve and air start valve will be shut and locked off, the corresponding generator circuit breaker will be racked out and the earthing disconnector will be closed and locked in position. In the case of the 6,600/440V transformers TR1HT and TR2HT, when the correct procedure has been followed, the corresponding 440V circuit breaker will be racked out and locked in this position, the corresponding 6.6kV circuit breaker is racked out and the earthing disconnector will be closed and locked in position. This will release a key used to unlock the transformer access panels. In the case of the 6,600/720V electric boiler transformers TREB1HT and TREB2HT, when the correct procedure has been followed, the corresponding 690V circuit breaker will be racked out and locked in this position, the corresponding 6.6kV circuit breaker is racked out and the earthing disconnector will be closed and locked in position. This will release a key used to unlock the transformer access panels. In the case of the electrical propulsion motors, the propulsion motor will be stopped, the corresponding 6.6kV propulsion transformer circuit breaker will be racked out and the corresponding earthing disconnector closed and locked in position. This will release a key used to unlock the propulsion convertor panel doors. In the case of the 6.6kV motors (HD compressors, cargo pumps, ballast pumps 1 and 2 and the bow thruster), the corresponding circuit breaker will be racked out and the corresponding earthing disconnector closed and locked in position. The key used to lock the earthing disconnector in position is released and must be kept by the person carrying out the maintenance until work is complete. In the case of the 6.6kV LD gas compressor outgoing cells, the corresponding three circuit breakers (high speed, low speed and coupling) will be racked out and the corresponding earthing disconnector closed and locked in position. This will release three keys (one for each breaker), which when put in a central lock will release a key. This key must be kept by the person carrying out the maintenance until work is complete. In the case of isolating the 6.6kV main and cargo switchboard cross-ties (QHT 120A/B, QHT30A/B, QHT15A/B, QHT25A/B), the 6.6kV circuit breaker pair will be racked out and locked in position releasing two keys which are used to close the two earthing disconnectors. These keys must be kept by the person carrying out the maintenance until work is complete. In the case of isolating the 6.6kV main switchboard busbar TP1HT/TP2HT or the cargo switchboard busbar TPC1HT/TPC2HT, the circuit breakers or contactors in each cell of the switchboard will be racked out and the cable earthing disconnector in each cell closed and locked. A key will be released fromeach earthing disconnector, which, when inserted in the central lock S1 (on the synchronisation panel) will release a further key (K1.01 for TP1HT and TPC1HT and K2.01 for TP2HT and TPC2HT). This key is used to release the busbar earthing switch in the synchronisation cell which will then be closed and locked in position, releasing a further key (K1.02 for TP1HT and TPC1HT and K2.02 for TP2HT and TPC2HT). The key must be kept by the person carrying out the maintenance until work is complete. 2.2.2 Main Switchboard and Generator Operation - Page 13 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks Key Key Free But Not Used Key Jammed Key Removed Apparatus Unlocked Apparatus Locked QF 1100 QHT 14 S1 S2 K14.2 S2 K14.2 S5 S4 K14.3 K14.1 K14.1 K14.3 S5 S4 K14.3 K14.3 K14.1 K14.2 S3 K14.1 S1 TP1F TP1F TR1HT TR1HT Starboard 6.6kV Switchboard Starboard 6.6kV Switchboard Starboard 6.6kV Switchboard Starboard 6.6kV Switchboard Note: The key numbers shown in the llustration are for transformer TR1HT. For transformer TR2HT, the '14' part of the key number becomes '24' (e.g. K14.1 becomes K24.1). The 6.6kV breaker for TR2HT is QHT24 and the 440V breaker is QF2100. TR2HT is fed from the 6.6kV port main switchboard. Note: The key numbers shown in the llustration are for transformer TREB1HT. For transformer TREB2HT, the '16' part of the key number becomes '26' (e.g. K16.1 becomes K26.1). The 6.6kV breaker for TR2HT is QHT26 and the 690V breaker is QFB2. TREB2HT is fed from the 6.6kV port main switchboard. The port 690V electric boiler switchboard is PFEB2. Note: The key numbers shown in the llustration are for diesel generator 1. For the other three generators the following guide should be followed: DG2: the '10' part of the key number becomes '11' (e.g. K10.1 becomes K11.1) DG3: the '10' part of the key number becomes '20' (e.g. K10.1 becomes K20.1) DG4: the '10' part of the key number becomes '21' (e.g. K10.1 becomes K21.1) The breaker numbers are QHT11, 20 and 21. DG3 and DG4 supply the 6.6kV port main switchboard Start Air Valve Fuel Valve Start Air Valve Fuel Valve QHT 10 QHT 10 K10.2 S2 K10.1 S1 K10.2 S2 K10.1 S1 K10.3 K10.4 S3 S4 K14.2 S3 K10.3 K10.4 K10.3 K10.2 K10.1 K10.3 K10.2 K10.1 S3 S4 S5 S5 2) DieseI Generator Incoming IsoIating Mode 2.1) The corresponding fuel valve must be shut and locked in this position by lock S1 (K10.1 becomes free) 2.2) The corresponding air start valve must be shut and locked in this position by lock S2 (K10.2 becomes free) 2.3) The 6.6kV circuit breaker must be racked out to allow the earthing disconnector to be closed 2.4) The keys K10.1 and K10.2 are used in the central lock S5 to release key K10.3 2.5) The key K10.3 is used to unlock the earthing disconnector. When the earthing disconnector is switched on, it is locked in position by lock S4 (K10.4 is free)
2) 6,600/440V Transformers TR1HT and TR2HT IsoIating Mode and Access to Transformer EncIosure 2.1) The 440V circuit breaker must be racked out and locked in this position by lock S2 (K14.2 becomes free) 2.2) The 6.6kV circuit breaker must be racked out to allow the earthing disconnector to be closed (mechanical interlock) 2.3) The key K14.2 is used to unlock the earthing disconnector. When the earthing disconnector is switched on, it is locked in position by lock S1 (K14.1 is free) 2.4) The key 14.1 is used in lock S4 to open one of the access panels of the transformer and release key 14.3 to open the other access panel (K14.1 is jammed in S4)
1) 6,600/440V Transformers TR1HT and TR2HT NormaI Mode 1.1) 6.6kV circuit breaker is racked in and the earthing disconnector is switched off and locked in this position by S3 (K14.1 jammed in S1) 1.2) The 440V circuit breaker is racked in (K14.2 jammed in S2) 1.3) The access panels of the transformer are closed and locked by S4 and S5
1) DieseI Generator Incoming NormaI Mode 1.1) 6.6kV circuit breaker is racked in and the earthing disconnector is open and locked in this position by S3 1.2) The corresponding fuel valve is in the open position and not locked by lock S1 (K10.1 jammed in S1) 1.3) The corresponding air start valve is in the open position and not locked by lock S2. (K10.2 jammed in S2) 1.4) The key K10.3 is jammed in S5
IIIustration 2.2.2d Safety Key InterIock System (i) QHT 14 QF 1100 1) EIectric BoiIer Transformer TREB1HT and TREB2HT NormaI Mode 1.1) 6.6kV circuit breaker is racked in and the earthing disconnector is switched off (K16.1 jammed in S1) 1.2) The 690V circuit breaker is racked in (K16.2 jammed in S2) 1.3) The access panels of the transformer are closed and locked by S4 and S5
2) EIectric BoiIer Transformer TREB1HT and TREB2HT IsoIating Mode and Access to Transformer EncIosure 2.1) The 690V circuit breaker must be racked out and locked in this position by lock S2 (K16.2 becomes free) 2.2) The 6.6kV circuit breaker must be racked out to allow the earthing disconnector to be closed (mechanical interlock) 2.3) The key K16.2 is used to unlock the earthing disconnector. When the earthing disconnector is switched on, it is locked in position by lock S1 (K16.1 is free) 2.4) The key 16.1 is used in lock S4 to open one of the access panels of the transformer and release key 16.3 to open the other access panel (K16.1 is jammed in S4)
Starboard 6.6kV Switchboard Starboard 6.6kV Switchboard TREB1HT TREB1HT PFEB1 690V Electric Boiler Switchboard PFEB1 690V Electric Boiler Switchboard K16.3 K16.3 S4 S5 K16.1 K16.1 K16.3 K16.3 S4 S5 K16.2 S2 K16.1 S1 S1 K16.1 S3 K16.2 QHT 16 QHT 16 QFB 1 K16.2 S2 QFB 1 K16.2 S3 2.2.2 Main Switchboard and Generator Operation - Page 14 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2e Safety Key InterIock System (ii) 1) Starboard PropuIsion Motor Transformer 1 NormaI Mode 1.1) The propulsion motor is operating or ready to be used and the doors of the propulsion converter are closed and locked
1.2) The 6.6kV circuit breaker is racked in and the earthing disconnector is switched off (PK13.1 is jammed in lock S1) 1) Starboard PropuIsion Motor Transformer 2 NormaI Mode 1.1) The propulsion motor is operating or ready to be used and the doors of the propulsion converter are closed and locked
1.2) The 6.6kV circuit breaker is racked in and the earthing disconnector is switched off (PK12.1 is jammed in lock S1) 2) Starboard PropuIsion Motor Transformer 1 IsoIating Mode 2.1) The propulsion motor is stopped
2.2) The 6.6kV circuit breaker must be racked out to allow the earthing disconnector to be closed (PK13.1 becomes free) 2.3) The key 13.1 is used in a central lock to open the propulsion converter doors 2) Starboard PropuIsion Motor Transformer 2 IsoIating Mode 2.1) The propulsion motor is stopped
2.2) The 6.6kV circuit breaker must be racked out to allow the earthing disconnector to be closed (PK12.1 becomes free) 2.3) The key 12.1 is used in a central lock to open the propulsion converter doors S1 PK13.1 QHT 13 Starboard 6.6kV Switchboard CR1MPE Propulsion Converter M1MPE Propulsion Motor TR11MPE Propulsion Transformer S1 PK13.1 QHT 13 Starboard 6.6kV Switchboard CR1MPE Propulsion Converter M1MPE Propulsion Motor TR11MPE Propulsion Transformer S1 PK12.1 QHT 12 Starboard 6.6kV Switchboard CR1MPE Propulsion Converter M1MPE Propulsion Motor TR12MPE Propulsion Transformer S1 PK12.1 QHT 12 Starboard 6.6kV Switchboard CR1MPE Propulsion Converter M1MPE Propulsion Motor TR12MPE Propulsion Transformer Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks 2.2.2 Main Switchboard and Generator Operation - Page 15 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2f Safety Key InterIock System (iii) 1) Port PropuIsion Motor Transformer 1 NormaI Mode 1.1) The propulsion motor is operating or ready to be used and the doors of the propulsion converter are closed and locked
1.2) The 6.6kV circuit breaker is racked in and the earthing disconnector is switched off (PK23.1 is jammed in lock S1) 1) Port PropuIsion Motor Transformer 2 NormaI Mode 1.1) The propulsion motor is operating or ready to be used and the doors of the propulsion converter are closed and locked
1.2) The 6.6kV circuit breaker is racked in and the earthing disconnector is switched off (PK22.1 is jammed in lock S1) 2) Port PropuIsion Motor Transformer 1 IsoIating Mode 2.1) The propulsion motor is stopped
2.2) The 6.6kV circuit breaker must be racked out to allow the earthing disconnector to be closed (PK23.1 becomes free) 2.3) The key 23.1 is used in a central lock to open the propulsion converter doors 2) Port PropuIsion Motor Transformer 2 IsoIating Mode 2.1) The propulsion motor is stopped
2.2) The 6.6kV circuit breaker must be racked out to allow the earthing disconnector to be closed (PK22.1 becomes free) 2.3) The key 22.1 is used in a central lock to open the propulsion converter doors S1 PK23.1 QHT 23 Port 6.6kV Switchboard CR2MPE Propulsion Converter M2MPE Propulsion Motor TR21MPE Propulsion Transformer S1 PK23.1 QHT 23 Port 6.6kV Switchboard CR2MPE Propulsion Converter M2MPE Propulsion Motor TR21MPE Propulsion Transformer S1 PK22.1 QHT 22 Port 6.6kV Switchboard CR2MPE Propulsion Converter M2MPE Propulsion Motor TR22MPE Propulsion Transformer S1 PK22.1 QHT 22 Starboard 6.6kV Switchboard CR2MPE Propulsion Converter M2MPE Propulsion Motor TR22MPE Propulsion Transformer Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks 2.2.2 Main Switchboard and Generator Operation - Page 16 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2g Safety Key InterIock System (iv) Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks 1) 6.6kV Motors NormaI Mode 1.1) The 6.6kV circuit breaker is racked in and the earthing disconnector is switched off
1.2) The key K***.1 is jammed in lock S1 2) 6.6kV Motors IsoIating Mode 2.1) The 6.6kV circuit breaker must be racked out to allow the earthing disconnector to be closed (K***.1 becomes free)
2.2) The key K***.1 is used to lock the earthing disconnector in the closed position 2.3) The key K***.1 must be kept by the person carrying out the maintenance until the work is complete S1 K***.1 6.6kV Main Switchboard S1 K***.1 QHT 13 6.6kV Main Switchboard Switchboard Designation Key Mark Motor Contactor or Breaker Mark TP1HT TP2HT QHT17 QHT27 PTM QAA1C Bow Thruster Ballast Pump K17.1 K27.1 TPC1HT TPC2HT QHT31 CLG5A HD Gas Compressor 1 K31.1 QHT34 QAA1C Ballast Pump 1 K34.1 QHT36 CLG111 Cargo Pump 1 Tank 1 Cargo Pump 1 Tank 2 Cargo Pump 1 Tank 3 Cargo Pump 1 Tank 4 K36.1 QHT37 CLG221 K37.1 QHT38 CLG331 K38.1 QHT39 CLG441 K39.1 QHT41 CLG5B HD Gas Compressor 2 K41.1 QHT44 QAA1B Ballast Pump 2 K44.1 QHT46 CLG112 Cargo Pump 2 Tank 1 Cargo Pump 2 Tank 2 Cargo Pump 2 Tank 3 Cargo Pump 2 Tank 4 K46.1 QHT47 CLG222 K47.1 QHT48 CLG332 K48.1 QHT49 CLG442 K49.1 2.2.2 Main Switchboard and Generator Operation - Page 17 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2h Safety Key InterIock System (v) Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks 1) LD Gas Compressors NormaI Mode 1.1) The 6.6kV circuit breakers are racked in and the earthing disconnectors are switched off
1.2) The keys K***.1 are jammed in lock S2 1.3) The key K***.2 is jammed in lock S1 2) LD Gas Compressors IsoIating Mode 2.1) The 6.6kV circuit breakers must be racked out to allow the earthing disconnectors to be closed (mechanical locking)
2.2) The earthing disconnectors are closed and locked in position by S2. (Keys K***.1 are free) 2.3) The keys K***.1 are used in the central lock S1 to release key K***.2. 2.4) The key K***.2 must be kept by the person carrying out the maintenance until the work is complete S2 K32.1 S2 K33.1 QHT33 QHT32 QHT31 6.6kV Main Switchboard 6.6kV Main Switchboard 6.6kV Main Switchboard Switchboard Designation Key Mark Motor Contactor or Breaker Mark TPC1HT TPC2HT QHT32 CLG4A LD Gas Compressor 1 LD Gas Compressor 1 LD Gas Compressor 1 LD Gas Compressor 2 LD Gas Compressor 2 LD Gas Compressor 2 K32.1 QHT33 CLG4A K33.1 CLG4A K32.2 QHT42 CLG4B K42.1 QHT43 CLG4B K43.1 CLG4B K42.2 Compressor S2 K32.1 S2 K33.1 QHT33 QHT32 QHT31 6.6kV Main Switchboard 6.6kV Main Switchboard 6.6kV Main Switchboard Compressor S1 K32.1 K33.1 K32.2 S1 K32.1 K33.1 K32.2 2.2.2 Main Switchboard and Generator Operation - Page 18 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2i Safety Key InterIock System (vi) 1) 6.6kV Main Switchboard Cross-Tie NormaI Mode 1.1) The 6.6kV circuit breakers are racked in and the earthing disconnector is switched off and locked in this position by lock S1 at each switchboard
1.2) The keys K120A.1, K120A.2, K120B.1 and K120B.2 are jammed in lock S2 and S3 at each switchboard 1) 6.6kV Main Switchboard Cross-Tie IsoIating Mode 1.1) The 6.6kV circuit breakers QHT120A and QHT120B must be racked out and locked in this position by lock S3
1.2) The keys K120A.1, and K120B.1 become free and can be used in lock S1 to unlock the opposite earthing disconnectors 1.3) The keys K120A.2 and K120B.2 are used to lock the earthing disconnectors in the closed position 1.4) The keys K120A.2 and K120B.2 must be kept by the person carrying out the maintenance until the work is complete S2 S3 S1 K120B.2 K120B.1 K120A.1 QHT120B Port 6.6kV Switchboard S2 S3 S1 K120A.2 K120A.1 K120B.1 QHT120A Starboard 6.6kV Switchboard S2 S3 S1 K120B.2 K120B.1 K120A.1 QHT 120B Port 6.6kV Switchboard S2 S1 K120A.2 K120A.1 K120B.1 QHT 120A Starboard 6.6kV Switchboard S3 Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks Switchboard Key Mark Contactor or Circuit Breaker Mark Cross-Tie TPHT Cross-Tie TPCHT Cross-Tie TP1HT - TPC1HT Cross-Tie TP2HT - TPC2HT QHT120A QHT120B TP1HT TP2HT K120A.1 K120A.2 K120B.1 K120B.2 QHT30A TPC1HT K30A.1 K30A.2 QHT30B TPC2HT K30B.1 K30B.2 QHT15A TP1HT K15A.1 K15A.2 QHT15B TPC1HT K15B.1 K15B.2 QHT25A TP2HT K25A.1 K25A.2 QHT25B TPC2HT K25B.1 K25B.2 2.2.2 Main Switchboard and Generator Operation - Page 19 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2j Safety Key InterIock System (iv) Cell 6 Cell 7 Cell 8 Cell 9 Cell10 Cell11 Cell 3 Cell 4 Cell 5 Cell 1 Cell 1 Cell 2 QHT17 QHT11 QHT12 6.6KV Starboard Main Switchboard TP1HT (FIat 2) Busbar NormaI Mode 6.6KV Port Main Switchboard TP2HT (FIat 2) S1 K17.1 S1 K13.1 S4 K10.4 S1 K12.1 S4 K11.4 S4 S3 K1.02 K1.01 S3 K11.3 S3 K10.3 QHT13 QHT10 S2 S3 S1 K120A.2 K120A.1 K120B.1 QHT120A S2 S3 S1 K120B.2 K120B.1 K120A.1 QHT120B Cell 6 Cell 7 Cell 8 Cell 9 Cell10 Cell 11 Cell 3 Cell 4 Cell 5 Cell 1 Cell 1 Cell 2 QHT17 QHT12 QHT11 6.6KV Starboard Main Switchboard TP1HT (FIat 2) Busbar IsoIated Mode 6.6KV Port Main Switchboard TP2HT (FIat 2) S1 K17.1 S1 K13.1 S4 K10.4 S1 K12.1 S1 K11.4 S4 S3 K1.02 K1.01 S3 K11.3 S3 K10.3 QHT13 QHT10 S2 S3 S1 K120A.2 K120A.1 K120B.1 QHT120A S2 S3 S1 K120B.2 K120B.1 K120A.1 QHT120B S4 K14.4 S3 K14.3 QHT14 S1 K15A.4 S3 K15A.3 QHT15A S1 K16.4 S3 K16.3 QHT16 1) 6.6kV Main Switchboard Busbar NormaI Mode 1.1) The 6.6kV circuit breakers are racked in and the earthing disconnector is switched off and locked in this position by lock S1 at each switchboard
1.2) The keys K120A.1, K120A.2, K120B.1 and K120B.2 are jammed in lock S2 and S3 at each switchboard Starboard Propulsion Transformer TR11MPE Panel Diesel Generator 1 Panel S4 K14.4 S3 K14.3 QHT14 Starboard E/R 6.6kV/440V Transformer TR1HT Panel S4 K15A.4 S3 K15A.3 QHT15A Starboard Cargo HV Switchboard Panel S4 K16.4 S3 K16.3 QHT16 Electric Boiler Transformer TREB1HT Panel Starboard Propulsion Transformer TR12MPE Panel Diesel Generator 2 Panel Synchronising Panel Bow Thruster Panel AVR Panel AVR Panel Port HV Switchboard Cross-Tie Panel Starboard Propulsion Transformer TR11MPE Panel Diesel Generator 1 Panel Starboard E/R 6.6kV/440V Transformer TR1HT Panel Starboard Cargo HV Switchboard Panel Electric Boiler Transformer TREB1HT Panel Starboard Propulsion Transformer TR12MPE Panel Diesel Generator 2 Panel Synchronising Panel Bow Thruster Panel Port HV Switchboard Cross-Tie Panel Starboard HV Switchboard Cross-Tie Panel Starboard HV Switchboard Cross-Tie Panel S1 K17.1 K16.4 K15A.4 K14.4 K13.1 K11.4 K12.1 K10.4 K120A.2 K1.01 S1 K17.1 K16.4 K15A.4 K14.4 K13.1 K11.4 K12.1 K10.4 K120A.2 K1.01 2) 6.6kV Main Switchboard Busbar IsoIating Mode 2.1) The 6.6kV circuit breakers in each cell must be racked out and locked in this position
2.2) The keys released from each cell are inserted in central lock S1, releasing key K1.01. 2.3) Key K1.01 is used to unlock the busbar earthing switch in the synchronising cell 2.4) The earthing switch is closed and locked in this position by key K1.02 2.5) The key K1.02 must be kept by the person carrying out the maintenance until the work is complete Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks 2.2.2 Main Switchboard and Generator Operation - Page 20 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2k Safety Key InterIock System (viii) Cell 6 Cell 5 Cell 4 Cell 3 Cell 2 Cell1 Cell1 Cell 9 Cell 8 Cell 7 Cell 11 Cell 10 QHT23 QHT24 QHT27 6.6KV Port Main Switchboard TP2HT (FIat 2) Busbar NormaI Mode 6.6KV Starboard Main Switchboard TP1HT (FIat 2) S1 K23.1 S1 K22.1 S4 K25A.4 S1 K27.1 S4 K24.4 S4 S3 K2.02 K2.01 S3 K24.3 S3 K25A.3 QHT22 QHT25A S2 S3 S1 K120B.2 K120B.1 K120A.1 QHT120B S2 S3 S1 K120A.2 K120A.1 K120B.1 QHT120A 1) 6.6kV Main Switchboard Busbar NormaI Mode 1.1) The 6.6kV circuit breakers are racked in and the earthing disconnector is switched off and locked in this position by lock S1 at each switchboard
1.2) The keys K120A.1, K120A.2 (TP1HT), K120B.1 and K120B.2 (TP2HT) are jammed in locks S2 and S3 at each switchboard Port Propulsion Transformer TR21MPE Panel Diesel Generator 4 Panel S4 K26.4 S3 K26.3 QHT26 Port E/R 6.6kV/440V Transformer TR2HT Panel S4 K21.4 S3 K21.3 QHT21 Port Cargo HV Switchboard Panel S4 K20.4 S3 K20.3 QHT20 Electric Boiler Transformer TREB2HT Panel Port Propulsion Transformer TR22MPE Panel Diesel Generator 3 Panel Synchronising Panel Ballast Pump 3 Panel AVR Panel Starboard HV Switchboard Cross-Tie Panel Port HV Switchboard Cross-Tie Panel Cell 6 Cell 5 Cell 4 Cell 3 Cell 2 Cell1 Cell1 Cell 9 Cell 8 Cell 7 Cell 11 Cell 10 6.6KV Port Main Switchboard TP2HT (FIat 2) Busbar IsoIating Mode 6.6KV Starboard Main Switchboard TP1HT (FIat 2) Port Propulsion Transformer TR21MPE Panel Diesel Generator 4 Panel Port E/R 6.6kV/440V Transformer TR2HT Panel Port Cargo HV Switchboard Panel Electric Boiler Transformer TREB2HT Panel Port Propulsion Transformer TR22MPE Panel Diesel Generator 3 Panel Synchronising Panel Ballast Pump 3 Panel AVR Panel Starboard HV Switchboard Cross-Tie Panel Port HV Switchboard Cross-Tie Panel S1 K27.1 K26.4 K25A.4 K24.4 K23.1 K21.4 K22.1 K20.4 K120B.2 K2.01 S1 K27.1 K26.4 K25A.4 K24.4 K23.1 K21.4 K22.1 K20.4 K120B.2 K2.01 2) 6.6kV Main Switchboard Busbar IsoIating Mode 2.1) The 6.6kV circuit breakers in each cell must be racked out and locked in this position
2.2) The keys released from each cell are inserted in central lock S1, releasing key K2.01. 2.3) Key K2.01 is used to unlock the busbar earthing switch in the synchronising cell 2.4) The earthing switch is closed and locked in this position by key K2.02 2.5) The key K2.02 must be kept by the person carrying out the maintenance until the work is complete Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks S2 S3 S1 K120A.2 K120A.1 K120B.1 QHT120B S2 S3 S1 K120B.2 K120B.1 K120A.1 QHT120B S1 K23.1 QHT23 S4 K20.4 S3 K20.3 QHT20 S4 S3 K2.02 K2.01 QHT21 S4 K21.4 S3 K21.3 QHT22 S1 K22.1 S4 K24.4 S3 K24.3 QHT24 S4 K25A.4 S3 K25A.3 QHT25A S4 K26.4 S3 K26.3 QHT26 QHT27 S1 K27.1 2.2.2 Main Switchboard and Generator Operation - Page 21 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2I Safety Key InterIock System (ix) Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks S4 K34.2 QHT34 S4 K38.2 QHT38 S4 K39.2 QHT39 S4 K31.2 QHT31 S4 K36.2 QHT36 S4 K37.2 QHT37 S4 K33.2 QHT33 S4 K32.2 QHT32 QHT33A S2 K1.02 S1 K1.01 S2 S3 S1 K15B.2 K15A.1 K15B.1 QHT15B S2 S3 S1 K30A.2 K30B.1 K30A.1 QHT30A S2 S3 S1 K30B.2 K30B.1 QHT30B S2 S3 S1 K15A.2 K15B.1 K30A.1 K15A.1 QHT15A 6.6kV Cargo Switchboard TPC1HT NormaI Mode Cell 6 Cell 8 Cell 1 Cell 5 Cell 4 Cell 3 Cell 2 Cell 1 6.6kV Main Switchboard TP1HT 6.6kV Cargo Switchboard TPC2HT 1) 6.6kV Cargo Switchboard TPC1HT Busbar NormaI Mode 1.1) The 6.6kV circuit breakers are racked in and the earthing disconnector is switched off and locked in this position by lock S4 at each switchboard panel (cells 4,5,6)
1.2) The key K1.02 (cell 3) is jammed in lock S2 1.3) The keys K15B.1 and K15B.2 (cell 2) and K30A.1 K30A.2 (cell 1) are jammed in locks S2 and S3 1.4) The keys K15A.1 and K15A.2 in the 6.6kV main swictchboard TP1HT (cell 8) are jammed in locks S2 and S3 1.5) The keys K30B.1 and K30B.2 in the 6.6kV cargo switchboard TPC2HT(cell 1) are jammed in locks S2 and S3 S1 K15B.2 K30A.2 K31.2 K32.2 K33.2 K34.2 K36.2 K37.2 K38.2 K39.2 K1.01 2.2.2 Main Switchboard and Generator Operation - Page 22 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2m Safety Key InterIock System (x) Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks S4 K34.2 QHT34 S4 K38.2 QHT38 S4 K39.2 QHT39 S4 K31.2 QHT31 S4 K36.2 QHT36 S4 K37.2 QHT37 S4 K43.2 QHT33 S4 K32.2 QHT32 QHT33A S2 K1.02 S1 K1.01 S2 S3 S1 K15B.2 K15A.1 K15B.1 QHT15B S2 S3 S1 K30A.2 K30B.1 K30A.1 QHT30A S2 S3 S1 K30B.2 K30B.1 QHT30B S2 S3 S1 K15A.2 K15B.1 K30A.1 K15A.1 QHT15A 6.6kV Cargo Switchboard TPC1HT IsoIated Mode Cell 6 Cell 8 Cell 1 Cell 5 Cell 4 Cell 3 Cell 2 Cell 1 6.6kV Main Switchboard TP1HT 6.6kV Cargo Switchboard TPC2HT 2) 6.6kV Cargo Switchboard TPC1HT Busbar IsoIating Mode 2.1) The 6.6kV circuit breakers in each cell must be racked out and the cable earthing disconnector closed and locked
2.2) The keys released from each cell are inserted in central lock S1, releasing key K1.01 2.3) Key K1.01 is used to unlock the busbar earthing switch in the synchronising cell 2.4) The earthing switch is closed and locked in this position by key K1.02 2.5) The key K1.02 must be kept by the person carrying out the maintenance until the work is complete S1 K15B.2 K30A.2 K31.2 K32.2 K33.2 K34.2 K36.2 K37.2 K38.2 K39.2 K1.01 Synchronising Cell 2.2.2 Main Switchboard and Generator Operation - Page 23 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2n Safety Key InterIock System (xi) Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks S4 K44.2 QHT44 S4 K48.2 QHT48 S4 K49.2 QHT49 S4 K41.2 QHT41 S4 K46.2 QHT46 S4 K47.2 QHT47 S4 K43.2 QHT43 S4 K42.2 QHT42 QHT43A S2 K1.02 S1 K1.01 S2 S3 S1 K25B.2 K25A.1 K25B.1 QHT25B S2 S3 S1 K30B.2 K30A.1 K30B.1 QHT30B S2 S3 S1 K30A.2 K30A.1 QHT30A S2 S3 S1 K25A.2 K25B.1 K30B.1 K25A.1 QHT25A 6.6kV Cargo Switchboard TPC2HT NormaI Mode Cell 6 Cell 8 Cell 1 Cell 5 Cell 4 Cell 3 Cell 2 Cell 1 6.6kV Main Switchboard TP2HT 6.6kV Cargo Switchboard TPC1HT 1) 6.6kV Cargo Switchboard TPC2HT Busbar NormaI Mode 1.1) The 6.6kV circuit breakers are racked in and the earthing disconnector is switched off and locked in this position by lock S4 at each switchboard panel (cells 4,5,6)
1.2) The key K1.02 (cell 3) is jammed in lock S2 1.3) The keys K25B.1 and K25B.2 (cell 2) and K30B.1 and K30B.2 (cell 1) are jammed in locks S2 and S3 1.4) The keys K25A.1 and K25A.2 in the 6.6kV main swictchboard TP1HT (cell 8) are jammed in locks S2 and S3 1.5) The keys K30A.1 and K30A.2 in the 6.6kV cargo switchboard TPC2HT(cell 1) are jammed in locks S2 and S3 S1 K25B.2 K30B.2 K41.2 K42.2 K43.2 K44.2 K46.2 K47.2 K48.2 K49.2 K1.01 2.2.2 Main Switchboard and Generator Operation - Page 24 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.2n Safety Key InterIock System (xii) Apparatus Locked Apparatus Unlocked Key Removed Key Jammed Key Free But Not Used Key With Reference to Shipyard Drawing: 591 E8100 Safety Key nterlocks S4 K44.2 QHT44 S4 K48.2 QHT48 S4 K49.2 QHT49 S4 K41.2 QHT41 S4 K46.2 QHT46 S4 K47.2 QHT47 S4 K43.2 QHT43 S4 K42.2 QHT42 QHT43A S2 K1.02 S1 K1.01 S2 S3 S1 K25B.2 K25A.1 K25B.1 QHT25B S2 S3 S1 K30B.2 K30A.1 K30B.1 QHT30B S2 S3 S1 K30A.2 K30A.1 QHT30A S2 S3 S1 K25A.2 K25B.1 K30B.1 K25A.1 QHT25A 6.6kV Cargo Switchboard TPC2HT IsoIated Mode Cell 6 Cell 8 Cell 1 Cell 5 Cell 4 Cell 3 Cell 2 Cell 1 6.6kV Main Switchboard TP2HT 6.6kV Cargo Switchboard TPC1HT 2) 6.6kV Cargo Switchboard TPC2HT Busbar IsoIating Mode 2.1) The 6.6kV circuit breakers in each cell must be racked out and the cable earthing disconnector closed and locked
2.2) The keys released from each cell are inserted in central lock S1, releasing key K1.01 2.3) Key K1.01 is used to unlock the busbar earthing switch in the synchronising cell 2.4) The earthing switch is closed and locked in this position by key K1.02 2.5) The key K1.02 must be kept by the person carrying out the maintenance until the work is complete S1 K25B.2 K30B.2 K41.2 K42.2 K43.2 K44.2 K46.2 K47.2 K48.2 K49.2 K1.01 Synchronising Cell 2.2.2 Main Switchboard and Generator Operation - Page 25 of 25 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V SY 4 6 5 EDG 8 IIIustration 2.2.3a Emergency Switchboard Mimic
1 - Lamp Test 2 - Local Remote Switch 3 - Switchboard in Local Mode 4 - Synchro Off/On 5 - Synchro Mode - Protect/Unprotect 6 - Normal/Backfeeding Mode Switch 7 - Synchro Lights 8 - EDG Running - Backfeeding Mode - EDG Failure - EDG n Local Mode 9 - Diesel Engine Start/Stop 10 - EDG Speed Control 11 - Generator Heater Off/On (Light Switch) 12 - Shore Alive 13 - Ship/Shore Switch SY - Synchro Device PM - Permanent nsulation Monitor 3 2 13 12 1 W QF50 QF500 W QFS100 QFS50 W SHORE TP2F TP1F PIM V Hz Hz A 9 10 11 7 Key 2.2.3 Emergency Switchboard and Generator Operation - Page 1 of 4 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.3 EMERGENCY SWI TCHBOARD AND GENERATOR OPERATI ON Note: For further details of the main and emergency generator switchboard operations please see shipyard manual M00E929 - Electric Production and Distribution and M00E937 - Electric Power Plant Philosophy 1. Emergency Generator Local Control Available For local control from the emergency generator engine control panel the following procedure must be followed: a) The emergency generator interlocks are normal, the engine is ready to start. b) The emergency generator CONTROL POSITION switch is set to LOCAL at the generator engine control panel. Local control of the emergency generator is now available. 2. Emergency Generator Manual Control from the Emergency Switchboard Available For manual control fromthe emergency switchboard the following procedure must be followed: a) The emergency generator interlocks are normal, the engine is ready to start. b) The emergency generator CONTROL POSITION switch is set to REMOTE at the generator engine control panel. c) The emergency generator LOCAL/REMOTE switch at the emergency switchboard mimic panel is set to LOCAL. Manual control of the emergency generator is now available. 3. Emergency Generator Remote Control Available and Automatic Start Available For automatic start to be available the following procedure must be followed: a) The emergency generator interlocks are normal, the engine is ready to start. b) The emergency generator CONTROL POSITION switch is set to REMOTE at the generator engine control panel. c) The emergency generator LOCAL/REMOTE switch at the emergency switchboard mimic panel is set to REMOTE Automatic start of the emergency generator fromthe IAS is now available. 4. Manual Operation: Generator Start and Connection onto Dead Bus Note: Manual closing of the emergency generator circuit breaker is only available fromthe emergency switchboard, TPFS mimic panel. Normally the emergency generator will be in automatic mode to enable automatic starting and connecting in the event of loss of power It is assumed that manual control fromthe emergency switchboard is available as described in procedure 2, that the shore power circuit breaker QF70 and the emergency switchboard 440V incomer circuit breaker QFS50 are open and that there is no voltage on the emergency switchboard busbar TPFS. a) Turn the diesel engine START/STOP switch on the emergency switchboard TPFS mimic panel to the START position. b) The emergency generator will receive a start command and will start. c) When the emergency generator has reached its operating speed and voltage has been established, at the emergency switchboard mimic panel, ensure that the SYNCHRONISING switch is turned to the OFF position and the SYNCHRONISING MODE switch is in the UNPROTECTED position. d) At the emergency switchboard mimic panel, turn the NORMAL/ BACKFEEDING MODE switch to the BACKFEEDING position and the LOCAL/REMOTE switch to the LOCAL position. e) At the emergency switchboard mimic panel turn the emergency generator breaker control switch (QFS100) to the CLOSE position. The breaker will receive a close command and will close. The emergency generator now feeds the emergency switchboard. 5. Manual Operation: ACB Disconnection It is assumed that the emergency generator is feeding the emergency switchboard as described in procedure 4. a) Turn the emergency generator breaker control switch (QFS100) to the OPEN position. b) The emergency generator breaker receives an open command and opens. The emergency switchboard blacks out. c) The emergency generator engine can be either be stopped from the emergency switchboard by turning the DIESEL ENGINE START/STOP switch on the emergency switchboard mimic panel to the STOP position. d) The engine receives a stop command and stops 6. Emergency Generator Auto Start and Auto ACB Closure onto Dead Bus It is assumed that the procedures described previously for automatic operation have been followed. a) A loss of main power results in a full blackout. b) The loss of power is detected by the emergency generator which receives a start command. c) When the emergency generator has reached full operating speed and voltage has been established, the emergency generator breaker QFS100 receives a close command and closes. The emergency switchboard TPFS is being supplied from the emergency generator. d) When normal power can be restored, one of the diesel generators can be started and connected to the relevant main switchboard via the IAS operator station. The vessel can then revert to the initial configuration before the loss of power. Load transfer fromthe emergency generator can be carried out fromthe IAS operator station. Note: Load transfer can be carried out fromthe emergency switchboard mimic panel but this will involve manual synchronisation using the synchroscope on the emergency switchboard, TPFS mimic panel (see procedure No.7).
2.2.3 Emergency Switchboard and Generator Operation - Page 2 of 4 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 7. Main Switchboard Power Restoration - Manual Load Transfer after Blackout from the Emergency Switchboard Mimic Panel The following is the procedure to manually transfer load fromthe emergency generator back to normal supply after the restoration of mains power following a blackout or similar situation. This procedure ensures continuity of supply to the emergency consumers. It is assumed that power has been restored to 440V main switchboard TP2F and that TP2F emergency switchboard feeder circuit breaker QF500 is closed. (The procedure is the same for TP1F). a) The emergency switchboard is supplied by the emergency generator.
b) At the emergency switchboard mimic panel, turn the LOCAL/ REMOTE switch to the LOCAL position. c) At the emergency switchboard mimic panel, turn the SYNCHRO ON/OFF switch to the ON position. Turn the SYNCHRO MODE switch to the PROTECTED (with check synchro) or the UNPROTECTED (without check synchro) position. d) Adjust the EDG SPEED CONTROL switch (raise/lower) on the mimic panel until the synchroscope is moving slowly in the clockwise direction (approximately one revolution every twenty seconds). e) As the synchroscope approaches the twelve oclock position (synchronism), turn the control switch for the incoming breaker (QFS50) on the mimic panel to the close position. The breaker will receive a close command and will close. f) After a set time delay, the emergency generator breaker QFS100 receives an automatic open command and opens. The emergency switchboard is now supplied fromthe main switchboard. g) The emergency generator engine automatically stops. Alternatively the emergency generator engine can be stopped manually fromthe emergency generator engine local control panel or from the emergency switchboard generator panel ENGINE CONTROL switch (ECS). Ensure the emergency generator is set up for automatic start. (Authors Note: Above procedure to confirmduring visit to the vessel.) 8. Backfeeding Sequence In an extreme emergency such as a total blackout, it is possible for the emergency generator to feed the 440V main switchboards. This sequence is executed manually. There is no automatic IAS sequence. It is assumed that the emergency generator will feed the starboard 440V main switchboard TP1F. The procedure is the same for TP2F. The initial configuration is as follows: Totally dead ship. All of the 6.6kV and 440V switchboard circuit breakers are open, no pressure in the starting air bottles and cold engine conditions. a) At the emergency generator local control panel, turn the LOCAL/REMOTE switch to the LOCAL position. b) At the emergency switchboard mimic panel, turn the LOCAL/ REMOTE switch to the LOCAL position. c) At the emergency switchboard mimic panel, turn the NORMAL/ BACKFEEDING MODE switch to the BACKFEEDING position. d) At the starboard main 440V switchboard, TP1F, mimic panel, turn the LOCAL/REMOTE switch to the LOCAL position. e) At the starboard main 440V switchboard, TP1F, mimic panel, turn the NORMAL/BACKFEEDING MODE switch to the BACKFEEDING position. f) Non-essential 440V equipment fed fromTP1F and TP2F is manually tripped to keep the load on the emergency generator to as low as possible. g) The emergency generator is started fromits local panel. The LOCAL/REMOTE switch at the local control panel is then turned to the REMOTE position. h) At the emergency switchboard mimic panel, close the emergency diesel generator circuit breaker, QFS100. The emergency switchboard TPFS is alive. i) At the emergency switchboard mimic panel, close the outgoing TPFS/TP1F bus-tie circuit breaker, QFS50. j) At the starboard main 440V switchboard, TP1F, mimic panel, the incoming TPFS/TP1F bus-tie circuit breaker, QF50, is closed. TP1F is alive and being supplied fromthe emergency generator. The 440V main switchboard bus-tie breakers, QF1200 and QF2200 can be closed if necessary. The auxiliaries necessary to facilitate the starting of a main generator can now be started. CAUTI ON When in backfeeding mode, the load on the emergency generator must be closely monitored to prevent overload and possible blackout. 9. Restoration of Normal Supply After Backfeeding It is assumed that backfeeding is in operation as previously described in procedure No.8 and that No.1 diesel generator is to feed the electrical network. The procedure is the same for all four generators. a) Start up No.1 diesel generator. b) The generator breaker, QHT10, is connected to the 6.6kV main switchboard TP1HT either fromthe IAS operator station if in remote mode or fromTP1HT mimic panel if in local mode. c) The 6.6kV main switchboard bus-tie breakers QHT120A and QHT120B can be closed if necessary. d) The 6.6kV/440V main transformer (TR1HT) breaker QHT14 is closed either fromthe IAS operator station if in remote mode or fromthe 6.6kV main switchboard (TP1HT) mimic panel if in local mode. e) At the 440V main switchboard (TP1F or TP2F) mimic panel, the LOCAL/REMOTE switch is turned to the LOCAL position, the NORMAL/BACKFEEDING MODE switch is turned to the NORMAL position, the SYNCHRONISING switch is turned to the ON position and the SYNCHRO MODE switch is turned to either the PROTECTED (with check synchro) or UNPROTECTED (without check synchro) position. At the emergency switchboard mimic, the LOCAL/REMOTE switch is in the REMOTE position and the NORMAL/BACKFEEDING MODE switch is in the BACKFEEDING position. f) Adjust the EDG SPEED CONTROL switch (raise/lower) on the mimic panel until the synchroscope is moving slowly in the clockwise direction (approximately one revolution every twenty seconds). 2.2.3 Emergency Switchboard and Generator Operation - Page 3 of 4 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V g) As the synchroscope approaches the twelve oclock position (synchronism), turn the control switch for the incoming breaker fromTR1HT (QF1100) on the mimic panel to the CLOSE position. The breaker will receive a close command and will close. h) After QF1100 closes, the emergency generator breaker QFS100 receives an automatic open command and opens. The 6.6kV main switchboards, 440V main switchboards and the emergency switchboard are now being supplied fromNo.1 diesel generator. 10. Emergency Generator Testing - Off Load The generator ACB will not close in this situation. The procedure to test the emergency generator engine is as follows: a) The emergency generator interlocks are normal, the engine is ready to start. b) The engine is in the automatic start condition as described in procedure No.1. c) The operator turns the SEQUENCE TEST switch (RTS), located behind the front panel in the emergency switchboard, emergency generator panel to the ENG position. The emergency generator engine receives a start command and starts. d) When the emergency generator reaches its operating speed, the READY TO START lamp is switched off. When 95% voltage is established, the emergency generator running lamp is illuminated. e) Check the generator voltage and frequency. f) When the test is complete, the operator turns the SEQUENCE TEST SWITCH to the OFF position. g) Stop the emergency generator manually by pressing the STOP pushbutton. Authors Note: Can find no reference to an emergency generator test procedure. Above to be checked onboard. Emergency Generator Protection Equipment The emergency generator is protected fromthe abnormal conditions described below by means of the, short circuit trip, undervoltage trip and overcurrent trip. 1. Emergency Generator Overcurrent: (Long Time Delay Trip) If the current on the running emergency generator exceeds 110% of the maximumrated current (1,500A) for 40 seconds the overcurrent relay will operate to trip the generator ACB. 2. Emergency Generator Overcurrent: (Short Time Delay Trip) If the generator current exceeds 300% of the maximumrated current (4,089A) the ACB will be tripped almost instantaneously (about 400msec) by the short time delay trip. 3. Emergency Generator Short Circuit Trip If the generator current exceeds 1,000% of the maximum rated current (approximately 13,630A) the ACB will be tripped instantaneously by the short circuit trip. 4. Emergency Generator Reverse Power Trip If the emergency generator reverse power reaches a level of 10% of the rated power (85kW), the reverse power relay is triggered and will trip the ACB after a time delay of 10 seconds. Authors Note: Items in red italic writing to be confirmed during ship visit. 2.2.3 Emergency Switchboard and Generator Operation - Page 4 of 4 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.4 EIectricaI Distribution IIIustration 2.2.4a Main 440V Distribution - 440V Switchboard TP1F 440V Incomer PaneI 440V Feeder PaneI 440V Feeder PaneI 440V Feeder PaneI PaneI 10 PaneI 9 PaneI 5 PaneI 6 PaneI 7 PaneI 2 PaneI 1 PaneI 3 PaneI 4 PaneI 8 440V Feeder PaneI TR1HT 6,600/440V Transformer 440V Cross-Tie To TP2F QF 13 QF 7 QF 1 QF 3 QF 100 QF 1501 QF 1502 QF 150 QF 1005 QF 1007 QF 1011 QF 5 QF 9 QF 11 QF 1003 QF 1001 QSP 1 QF 15 QF 170 QF 170 Aft Deck Auxiliaries 440V Distribution Board PF170 QF 1506 QF 1505 QF 130 QF 1504 QF 1009 QSP 2 QF 1508 QF 210 QF 1503 QF 105 QF 103 QF 305 QF 1300 QF 1110 QSP 4 QF 1050 QF 140 QFC 1 QFC 3 QFC 5 QSP 3 QF15 Forward Store Starboard Starter DGF15 QF 13 Starboard Diesel Generators Starter DGF13 QF 11 Diesel Generator Room Starboard Starter DGF11 QF 1003 DG2 Generator Room FAF VSM11 Starter QF 1001 DG1 Generator Room FAF VSM10 Starter QSP1 Spare QF1 Starboard Auxiliary Propulsion Motor 1 Starter 1 QF3 Starboard Auxiliary Propulsion Motor 1 Starter 2 QF100 Engine Room Main Starter QF1501 DG1 Auxiliaries Control Cubicle QF1502 DG2 Auxiliaries Control Cubicle QF150 DGFS1 Emergency Starboard Starter QF1005 Starboard Generator Room EAF1 VEM12A Starter DF5 QF1007 Starboard Generator Room EAF1 VEM12B Starter DF7 QF1011 Starboard Generator Room FAF1 VSM12A Starter DF11 QF1506 Air Conditioning Condensing Unit 1 GC001 QF1505 AC Main Cubicle MRPU101 QF130 Engine Room 440V Distribution Switchboard PF330 QF1504 Provision Plant Condensing Unit Electrical Box FV901 QF1009 General Service FW Pump 1 SDD1A Starter DF9 QSP2 Spare QF1508 AC Main Cubicle MRPU101 QF210 Engine Room Starboard Emergency 440V Switchboard PFS110 QF1503 Starboard Oxidiser Cubicle CGM1 A2AT QF140 Accommodation 440V Distribution Switchboard PF340 QFC1 Auxiliary Cargo Starboard Starter DGFC1 QFC3 N2 Generator Cubicle PFC3 QFC5 Glycol Electric Heater Cubicle PRC8 QSP3 Spare QF 7 Engine Room Second Auxiliary Starboard Starter DGF7 QF 5 Engine Room Main Auxiliary Starboard Starter DGF5 QF 9 Engine Room Ventilation Starboard Starter DGF9 From Starboard 6.6kV Switchboard TP1HT MAIN 440V SWITCHBOARD TP1F Reference Shipyard Drawing: 520 E 2101 - 440V & 230V Main Switchboards TP1F, TP2F, TP1E, TP2E Diagram Air Circuit Breaker Motorised Breaker Key Transformer 6,600V AC 440V AC 230V AC - QF105 Hi-Fog Unit Cubicle 1HP12AT QF103 Steering Gear HPP Starter GVAAT101 QF305 Emergency Cargo Pump DFC304 QF1300 Galley/Laundries 440/440V Transformer TB3F QF1110 Starboard 440/230V Transformer TB1F QSP4 Spare QF1050 Starboard Propulsion Motor Excitation CR1MPE - - 440V Emergency Cross-Tie To TPFS From TP2F Breaker QF 500 2.2.4 Electrical Distribution - Page 1 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.4 EIectricaI Distribution IIIustration 2.2.4b Main 440V Distribution - 440V Switchboard TP2F 440V Incomer PaneI 440V Feeder PaneI 440V Feeder PaneI 440V Feeder PaneI PaneI 10 PaneI 9 PaneI 5 PaneI 6 PaneI 7 PaneI 2 PaneI 1 PaneI 3 PaneI 4 PaneI 8 440V Feeder PaneI TR2HT 6,600/440V Transformer 440V Cross-Tie To TP1F QF 14 QF 8 QSP 1 QF 2 QF 4 QF 200 QF 2501 QF 2502 QF 250 QF 2006 QF 2008 QF 6 QF 10 QF 12 QF 2002 QF 2004 QSP 2012 QFC 4 QF 500 QF 2100 QF 270 QF 270 Aft Deck Auxiliaries 440V Distribution Board PF270 QF 2506 QF 2505 QF 2504 QF 230 QF 210 QF 2010 QF 2508 QF 2503 QF 2240 QF 20 QF 16 QFC 306 QF 2220 QSP 2 QF 2050 QF 240 QFC 2 QFC 6 QSP 3 QSP 4 QFC4 nert Gas Generator Cubicle PFC4 QF14 Port Diesel Generators Starter DGF14 QF12 Diesel Generator Room Port Starter DGF12 QF2002 DG3 Generator Room FAF VSM13 Starter QF2004 DG4 Generator Room FAF VSM41 Starter QF2012 Port Generator Room FAF VSM15A Starter DF12 QSP1 Spare QF2 Port Auxiliary Propulsion Motor 2 Starter 1 DGF2 QF4 Port Auxiliary Propulsion Motor 2 Starter 2 DGF4 QF200 Engine Room Main Starter DGF300 QF2501 DG3 Auxiliaries Control Cubicle MCC3 QF2502 DG4 Auxiliaries Control Cubicle MCC4 QF250 Emergency Port Starter DGFS2 QF2006 Port Generator Room EAF VEM15A Starter DF6 QF2008 Port Generator Room EAF VEM15B Starter DF8 QF2506 Air Conditioning Conditioning Unit GC002 QF2505 AC Main Cubicle MRPU101 QF2504 Provision Plant Condensing Unit Electric Box FV901 QF230 Engine Room 440V Distribution Switchboard PF330 QF210 Engine Room 440V Distribution Switchboard PFS210 QF2010 General Service FW Pump 2 SDD1B Starter DF10 QF2508 AC Main Cubicle MRPU101 QF2503 Oxidiser Cubicle CGM1 AAT1 QF240 Accommodation 440V Distribution Switchboard PF340 QFC2 Auxiliary Cargo Port Starter DGFC2 QFC6 Spraying Water Pump EPL1 Starter DFC6 QSP3 Spare QSP4 Spare QF8 Engine Room Second Auxiliary Port Starter DGF8 QF6 Engine Room Main Auxiliary Port Starter DGF6 QF10 Engine Room Ventilation Port Starter DGF10 From Port 6.6kV Switchboard TP2HT MAIN 440V SWITCHBOARD TP2F Air Circuit Breaker Motorised Breaker Key Transformer 6,600V AC 440V AC 230V AC - QF2240 Galley/Laundry 440/230V Transformer TB4F QF20 Fire Pump 1LT13 Starter DFS20 QF16 Forward Store Port Starter DGF16 QFC306 Emergency Cargo Pump DFC304 QF2220 Port 440/230V Transformer TB2F QSP2 Spare QF2050 Port Propulsion Motor Excitation CR2MPE - - 440V Emergency Cross-Tie to TPFS via TP1F Reference Shipyard Drawing: 520 E 2101 - 440V & 230V Main Switchboards TP1F, TP2F, TP1E, TP2E Diagram 2.2.4 Electrical Distribution - Page 2 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.4c Main 440V Distribution - 440V DivisionaI Switchboards PaneI 1 440V Supply from Starboard 440V Main Switchboard TP1F Cell 9 Way QFC3 440V Supply from Starboard 440V Main Switchboard TP1F Cell 8 Way QF130 (Electrically nterlocked with supply from TP2F) 440V Supply from Port 440V Main Switchboard TP2F Cell 8 Way QF230 (Electrically nterlocked with supply from TP1F) 440V Supply from Port 440V Main Switchboard TP2F Cell 3 Way QFC4 440V Supply from Starboard 440V Main Switchboard TP1F Cell 1 Way QF170 440V Supply from Port 440V Main Switchboard TP2F Cell 1 Way QF270 440V Supply from Starboard 440V Main Switchboard TP1F Cell 8 Way QF110 (Electrically nterlocked with supply from TPFS) 440V Supply from Emergency 440V Switchboard TPFS Cell 4 Way QFS110 (Electrically nterlocked with supply from TP1F) 440V Supply from Starboard 440V Main Switchboard TP1F Cell 9 Way QF140 (Electrically nterlocked with supply from TP2F) 440V Supply from Port 440V Main Switchboard TP2F Cell 9 Way QF240 (Electrically nterlocked with supply from TP1F) 440V Supply from Starboard 440V Main Switchboard TP1F Cell 10 Way QF1300 (via 440/440V solating Transformer TB3F) 440V Supply from 440V Emergency Switchboard TPFS Cell 4 Way QFS40 440V Supply from 440V Emergency Switchboard TPFS Cell 5 Way QFS90 440V Supply from Starboard 440V Main Switchboard TP2F Cell 8 Way QF210 (Electrically nterlocked with supply from TPFS) 440V Supply from Emergency 440V Switchboard TPFS Cell 4 Way QFS210 (Electrically nterlocked with supply from TP2F) Inert Gas Generator Switchboard PFC4 Q1FC4 Freon Cooler Unit Control Panel Q2FC4 Dryer Unit Control Panel Q3FC4 Com. Air Blower Control Box 1 Q4FC4 Com. Air Blower Control Box 2 Q5FC4 Fuel Oil Pump Unit Control Box Q6FC4 Spare Aft Deck AuxiIiaries Starboard Switchboard PF170 Q1F170 Flat 3 Forward Mooring Winch Starter Cabinet Q2F170 Flat 3 Starboard Mooring Winch Starter Cabinet Q3F170 Main Deck Starboard Mooring Winch Starter Cabinet Q4F170 General Service Air Compressor 1 Q5F170 Bosun's Store/Workshop Air Conditioning Unit Q6F170 Spare Aft Deck AuxiIiaries Port Switchboard PF270 Q1F270 Flat 3 Port Mooring Winch Starter Cabinet Q2F270 Main Deck Port Mooring Winch Starter Cabinet Q3F270 General Service Air Compressor 2 Q4F270 Potable Water Electric Heater Q5F270 Engine Workshop Air Conditioning Unit Q6F270 Electrical Workshop Air Conditioning Unit Q7F270 HP Washing Unit Q8F270 Spare N2 Generator Switchboard PFC3 Q1FC3 N2 Air Compressor 1 Starter Q2FC3 N2 Air Compressor 2 Starter Q3FC3 N2 Generator Cubicle 1 Q4FC3 N2 Generator Cubicle 2 Q5FC3 Spare Engine Room Distribution Switchboard PF330 Q1F330 ncinerator Cubicle Q2F330 Engine Control Room Air Conditioning Unit Q3F330 Port Cargo Switchboard Room Air Conditioning Unit 2 Q4F330 Starboard Main Switchboard Room Air Conditioning Unit 2 Q5F330 Starboard Converter Room Air Conditioning Unit 1 Q6F330 Aft Cathodic Protection Electric Cubicle Q7F330 Anti Fouling System Q8F330 Aft AS UPS 1 (Mains 1) Q9F330 Aft AS UPS 2 (Mains 1) Q10F330 2nd Flat Port Trolley Hoist Q11F330 3rd Flat Port Trolley Hoist Q12F330 3rd Flat Trolley Hoist Q13F330 Electric Boilers Control Cubicle Q14F330 Spare Accommodation Distribution Switchboard PF340 Q1F340 Wheelhouse Electrical Room Air Conditioning Unit 1 Q2F340 Wheelhouse Electrical Room Air Conditioning Unit 2 Q3F340 Starboard Provision Crane LVSBB01 Control Box Q4F340 Port Provision Crane LVSBB02 Control Box Q5F340 Starboard Cargo Equipment Handling CAGBB01 Crane Q6F340 Port Cargo Equipment Handling CAGBB02 Crane Q7F340 Starboard Lifeboat Davit Starter Box Q8F340 Port Lifeboat Davit Starter Box Q9F340 Starboard Rescue Boat Davit Q10F340 Spare GaIIey Switchboard PF1300 Q1F1300 Garbage Compactor Q2F1300 Electrical Range Q3F1300 Grill Plate Q4F1300 Bakery Oven Q5F1300 Frying Pan Q6F1300 Soup Kettle Q7F1300 Deep Fat Fryer Q8F1300 Ship's Laundry Washing Machine 1 Q9F1300 Ship's Laundry Washing Machine 2 Q10F1300 Spare Engine Room Workshop Switchboard PFS40 Q1FS40 Electrical Test Panel Q2FS40 Engine Store Trolley Hoist Q3FS40 Engine Workshop Trolley Hoist Q4FS40 Vertical Drilling Machine Q5FS40 Lathe Q6FS40 Sawing Machine Q7FS40 Double Grinding Machine Q8FS40 Electric Welding Socket Q9S40 Spare Forward Room Emergency Switchboard PFS90 Q1FS90 Forward 440/230V Emergency Transformer Q2FS90 Spare Engine Room Distribution Emergency Starboard Switchboard PFS110 Q1FS110 Aft AS UPS 1 (Mains 2) Q2FS110 Starboard 24V DC Charger Rectifier RB1 Q3FS110 AC Main Cubicle Q4FS110 DGP1 UPS Q5FS110 DGP2 UPS Q6FS110 DGP1 Emergency Auxiliaries Control Cubicle Q7FS110 DGP2 Emergency Auxiliaries Control Cubicle Q8FS110 Spare Engine Room Distribution Emergency Port Switchboard PFS210 Q1FS210 Aft AS UPS 2 (Mains 2) Q2FS210 Starboard 24V DC Charger Rectifier RB2 Q3FS210 S Band Soft Start Unit Q4FS210 DGP3 UPS Q5FS210 DGP4 UPS Q6FS210 DGP3 Emergency Auxiliaries Control Cubicle Q7FS210 DGP4 Emergency Auxiliaries Control Cubicle Q8FS210 Starting Air Compressor 1 Q9FS210 Spare Reference Shipyard Drawing: 524 E 2110 Divisional EL Switchboard 440V - Electrical diagram 2.2.4 Electrical Distribution - Page 3 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Air Circuit Breaker Motorised Breaker Transformer Key 440V AC 230V AC Reference Shipyard Drawings: 521 E 2300 - 440V & 230V Emergency Switchboards TPFS TPES Diagram EG Emergency Diesel Generator EMERGENCY 440V SWITCHBOARD TPFS EMERGENCY 230V SWITCHBOARD TPES Emergency 440/230V Transformer TB1FS QFS 50 QFS 100 QF 70 QFS 110 QFS 210 QFS 3 QFS 105 QFS 1 QFS 40 QSP 1 QFS 200 Shore Power Connection Box QFS201 C AC701 Lift Cubicle QSP2 Spare QFS202 CCET Transitional Converter QFS20 Fire Pump 1 LT 13 Starter QFS2 Emergency Port Starter DGFS2 QFS90 Forward Room Emergency Switchboard PFS90 Q1FS90 Forward 440V Emergency Transformer TB90FS Q2FS90 Spare QES46 TES46 Wheelhouse Emergency Lighting 230V Switchboard (Wheelhouse Electrical Room) Q46ES T46ES Emergency Lighting 230V Switchboard (Deck 6 Starboard) QSP2 Spare Q44ES T44ES Emergency Lighting 230V Switchboard Q400ES TEX External Lighting 230V Switchboard Q42ES T42ES Emergency Lighting 230V Switchboard Q40ES T40ES Emergency Lighting 230V Switchboard Q200ES CCET Transitional Switchboard QSP1 Spare Q70ES T70ES Emergency Lighting 230V Switchboard (Emergency Diesel Room) Q13ES T13ES Emergency Lighting 230V Switchboard (Flat 3 Port) Q12ES T12ES Emergency Lighting 230V Switchboard (Starboard 6.6KV Electrical Room) Q11ES T11ES Emergency Lighting 230V Switchboard (Port Converter Room) Q10ES T10ES Emergency Lighting 230V Switchboard (Electric Propulsion Room) QFS210 440V Engine Room Emergency Distribution Board PFS210 (Electrically nterlocked With Supply From TP2F, Breaker QF210) Q1FS210 Aft AS UPS 2 Q2FS210 Port 24V DC Charger Rectifier RB2 Q3FS210 S-Band Soft Start Unit Q4FS210 DGP3 UPS Q5FS210 DGP4 UPS Q6FS210 DGP3 Emergency Auxiliaries Control Cubicle MCC3 (also fed from TP2F way QF2501) Q7FS210 DGP4 Emergency Auxiliaries Control Cubicle MCC4 (also fed from TP2F way QF2502) Q9FS210 Starting Air Compressor 1 Q10FS210 Spare QFS110 440V Engine Room Emergency Distribution Board PFS110 (Electrically nterlocked With Supply From TP1F, Breaker QF110) Q1FS110 Aft AS UPS 1 (Mains 2) Q2FS110 Starboard 24V DC Charger Rectifier RB1 Q3FS110 AC Main Cubicle Q4FS110 DGP1 UPS Q5FS110 DGP2 UPS Q6FS110 DGP1 Emergency Auxiliaries Control Control Cubicle MCC1 (also fed from TP1F way QF1501) Q7FS110 DGP2 Emergency Auxiliaries Control Cubicle MCC2 (also fed from TP1F way QF1502) Q8FS110 Spare QFS3 GVAAT102 Steering Gear HPP Emergency Starter QFS105 1 HP1 2AT High Fog Unit Cubicle QFS40 Engine Room Workshop Switchboard PFS40 QSP1 Spare QFS 201 QES 46 Q46 ES QSP 2 Q44 ES Q400 ES Q42 ES Q40 ES Q200 ES QSP 1 Q70 ES Q13 ES Q12 ES Q11 ES Q10 ES 440V Supply From Either TP1F (Breaker QF50) or TP2F (Breaker QF500) IIIustration 2.2.4d Emergency Distribution - Emergency Switchboards TPFS & TPES QFS1 Emergency Starboard Starter DGFS1 (Electrically nterlocked With Supply From TP1F Breaker QF150) 1FS1 DGP 1/2 Gas Duct Exhaust Air Fan 2FS1 Diesel Generator 1 UPS 3FS1 Diesel Generator 2 UPS 4FS1 Starboard Generator Room Fresh Air Fan 5FS1 Starting Air Compressor 1 6FS1 Reciprocating Bilge Pump QSP 2 QFS 202 QFS 105 QFS 90 QFS 20 QFS 2 - - - Authors Note: tems in Red To Confirm Onboard 2.2.4 Electrical Distribution - Page 4 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.4e Main 230V Distribution - TP1E and TP2E 440V Consumers 440V Consumers TR2HT 6,600/440V Transformer TR1HT 6,600/440V Transformer 440V SWITCHBOARD TP2F (Port) 440V SWITCHBOARD TP1F (Starboard) TB2F 440/230V Transformer TB1F 440/230V Transformer QF 1100 QF 2100 QF 4 QF 500 QF 1200 QF 50 QE460 TE46 Wheelhouse Switchboard (Wheelhouse Electrical Room) QE400 TEC Cargo Area Lighting Switchboard (Cargo Room) QSP3 Spare QE100 TE300 Engine Room Auxiliary Switchboard (Cargo Switchboard Room) QE130 TE130 Engine Room Miscellaneous Auxiliary Starboard Switchboard (Boiler Transformer Room) Q46E1 T46E1 Lighting Switchboard (Deck 6 Starboard) Q44E1 T44E1 Lighting Switchboard (Deck 4 Starboard) Q42E1 T42E1 Lighting Switchboard (Deck 2 Starboard) Q40E1 T40E1 Lighting Switchboard (Main Deck Starboard) Q12E1 T12E1 Lighting Switchboard (Starboard Electrical Room) Q10E1 T10E1 Lighting Switchboard (Propulsion Room) QSP1 Spare QSP2 Spare Q460E2 TE46 Wheelhouse Switchboard (Wheelhouse Electrical Room) Q400E2 TEX External Lighting Switchboard (Cargo Room) QSP3 Spare QE200 TE300 Engine Room Auxiliary Switchboard (Cargo Switchboard Room) QE230 TE230 Engine Room Miscellaneous Auxiliary Port Switchboard (Flat 3 Starboard) Q70E2 T70E2 Lighting Switchboard (Emergency Diesel Room) Q45E2 T45E2 Lighting Switchboard (Deck 5 Starboard) Q43E2 T43E2 Lighting Switchboard (Deck 3 Starboard) Q41E2 T41E2 Lighting Switchboard (Deck1 Starboard) Q22E2 T22E2 Lighting Switchboard ( Port 6,600/440V Electrical Room) Q11E2 T11E2 Lighting Switchboard (Port Converter Room) QSP1 Spare QSP2 Spare QE 460 QE 400 QSP 3 QE 100 QE 130 Q46 E1 Q44 E1 Q42 E1 Q40 E1 Q12 E1 Q10 E1 QSP 1 QSP 2 Q460 E2 Q400 E2 QSP 3 QE 200 QE 230 Q70 E2 Q45 E2 Q43 E2 Q41 E2 Q12 E2 Q11 E2 QSP 1 QSP 2 Emergency Cross Tie to 440V Emergency Switchboard TPFS QF 2200 QF 1110 - - - - Air Circuit Breakers Motorised Breaker Key Transformer 6,600V AC 440V AC 230V AC - & From 6.6kV Main Switchboard TP2HT From 6.6kV Main Switchboard TP2HT With Reference to Shipyard Drawings: 520 E 2101 - 440V & 230V Main Switchboards TP1F, TP2F, TP1E, TP2E Diagram 230V SWITCHBOARD TP1E (Starboard) CeII A CeII A CeII B CeII B 230V SWITCHBOARD TP2E (Port) 2.2.4 Electrical Distribution - Page 5 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.5a Shore Power Shore Power Connection Box Located in the Steering Gear Room Shore Power Panel Located on the Emergency Switchboard ACB 3P Type NW10H1 5.0A 0(/4//& 3(/2%#/..%#4)/. "/84/'/(%2% 0(/4//& %-%2'%.#9'%.%2!4/2 0!.%,4/'/(%2% Author's Note: illustration of the two breakers, and complete layout/colour of panels to check and alter as required V PS ACB Type NW10 Shore Connection Cables 2.2.5 Shore Power - Page 1 of 2 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.5 SHORE POWER I ntroduction A shore connection box, which is located inside the steering gear roomaccepts power cables during refits/dry docks, etc. The shore connection box connects, via a breaker, to the emergency 440V switchboard TPFS. The maximum current is 980 amps. When the emergency switchboard is powered fromthe shore, the 440V switchboards, TP1F and TP2F, can then be supplied through the tie breakers by utilising the feedback mode. The monitoring instruments and lamps for the shore supply are located on the emergency switchboard mimic panel. A voltmeter and phase sequence monitoring systemare fitted on the shore supply connection box in the steering gear room. The sequence should be checked before connecting shore power to the main switchboard. If the phase sequence is incorrect the shore supply must be isolated and two supply phases changed over. The supply should then be reinstated and the phase sequence checked again. Interlocking is provided between the emergency switchboards tie breakers, QF50 and QFS50, the emergency generator breaker, QFS100, and the shore supply breaker, QF70, at the emergency switchboard. The shore supply breaker, QF70, cannot be closed if any incoming supply tie breaker is closed or the emergency generator breaker, QFS100, is closed. Conversely, none of the tie breakers or the emergency generator breaker can be closed if the shore supply breaker is closed. This arrangement prevents the shore supply being paralleled with any other supply. However, the tie breaker interlocks can be overridden by use of the feedback mode. Procedure for the Operation of Shore Power Reception It is assumed that the network is being supplied by one of the diesel generators. a) Turn the LOCAL/REMOTE switch at the emergency switchboard mimic panel to the LOCAL position. b) Turn the SHIP/SHORE switch at the emergency switchboard mimic panel to the SHORE position. c) Lock off the emergency diesel generator automatic start and sequential restart systems. d) Lock the emergency generator circuit breaker QFS100 in the OPEN position. e) The emergency switchboard, TPFS, and 440V main switchboard, TP1F, cross-tie circuit breakers QFS50 and QF50 are automatically tripped. This results in a loss of supply to the emergency switchboard. The breakers are locked in the open position. f) All emergency switchboard 440V feeders are manually tripped except for the 440/230V emergency lighting transformer breaker, QFS200. The load supplied from the main diesel generator is reduced to the absolute minimum. g) After connection of the shore cables at the shore connection box, manually close the shore connection breaker QF70 at the shore connection box in the steering gear. Confirmcorrect phase rotation and voltage by means of the phase sequence indicator and the voltmeter located on the shore connection box. h) Close the shore supply breaker, QFS70, at the emergency switchboard. The shore supply now feeds the emergency switchboard. Manually close the emergency switchboard 440V feeder circuit breaker QFS50. i) A stop order is now given to the diesel generator supplying the main 6.6kV and 440V switchboards. This results in a blackout of the main network (emergency lighting will still be supplied via the emergency 440/230V transformer). j) The four circuit breakers connected to the two 6.6kV/440V transformers, TR1HT and TR2HT (QF1100, QF2100, QHT12 and QHT24) are racked out. k) The emergency switchboard TPFS and 440V switchboard TP1F cross-tie circuit breaker, QF50 is closed. The 440V main switchboard TP1F is now supplied fromashore. l) The 440V main switchboards cross-tie circuit breakers, QF1200 and QF2200 are closed. The 440V main switchboard TP2F is now supplied fromashore. m) Proceed to supply essential services such as fire detection, lighting, etc. Stop any diesel generators at the main switchboards. n) If no maintenance is scheduled for the emergency generator, it may be left on automatic standby. The emergency generator will then feed emergency lighting, etc, in the case of failure of the shore supply. o) The shore supply should be closely monitored to ensure the 980A current limit is not exceeded. Procedure for Transfer from Shore Supply to the Main Diesel Generator It is assumed that the emergency generator is ready for automatic operation. a) Isolate all non-essential services. Ensure the sequential restart systemis still isolated. Reduce load at the main 440V switchboards TP1F and TP2F to the absolute minimum. b) From the emergency switchboard mimic, the 440V main switchboards cross-tie circuit breakers, QF1200 and QF2200 are opened. The emergency switchboard TPFS and 440V switchboard TP1F cross-tie circuit breakers, QF50 and QFS50, are also opened. This results in a blackout of the main 440V switchboards TP1F and TP2F. c) Turn the LOCAL/REMOTE switch at the emergency switchboard mimic panel to the REMOTE position. d) Turn the SHIP/SHORE switch at the emergency switchboard mimic panel to the SHIP position. e) The shore supply circuit breakers QFS70 and QF70 are opened. f) The loss of supply to the emergency 440V switchboard results in the emergency generator running up and, when voltage has been established, automatically connecting to the emergency switchboard. g) Any 440V feeders open on the emergency switchboard can be closed manually. h) The four circuit breakers connected to the two 6.6kV/440V transformers, TR1HT and TR2HT (QF1100, QF2100, QHT12 and QHT24) are racked back in. i) One of the main diesel generators can be run back up. j) Fromthe IAS systemor fromthe relevant main switchboard mimic panel, closing of the main network circuit breakers and load transfer fromthe emergency generator can be carried out. k) Ensure the emergency generator is returned to normal automatic start mode. l) Supply emergency and main consumers as required. 2.2.5 Shore Power - Page 2 of 2 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Photographs of the Main Alternators to I nsert Here 2.2.6 Main Alternators - Page 1 of 2 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.6 MAI N ALTERNATORS Diesel Generator DG1 Manufacturer: Leroy Somer Type: LSA 60B 125 Capacity/rating: 6,600V, 3 phase, 60Hz, 601.4A, 6,875kVA 0.8pf, 14 pole, IP44 Speed: 514 rpm Rotor weight: 18,559kg Heating: 230V, 2,000W Excitation: Brushless AVR type: Shunt Bearing type: EFNLK28-280 (drive end) EFNLQ28-280 (non-drive end) Diesel Generators DG2/3/4 Manufacturer: Leroy Somer Type: LSA 62B 115 Capacity/rating: 6,600V, 3 phase, 60Hz, 1,069A, 12,223kVA 0.9pf, 14 pole, IP44 Speed: 514 rpm Rotor weight: 26,878kg Heating: 230V, 3,000W Excitation: Brushless AVR type: Shunt Bearing type: EFZLK28-300 (drive end) EFZLQ28-300 (non-drive end) I ntroduction Four main diesel generators are fitted. They are all of the totally enclosed, cylindrical rotor, self-excited, brushless type fitted with an integral air to fresh water cooler. Generator cooling is provided by passing air over the integral fresh water cooler, using a closed circuit air supply. The cooling air temperature can be monitored via the PMS systemgenerator screen mimic. The cooler is fitted with double-walled tubes to reduce the chances of leakage. The space between the tubes drains to a chamber where a leak detector will activate an alarmif water is detected. Two PT100 sensors are used to monitor the air inlet and outlet temperatures (one for the inlet and one for the outlet). Space heaters are fitted which are energised when the generator circuit breakers are open. These protect against internal condensation during shut down periods. There are 6 embedded PT100 sensors fitted to monitor the stator temperature in each phase winding, 3 are in use and there are 3 spare. These temperatures can be monitored fromthe PMS screen mimics and will raise alarms when the temperature set points are exceeded. The screen mimics are T30-402-01 for the diesel generators Bearings The main bearings of the diesel generators are of the sleeve type. All are fed froma natural lubrication system. The bearings also have temperature sensors which can be monitored fromthe PMS screen mimic and will raise alarms when the temperature set points are exceeded. Electrical The alternator output voltage is kept constant by the automatic voltage regulator (AVR), which regulates the excitation current to the exciter. Output power fromthe stator is fed into a current/voltage compound transformer and the thyristor regulated output of this is fed through the exciter stator windings. The magnetic field in the exciter stator induces AC into the exciter rotor, which is rectified by the rotating three phase bridge connected rectifier set and passed to the main rotor DC windings. In this way the AVR proportionally boosts excitation for heavy loads and reduces it for light loads. This provides a constant output voltage independent of load levels. Initial voltage build-up is via residual magnetismin the rotor. The AVR transformers and rectifiers are contained within the alternator main cover, while the AVR electronic components are fitted at the generator panels at the main switchboards. The alternators have a pre-excitation facility which can be used in exceptional circumstances if the alternator rotors lose their residual magnetismand do not automatically excite on running up. This applies 24V DC directly to the exciter stator to excite the rotor. The current transformers (CTs) used for monitoring and also as current/load reference are also located within the main top cover. The electrical power network fed by the generators is designed with discrimination on the distribution system, so that the generator breaker is the last to open if any abnormalities occur. Emergency Cooling The alternator is equipped with emergency opening facilities which may be operated in the case of failure of the cooling system. If the cooling systemfails the alternator may be run on reduced load with the emergency ventilation in place. The alternator then runs with natural ventilation. The temperatures of the windings must be closely monitored during running in this condition. I nsulation for the Prevention of Shaft Current To prevent damage to the shaft and bearings fromshaft currents, the bearing stands of the diesel generators are insulated fromthe bedplate. Authors Note: Items in red italic writing to be confirmed during ship visit. 2.2.6 Main Alternators - Page 2 of 2 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V
Photographs of the Emergency Alternator to I nsert Here 2.2.6 Emergency Diesel Alternator - Page 1 of 2 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.7 EMERGENCY DI ESEL ALTERNATOR Alternator Manufacturer: Leroy Somer Model: LSAM 49.1 M7, 4 pole Type: Two bearing, brushless, self-exiting, self-regulating with revolving field, in-ventilated and drip proof Voltage: 440V, 3 phase Output: 600kW, 750kVA, 984A, 0.8 p.f Speed: 1,800 rpm, 60Hz Enclosure: IP 23 Weight: 1,670kg Heating: 230V I ntroduction The emergency diesel generator set is a self-contained unit comprising a diesel engine and a close coupled 600kW alternator. It is located in the emergency generator roomon the port side of deck 1 and is for use in an emergency or for during a refit. The generator is of the self-excited, brushless type and can be set for manual or automatic operation. Automatic will be normally selected, with the manual setting being used for testing the generator. The emergency switchboard is normally supplied fromeither of the main 440V switchboards TP1F or TP2F. When automatic mode is selected, the emergency generator is started automatically by detecting zero volts on the emergency switchboard busbars. The emergency generator circuit breaker will connect automatically to the emergency switchboard after confirming the continuation of no-voltage. The emergency generator is designed to restore power to the emergency switchboard within 45 seconds of zero volts being detected at the emergency switchboard busbar. The bus-tie breakers on the emergency switchboard, which connect to the main 440V switchboards, are opened automatically when zero volts is detected on the switchboards. The generators automatic voltage regulator (AVR) is fitted within the alternator terminal cover. There is a potentiometer inside the generator cubicle to enable the voltage to be manually adjusted. The generator is fitted with a space heater to prevent condensation when the generator is stationary or idling. The heater is interlocked with the generator circuit breaker. The generator has sufficient capacity to enable the starting of the required machinery to power up the vessel froma dead condition. The AVR used is an R448 model employing AREP excitation. The electronic AVR is powered by two auxiliary windings which are independent of the voltage detection circuit. The first winding (X1,X2) has a voltage proportional to that of the alternator (shunt characteristic). The second winding (Z1,Z2) has a voltage proportional to the stator current (compound characteristic: booster effect). The power supply voltage is rectified and filtered before being used by the AVR monitoring transistor. As a result, the machine has good immunity to distortions generated by load variations.
2.2.6 Emergency Diesel Alternator - Page 2 of 2 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.8 PREFERENTI AL TRI PPI NG AND SEQUENTI AL RESTART Preferential Tripping text to insert here when details are known Sequential Restart The IAS systemwill automatically restart the required machinery to restore power to the vessel. To fulfil this requirement, the 6.6kV main switchboards TP1HT and TP2HT must be in remote, the 440V main switchboards TP1F and TP2F must be in remote and the BLACKOUT RECOVERY soft button on the PMS and DG PARAMETERS SETTING IAS screen mimic must be on. The essential machinery is started automatically according to the following sequence: Chronology 0 Auxiliaries without changeover which are linked with the running of the diesel generators. I tem Designation Loop I tem Starter Time SSS1A DGP1 sea water pump 1661 DGF13 - SSS1B DGP2 sea water pump 1662 DGF13 - SSS1C DGP3 sea water pump 1663 DGF14 - SSS1D DGP4 sea water pump 1664 DGF14 - VSM10 Starboard generator room fresh air fan 1715 DF1 - VSM11 Starboard generator room fresh air fan 1716 DF3 - VSM12 Port generator room fresh air fan 1700 DF2 - VSM13 Port generator room fresh air fan 171 DF4 -
Chronology 1 Auxiliaries without changeover which are supplied from 440V main switchboard TP1F. I tem Designation Loop I tem Starter Time VSM12A Starboard generator room fresh air fan 1683 DGFxx 0 VSM12B Starboard generator room fresh air fan 1717 DGF11 0 VEM12A Starboard generator room exhaust air fan 1708 DF5 0 VEM12B Starboard generator room exhaust air fan 1693 DF7 0 AAA6A DGP2 exhaust gas boiler circulation pump 1506 DGF13 0 ILT1A Fire sea water pump 1 1611 DGF5 0 PRR6050 Hydrocarbon detector 6050 TE130 0 CGM1A Oxidiser 1 1523 TP1F 2 CGM2A Oxidiser 2 1524 TP1F 2 VSM1 Electric propulsion room supply fan 1684 DGF1 8 VEM4 Inert gas roomexhaust fan 1681 DGF9 10 VEM5 Bosuns store exhaust fan 1682 DGF9 10 VEM6 Steering gear roomexhaust fan 1689 DGF7 10 VSM10 Inert gas roomsupply fan 1690 DGF9 8 VSM11 Bosun store supply fan 1682 DGF9 10 VSM12 Steering gear roomsupply fan 1689 DGF11 10 VSM7A Flat 3 technical roomfresh air fan 1703 DGF9 10 VEM7 Flat 3 technical room exhaust fan 171 DGF9 10 VSM2 Purifier roomsupply fan 1698 DGF11 10 VEM19A Oxidiser room low part exhaust fan 1706 DGF9 10 VEM17 Electric roomexhaust fan 1696 DGF9 10 VEM3 Boiler roomexhaust fan 1692 DGF5 10 VS010 Thruster roomfresh air fan 1674 DGF15 12 VEM16 Incinerator room exhaust fan 1685 DGF9 12 VEM8 N2 roomexhaust fan 1695 DGF9 12 VS006 Cargo machinery fresh air fan 1670 DGFC1 12 VE007 Duct keel exhaust fan 1673 DGFC1 12 VE009 Starboard passageway exhaust fan 1677 DGFC1 12 DGT1A Grey water pump 1 1578 DGF7 16 SNT1A Distribution fresh water pump 1 1653 DGF7 16 SNT2A Hot fresh water circulation pump 1 1655 DGF7 20 PRC1A Glycol water pump 1 1627 DGFC1 20 PRC8AT Glycol water heater 6720 TP1F 20 2.2.8 Preferential Tripping and Sequential Restart - Page 1 of 3 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Chronology 2 Auxiliaries without changeover which are supplied from 440V main switchboard TP2F. I tem Designation Loop I tem Starter Time VSM15A Port generator room fresh air fan 1699 DGFxx 0 VSM15B Port generator room fresh air fan 1719 DGF12 0 VEM15A Port generator room exhaust air fan 1702 DF6 0 VEM15B Port generator room exhaust air fan 1710 DF8 0 AAA6B DGP3 exhaust gas boiler circulation pump 1506 DGF14 0 AAA6C DGP4 exhaust gas boiler circulation pump 1507 DGF14 0 ILT1B Fire sea water pump 2 1612 DGF6 0 CGM1A Oxidiser 1 1523 TP2F 2 CGM1B Oxidiser 2 1524 TP2F 2 VEM1 Electric propulsion room exhaust fan 1694 DGF2 8 VSM4 Inert gas roomfresh air fan 1690 DGF10 10 VSM5 Bosuns store fresh air fan 1712 DGF10 10 VS011 Bosuns store fresh air fan 1678 DGF16 10 VSM6 Steering gear room fresh air fan 1709 DGF8 10 VSM7B Flat 3 technical roomfresh air fan 1720 DGF10 10 VEM2 Purifier roomexhaust fan 1697 DGF12 10 VEM19B Oxidiser room low part exhaust fan 1705 DGF10 10 VEM20 Oxidiser room high part exhaust fan 1711 DGF10 10 VSM3 Boiler roomfresh air fan 1691 DGF6 10 VE010 Thruster roomfresh air fan 1672 DGF16 12 VE006 Cargo machinery fresh air fan 1670 DGFC1 12 VE008 Port passageway exhaust fan 1676 DGFC2 12 VSM9 Deck store fresh air fan 1680 DGF10 12 VEM9 Deck store exhaust fan 1714 DGF10 12 DGT1B Grey water pump 2 1579 DGF8 16 SNT1B Distribution fresh water pump 2 1654 DGF8 16 SNT2B Hot fresh water circulation pump 2 1656 DGF8 20 PRC1B Glycol water pump 2 1627 DGFC1 20 EPL1 Cargo spray pump 1591 DFC6 20 Chronology 3 Auxiliaries which have a changeover with another auxiliary supply fromthe other network. Power is supplied from440V main switchboards TP1F or TP2F. In the event of a half blackout, the changeover function is not interlocked. In the event of a total blackout, the auxiliary starting sequence will be initiated when the power returns to the first switchboard. The changeover interlock is maintained for 5 seconds after the start order to the auxiliary that was running before the blackout. I tem Designation Loop I tem Starter Swbd Time AAA5A Electrical boiler feed pump 1 1503 DGF5 TP1F 2 AAA5B Electrical boiler feed pump 2 1504 DGF6 TP2F 2 SDD1A General service fresh water pump 1 1647 DGF9 TP1F 2 SDD1B General service fresh water pump 2 1648 DGF10 TP2F 2 SLL1A PEM fresh water pump 1 1650 DGF1 TP1F 2 SLL1B PEM fresh water pump 2 1651 DGF2 TP2F 2 SSS10A PEM sea water pump 1 1659 DGF3 TP1F 2 SSS10B PEM sea water pump 2 1660 DGF4 TP2F 2 SSS4A General service sea water pump 1 1667 DGF5 TP1F 2 SSS4B General service sea water pump 2 1668 DGF6 TP2F 2 Chronology 4 Auxiliaries which have a changeover with another auxiliary supply fromthe other network. Power is supplied from440V emergency switchboard TPFS or the port main 440V switchboard TP2F. In the event of a half blackout, the changeover function is not interlocked. In the event of a total blackout, the auxiliary starting sequence will be initiated when the power returns to the first switchboard. The changeover interlock is maintained for 5 seconds after the start order to the auxiliary that was running before the blackout. I tem Designation Loop I tem Starter Swbd Time GCC2A Stern tube LO pump 1 1593 DGFS1 TPFS 2 GCC2B Stern tube LO pump 2 1594 DGF6 TP2F 2 Chronology 5 Auxiliaries without changeover which are supplied fromthe 440V starboard switchboard TP1F and the 440V emergency switchboard TPFS. I tem Designation Loop I tem Starter Time CGM5A DGP1/2 gas duct exhaust fan 1530 DGFS1 10 Chronology 6 Auxiliaries without changeover which are supplied from the 440V port switchboard TP2F and the 440V emergency switchboard TPFS. I tem Designation Loop I tem Starter Time VEM18 Emergency diesel generator roomexhaust fan 1701 DGFS2 8 CGM5B DGP 3/4 gas duct exhaust fan 1533 DGFS2 10 2.2.8 Preferential Tripping and Sequential Restart - Page 2 of 3 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Chronology 7 Auxiliaries without changeover which are supplied from the 440V port switchboard TP2F and the 440V emergency switchboard TPFS. I tem Designation Loop I tem Starter Time ILT13 Fire sea water pump 1613 DFS20 0 Chronology 8 Electric boiler supplied fromthe 440V boiler switchboard PFEB1. I tem Designation Loop I tem Starter Time QFEB1 Electric boiler 1 circuit breaker 1215 PFEB1 8 Chronology 9 Electric boiler supplied fromthe 440V boiler switchboard PFEB2. I tem Designation Loop I tem Starter Time QFEB2 Electric boiler 2 circuit breaker 1227 PFEB2 8 Chronology 10 Electric boiler 1 alarmcubicle is reset after a blackout when the circuit breakers QHT16 and QPFEB1 are closed. I tem Designation Loop I tem Starter Time VA1A Electric boiler alarmreset 1295 VA1AT 8 Chronology 11 The following auxiliary control cubicle is reset after a blackout when voltage returns to the starboard 440V main switchboard TP1F. I tem Designation Loop I tem Cubicle Time CGM1A Oxydiser 1 811 CGM1A1AT 1 Chronology 12 The following auxiliary control cubicle is reset after a blackout when voltage returns to the port 440V main switchboard TP2F. I tem Designation Loop I tem Cubicle Time CGM1B Oxidiser 2 1311 CGM1B1AT 1 Chronology 13 The following auxiliary control cubicles are reset after a blackout when voltage returns to the port or starboard 440V main switchboards TP2F or TP1F. I tem Designation Loop I tem Cubicle Time CLG4A LD compressor 1 1276 CLG4AAT 1 CLG4B LD compressor 2 1277 CLG4BAT 1 CLGECH Gas heaters 1261 CLGECHAT 2 CLG5A HD compressor 1 1278 CLG5AAT 5 CLG5B HD compressor 2 1279 CLG5BAT 5 2.2.8 Preferential Tripping and Sequential Restart - Page 3 of 3 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.9a TransitionaI Converter and Switchboard Distribution QF1 Battery Circuit Breaker Box Battery nterlock Q4S Q5N Fuse Fuse Q3BP Transformer T22 440/400V 40kVA Transformer T30 400/230V 30kVA Galaxy PW 30kVA UPS Auxiliary Cubicle Static Bypass Module Manual Bypass QET1 TET1 Engine Room Transitional Lighting Switchboard 1 QET2 TET2 Engine Room Transitional Lighting Switchboard 2 QET3 TET3 Forward Transitional Lighting Switchboard QET4 TET4 Transitional Switchboard Q01ETA 230V Lighting Feeder Q02ETA 230V Lighting Feeder Q03ETA 230V Lighting Feeder Q04ETA 230V Lighting Feeder Q05ETA 230V External Lighting Feeder Q6ET CAC701 Lift Machinery 230V Lighting Q7ET SMA Engine Call System and General Alarm Board Q8ET TWF Main Walkie Talkie Unit
TWEA Walkie Talkie and Paging System Socket Q9ET SCNA Anti ntrusion Main Panel Q12ET 101MSP08 Wheelhouse Electrical Room Emergency Fan SF004 Q13ET NNMT Whistles Signal Controller Q14ET NNMT Air Whistle Emergency Valve Q15ET 101MSP05 Cargo Control Room Emergency Fan SF003 Q16ET TSAD Cargo Room Deck Access Q17ET TTNA Ship/Shore Link Main Board Q19ET DDG3A Accommodation Duct Keel Oxidiser Gas Detection Rack 1 Q20ET PTRCR01 Bow Thruster Cabinet Rectifier Transformer Q21ET MSNMT Steering Gear Main Control Panel Rectifier Q22ET HPJB1 Galley Hi Fog Junction Box Q23ET Accommodation Duct Keel Oxidiser Gas Detection Rack 2 Spare Spare Spare Rectifier nverter 440VAC Supply From Emergency Switchboard TPFS Breaker QFS202 230VAC Supply From Emergency Switchboard TPES Breaker QF200ES Q10ET MSNMT Magnetic Compass Lighting Q11ET NPNMT Navigation and Signalling Lights Q18ET DDG1 nsulated Spaces Gas Detection Control Box Author's Note: UPS Layout To Be Confirmed 2.2.9 UPS and Battery Systems - Page 1 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.9 UNI NTERRUPTI BLE POWER SUPPLI ES AND BATTERY SYSTEMS I ntroduction The vessels essential consumers are fed froma number of uninterruptible power supply (UPS) units and battery systems as follows: The 230VAC transitional converter CCET and switchboard located in the whelhouse electrical technical room. The starboard and port propulsion motor UPS units, UPS1MPE and UPS2MPE. UPS1MPE is located in the starboard converter roomwhile UPS2MPE is in the port converter room. The four diesel generator UPS units DG1S, DG2S, DG3S and DG4S. UPSDG1 and 2 are located in the starboard main switchboard electrical roomwhile UPSDG3 and 4 are located in the port main switchboard electrical room. The IAS is fed fromthree independent UPS units, the forward IAS UPS1A located in the forward deck area, the aft IAS UPS2A located in the starboard cargo electrical equipment roomand the aft IAS UPS2B unit in the port cargo electrical equipment room. The starboard and port 24VDC engine roomrectifier/chargers, RB1 and RB2. RB1 is located in the starboard main switchboard roomand RB2 in the port main switchboard room. The emergency switchboard rectifier/charger RBE located in the emergency switchboard room. The emergency generator starter. A separate 24V battery and charger systemhas been provided in the emergency generator roomfor the emergency generator starting arrangements. The navigation UPS unit UPS46 in the wheelhouse electrical technical room. The public address UPS unit, HAD. The radio/GMDSS equipment. These are backed up by a dedicated GMDSS battery/UPS system. The port and starboard lifeboat batteries and chargers. The UPS units ensure a smooth uninterrupted transition to a battery backed power supply in the event of a failure of the vessels main or emergency supplies. 230VAC Transitional Converter and Switchboard CCET Manufacturer: MGE UPS Systems Type: ?? Input: 440VAC, 60Hz, 3 phase and 230VAC, 60Hz, 3 phase Power rating: ??kVA Output voltage: 230V AC (total) Batteries Manufacturer: ?? Type: ?? Capacity: ?? Voltage per cell: 12V DC Number of cells: ?? The transitional converter and switchboard CCET consists of 230VAC distribution board backed up by two 400V battery banks, bank A and bank B (Check). The battery banks are located in the battery roomon the port side of deck 6 between frames 50 and 52 and the converter and switchboards are located in the wheelhouse electrical room. The batteries are normally on a floating charge with the UPS being fed fromthe 440V emergency switchboard TPFS (breaker QFS202). The 440V is transformed down to 400V before being rectified and then inverted. The 400V AC then passes into an auxiliary cubicle where it is transformed down to 230VAC to supply the load. A second 230V supply fromthe emergency 230V switchboard (breaker Q200ES) is also provided in the auxilliary cubicle and is interlocked with the 230V feed fromthe UPS unit. Under normal conditions the 230V supply fromthe UPS unit will supply the consumers. The 230V supply fromthe 230V emergency switchboard enabling the possibility of totally isolating the UPS unit whilst still maintaining supply to the transitional switchboard consumers. In the event of mains failure, the battery banks will supply the load via the inverter. Upon recovery of mains power, the battery charge cycle takes place in two steps: Step 1: The battery is recharged at a constant current limited to 1/10th of the battery capacity specified for a 10 hour discharge. The DC voltage increases with the battery charge until the charge level is reached. Step 2: The battery is recharged at constant voltage equal to the charge level (maximumvalue 463V). The charging current gradually decreases until reaching a specified low value (floating charge). The switchboard supplies equipment such as transitional lighting, steering gear and bow thruster control panels, wheelhouse propulsion remote control and other navigation equipment. A layout of the transitional converter switchboard and the equipment supplied is shown in illustration 2.2.9a. Electric Propulsion Motor UPS Units UPS1MPE and UPS2MPE Manufacturer: MGE UPS Units Type: ?? Input: 230VAC, 60Hz, 1 phase Power rating: ??kVA Output voltage: 230VAC The electric propulsion motor UPS units consist of two separate units, UPS1MPE and UPS2MPE, each having a main 230V supply and a 230V battery bank. The main 230V supply for the starboard propulsion motor UPS (UPS1MPE) is fromthe 230V switchboard TE130 (breaker 23E130) and the main 230V supply for the port propulsion motor UPS (UPS2MPE) is from the 230V switchboard TE230 (breaker 22E300). UPS1MPE is located in the starboard converter roomwhile UPS2MPE is in the port converter room. The 230VAC supply is rectified and inverted before passing through an isolation transformer to feed the consumers. In the event of loss of the main 230V supply the battery bank will be connected and will supply the UPS consumers with 230VAC via the inverter. Diesel Generator UPS Units DG1UPS, DG2UPS, DG3UPS and DG4UPS Manufacturer: MGE UPS Units Type: Pulsar Extreme 3kVA Input: 440VAC, 60Hz, 2 phase Power rating: 3kVA Output voltage: 230VAC The diesel generator UPS units consist of four separate UPS units, UPSDG1, UPSDG2, UPSDG3 and UPSDG4. Each UPS unit has a main 440V supply and a 230V battery bank. The main 440V supply for UPSDG1 and UPSDG2 is from the 440V engine roomdistribution starboard emergency switchboard PFS110 (breakers Q4FS110 and Q5FS110). The main 440V supply for UPSDG3 and UPSDG4 is fromthe 440V engine roomdistribution port emergency switchboard PFS210 (breakers Q4FS210 and Q5FS210). UPSDG1 and 2 are located in the starboard main switchboard electrical roomwhile UPSDG3 and 4 are located in the port main switchboard electrical room. 2.2.9 UPS and Battery Systems - Page 2 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V The 440VAC supply is transformed down to 230V before being rectified and then inverted. The 230VAC then feeds the load. In the event of loss of the main 440V supply the battery bank will be connected and will supply the consumers with 230VAC via the inverter. I AS UPS Units I ASUPS1A(forward I AS UPS 1), I ASUPS2A (aft I AS UPS 1) and I AS UPS2B (Aft I AS UPS 2) Manufacturer: MGE UPS Units Type: ?? (IASUPS1A), ?? (aft IASUPS1 and aft IASUPS2) Input: 230VAC (IASUPS1A), 440VAC (aft IASUPS1 and aft IASUPS2) Power rating: ??kVA (forward IASUPS1A), ??kVA (aft IASUPS1 and aft IASUPS2) Output voltage: 230VAC ?? Starboard and Port Main Switchboard Thyristor Rectifiers RB1 and RB2 Manufacturer: Benning Input: 440VAC, 60Hz, 3 phase Rating DC 24V continuous Type: Thyristor rectifier type Thyrotronic III Output voltage: DC 24V (total) Batteries Manufacturer: Sonnenschein Rating/capacity (each): 12V 115Ah (3 banks of 2 cells each to give a total of 24V 345Ah) Type: Lead acid sealed maintenance free Model: Maintenance free dryfit A500 Floating voltage: 27.3V The starboard and port main switchboard thyristor rectifiers consist of a thyristor rectifier unit type D440 G24/160 BWru-Dtg (24VDC/160A). The units are fed with a 440VAC 3 phase supply, the starboard engine roomunit RB1 is fed fromthe 440V engine roomdistribution starboard emergency switchboard PFS110 (breaker Q2FS110) and the port engine roomunit RB2 is fed fromthe engine roomdistribution port emergency switchboard PFS210 (breaker Q2FS210). RB1 is located in the starboard switchboard roomon the engine room2nd deck and RB2 is located in the port switchboard roomon the engine room2nd deck. The 440VAC is transformed and rectified to supply the load with 24VDC. The thyristor rectifier is connected to a 24V battery unit consisting of three blocks of batteries, two 12V batteries in each block, connected to give 24V output. The batteries are located in the bottomof the two rectifier cabinets. The batteries are on a floating charge with the load being supplied fromthe main 440V supply. In the event of the loss of the 440VAC input, the battery unit will automatically take over supplying the load. RB1 provides the control voltage for the 440V main switchboard TP1F, the 6.6kV main switchboard TP1HT and the 440V cargo switchboard TPCF. It also supplies the 24VDC for the vessels dampers and the quick-closing valves cubicle. RB2 provides the control voltage for the 440V main switchboard TP2F and the 6.6kV main switchboard TP2HT. It also supplies the 24VDC for the vessels dampers and the steering gear alarmunit control. Emergency Switchboard Thyristor Rectifier RBE Manufacturer: Benning Input: 230VAC, 60Hz, 3 phase Rating DC 24V continuous Type: Thyristor rectifier type Thyrotronic III Output voltage: DC 24V (total) Batteries Manufacturer: Sonnenschein Rating/capacity (each): 12V 60Ah (2 blocks of cells to give a total of 24V 60Ah) Type: Lead acid sealed maintenance free Model: Maintenance free dryfit A500 Floating voltage: 27.3V The emergency switchboard thyristor rectifier consists of a thyristor rectifier unit type D230 G24/30 BWru-Dtg (24VDC/30A). The unit is supplied with 230VAC fromemergency 230V switchboard T70ES (breaker Q870ES). The 230VAC is transformed and rectified by the rectifier module to supply the load with 24VDC. The rectifier also supplies a 24V battery unit consisting of two maintenance free sealed 12V batteries located in the bottomof the rectifier cabinet. The batteries are normally on a floating charge with the load being supplied from the main 230V supply. In the event of loss of the 230VAC input, the battery unit will automatically take over supplying the load. RBE provides the control voltage for the 440V emergency switchboard TPFS. Emergency Generator Starting Batteries and Charger Battery Charger Manufacturer: ?? Rating: ?? Model: ?? Input voltage: 230V AC ?? Output voltage: 24V DC ?? Equalising voltage: ?? Floating voltage: ?? Battery Manufacturer: ?? Rating/capacity: ?? Type: Gel type Model: ?? Voltage (nominal): 12V (two batteries connected to give 24VDC) These batteries are charged froma battery charger located in the emergency generator room. The 24V charger is fitted with an ammeter and voltmeter to monitor the charging supply. The charger is automatic in operation with floating and equalising charging modes, indicated by lamps on the front panel. If the battery is discharged, the charger automatically transfers to the equalising mode and rapidly charges the battery. As soon as the battery becomes fully charged, it reverts to a floating charge. The charge performed after the recovery froma power interruption is controlled by the automatic control system, which protects the battery and charging circuits fromexcess current. The mode may also be manually selected via a toggle switch on the front panel. The charger is fitted with a battery low voltage alarmwhich will raise an alarmvia the emergency generator local control panel in the event of any abnormal conditions. Charger failure alarms are also raised via the generator control panel. 2.2.9 UPS and Battery Systems - Page 3 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.9b Navigation UPS Unit, UPS46 QF10 Battery Static Bypass Module Q1ET46 Manta 2300 ECDS Console Display No.1 and Processor Q2ET46 Manta 2300 ECDS Console Display No.2 and Processor Q3ET46 Manta 2300 Radar Display and Processor No.1 Q4ET46 Manta 2300 Radar Display and Processor No.2 Q5ET46 Gyro Supply and nterface No.1 Q6ET46 Gyro Supply and nterface No.2 Q7ET46 Rudder Angle AC/DC Power Supply Unit Q8ET46 BAS and WAS Power System Rectifier nverter 230VAC Supply From 230V Switchboard TES46 Breaker Q1ES46 Navigation UPS Unit UPS46 solation Transformer TFO 230/230V 5kVA Q9ET46 Echo Sounder Display Unit No.1 Q10ET46 Echo Sounder Display Unit No.2 Q11ET46 SSAS AC/DC Power Supply Unit Q12ET46 Satcom Fleet 77 Power Supply Q13ET46 Satcom Mini M AC Power Supply Q14ET46 AS Power Supply Q15ET46 BATOS System Junction Box Q16ET46 Autopilot System Q17ET46 Sal Log T2 Electronic Unit Q18ET46 Log Processing Unit Q19ET46 Sal Log R1 Electronic Unit Q20ET46 25kW Band Receiver QSP2 Spare Q17ET46 Spare Authors Note: Confirmation of the UPS Iayout required 2.2.9 UPS and Battery Systems - Page 4 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Navigation UPS, UPS46 Manufacturer: MGE UPS Units Type: ?? Input: 230V AC, 60Hz, 1 phase Power rating ?? Output voltage: 230V AC The navigation UPS unit UPS46 is supplied with a main 230V supply and a 230V battery bank. The main 230V supply is fromthe wheelhouse emergency 230V switchboard TES46 (breaker Q32ES46)). The UPS unit is located in the wheelhouse electrical equipment room. The 230V AC supply is rectified and inverted before passing through an isolation transformer to feed the consumers. In the event of loss of the main 230V supply the battery bank will be connected and will supply the UPS consumers with 230V AC via the inverter. Public Address UPS, HAD Manufacturer: ?? Type: ?? Input: 230VAC, 60Hz, 1 phase Power rating ?? Output voltage: ?? Authors Note: Items in red italic writing to be confirmed during ship visit.
2.2.9 UPS and Battery Systems - Page 5 of 5 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V IIIustration 2.2.10a Cathodic Protection System 150A Anode (Port) Remote Monitoring Panel (n Engine Room) Aft Electric Panel 440V Supply From 440V Engine Room Switchboard PF330 Way Q6F330 440V Supply From ??? Forward Electric Panel Reference Cell (Port) Reference Cell (Starboard) Reference Cell (Port) Reference Cell (Starboard) Reference Vendor Manual: N32 140 T101 - Marmipress mpressed Current Cathodic Protection System Aft System Schematic Wiring Forward System Schematic Wiring 150A Anode (Starboard) 125A Anode (Port) 125A Anode (Starboard) Panel Detail To Be Added Panel Detail To Be Added Panel Detail To Be Added Steering Gear Room Aft Dry Compartment Water Ballast Tank Engine Store Elec. Room Master Conf. Room Senior Off. Officer Lounge Archive Galley HVAC LO Tank Tech. Room Engine Room Electric Motor S.C Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Cargo Tank No. 3 Cargo Tank No. 4 C o ff e r d a m C o ff e r d a m C o ff e r d a m C o ff e r d a m C o ff e r d a m Deck Store Cargo Tank No. 2 Cargo Tank No. 1 Bosun Store Rope Store Heavy fuel Oil Storage Tank MDO Transfer Pump Room Bow Thruster Room Fore Peak Crew Lounge Officer CCR ECR Crew Library Gym Cargo El. Equip. Cargo Swbd. Room W/House Dk 7 Dk 6 Dk 5 Dk 4 Dk 3 Dk 2 Dk 1 Main Dk Flat 3 Flat 2 Flat 1 Rudder Stock Bonding Shaft Slip Ring Brush Assembly and Monitoring Unit Reference Cell Located at Frame ?? Reference Cell Located at Frame ?? 150A Titanium Anodes Located at Frame ?? 125A Titanium Anodes Located at Frame ?? Aft Electric Panel nput: 440V AC, 60Hz Located at ?? Remote Monitoring Panel Forward Electric Panel nput: 440V AC, 60Hz Located at ?? 2.2.10 Cathodic Protection System - Page 1 of 3 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V 2.2.10 CATHODI C PROTECTI ON SYSTEM Cathodic Protection Equipment Manufacturer: Azienda Chimica Genovese. Type: Impressed current, Marimpress ICCP 300A and Marimpress 250A Power supply: AC 440V, 60Hz, Main Components 2 electric (monitoring) cabinets (1 forward, 1 aft) 4 titaniumanodes ( 2 x 125A forward port and starboard, 2 x 150A aft port and starboard) 4 reference cells (2 forward port and starboard, 2 aft port and starboard) 1 remote control panel 1 shaft slip ring assembly and monitoring panel 1 rudder stock earthing assembly I ntroduction The vessel is provided with two separate Impressed Current Cathodic Protection (ICCP) system, one forward and one aft. This method of corrosion protection automatically controls electrochemical corrosion of the ships hull structure below the waterline. Cathodic protection can be compared to a simple battery cell, consisting of two plates in an electrolyte. One of the battery plates in the electrolyte will waste away through the action of the flow of electrical current, if the two battery electrodes are connected electrically. When two metals are immersed in sea water, which acts as the electrolyte, one of the metals acts as the anode and will waste away. Which metal, in any pair, acts as the anode depends upon their relative positions in the electrochemical series but steel will act as an anode to copper, brass or bronze. The strength of the electric current generated in the corrosion cell, and hence the rate at which wastage takes place, depends upon the metals involved and the strength of the electrolyte. If a third electrode is added to the cell and current is forced to flow, the third electrode acts as the cathode and the old anode will act as the new cathode. This is how an impressed current cathodic protection systemfunctions. When a vessel is fitted with ICCP, the hull steel is maintained at an electrical potential more negative that the surrounding sea water. For this reason, loading and discharging terminals normally comply with the ISGOTT Recommendation 20.6, Earthing, Bonding and Cathodic Protection. This states, referring to IMO recommendations for the safe transport, handling and storage of dangerous substances in port areas, that ship/shore bonding cables should be discouraged. Hence, high currents that can occur in earthing cables and metallic connections are avoided. These are due to potential differences between ship and terminal structure particularly due to the residual potential difference that can exist for up to 24 hours after the shipboard ICCP has been switched off. These terminals usually utilise insulating flanges on hose connections to electrically isolate the ship and terminal structure. During preparations for berthing at terminals where such insulation is not employed, or where earth connections are mandatory by local regulation, or when bunker barges come alongside, the ICCP should be switched off at least 24 hours in advance. Fresh Water Operation When the vessel enters a river estuary, the fresh or brackish water may limit the spread of current fromthe anodes, due to the higher resistance of the water. Normally, the voltage output increases to compensate for this and would be accompanied by very low current levels and the reference electrode potentials may indicate under-protection. However, in this system, the output is adjusted automatically and the systemreturns the hull to the optimumprotection level when the vessel returns to sea water. (Confirm) Principle of Operation Protection is achieved by passing low voltage DC current between the hull metal and anodes, insulated fromthe hull, but in contact with the sea water. The electrical potential of the hull is maintained more negative than the anodes, ie, cathodic. In this condition corrosion is minimised. Careful control is necessary over the flow of impressed current, which will vary with the ships speed, salinity and temperature of the sea water and the condition of the hull paint work. If the potential of the hull is made too negative with respect to the anode, then damage to the paint filmcan occur electrolytically or through the evolution of hydrogen gas between hull steel and paint. The systemon this vessel controls the impressed electrical current automatically to ensure optimumprotection. Current is fed through titaniumanodes situated port and starboard on the ship. Fixed zinc reference electrodes, port and starboard, are used to compare the potential of the hull with that normally found between unprotected steel and zinc electrodes. Sufficient current is impressed via the anodes to reduce this to a level of between 200 and 220mV. Operation Once the unit is switched on, the units transformer rectifier converts the ships 440V AC supply to a low voltage, finely controlled DC current. The DC positive is connected to the anodes and the DC negative is connected to the ships hull. The systemis completely automatic in normal use. In the normal operating mode the display will show the following readings: Anode current and voltage Reference cell millivolt reading The systemshould be regularly monitored and the readings taken once a day. Electrical I nstallation The systemconsists of two electrical (monitoring) cabinets and one remote monitoring panel. The electrical cabinets, one forward and one aft, are wired to port and starboard reference electrodes and port and starboard anodes. The cabinets are also equipped with facilities to raise an external alarmto give warning of any systemabnormalities, via the main alarmand monitoring system.
The forward systemis fed fromNo.2 440V switchboard feeder section, via breaker number P-2M-10. The aft systemis fed fromengine room440V distribution switchboard PF330, via breaker number Q6F330. Propeller and Rudder Stock Earthing To avoid electrolytic corrosion of the propeller shaft, a slip ring is clamped to the shaft and is earthed to the hull via brushes. A second set of brushes, insulated fromearth, monitors the shaft mV potential and this signal is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be cleaned on a regular basis. The shaft potential value should ideally remain below 80mV. The rudder stock is also earthed for protection via a 70mm 2 flexible earth cable between the deckhead and rudder stock to minimise any electrolytic potential across the bearings and bushes. Recommended Routine Checks Record the output current and all voltages on a daily basis Check the reference electrode voltage on a daily basis Check and clean the propeller shaft slip ring and brushes every week Inspect the rudder stock earth strap every month Return completed log sheets to the manufacturer for scrutiny every month Inspect and clean the electric cabinet cooling fans and grills every three months The anodes and reference cells must be externally inspected every dry dock period. The anodes are fitted with an insulating shield cover to prevent excessive local over-protection and the condition of this shield must be closely inspected at this time. Detailed instructions are available in the manufacturers manual. 2.2.10 Cathodic Protection System - Page 2 of 3 Gaz de France Machinery Operating Manual Issue: Draft 1 IMO NO. 9306495 SURYDO\V Anti-Fouling System Builders reference: SSS Manufacturer: Azienda Chimica Genovese Supply: 230V, 1 phase, 60Hz Authors Note: Details to be added when known 2.2.10 Cathodic Protection System - Page 2 of 3 Gaz de France