FP Automation1 (Jumbo)

M.V.
FAIRPARTNER
On Board Automation
UNFINISHED COPY...
Alex L. Armildez
© COPYRIGHT
© Copyright Pending 2006
All rights reserved. No part of this publication may be reproduced or transmitted in any
form or by any means , electronics or mechanical, including photography, recording or any
information storage or retrieval system, without permission in writing from the author. The
manual is distributed subject to the condition that it shall not, by way of trade or otherwise
circulated without the author’s prior consent in any form of binding or cover other than in
which it is published and without a similar condition, including this condition, being im-
posed on the subsequent reader.
FOR JUMBO SHIPPING B.V. CIRCULATION ONLY
Page 2
Table of Contents
Foreword / Introduction ……………………………………………………………………………………… 4
Main Engine ………. ………………………………………………………………………………………... 6-7
The Governor ………. ………………………………………………………………………………………. 8
The Temperature Controller…….……………………………………………………………………………. 9
The Auxiliary Blower. ………………………………………………………………………………………. 9
The Automatic Back-Flushing Filter...………………………………………………………………………. 9
The Resistance Thermometer and Pressure Transmitter…….………………………………………………. 10
The Central Automation of Main Engine……………………………………………………………………. 11
The NiCr-Ni Thermocouple….………………………………………………………………………………. 12
The Oil Mist Detector.. ………………………………………………………………………………………. 13
The Reduction Gearbox ………………………………………………………………………………………. 13
The Control Pitch Propeller...…………………………………………………………………………………. 14
The Bow Thruster……. ………………………………………………………………………………………. 15
The Steering Gear……. ………………………………………………………………………………………. 15
The 3750Kva Alternator………………………………………………………………………………………. 17
The Auxiliary Generator...……………………………………………………………………………………. 18
The Emergency/Harbour Generator..…………………………………………………………………………. 20
The Main Switchboard. ………………………………………………………………………………………. 21
The Flowcharts of Blackout/Standby Function ………...……………………………………………………. 22-28
The Inverter System…. ………………………………………………………………………………………. 29
The Alarm Monitoring and Control..…………………………………………………………………………. 30
The Heavy Lift Mast Crane 900T.……………………………………………………………………………. 31-36
Thermal Oil Plant …………………………………………………………………………………………….. 37
Level Transmitters…………………………………………………………………………..………………… 38
The Oil Separators…………………………………………………………………………………………… 40
The Mooring And Anchor Winches…………………………………………………………………………. 41
The Fire Alarm System ……………………………………………………………………………………… 42
The Incinerator………………………………………………………………………………………………. 43
The Air Conditioning and Air Handling ……………………………………………………………………. 44
Freshwater Production ……………………………………………………………………………………… 45
Page 3
FOREWORD
This manual is for those who want to learn the automation system of the vessel espe-
cially for the engineers who will serve and take care of the vessel during his tour of duty. The
contents of this manual was not exactly as accurate as can be but nearly accurate and informative
to the reader.
The initiative of creating this manual has been conceptualized due to the interest of most
Engineers I work with to learn how the systems work especially those aspiring engineers and
new technicians. This I hope will help the people who are interested to learn about the automa-
tion not only with this vessel but also in other industry that the automation is applied.
All the subject contains in this manual are those with concern with automation, electri-
cally and electronically by way of Programmable Logic Controller (PLC) where this new tech-
nology is the most commonly used in new ship building at the time of this manual was created.
The computer technology is applied in the system in which a program is made to satisfy the op-
eration of the equipments based on the specifications of the clients. Programming of the PLC is
not included in this manual since that task is for the persons who specialized in that field. The
software of the PLC’s are already modified, tested and satisfied the requirements of the equip-
ment. When a problem arises in the system in which a defective hardware is not involve, reboot-
ing of the system is the most commonly way of fixing the problem. Rebooting of the system,
means to re-start or hard-reset of the micro processor to initialized the program.
Most of the main equipment on board are controlled through the PLC for automation.
They are the Main Engine automation, the main switchboard automation that includes the power
generation or the alternator, the alarm monitoring and control, auxiliary engine automation, the
steering gear control, the 900 tons cranes, control pitch propeller and the anti-heeling system.
Some information in which not elaborated in this manual are not readily available on
board and I suggest to the reader to read the manual on board for further and more detailed infor-
mation of the concern equipments.
This will not be possible without the approval and encouragement of Chief Engineer
Oege Monsma who also give suggestion and technical information regarding ship’s engineering.
Some pictures contains in this manual are taken on the actual location and installation
on board in which not taken professionally, I’m sorry for that.
Page 4
THE VESSEL
The vessel is a 14,672.52 GRT although the design is complied on a Dutch standard but it was built in Romania
that was released from the shipyard in 2004. Specially design for heavy lift cargo with two 800 tons crane that was
modified to 900 tons in 2006 at Rotterdam. With an overall length of 144.21 meter and 26.50 meter breadth and a
depth of 14.10 meters. An Unmanned Machinery System
(UMS), two 4320 kW, 750 rpm main diesel engines and a
controllable pitch propellers propelled this vessel with a
1400 kW bow thruster controllable pitch for a convenient
maneuvering capability. 17.2 knots speed was recorded
during the sea trials and it was proven since then. The
cargo hold has an adjustable tween deck for various sizes
of cargoes and a pontoon type hatch covers which is also
available for a long heavy cargo. A unique vessel of its
kind in the whole world aside from her sister ship the M/V
Jumbo Javelin.
The 1,740 tons J–lay pipe laying machine is the heaviest

cargo that was lifted by the cranes recorded in 2006. The
machine was loaded in Rotterdam and unloaded successfully in the offshore of Gabon Africa.
Kahn Scheepvart B.V.

Page 5
THE MAIN ENGINE
Two Main Diesel Engines is the main propulsion. They are 9 cylinder,
medium speed, four stroke, turbo charged, 750 RPM, 4320kW feeds by
heavy fuel oil (HFO). The automation controls are mainly through
PLC. The sensors in different location in the engine are feed through
the terminal box in the engine side and runs into the Main Control
Cabinet located at the Engine Control Room where the Electronics
devices are installed. Those engine data is collected through PLC and
distributed through Ethernet in which the COCOS computer and the
engine operating panel are connected. Those data is also feed through
Modulation Bus (MODBUS) into the Alarm Monitoring and Control
(AMC) system where all the data can be visualized through SCADA.
Fig.-Main Engine
The engine room control desk where the two

Engine Operating Panels, each one for port side and
starboard side main engine was installed. The
Telegraph or the control levers at the center is for
controlling of the pitch of each propeller through two
small levers. Including in the desk are the signaling
lamps of the various equipments needs by the main
engine and some pushbutton switches for
acknowledging and resetting of the alarms generated
by the engine. The replica of this can be found in the
bridge and in port side and starboard side bridge
wing. Fig.-Engine Control Desk
The Engine Operating Panel where the monitoring and control

of the engine is accessible to the operator. The engine data
gather and process by the engine-PLC is being feed in to the
screen in which the operator relying the status of the engine.
Starting and stopping can be done through the feather touch
keyboard of this panel. All alarms generated occurred in this
panel also send to the AMC-PLC the overall alarm monitoring
system. Engaging and disengaging of clutch can also be
controlled in this panel. The interconnection to the engine PLC
is through Arcnet, a system of computer connection that
regulates the data bus by using the coaxial cable.
The local monitoring panel equipment located at the engine side is for
the monitoring of temperature especially for the exhaust gas of each
cylinder and turbocharger the can be visualized digitally through a
seven segment display. The switching for local and remote control is
accessible in this panel and the manual speed setting. The circular
image in the center is the speed indicator through red LED’s with the
graduation of 0-1000 rpm. Starting and stopping is also possible in this
panel though pushbutton on the side. Indication lamps are for warning
sign to the operator.
Page 6
Main Engine
3750 kVA alternator
Reduction gear
Pitch Propeller
The SCADA’s graphical representation of the main engine data that was collected by the engine PLC and process by the
AMC-PLC, those for the reduction gear and alternator are directly monitored by the AMC-PLC.
The Pneumatic Control (right photo) for starting and

stopping of the engine is supplied by more or less 7.5 bar
compressed air that controls the main starting valve.
Solenoid valves are the actuators used in the sequence of
operation that the command signal to energize the coil is
came from the output of the PLC. This function from PLC
is only possible if some of the criteria have to be satisfied
according to the program. (Ex. Pre-lube oil pressure,
turning gear engaged etc.) If the automation system is
disable the starting and stopping can be done through their
respective valve where a mechanical pushbutton of pilot
valve is accessible. The big solenoid valve in black is for
slow start sequence. Pressure switches are installed for
the digital input to the PLC for verification if the solenoid
valves were activated.
The Turning Gear used for the internal maintenance of the main
engine, especially for inspection of crankshaft and bearings. If this is
connected to the flywheel the starting of the engine is disable. The
pneumatic valve when trigged at gear engage condition, the control
in the pneumatic for starting is blocked and it also trigged a limit
switch that serves as a digital input to the PLC and processed by the
program to inhibit the starting and giving an indication in the
SCADA. Indication of gear engaged can be visualized from the local
control panel.
Page 7
The terminal box, pneumatic connection box and
the local control panel are shown in the left photo.
The lower box (gray color) is the terminal box
where all the sensor cables terminated. The box in
green color is for the pneumatic valves and fittings
for the pressure sensors and the silver color box is
the local monitoring and control panel as
represented in the previous picture in which the
pressure gauges is also installed. Inside of this box
you could be able to find various pressure
transmitter and pressure switch for the needed input
to the PLC. A dynamic calibration of the pressure
sensor is done in this location. (See the open box
photo at right)
The Governor Actuator, this actuator is controlled by the electronic

processor which is located in the control room. The primary signal that
controls this unit is from the speed pick-up located in the flywheel of the
main engine. There are two speed sensors in used depending on the
parameter setting which is one is active and the other is for back-up in case
of the failure of active speed pick-up. The shaft of this unit is linked to the
fuel oil injection pumps to regulate the rated speed of the main engine
which is 750rpm. Inside this actuator is a feedback sensor send into the
electronics controller. In the right side box, there are 3 inductive sensors
inside that generates a 4...20mA signal for the determination of percentage
of fuel admission and the suppression of alarms.
The Speed Pick-Up, this device is supplied by 24vdc and gives a

pulse voltage signal when the tooth of the flywheel passed to the
tip of this sensor. There are 5 pieces installed, 2 for the speed
feedback to the governor controller as stated above, 1 for engine
control as signal for starting sequence and indication in different
locations, 1 for safety as an over-speed sensor that could
automatically stop the engine and one for engine control slow
turn. They are installed in group near the flywheel with a 1mm to
1.5mm air gap from the teeth of the flywheel. Except with the
sensor for the governor which is connected directly to the
electronics controller the rest is connected to frequency-current
converter with a 4..20mA and digital output for the PLC.
The Electronics Governor Controller, the name could

explain a lot. Status of the systems can be seen through seven
segment indication and LED’s that can be easily determine the
problems or error in the system. A handheld programmable
controller is used for changing of the parameters and error
handling that can be connected to the unit. The unit is
interconnected to the engine PLC for data gathering of the
governor system that need by the engine control and for
alarms. The supply voltage is a 24vdc with a back-up from the
inverters. This unit is located at the “Engine Safety Cabinet”
in the control room with their respective port side and
starboard side engine. Error and failure of the system alarm is
send to the AMC-PLC.
Page 8
The Temperature Controller (Fig.1) is a programmable controller in which the setpoint, parameters and the cycle of
program can be changed. The read out of the temperature of the medium can be seen in the upper digital display and the
setpoint in the middle and the lower display is for the status of the controller. A digital input to the controller is necessary
to change the mode of operation to start a process according to the program. Resistance thermometer or Pt-100 is the
sensing device as a reference for controlling The Actuator (Fig.2) by
opening and closing the valve where the heating or cooling medium is
needed for a certain unit that needs to regulate the temperature. This
actuator is a reversible motor driven device operates on 230vac, equipped
of limit switches to stop the motor in the fully open and fully close position
of the valve. An alarm
is generated to the
AMC-PLC (DI) when
the units failed. A
potentiometer is
available inside for use
as position indicator
signal if necessary. One
main engine has 5 of
this; they are for lube oil
cooling, high
temperature cooling
water, charge air pre-
heating, low
temperature cooling and Fig.2– The Actuator
for high temperature
cooling water pre- Fig.1– Temperature Controller
heater.
The Auxiliary Blower is use to help the turbocharger to increase the

charge air pressure during low load. It is automatically started
through the output signal from PLC to energize a relay that close a
contact that connected to the starting circuit of the electric motor in
the starter panel, and at the same time to energize the solenoid for
starting relief valve. The output from the PLC is only possible if the
load of the main engine is below 25 percent and the charge air
pressure is below 0.6 bar. During this condition the charge air blow-
by valve and charge air blow-in valve are also energized. The load of
the main engine is determine by the speed of the turbocharger through
the frequency-current converter that send a 4..20mA signal to the
analog input and process by the program of the engine-PLC.
The Lube Oil Automatic Back Flushing Filter works when the
increasing pressure at the inlet due to the contamination of in
service filter detected by the differential pressure, a back-
flushing cycle is initiated. When the cycle starts the geared
motor start and the change–over plug rotates from the chamber
held in reserve to the filter chamber to be cleaned. Connection to
the reserved chamber with clean element cause the differential
pressure reduces to acceptable level. The rotation stopped when
the plug is in placed and trig the limit switch in cam plate, then
the solenoid valves energized and a compressed air between 4
and 10 bar passes to the discharge valve shaft. Eventually the
discharge valve open and the sludge go to the collecting tank.
Page 9
The Resistance Thermometer or the Pt-100 with the range of 0-120ºC are the commonly use sensing device for the
temperature controller. The use of this device is not limited to the controller; it is also use in the various point of the main
engine to monitor the temperature of the medium. The changes of the resistance of the sensor that send to the analog input
of the PLC and then process by the program to convert that to an information that can be visualized from the SCADA in
decimal figure as the value of temperature of being monitored. Through the setpoint that was set to the software, the alarm
is raise if it is low or a high
temperature. A slowdown and
a shutdown of the main
engine is also influenced by
the program especially the
turbocharger lubrication oil
temperature outlet high, the
HT cooling water outlet
temperature high and the
engine lubrication oil temp
inlet high.
By means of the temperature calibrator, alarm can be tested. Since the

List of alarms using Pt-100
signal of Pt-100 is an analog, the alarm is
process by the software, by changing the
T ag. Nr. Description Signal type Sensor Nr. setpoint
setpoint is the convenient way of testing the
AI.812 FO temp engine inlet high/low Pt100 1T E5070 160/105 ºC
alarms as long as the sensor giving a good
AI.798 LO temp engine inlet high Pt100 1T E2170 070 ºC
readout at the SCADA computer. Also in this
AI.800 LO temp T /C outlet high Pt100 1T E2580A 100 ºC
computer the changes of setpoint is accessible.
AI.802 HT cool water temp eng inlet low Pt100 1T E3170 060 ºC
Simulation of temperature is possible through
AI.804 HT cool water temp eng outlet high Pt100 1T E3180 095 ºC
a decade resistance device or a temperature
AI.770 HT cool H2O temp chrg air cool in Pt100 1T E3168 120 ºC calibrator to check the integrity of the
AI.806 Nozz cool H2O temp eng inlet high Pt100 1T E3470 078 ºC electronics system (PLC). Be aware that
AI.810 LT cool H2O temp chrg air coolr in Pt100 1T E4170 100 ºC some Pt-100 uses a two or three wires to
AI.772 LT cool H2O temp chrg air coolr out Pt100 1T E4180 120 ºC connect to the electronics devices, so always
AI.814 T /C intake filter air temp Pt100 1T E6100 120 ºC refer to the diagram for a three wires sensor
AI.808 T /C charge air temp air coolr out hi Pt100 1T E6180A 062 ºC before a test must be done.
The Pressure Transmitter (Fig.1) is an electronic sensing devices

that convert the pressure of the vessel or a piping to 4..20mA that can
be feed to the analog input of the PLC. It is also called a pressure-
current converter. This milliamps signal is processed to a readable
figure in decimal form to the COCOS-PC and SCADA, in which the
value is also comparing to a configured setpoint, that will generates an
alarm or slowdown/shutdown of the main engine if the value becomes
equal. Several of these sensors are installed in group in the box of local
pressure gauge panel at engine side (Fig.2). One of this type with the
same appearance is a pressure switch used only for engine lubrication
Fig.1– Pressure Transmitter
oil that give a digital input to the
PLC to shutdown the main
engine if the pressure goes down to the shutdown level.
This type of pressure transmitter sensor can be calibrated if the reading is not giving
correct value (see method of calibration). If the calibration is no longer effective it
has to be replaced. Wire break and the sensor plausibility is being monitored by the
List of alarms using t he pressure transmitt er engine-
T ag Nr. Descript ion Signal t ype Sensor Nr. Setpoint PLC that
AI.778 LO Pressure low 4..20mA 1PT 2170 2.8 bar will raise
AI.780 LO pressure turbocharger 4..20mA 1PT 2570 1.1 bar the alarm
AI.782 HT cooling water pressure low 4..20mA 1PT 3170 1.8 bar to AMC-
AI.784 Nozzle cooling wat er pressure low 4..20mA 1PT 3470 2.8 bar PLC.
AI.786 LT cooling wat er pressure inlet low 4..20mA 1PT 4170 1.2 bar Fig.2– Pressure Gauge Panel
AI.788 FO pressure engine inlet low 4..20mA 1PT 5070 4.0 bar
Page 10
THE CENTRAL AUTOMATION OF MAIN ENGINE
The Programmable Logic Controller or the PLC (Fig.1) is

the central control of automation of the main engine, where all
the sensing devices connected and process by the program
suitable for the safety and efficient operation of the engine. A
24vdc supply powered the PLC including the sensors with a
back-up from the inverters.
The PLC system is composed of a processing unit module with

digital and analog input and output. Light Emitting Diode
(LED) is the indication that the input/output (I/O) is in high or
low except for the analog input signal. Due to the extent of the
number of the sensors involved, several I/O modules were
installed and some are in group. They are used for engine
control, safety system, speed control, alarm pre-processing and
the indications and control at the control desk. An analog Fig.1– PLC modules
inputs are the likes of 0-10v, -10..+10v 4..20mA, resistance
thermometer or Pt-100, and thermocouple. And the digital input is just an on/off switch, like; limit switch, inductive
proximity switch, pushbutton switch, micro-switch and etc...
Fig.2-EDS computer Wire break, over-range, under-range and the plausibility of
the sensor is also monitored by the program. Most of the
time when a problem occurs with the software of the PLC
can be remedied by rebooting the system or switching off
the power supply for at least 10 seconds, rebooting of
individual module which in “error” alarm is also possible by
disconnecting the supply cable from the terminal.
An Ethernet connection to various station or group of PLC is

used for inter-communication. The data gather by the PLC
for monitoring are also collected by the Engine Diagnosis
System (EDS) computer (Fig.2) through Ethernet in which a
stand alone program is installed and interfaced to a
Computer Control Surveillance-PC or COCOS-PC (Fig.4)
through a hub due to the two main engines for one COCOS-
PC. In this PC, graphical information and the value of
measured temperature and pressure can be visualized and diagnosed. Together with the system is another handhled
electronics device, the “Ignition Pressure Measuring Unit” for measuring the combustion pressure of each cylinder that
can be downloaded to COCOS-PC for diagnosis. Solving the problem of the software is also by way of rebooting.
A modulator bus or MODBUS serial communication interface is used to communicates from main engine PLC’s through
the RS232-RS422 converter to the PLC of the Alarm Monitoring and Control system (AMC) and collected by the System
Control And Data Acquisition (SCADA)-PC (Fig.3) through profibus cable for various controls and alarms and
visualization of data in graphical form.
Fig.3-SCADA computer
Fig.4-COCOS computer
Page 11
The NiCr-Ni Thermocouple has the capability of measuring
temperature up to 600ºC. A small amount of differential voltage
in millivolt is generated when the probe is exposed to a high
temperature media. The differential voltage is directly
proportional to the differential temperature, a commonly used in
measuring the temperatures of the exhaust gas of each cylinder of
the main engine including the inlet/outlet air temperature of the
turbocharger. This sensor is directly connected to the engine-PLC
then process to convert into the decimal form that can be
visualized in COCOS-PC and the SCADA (see graph below).
This value is being monitor and comparing to the setpoint created
during the configuration of the system in which an alarm is
generated when value overshoot the setpoint. A deviation alarm
will arise first before the exhaust gas high temperature alarm. It
will happen only when the average temperature is greater than the
minimum temperature and eventually slow down the main engine.
But before that, a pre-processing alarm will arises before reaching the level of the deviation to alert the engineers. This
sensor could not be calibrated; it has to be replaced when plausibility is not good.
List of alarms using the NiCr-Ni thermocoup le
There are three ways of alarm test of these
T ag Nr. Description Signal type Sensor Nr. setpoint
sensors. First is by subjecting to a high
AI.744 Exh gas temp cyl 1 high TC 1T E6570A 550 ºC
AI.746 Exh gas temp cyl 2 high TC 1T E6570A 550 ºC
temperature medium up to the setpoint by means
AI.748 Exh gas temp cyl 3 high TC 1T E6570A 550 ºC of temperature calibrator if available. Second is
AI.750 Exh gas temp cyl 4 high TC 1T E6570A 550 ºC by using a calibrator that has the capacity to
AI.752 Exh gas temp cyl 5 high TC 1T E6570A 550 ºC produce a voltage signal in millivolt and injected
AI.754 Exh gas temp cyl 6 high TC 1T E6570A 550 ºC to the analog input of the PLC or from the wire or
AI.756 Exh gas temp cyl 7 high TC 1T E6570A 550 ºC terminal with the sensor is connected. Third is
AI.758 Exh gas temp cyl 8 high TC 1T E6570A 550 ºC by changing the setpoint in the PLC through
AI.760 Exh gas temp cyl 9 high TC 1T E6570A 550 ºC SCADA as long as the plausibility of the sensor
AI.762 Exh gas temp cyl T /C inlet high TC 1T E6575A 565 ºC is still good. The third one is the easiest way to
AI.764 Exh gas temp cyl T /C outlet high TC 1T E65780 400 ºC test since the alarm is generated by the program
and it is not defending on the mechanical switch like microswitch.
SCADA’S graphic representation of deviation temperature of the exhaust gas Page 12

The Oil Mist Detector is an electronics device that use for the safety
of main engine if an excessive heat generates at the crankcase. The
unit takes air sample from the crankcase of individual cylinder, then
pass through the optical sensor of the unit. If the concentration of the
mist is increasing an alarm is raise to the AMC and if it is still
increasing up to the maximum level, the main engine will stop through
the signal of the PLC. A digital input to the PLC from this unit will
process the stoppage of the main engine and also a digital input for
failure alarm that eventually triggered the AMC-PLC optical and
audio alarm located in several places. Regular cleaning of the filter
the lens and the test of vacuum pressure in regular interval is needed
to maintain the reliability of the system.
Fig.1-Reduction Gear Box Reduction Gearbox (Fig.1) is a mechanical equipment where the
propeller shaft and the shaft of the alternator were coupled to the main
engine. The propeller shaft could be able to engage and disengage
through a clutch within the gearbox. The operation of clutch is controlled
by the hydraulic system through a solenoid commanded by the PLC as
required by the operator. Clutch control is necessary due to the 3MW
alternator is directly coupled to the gearbox, that when in port, more
power is necessary during cargo operation because of the 900 tons cranes.
The temperature in several point of the gear is monitored by another type

of resistance thermometers or Pt-100 (Fig.2) through AMC/SCADA.
Setpoint temperature was configured in the program of AMC-PLC, that if
it’s reach a certain level it will raise the audio and optical alarm. In this
system the Pt-100 is connected to a resistance –current converter that a
4..20mA signal is being process by the AMC-PLC. Since a Pt-100 could not be calibrated, it has to be replaced when at
fault. Test of the alarm is also by way of changing the setpoint through SCADA as long as the sensor is giving a good
reading. (See Fig.2– Pt-100 List of t emperat ure alarms
list of alarms) Ch. Nr. Description Signal t ype Set point
AI.424 Input shaft fwd bear temp high P t -100/4..20mA 080 °C
The hydraulics AI.426 Input shaft aft bear t emp high P t -100/4..20mA 080 °C
pressure is also AI.428 P inion shaft fwd bear t emp high P t -100/4..20mA 080 °C
monitored AI.430 P inion shaft aft bear t emp high P t -100/4..20mA 080 °C
AI.432 Out put shaft fwd bear t emp high P t -100/4..20mA 080 °C
through a
AI.434 Out put shaft aft bear t emp high P t -100/4..20mA 080 °C
4 . . 2 0 m A AI.436 T hr bear ahead t emp slodwn req P t -100/4..20mA 080 °C
p r e s s u r e AI.438 T hr bear ast ern t emp slodwn req P t -100/4..20mA 080 °C
transmitter and AI.440 P T O shaft fwd bear t emp high P t -100/4..20mA 080 °C
pressure switch AI.442 P T O shaft aft bear t emp high P t -100/4..20mA 080 °C
(Fig.3). Some AI.444 LO inlet t emp high P t -100/4..20mA 065 °C
of the pressure
switches connected to the digital input of the M.E.-PLC for clutch control signal and some standby function of electric
motor for oil pump when the required pressure becomes low. Since the pressure transmitter is delivering 4..20mA to the
analog input of the AMC-PLC, the test of alarm is the same way for analog input
List pressure input for reduction gear sensors, which is the
Ch. Nr. Description Signal type Setpoint change in the setpoint. But
AI.290 LO press gear inlet low 4..20mA 0.4 bar the pressure switch is
AI.292 LO press clutch low 4..20mA 22 bar different due to the
DI.48.0 LO filter diff press high Digital Input 1 bar mechanical microswitch is
DI.16.4 Standby LO pump start alarm Digital Input < 21 bar involved. A pressure
DI.150.1 Propeller clutch engaged Digital Input 23 bar calibrator is most useful
DI.150.2 Propeller clutch disengaged Digital Input < 23 bar for alarm test and for
verifying the setpoint. The setpoint of this can be adjusted in the sensor itself.
Fig.3– Pressure transmitters
Page 13
The Control Pitch Propeller is a hydraulic operated equipment that
propelled the vessel in various degrees of thrust. A set of two, 35kW
electric motor, drive the hydraulics pumps for each propeller (Fig.3). One
for the in service and one for standby in case of failure that will
automatically start to maintain the required pressure. Solenoid valves are
used to control the hydraulic pressure that needs to move the propeller in a
certain angle, either forward or reverse. The signal to the solenoid valves
are came from the electronics circuitry with a processor where a remote
control lever (Fig.1) is connected in which an operator used to propel the
ship. The lever is attached to a 2 kilo-ohms potentiometer connected to the
electronics card (Fig.2) and processed to command the solenoid valves.
Several remote control levers are installed in the wheelhouse, in the center, Fig.1-Control lever
SB wing, PS wing and one in the engine control room. Coupled to the
potentiometer is a dc motor that called a “shouter motor” that used to drive the other
levers that is not under command as an indication of the position of the lever.
The system needs several digital and analog signals needed by the software to
function properly. Like the clutch engage or disengage signal, the reduce load
signal when the main engine experienced an overloading, an analog input of
generator load for loading adjustment, a digital input that the generator is connected
to activate loading limitation, hydraulic oil pressure and the actual RPM of the shaft
of the engine which is not running for trailing mode function during the navigation.
Trailing mode is a condition where the angle of the propeller is automatically
adjusted with respect to the shaft rpm. This mode is necessary to reduce the
dragging of the propeller of the engine that is not running or in stop mode. A zero
pitch signal, a digital input from a limit switch is also very important for
engagement interlock to the main engine.
There are two modes of operations are possible, one is the follow-up (FU). In this
mode the pitch is controlled through the remote control lever where the safety
Fig.2-Electtronics Processor
program of reducing the pitch automatically when the main engine experienced an
overload. The second mode is the non follow-up (NFU) in which a pushbutton
switch is used for the command, but the safety program is overruled. It is a risk in
the part of the operator to be aware of not overloading the main engine.
In an emergency situation, in a state the remote controller failed, the pitch is still controllable as long as the hydraulic
pump is running or the hydraulic oil pressure is still present. The solenoid valves that are located at the power pack unit
has an accessible button at each end that can be opened the valve manually.
The communication between the bridge and the local control is through
telephone or in the independent telegraph that gave the intended position of
the pitch coming from the wheelhouse. Only in this operation a wrong way
alarm is possible.
The pitch indication has a separated electronics module where a potentiometer

is used for the feedback and indication nears the vicinity of the controller
through a 4..20 mA analog display (Fig.4). It can also be calibrated from the
electronic module where a zero/span trimmer is accessible.
Fig.3– Hydraulic power pack

The remote controller has its own
independent 230Vac/24 Vdc Fig.4-RPM & Pitch Indication
stabilized power supply with 24Vdc back-up from the inverters. The
hydraulic power pack has its own separate motor starter that can be start
manually from starter panel or automatically through the remote control
processor.
Any failure in the system will generates an alarm through its program and
feeds the information to the AMC-PLC that eventually activates the audio and
optical engine room alarms.
Page 14
The Bow Thruster is a transverse thruster, installed in the
forward part of the vessel. Primarily used for a convenient
maneuvering during departure or arrival at port. An electro-
hydraulics controlled pitch propeller geared to the shaft of the
electric motor where the needed thrust is developing.
Driven by the 1450 kW electric induction motor (Fig.1) and

directly connected to the air circuit breaker in the main-
switchboard. Since the power capacity is too big, it could only be
started and connected solely to the generator of 3000kW which is
not in service. It could be the starboard or port generator which
ever is free of load. During the starting period, the automatic
voltage regulator (AVR) of the generator is disabled until the
Fig.1-1450 kW Electric Motor circuit breaker is closed. At the predetermined time the AVR will
becomes enable and the generator voltage will rise to normal
value of 440Vac, 60Hz, then the motor will run at the rated speed of 1800 RPM.
Starting sequence of the electric motor is configured to PLC of the

main-switchboard. The motor will not start if some digital input is not
present, which are, if the generator is running or not and free of loads,
the hydraulic pressure is low and the pitch is not in zero position (see
flowchart at next page).
An independent hydraulic pump (Fig.2) is the source of power to move

the pitch of the propeller, in either left or right direction. There are
three remote control levers that was installed in the wheelhouse, one in
the center, one in the starboard side wing and one in the port side wing.
The system of processing is the same as the main thruster driven by the
main engine where a microprocessor is also involved. In this case, the
Fig.2– Hydraulic Power Pack
“I/O’s” are not so many, so a small microprocessor is used.
The steering gear system, this is a hydraulic operated equipment controlled by the
program of the PLC (Fig.1). A steering wheel (Fig.2) is located at the wheelhouse
where the source of command for the hydraulic cylinder to actuate came from. The
two hydraulic cylinder (Fig.3) is connected to the driving shaft of the rudder and
when actuated through the solenoid valves, the angle of the rudder changed. The
hydraulic power pack (Fig.4) composed of two pumps is driven by its individual
electric motor with its own PLC for the safe operation and alarms of the pumps. The
hydraulic pump could be put in service one at the time or at the same time especially Fig.1– PLC Modules
during maneuvering. The solenoid valves are
controlled by the function of the PLC and
process accordingly.
The steering wheel could be used

automatically or manually. In auto mode the
auto-pilot system is active. The operator will
set a course through a potentiometer with
reference to the gyro heading. This course Fig.2– Steering Wheel Stand
Fig.3-Hydraulic Cylinders
will be maintained by the system until the
operator needs some changes. In case of the follow-up (FU) mode, the change of
course is through an analog input and in the non follow-up mode is through a
digital input. Also a feedback signal either analog or digital is necessary for the
safe operation specially the angle of the rudder and the limit switches from the
steering system.
Three location of steering controller can be selected, one from the center of the
wheelhouse and one in each of wings of the wheelhouse. Except in the center
Fig.4-Hydraulic Power Pack controller the wings controller used a knob connected to a potentiometer instead of
a wheel. Independent or Synchronized steering for starboard and port side rudder
can be selected and the functions rested from the software of the PLC. Page 15
Starting Bowthruster
Pus h button
"Hydr pum p
s tart"
Wait for a couple

of s econds to
s tabilized oil
press ure
Press button
"Start
propeller
motor"
Rectify Generator
N is running?
Rectify Hyd press

N ok?
Y
N
Rectify Pitch is
zero?
Y
Rectify N emerg stop

sw itch ok?
Y
Generator de-energized
Breaker clos ing
Generator energized
Motor run at rated speed
Generator voltage will rise

to norm al
Bowthruster Ready
FLOWCHART OF STARTING BOW THRUSTER

Page 16
THE ALTERNATOR
Two 3750kVA, 440Vac, 60Hz, 3-phase alternator is the main source of power
of the vessel (Fig.1). They are directly coupled to the reduction gear box
driven by the main engine. The rotational speed of the generator of 1800 rpm
has to be maintained for a 60 cycles output. This is a water cool system with a
water leak detector that will raise the alarm to the AMC-PLC in case of leak-
ing.
A self excited, brushless, synchronous machine, star connected with an auto-

matic voltage regulator (AVR) (Fig.2) to maintain the rated voltage installed at
the main switchboard (MSB). In this switchboard the measuring instrument of
Fig.1– 3750kVA Alternator
the generator are also installed including some safety devices, like the reverse
power sensor, the over-voltage sensor and the frequency sensor. An external
potentiometer is accessible to the operator though this switchboard for manual adjustment of output voltage.
The exciting board which is interconnected to AVR, is installed inside the generator itself, where the dc excitation current
is flowing to the exciter stator and the exciter rotor received the magnetic flux in AC form and converted it to DC by
means of 6 rotating rectifier and eventually goes to the main rotor. The main stator that is in a star connected, cuts the ro-
tating field of the rotor and produces the rated AC voltage. The exciter board received an output voltage feedback so that
the exciter board maintains the exciting voltage in normal level, for unending
cycles of producing the rated voltage.
Temperature of the windings of each phase is always supervised by the resis-

tance thermometer (Pt-100) that will raise the alarm to the AMC-PLC when tem-
perature is abnormally high. A space heater are also provided for moisture pre-
vention when not in use. Front and end
bearing temperatures is also monitored.
A micro-processor controlled air circuit

breaker (ACB) (Fig.3), is used to con-
nect the generator to the bus-bar to sup- Fig.2– The AVR
ply the whole vessel with its demand
power, (see single line diagram next page). The nominal capacity of the ACB is
5kA and the maximum setting is 4kA. The diagram below shows how the gen-
erator is wired to the system.
Fig.3– The ACB
Page 17
SINGLE LINE DIAGRAM OF THE ELECTRICAL POWER SYSTEM
Page 18
AUXILIARY GENERATOR
The auxiliary generator (Fig.1) is a 950kVA, 440Vac, 60Hz, 3-phase ma-
chine, driven by an 800kW, 8 cylinder and turbo charge diesel engine at 1200
rpm. The alternator has the same principle of operation as the main generator
as it is also a brushless and self excited.
The PLC box (Fig.2) used in this machine is for the monitoring of alarms and
safety devices of the diesel engine only, and the alternator alarms is monitored
by the MSB-PLC and the AMC-PLC. In the LED’s indication and seven seg-
ments display could be able to determine the status of the engine. Abnormality
of those monitored medium will send the alarm signal to the AMC-PLC Fig.1– The 950kVA Alternator
through a MODBUS communication and RS422 interface. All the data of the
engine is send to AMC-PLC and can be visualized in the SCADA in graphical form (See graphics next page). Pressure
transmitter, Pt-100 resistance thermometer, pressure switch and thermostat are commonly used as an analog and digital
input to the PLC. (See list of alarms below)
Compressed air is the starting medium of the diesel engine through a solenoid valve by the function of the PLC software.
The starting sequence is possible only when some digital input are true so that
the starting solenoid valve will energize. The starting can be done remotely in
the engine control room or locally through the PLC panel. On stand-by, the
engine is always pre-heated at 60 degrees centigrade for immediate needs.
The speed of 1200 rpm is maintained by the governor (Fig.1,beside the PLC
box) to deliver a 60 cycles generation. A pilot motor is installed in the top of
the governor to control speed manually during the synchronization process.
The control of the pilot motor is accessible at the main switchboard synchroni-
zation panel.
Fig.2– PLC Box and GovernorThis machine is primarily use when there is less demand of power especially
when the 900 tons cranes are not in operation at port. But during the naviga-
tion, one of the main generators is in service.
List of alarms and safety devices of Auxiliary Engine

DESCRIPTION Signal Set point
HIGH H.T. WATER TEMPERATURE A.I. 90°C
HIGH LUB OIL TEMPERATURE A.I. 80°C
EXH. GAS TEMP HIGH OR LOW A.I. Y+ - 50°C
EXH. GAS TEMP. TC. OUT HIGH A.I. 450°C
EXH. GAS TEMP. TC. IN HIGH A.I. 550°C
ALTERNATOR WINDING TEMP HIGH A.I. 130°C
L.T. WATER PRESS. INLET LOW A.I. 1.0 bar
H.T. WATER PRESS INLET LOW A.I. 3.5 bar
LUB OIL PRESS INLET LOW A.I. 3.5 bar
HIGH DIFF PRESS LUB OIL FILTER A.I. 1.5 bar
LUB OIL TC PRESS LOW A.I. 0.25 bar
PRE LUB OIL PRESS LOW A.I. 0.1 bar Part of the group of pressure transmitter are
FUEL OIL PRESS LOW A.I. 4 bar shown above. Those are the pressure-
current converter that generates a 4..20 mA
START AIR PRESS LOW A.I. 6.5 bar
and it is directly proportional to the pres-
LUB OIL LEVEL LOW D.I. low level
sure of the media.
LUB OIL LEVEL HIGH D.I. high level
FUEL LEAKAGE LEVEL D.I. high level
TURNING BAR SWITCH D.I. engaged
LUB OIL INLET LOW PRESS SHUTDOWN A.I. 3.0 bar
H.T. WATER OUTLET HIGH TEMP SHUTDOWN A.I. 95°C
OVER SPEED SHUTDOWN A.I. 1380 RPM
Page 19
Auxiliary diesel engine
950 kVA alternator
The SCADA’s graphical representation of the auxiliary engine
The Emergency/Harbour generator (right photo) is a 460kVA, 440Vac,

60Hz is driven by a 385kW, V-type diesel engine at 1800 RPM. It is located
separately away from engine room for easy access if in an emergency situa-
tion the engine room is no longer accessible. Since it is self-cooled it could
also be used during dry-dock that a cooling water is not necessary and the
demand is low. A microprocessor is used for control and alarm monitoring
system of the engine for safety operation. Only a digital signal input is send
to the AMC-PLC for common alarm. Individual alarm can be visualized at
the front of the control panel near the generator machine.
The emergency switchboard is located near to each other where the switchgears are installed, equipped with two main
ACB, one for generator itself and one as bustie with interlocked connection from the ACB of generator for the feeder to
and from the main switchboard. The interlocking is necessary to avoid the closing of the ACB if the both source of
power are present. (See diagram below)
Bustie ACB Generator ACB
Single line diagram of the emergency switchboard Page 20

THE MAIN SWITCHBOARD
The Main switchboard (Fig.1) is located at the engine control room. In this
board where the source of power are terminated and distributed (see one line
diagram below). Different types of Air circuit breakers (ACB) are the main
isolator for engaging the generator output voltage to the busbar and also for
those big power consumers like the 900 tons cranes and the bow thruster.
Knifes fuses are used in some other consumers. Relays and safety monitoring
devices are installed in their respective generator panel as an input/output of
the PLC for smooth operation of the system.
Fig.1– Main Switchboard
PTO-SB and PTO-PS are the label of
generator and switching gear where
the source of power to be utilized. PTO-SB means the starboard side main
engine and generator are to be used for the distribution of power to the busbar,
like for the port side.
PLC of this system is for monitoring and control of the equipment installed in
the switchboard especially the opening and closing of the ACB. It communi-
cates to the AMC-PLC for alarms through a profibus connection. Blackout/
standby function is supervised and controlled by the software, depending which Fig.2– Synchronizing Board
one will be in the first standby and the second standby that the input signal
needed by the PLC. (See blackout flowcharts)
The ACB (Fig.3) is equipped with a microprocessor module where a parameter could be able to change especially for the
setting of over-current trip. The module is also capable of measuring the current in each phase that can be visualized
through the liquid crystal diode (LCD) display. Charging of the switch spring
is motorized that automatically charged right after the switching on and stay
on stand-by until the next switching cycle. But a manual charging can be done
by pumping the lever accessible to the front, until the force of the spring is
overcome.
The synchronization panel (Fig.2) where the transferring of the load from one
generator to the other can be controlled. Pushbutton switch are provided in
the front of the panel for every generator that the operator can choose which
Fig.3– The ACB generator that has to be synchronized. The chosen generator is equipped in
their respective panel, a toggle switch that necessary to switchover to synchro-
nize position. Those inputs were needed by the MSB-PLC to process the synchronizing command in manual or auto-
matic mode. In automatic mode the PLC has to satisfy some input before sending a command to close the ACB. But in
manual mode the operator must have a good knowledge of analyzing the readout in the measuring instruments like the
voltage, frequency and the phases of both generators. Then at the right moment the pushbutton switch has to be activated
to close the ACB. The right moment is when the voltage, frequency and phases of both generators are nearly the same.
A bustie ACB is provided to separate a distribution of power by using two generators, especially when a high power is
required for a special operation of the vessel.
BUSTIE
One line diagram of the main switchboard

Page 21
Sea service 2 propeller running, 1 PTO
on duty, 1 PTO 1st stby, Aux gen 2nd stby
1 PTO on duty Blackout
1 PTO on Put on
1st stby
1st 1st
PTO close
standby? N standby
the breaker
Y
w/in 5 sec?
Y
1st stby PTO take
over N
Aux gen Put on
on 2nd 2nd
N standby Aux gen
standby?
Y start & close
Y
the breaker
w/in 25sec?
Aux Generator take
Em. gen in N Put on over N
emergency emerg
mode? mode Emerg gen start &
close the breaker
Y
Emergency switchboard
Synchro is Switch it
energized
off? off
N
Y
EP1 & EP2 auto
transfer to E.S.B.
System on standby
A PLC blackout standby function where the label can be interchange for PTO_PS to PTO-SB
Page 22
Sea service 2 propeller running, Aux Gen
on duty, 1 PTO 1st stby, 1 PTO 2nd stby
Aux Gen on duty Blackout
1 PTO on Put on
1st stby
1st 1st Y PTO close
standby? N standby
the breaker
w/in 5 sec?
Y
1st stby PTO take
over N
1 PTO on Put on
2nd 2nd
N standby 2nd stby
standby?
Y PTO breaker
Y close w/in
25sec?
2nd stby PTO take

Em. gen in N Put on over N
emergency emerg
mode? mode Emerg gen start &
close the breaker
Y
Synchro is Switch it Emergency switchboard

off? off energized
N
Y
EP1 & EP2 auto
transfer to E.S.B.
System on standby
A PLC blackout standby function
Page 23
Sea service 1 propeller running, 1 PTO on
duty, Aux Gen 1st stby, 1 PTO 2nd stby
Aux Gen Put on Aux Gen start

on 1st 1st Y & close the
standby? N standby breaker w /in
30 sec?
Y
Aux Gen take over
N
1 PTO on Put on Emerg gen start &
2nd 2nd close the breaker
N standby
standby?
Y
energized
Em. gen in Put on
N
emergency emerg
mode? mode EP1 & EP2 auto
transfer to ESB
Y
2nd stby PTO start &

close the breaker
off? off
N
Stby PTO take over
Y
System on standby
Page 24
Sea service 1 propeller running, 1 PTO on
duty, 1 PTO 1st stby, Aux Gen 2nd stby
Emerg gen start &

close the breaker
1 PTO on Put on
1st 1st
standby? N standby
Y Emergency switchboard
energized
Aux Gen Put on

EP1 & EP2 auto transer
on 2nd 2nd
N standby to ESB
standby?
Y
Stby PTO
Y
Em. gen in Put on start & close
N
emergency emerg breaker w/in
mode? mode 5 min?
Stby PTO take over

Y N
Aux Gen start & close

the breaker
off? off
N
Y
Aux gen take over
System on standby
Page 25
Harbour duty, 1 PTO on duty, 1 PTO 1st
stby, Aux Gen 2nd stby
Emerg gen start &

close the breaker
1 PTO on Put on
1st 1st
standby? N standby
Y Emergency switchboard
energized
Aux Gen Put on

on 2nd 2nd
N standby to ESB
standby?
Y
Stby PTO
Y
N
mode? mode 5 min?
Stby PTO take over

Y N

the breaker
off? off
N
Y
Aux gen take over
System on standby
Page 26
Harbour duty, 1 PTO on duty, 1 PTO 1st
stby, Aux Gen 2nd stby
Emerg gen start &

close the breaker
1 PTO on Put on
1st 1st
standby? N standby
Y
energized
Aux Gen Put on

on 2nd 2nd
N standby to ESB
standby?
Y
Stby PTO
Y
N
mode? mode 5 min?
Stby PTO take over

Y N

the breaker
off? off
N
Y
Aux gen take over
System on standby
Page 27
Harbour duty, Aux Gen on duty, 1 PTO 1st
stby, 1 PTO 2nd stby
Aux Gen on duty Blackout
Emerg gen start &

close the breaker
1 PTO on Put on
1st 1st
standby? N standby
Y
energized
1 PTO 2nd Put on

standby? 2nd
N standby to ESB
1st stby PTO

Y start & close
Em. gen in Put on
N breaker w /in
emergency emerg 20 sec?
mode? mode
1st stby PTO take

Y N
over
2nd stby PTO start &

close the breaker
off? off
N
Y
2nd stby PTO take
over
System on standby
Page 28
THE IVERTER SYSTEM
The inverter system is a source of emergency supply for 230vac lighting sys-
tem (EEL) for all emergency access way and other important spaces. There are
two set of inverter, system one is for the engine room distribution including out-
side deck and system two is for the accommodation together with the bridge
distribution. Each one system has a 5 unit of 3000W, 24vdc/230Vac micro-
logic controlled inverter that were connected in parallel and a 1200AH in group
of Ni-Cad battery. (See one line diagram below)
The Ni-Cad wet cell batteries (Fig.1) are the main source of power of the in- Fig.1– Ni-Cad Batteries
verter when the normal and emergency supply is out of service. Those batteries
are constantly charging by the automatic battery charger, and also served as a source of 24vdc supply as a back-up for
Fig.2 - The Inverters / Battery Charger
some critical automation equipment like the main engine PLC, AMC-PLC and the wheelhouse
navigational equipments, where the 24vdc supplies are needed. The 900 tons cranes are not
included in the system.
The inverters (Fig.2) are powered by a 230vac from either the main supply or from emergency
supply. In normal condition the supply to the emergency lightings (EEL) distribution pass
through the inverters and when the main supply and the emergency supply are no longer pre-
sent in the system, then the inverter source will be automatically transferred to the batteries.
That is the case when all the generators on board are incapable of generating electricity.
The main supply is coming from the main switchboard that when the power is disable, the
emergency switchboard will take over automatically, through an automatic control of relay in
which the main contactor are interlocked with each other (Fig.3). It means it will not close at
the same time. If in the case that the system one or system two is out of order, a by-pass
switch that can be activated manually was provided to serve the system that was in out order.
Each inverter is equipped of alarm relays in which their contacts are connected
in series that will serve as a digital input to the AMC-PLC for failure alarm
monitoring, including also the alarm relay of the battery charger. The battery
charger is additional equipment that was installed due to the charger mode of
the inverter is not stable when connected in parallel. Through the software of
the inverter the charger mode is inhibit.
For a convenient identification, all emergency lightings around the spaces with
the circular red mark are the one connected to the inverters through their re- Fig.3– Control Relays
spective circuit breaker. For further information for lightings identification,
blue marking is from emergency switchboard and the no marking is from the main switchboard
Battery charger
Battery charger
EL EL
Page 29
Alarm Monitoring and Control
The Alarm Monitoring and Control system (AMC) is a PLC base automation
system. This is the central system for monitoring of alarms and controls of
some electrical and pneumatic equipment. The two set of main CPUs’ (Fig.1)
together of several I/Os’ module (Fig.2), are installed in the A1 cabinet located
at the engine control room. Due to the number of I/Os’ involved, more I/O
modules are used to accommodate the needs of operation. It was installed in
several racks with two interface modules each rack to communicate with the two
main CPU. The safety design of using two main CPUs’ are for redundancy op-
eration of the system, that when one CPU breaks down the other one has the
Fig.1-PLC-CPU w/ power supply and interface module capacity to continue its function.
Several racks of PLCs’ are installed in the forward of the vessel which is in the
cabinet A2 and the A3 cabinet at the wheelhouse aft desk. The communication
of A2 and A3 cabinet PLCs’ to A1 main CPU is through a fiber optics cables
that converts to the copper cables through a fiber optics-profibus converter, and
interfaced to SCADA computer that was identified as server 1 and server 2.
SCADA PC is also installed at the aft desk of the bridge as a client number 3
and 4 and the client number 5 at the A2 cabinet. They are all used a touch-
screen thin film transistor (TFT) monitors and the conventional 102-keyboard
and the mouse (Fig.3).
Fig.2- PLC I/O modules w/ interface modules
The alarm sounder and optical control circuits are installed under the engine
control desk. A digital output “0” from the PLC will energize the relays of alarms and eventually activate the audio and
optics alarm (fig.5) located in various places in engine room and strategic places
of the vessel. Acknowledge of engine alarms can be done in the engine control
room or in the A2 cabinet except the nautical alarms that can be accepted at the
bridge. Every alarm that was activated will always appear in a flashing red with
text at the lower part of the screen of the SCADA and in some windows a flash-
ing red of the sensors involved espe-
cially the alarm from the graphics of
the engine. When the alarms was
acknowledge and rectified the flash-
Fig.3-SCADA monitors ing red becomes steady green and it
will disappear when the acknowledge
button is pressed again.
The PLC user software is saved in the flash memory (FEPROM) that was in- Fig.4-SCADA computer
serted in the open slot in front of the CPU. A backup battery is installed as
standard equipment for the uninterrupted processing of the program. The program is made to suit the necessities of the
safe and smooth operation of the machineries and equipment with little human intervention. It is written in ladder, state-
ment list and function block programming language provided by the PLC maker. Fig.5-Audio & Optics Alarm
The digital input and digital output modules (Fig.6) are a 32 bit system that can
be visualized if it’s active or not through the LEDs’ in front of the module.
Those LEDs’ are so labeled for the convenient identification of the input or out-
put address that can be compared to the electrical diagrams available on board.
The significance of lighted LEDs’ is that the signal in that particular input/
output is high or a sensor voltage is present in that input/output, and vice versa
if that is not lit. In the analog input no lighted LEDs’ is visible, only a red LED
which means system or sensor failure when a failure of measuring instrument is
detected..
Most of the sensors used are contact of the relays, inductive proximity switch
and micro-switches for digital input, Pt-100 through a Pt-100/4..20mA converter
and 4..20mA signal for analog input. The digital outputs are used mostly to
energize or de-energize a relay for a function of particular equipment and the
analog output is for visualization of the values in digital form from SCADA.
The AMC is a normally close fail safe design, meaning all digital inputs must
be in high or the contacts are in closed condition.
Fig.6 - DI module
Page 30
THE 900T CRANE
Main Hoist Block w/ Hook
Jib or Topping
Sling Handling Winch
Trolley Winch
Conveyor Belt
Right Tugger Winch
Left Tugger Winch
Slewing gear Box & Motor
Sling Handling Hoist Hook

Auxiliary Hoist Block
Fig.1-The 900t Crane
The heavy lift mast cranes are the main gear used for cargo handling. These were originally design for 800 tons,
and were modified to 900 tons due to demand of more heavy cargo in the oil industry. With an eight winches drives,
driven by the induction electric motors through a frequency speed controller or inverter drives. They are the main
hoist, the topping gear, the auxiliary hoist, the slewing gear, the trolley, the sling handling and the left and right tug-
ger (Fig.1). Those electric motors are directly coupled to the gear box of each winch. The movement of each winch
is controllable through a wireless remote controller capable of transmitting and receiving signal between the PLC
and the controller (Fig.2). A separated remote controller is also provided for the operation and control of the tugger
winches.
The main hoist is driven by the four 100kW, 440Vac, 60Hz electric motors controlled by the 2 units of 200kW fre-
quency inverter drives (two motors in each inverter), likewise with the topping gears. The slewing gear is driven by
six 60kW, 440Vac and 60Hz electric motors with two units of 200kW frequency inverter drives (three motors in
each inverter). The auxiliary hoist is driven by one 200kW, 440Vac, 60Hz electric motor through the 200 kW fre-
quency drive inverter. The trolley is driven by a 160kW, 440Vac, 60Hz electric motor and 200kW frequency drive
inverter. And the left and right tugger, each winches is driven by 54kW, 440Vac, 60Hz electric motor and a 55kW
frequency drive inverter (see single line diagram, next page). The right hand tugger frequency inverter is also use
for the sling handling winch gear through the activation of selector switch in the main remote controller. Four
200kW inverter drives are also installed for the electric heater (resistor load)
of 207kW connected for each inverter This is primarily use for the dumping Fig.2– The Remote Controller
of excessive power when the of movement of the hook stop with high load in
it, it is also called as a regenerative energy.
Each winch has a limitation of movement in both extreme positions of the

hook that will stop the movement, and in the case of slewing the position of
maximum left and maximum right. An alarm pre-maximum position is also
monitored that give a signal to the winch gear to slowdown the movement
through PLC command until the stoppage at maximum position.
Page 31
CRANE’S SINGLE LINE DIAGRAM
Page 32
-
440 Vac, 60Hz, 3P 600 Vdc,
Fig.3 - The Diodes Stack Circuit
The type of inverter drive is a chassis DC/AC type (Fig.4). Two stacks of a
three phase, full wave diode (Fig.3) are the source of DC supply, with the
capacity of 1940A each and an output voltage of 600Vdc connected in par-
allel. During starting period, a 440Vac supply will pass through a trans-
former of 440/550Vac as pre-charge to the rectifier, until such time the DC
voltage will reach a 570Vdc, then the main circuit breaker for the diode
stack will close one at a time. The starting is controlled by the PLC. When
the PLC received the starting signal, the program process the signal and
check all the criteria if they are normal, before an output is going high, to
energize a relay for the starting circuit of each diode stack. This 600Vdc
link is where all the frequency inverter drives are connected in parallel.
The frequency inverter drive is a power electronics component for feeding a

three phase AC motor in various capacities. The speed of the electric motor
is variable proportional to the frequency by means of pulse width modula-
tion (PWM) method. The micro-processor controller is a vector control
system that the speed is directly proportional to the changes of frequency
and the voltage. The reference frequency in the parameter is 112.5 hertz, it
means the inverter can generates up to that frequency but the voltage output
will going to be constant at a certain frequency according to the parameters
setpoint.
Parameters has to be configured accordingly to attain a good operation,

changes of the parameters out of their normal requirements, the inverter will
experience abnormal operation. Changes of parameters setpoint is accessi-
ble through a Drive Monitor software in the laptop computer, in the operator Fig.4 - Frequency Inverter Drives Details Drawing
panel one (Fig.7) or in the ever present parameterization unit (PMU) (Fig.5). Failure and alarms can be visualized from
the PMU in code that can be verified the meaning from the list of failures and alarms. After rectifying the alarm or failure,
resetting can be done by pressing the “P” key or through PLC by re-starting the crane. Diagnosis of the problem could
also be access to the Drive Monitor software.
An incremental encoder or a pulse generator (Fig.6) connected to the non-drive end shaft of the electric motor, served as a
feedback speed signal to the in-
verter for the smooth control of
the movement (PID). If this de-
vice is out of order there will be
no movement of winch and gave
an alarm of motor stall. The en-
coder is capable to generate a
Fig.5 - The PMU Fig.6 - Incremental Encoder Fig.7 - OP1 - Operator Panel - 1
pulse of around 10Vdc in two
outputs, 90º apart.
Page 33
Detail Drawing of PMU
Circuit Principle of Inverter Drive Detail Drawing of OP1
Not all inverter drives have the same parameters setpoint due to the different capacities of the electric motor and uses. At
the PMU, measurement of actual magnitude can be access, like; the actual output voltage (r003), output current (r004),
output power (r005), the DC bus voltage (r006), the motor torque (r007), motor temperature (r009) and many other. By
pressing the key “P” of PMU (See detail drawing above) access to the parameters is possible. The characters appear in the
digital display is the parameter number and the value of parameter when it press the second time at that particular parame-
ter number. If the first character is “P” or “U” it is a parameter that a value can be changed, but if it’s “r” it means readout
as per sample mentioned above. Arrow key up/down is use to search to the parameter number to be accessed. Accessing
the parameters and changing its value is a delicate operation, further reading of the manual is a must so that the operation
will not be prejudiced. The OP1 is the same operation as the PMU the only difference is the four line display and with a
menu operation.
The PLC (Fig.8) is the heart of the automation of the cranes. There are 13
pieces of 8 bit DI module, 7 pieces of 8 bit DO module, 2 modules for AI and 3
interface modules installed in line with the CPU. Industrial Ethernet through
PROFIBUS-DP is the mode of PLC communication to the inverter drives and
remote control receiver/transmitter. The CPU has its own software/program as
an operating system and a user program is made for the PLC to control the auto-
mation of the crane. It is saved in the flash memory installed in front of the
CPU. The user program can be written directly to the CPU by means of a pro-
gramming device like a laptop. Failure in the software can be remedied by
Fig.8 - The PLC
switching of the power supply of the PLC for about 10 seconds.
Fig. 9 - PROFIBUS/CAN Converter
A PROFIBUS/CAN converter (Fig.9) is used for the communication between
the HUMAC computer (Fig.10) and the PLC for some needed input and output
especially for the load cells of each winch, except the slewing and the brake
inverter because they have no load cell. The jib angle inclinometer and the incli-
nometer for leads angle are also connected to the HUMAC.
The CAN interface is also use for the

computer with a graphical software
for monitoring and alarm indication.
Those computers are located in the
wheelhouse and in the engine control room through a network. A laptop is one
of the computers that can be connected locally in the electronics cabinet.
The load cell (Fig.11) is an electronic device that measured the weight of the
Fig. 10 - HUMAC Computer load hanging from the hook, through a metallic strain gauge and converted to
4...20mA then sends the signal to the
HUMAC in which calculation is made for the safety limit of concerned winch.
If the weight of the load reaches the maximum limit, it will give a digital output
signal to the PLC and disable the winch motor, but before that a pre-alarm of
95% of maximum capacity will occur first. The slewing and the brake inverter
have no load cell connected to the inverter drive. Crane’s maximum capacity
alarm is calculated base from the input of main hoist load cell and the angle of
the jib. If the load cell is out of order, a failure in the drives is expected, so in
the case of very important operation, an “overrule load cell” input to the PLC is
activated as long as the operator aware of the weight of the load will not exceed
Fig. 11 - The Load Cell
the limit.
Page 34
Fig. 12 - The Current Loop Device A current loop device (Fig.12) is a device for simulation of the 4...20mA analog
signal for troubleshooting purposes, especially for the load cells and the incli-
nometers. One wire of the unit is to be connected to a +24Vdc while the other
wire is to the signal input going to the HUMAC through resistor board (Fig.13),
then the value can be adjusted to the potentiometer shaft and see the response of
the concern measuring instrument from the screen of the laptop, be sure that the
display program is running. The sling handling load cell failure alarm from the
inverter is not really from the sling
Fig. 13 - The Resistor Board
handling. Because the right tugger
load cell is the one that gives the sig-
nal to the inverter and not sling handling.
Temperature of the motor is also supervised by the inverter drives through a

resistance temperature (KTY) that embedded into the motor that will raise the
alarm in 100ºC (Parameter 300) and fault alarm at 145ºC (Parameter 301). An-
other temperature sensor is also embedded to the motor is the PTC-thermistor
that give an alarm to the PLC of “motor overheated” through a relay amplifier
(Fig.14). The contacts of the relay amplifier in each motor are connected in
series that give a high digital signal to the PLC. If one of them is at fault the
digital signal to the PLC will becomes low and the alarm will be generated.
Sometimes the relay gives a false alarm and that fault could be reset by discon-
necting one of the wire for the sensor or disconnect the power supply of the am-
plifier.
The Independent Speed Protection

System (ISPS) (Fig.15) is the speed
monitoring for the winch. The incre-
Fig. 14 - The PTC-Thermistor Relay mental encoder (Fig.16) is use as the
speed sensing device that was in-
stalled at the end drive of the winch together with the cam limit switches mod-
ule. Four level of speed monitoring are set at high gear (HG) 100% if the load is
below 240 tons, 75% at field weakening (FW) if the load is between 240 tons Fig. 15 - The ISPS
and 320 tons, 53 % if the load is between 320 tons and 480 tons and 30% if the
load is beyond 480 tons. Eight meter per minute is the maximum speed for 900
tons mode and 9.5 meter per minute for 800 tons mode. The speed is automati-
cally set to 30% if none of the PTO generator is in service. All of the control
input signal to ISPS for changing the level of speed monitoring is from the PLC.
An “over-speed” alarm raised in the graphical display is not only for indication
of over-speed it is also for acceleration and self-check failure. An actual speed
output of 0..10vdc is so provided that can be measured at the terminal to deter-
mine if the ISPS system is working normally.
Fig. 16 - The ISPS Incremental Encoder
The RS232/RS485 converters (Fig.17)
are the interface link between the HUMAC and the remote control receiver (Fig.18)
for the data information to the operator’s remote control transmitter digital display.
Audible alarm and drives data information of every winches is generated in the re-
mote control transmitter for the guides of the operator. Two units are installed, one
for main remote control and one for tugger remote con-
trol. An antenna amplifier (Fig.19) is also provided for
the good reception of the both receiver of the control-
Fig. 17 - RS232/RS485 Converter
lers.
The remote control receiver is also connected in

Fig. 19 - Antenna Amplifier parallel with the inverters through profibus for the
communication of the move command to be proc-
essed by the PLC.
In the case of wireless communication problem of

the controller and the receiver, a long cable is avail-
able that has to be connected to the controller and
the receiver. Fig. 18 - RC Receiver
Page 35
The emergency stop relay (Fig.20) is a sophisticated relay that used for starting
and stopping of the crane. An “emergency stop reset” is the label for the starting
of the crane, once the operator press this button the crane will start only if the
input signal going to the PLC is present and also a signal input from various
switches leading to the emergency relay that includes the emergency stop but-
tons, safety switches of the inverters and the signal from the remote control
boxes. If the said input is present to
the emergency relay, three of the four
built in LEDs’ will lit, that means the Fig. 20 - Emergency Stop Relay
cranes is ready to start. Those four
LEDs’ are lighted when the cranes is running. If the crane’s tugger is enable,
the emergency switch of remote control of the tugger must be in reset position,
but if it is disable only the main re-
mote control is enough remote signal Fig. 22 - NAMUR Card
to start. This emergency reset opera-
tion is to energize the two rectifiers’
Fig. 21 - Inductive Proximity switch module and the next step is to press
the “System On” button for the com-
plete sequence of the crane starting.
Several inductive proximity switches (Fig.-21) are installed in different location

of the cranes and each of them is connected to the NAMUR card (Fig.22) for the
interface input to the PLC. Sea fastening of the jib and slewing, slack rope, ven-
tilation damper, auto hook height (AHH) and conveyor belt uses this kind of limit switch. It is an electronics device that
when the amplified magnetic field is disturb a corresponding output signal is change. Due to a fail safe design of the crane
this inductive proximity switch is a normally close type.
All winches electric motor has a magnetic brake to hold the winch during stop- Fig. 23 - Brake Rectifier Module
ping or the crane is not in used. The brake activates through a brake rectifier
module (Fig.23) suitable for good excitation of the brake coil. A relay from the
inverter drive controls the lifting of the brake, and it is only possible if the brake
output from the PLC is high and the ISPS is all okay. For a good operational
design a small inductive proximity switch is so installed in the brake housing for
the feedback signal to the PLC to acknowledge the status of the brake if it is
lifted or not. The type of proximity switch used is a normally open type. If one
of them is in closed condition, the crane will not start or during operation an
alarm “Brake Release Failure” of the concern winch will occur.
Every inverter drives has its own electronic

card called a Control Unit/Vector Control or
Fig. 24– CU/VC Card
CU/VC card (Fig.-24) installed just under
the PMU display unit that control the move-
ment of the winch. Coupled with the Com-
munication Board for the interface to the
PLC through a PROFIBUS system and in
the case of simultaneous operation of two
inverters a Simolink Board is also provided
for the synchronized movement of the
winch in which the communication between
the two inverter are through a fiber optics
cable. The synchronized inverters are those
for the Main Hoist, Topping, Slewing gear
and the Brake inverter also known as the
inverter for the electric heater of the thermal
oil plant.
A typical CU/VC card block diagram (Fig.-25) gives only the overview
of the connections although the actual connection is not the same as used
to be, because no Communication board and Simolink board is shown.
Fig. 25 - Connection Diagram of CU/VC Card The diagram serves only as a guide for general applications.
Page 36
THE THERMAL OIL PLANT
Fig. 1 - Control Panel Cabinet The thermal oil plant is the source of heat that served the needs of the vessel
especially for the heavy oil fuel tanks and for supply bunker fuel to the main
engine and during the winter time a heating source for the accommodation area.
This equipment has the same function as the conventional water boiler but in-
stead of water medium, oil was used. The heated oil is continuously circulated
in the piping throughout the system and every fuel tanks and space heating unit
has an automatic temperature controller which actuates the valve actuator to
maintain the temperature setpoint in the controller as discussed in page 9.
The oil of the plant is heated by the diesel oil burner (Fig.2) that automatically
controlled in the control panel cabinet (Fig.1) when the main engine is not capable of enough exhaust gas temperature to
heat the oil. A turnover switch from burner to economizer is so provided for required service. Economizer is the name
given to the system when heat from the exhaust gas of the main engine is use. Since there are two main engines, they are
named as economizer one and economizer two.
The diesel oil burner is controlled by the temperature setpoint in the control
panel. It is automatically start and stop in maintaining the working temperature,
it is about 150°C to 180°C. There are two modes of operation of the burner, the
partial and the full load. Partial load mode of the burner is using a single nozzle
during the low demand of heat, but in high demand two nozzles are used. This
change of mode is automatically controlled by the temperature set point in the
controller set by the operator. The automation of the economizer is also base on
the working temperature through a separate temperature controller that control a
Fig. 2 - Burner Unit
pneumatic valve by diverting the exhaust gas through and out of the oil piping
inside the main engine exhaust pipe.
Several sensors are installed for the safety and control of the plant. Mostly for the oil pressure, temperature and oil level of
overhead tank. All these sensors are terminated to the control cabinet. Only several relay contacts from the control cabinet
are leading to the AMC-PLC for common alarms of the plant and the failure alarms can be visualized from the indicating
lamp in front of the control cabinet. Information of sensor alarm is shown in the table below. Those listed in the table has
to be tested every 4 months to verify the integrity of the system.
THERMO OIL PLANT ALARM
DESCRIPTION Cable Nr. Test Procedures
Thermal Fluid Flow Low Low Eco. 1 54.1027 Close 1-valve of the Differential switch
Thermal Fluid Temp High High Eco. 1 54.1028 Activate Temperature Switch
Exhaust Gas Temp High Eco. 1 54.1029 Activate Temperature Switch
F
Leakage Economiser 1 54.1030 Press Test Lever
Thermal Fluid Flow Low Low Eco. 2 54.1037 Close 1-valve of the Differential switch
Thermal Fluid Temp High High Eco. 2 54.1038 Activate Temperature Switch
Exhaust Gas Temp High Eco. 2 54.1039 Activate Temperature Switch
Leakage Economiser 2 54.1040 Press Test Lever
Level Expansion Tank High High 54.1009 Press Test Lever
Level Expansion Tank Low Low 54.1008 Press Test Lever
Level Expansion Tank Low 54.1017 Press Test Lever
Quick Emptying Valve Open 54.1012 Activate Limit Switch
Dearating Valve Open 54.1013 Press Test Lever
Air Pressure Expan Tank Low/High 54.1016 Activate Pressure switches
Return System Temp Low 58/56 Cont 93B2 Simulate the low temperature
Thermal Fluid Press Low 54.1011 Activate Pressure switch
Thermal Fluid Flow Low Low 54.1004 Close 1-valve of the Differential switch
Thermal Fluid Temp High High 54.1006 Activate Temperature Switch
Thermal Fluid Temp High 54.1018 Activate Temperature Switch
Flue Gas Temp High High (oil fire burner) 54.1007 Activate Temperature Switch
Limit Switch Burner Flange 54.1010 Remove the Flange
Burner Trouble Active on Alarm
Standby Therm Fluid Pump Actuated 54.1002 Activate Pressure switch
Elect Heater Flange 1to 8 High 54.1054 to 61 Adjust Set Point at the Flange
E.Heater Thermal Fluid Flow Low 54.1052 Close 1-valve of the Differential switch
E.Heater Thermal Fluid Flow Low Low 54.1052 Close 1-valve of the Differential switch
E.Heater Therm Fluid Temp High High 54.1053 Activate Temperature Switch
Page 37
LEVEL TRANSMITTERS
Fig. 1 - Level Transmitter Tank level transmitter (Fig.1 and Fig.2) is an electronics device that measure the
pressure exerted to the diagram and converts it to the analog signal of 4..20mA
and directed to the AMC-PLC, where it will process to attain the value of pres-
sure in Pascal. With the measured pressure, a formula was used to calculate the
level of the medium in the tank in meters that can be visualized the mimic in the
SCADA (Fig.5). The calculated value of level is being equated by the PLC to a
volume in cubic meter base to the tank table that was pre-installed in the soft-
ware. The exact value of the volume from the SACADA as compared from the
hard copy of tank table is not to be expected due to the motion of the vessel
since the interpolation of the value is highly affected by the trim of the vessel. A
most acceptable value is more or less 5% differ to a value attained from the
hard copy tank table. Most of the tanks use this kind of transmitter except for the ballast tanks sounding.
Calibration of this transmitter is needed when the value being deliver to the SCADA is doubtful. The calibration can be
done from the actual location (Fig.2) or to the bench (Fig.4). Static calibration is much preferred way of calibrating the
transmitter because of the availability of the pressure calibrator (Fig.3). Calibrated value as indicated to the nameplate of
the transmitter will be the reference for adjusting the span potentiometer (20mA) for maximum level and of course zero
potentiometer for zero level (4mA).
Fig. 2 - Level Transmitter Installed to a Tank Fig. 4 - Transmitter Mounted on the bench
Fig. 3 - Pressure Calibrator
Fig. 5 - Level Monitor in the SCADA Page 38

Another type of level transmitter is a bubble type system (Fig.1). They are use Fig. 1– Air Purge Level Transmitter
mostly for the indication level of all ballast tanks. This is also a pressure sensor
that measure in millibar range and convert it in 4..20mA for AMC-PLC and the
process is the same as explain with the other level transmitter. The information
can also be visualized in SCADA as shown in figure 3.
The sensor needs a supply of compressed air of about 6-7 bar to produce air
pressure in millibar in the sensing pipe, in which the distance of the end of this
pipe is very near the flooring of the ballast tank. As the level of the tank is in-
creasing, the air inside the sensing pipe will eventually trapped and the air pro-
duces a bubbles going out at the end of the pipe and the remaining air pressure
is sense by the diaphragm and amplified by the electronics card (Fig.2) that give
an analog output signal of a 4..20 mA. Fig. 2 - Electronics Card of the Transmitter
The device is also equipped with the solenoid valve for the electrically con-
trolled purging of the sensing pipe. Purging is an operation by diverting the 6-7
bar air pressure to the sensing pipe and at the same time closing the valve for the
diaphragm so that no harm will happen to the sensor. The reason for purging is
for cleaning, one push of a button switch is use to activate the solenoid valve of
all transmitter and this pushbutton are located in different location accessible to
the operator.
Calibration of the device is best done in the location where it was installed by
filling it up for maximum level (20mA) and emptying (4mA) but the disadvantage is, it consume a lot of time. Static cali-
bration is so convenient by applying a millibar pressure in the quick-coupling fitting provided in the device and sensing
tube must be blocked, then a simulation of 4..20mA can now be manipulated. The potentiometer for zero and span are
accessible in the electronics card as shown in figure 2 in blue color. Overhauling of this device on board is not advisable
due to the sensitivity of components, it must send to the manufacturer.
Ballast Tanks Level Indication in SCADA Page 39

THE OIL SEPARATORS
Separator is also called a purifier. This device is use to clean the oil of any impurities by centrifuge before it feeds to en-
gine system. It is controlled automatically with their own microprocessor that process the program cycles of purifying and
sludge discharging. Several sensors and solenoid was installed for the safety and smooth operation according to the in-
structions of the program. Any failure in the system will send a digital signal as a common alarm to the AMC-PLC and
eventually activates the audio and optics alarm. The operation of the separator are not controlled by the AMC-PLC only
the monitoring of failures. The concern alarm can be seen in the microprocessor panel through a digital display and light-
ing indication
Several inputs are connected to the microprocessor in the likes of oil tempera-
ture, oil pressure and the speed of the bowl component. Those inputs must al-
ways be in normal condition to attain a good operation of purifying. The proc-
ess of the operation can be altered through the changes of parameters accessible
from the microprocessor panel. Although it is possible to change the parame-
ters, it is not advisable to do it especially when the system is working without
any problem.
Fig. 1– AE Lube Oil Separator
The electric motor that drives the bowl’s component has a separate starting con-
trol from which a digital signal is send to the microprocessor to acknowledge that motor has been started and the micro-
processor waiting for the normal speed signal of the bowls until the purifying
system is ready to start.
There are several separator devices installed on board the vessel, 2 units for
Heavy Fuel Oil, 2 units for Main Engine Lube Oil, 1 unit for Auxiliary Engine
Lube Oil, 1 unit for Marine Gas Oil and 1 unit for sludge. The system of opera-
tion for the fuel oil is; the oil from the storage tank is transfer to the settling
tank, in this tank the first separation of impurities is happening by gravitational
force of the heavy particles of the fuel. Then the fuel oil is pump to the separa-
Fig. 2– Lube Oil and Fuel Oil Separator
tor device to process and deliver it in the daily tank for consumption of the en-
gine (see the mimics below). While for the lube oil system is; the lube oil from
the sump tank of the engine is continuously in the process of purification whenever the engine is running. The oil level in
the sump tank is constantly monitored by the AMC-PLC through a level transmitter
Fuel Oil Separator
Page 40
THE MOORING & ANCHOR WINCHES
The vessel has to be secured in port or in offshore if it is needed. That is the purpose of the mooring winches that was in-
stalled in the forward part and aft part of the vessel, two units in both part located in port side and starboard side. The unit
installed in the forward part (Fig.2) could also be used as an anchor winch for
Fig. 1– Aft Mooring Winch
lowering and heaving of the anchor. In anchor operation the speed of the winch
is limited up to second speed only by means of an inductive proximity switch
located near the clutch lever of the anchor chain drive. When the clutch lever
for anchor winch is disengage the metal lever position will sense by the induc-
tive proximity switch and eventually put in ready the contactors for maximum
speed.
Each winch was driven by a three-speed motor that coupled to the gearbox. The
motor has a built in brake at the non-drive end and it was controlled electrically
by a DC supply to the coil. When control lever operates in the desired position,
the brake is release, and then the winch will start to move. The speed is controlled through several magnetic contactor
(Fig.3) that start at low speed and after the time of the first timer elapsed the magnetic contactor for the second speed acti-
vates and the third speed magnetic
contactor will also activates after the
next timer elapsed. But the control
lever has three positions that can be
choose for the desired speed. But in
anchor operation, even the lever is in
high speed position the speed will run
only at the second speed.
There is a tendency or unavoidable Fig. 3– Magnetic Contactor

Fig. 2– Mooring/Anchor winch
circumstances that the electric motor
will overload during the anchor or mooring operation. Three electronic overload protector (Fig.4) was installed for each
speed mode for safety. When the overload stays up to the setting time, the protector trips and automatically reset after a
couple of seconds base on the time setting.
The function of these is that during the high speed mode and the protector trips
due to overloading, the second speed contactor will set in and take over. The
same thing will happen when the second speed trips the protector; the low speed
will take over. If the electronics protector keeps on tripping, investigations is
necessary to evaluate the problem.
Starting of electric motor is a direct starting but using a star-delta control of

magnetic contactor due to the speed requirement. At low speed a delta configu-
Fig. 4– Electronic overload protector
ration of the winding, in second speed a star configuration and delta for the high
The ballast/anti-heeling valves actuator (Fig.1) is a device for closing and opening of the ballast line use for the stability
of the vessel. This is a hydraulic device controlled by the AMC-PLC through a set of solenoid valves (Fig.2). Each sole-
noid valves has an indicator to determine the status of the valves which is also equipped with limit micro-switches for a
digital signal to the AMC-PLC. The digital signal is needed for the program of anti-heeling operation and also serves as an
indicator in the SCADA for the position of the valves.
The operation of these valves can be operated automatically or manually through AMC-PLC at the SCADA. Anti-heeling
operation is fully automatic operation. One button
for starting of the ballast pump is a digital signal to Fig. 2– Actuator’s Solenoid Valves
the AMC-PLC will process the program for opening
of the suction valve and the discharge valve auto-
matically before the ballast pump start and vice
versa for the stopping.
Not all the valves is controlled by the AMC-PLC

some of them can be operated manually, and in case
the AMC-PLC is down or the hydraulic power pack
is not able to function, an emergency portable hy-
draulic pump is available on board to operate the
Fig. 1– Valve Hydraulic Actuator desired valve.
Page 41
THE FIRE ALARM SYSTEM
The Fire Alarm System on board is one of the safety equipment for the protec-
tion of lives and property. Fire detectors (Fig.2) are installed in different loca-
tions around the vessel monitoring the area or space that will give an alarm
when it is sense some smoke, and in some area a manual station (Fig.3) is pro-
vided that operates with human intervention.
All detectors are connected in parallel in two groups or loops and terminated at
the control panel (Fig.1). Most of the detectors from the accommodation are
connected to the group-A, and group-B for those installed in the technical or
machinery spaces. Those detectors are addressable with their assigned number Fig.1– Fire Alarm Control Panel
for identification, so that the processor or program can identify and monitor the
status of each sensor. When replacing the detector with a new one, it is a must
to change the address of the detector before it will be usable. The default ad-
dress of the new detector is 255 and it will be changed to the old number of de-
tector to be replaced. Re-addressing of the detector is through the password
protected control panel, where a procedure can be found in the instruction man-
ual.
The smoke detectors (Fig.2) are mostly an optical/temperature combined. When

the smoke passed through the infrared light sensor, an alarm in the control panel Fig.2– Optic Smoke Detector
trigged the sounder in the bridge or wheelhouse and in the cabins of the officers
and engineers. If the signal of alarm is persisting the sounder all over the place
will be activated and a configured
voice in public address system will
announce a fire alert, and at the same
time the door of each deck at the ac-
commodation will automatically
close. Same alarm function is also
applied to the temperature sensor of
the detector, when it detects 60°C Fig.3– Manual “Break Glass” Station
temperature, an alarm will be acti-
vated.
Fig.4– Detector by-pass Timer
In the galley a dedicated temperature detector is use, due to smoke is unavoidable in the area. An optical flame detector
aside with smoke/temperature detectors are used on top of main engines and auxiliary engine just in case the engine pro-
duce a spark or flame on top of the cylinders. Also in the three workshops on board the detector is equipped with the by-
pass timer to disable the detector for more or less an hour during welding jobs in the workshop. A key is provided in the
module that can be switch on and off. When the time elapsed a local alarm is so provided to call the attention of the
welder. There is also a detector for hazardous location such as the paint room where the detector is intrinsically safe and it
is connected to an interface module.
Alarm of fire and failure of the system sends a digital input to the AMC-PLC for
engineer’s alarm in engine room where a repeater-control panel is installed in
the control room. This repeater has the same function of the control panel in the
bridge where resetting of the system can be done as long as the key-switch is in
“on” position. Isolating/de-isolating of the detector or group of detectors can
also be done upon request for maintenance in the area.
The detector sometimes gives a failure alarm in the control panel and most of
Fig.5 – A Dismantled Detector
the times the reason is some dirt is accumulate inside. The detector can be dis-
mantled cautiously (Fig.5) for cleaning. An electronics cleaning liquid and a clean dry rug are best suited for the purpose
of cleaning particularly the lenses.
A regular test is being carried out as per schedule in the planned maintenance system. The zone to be tested can be put in
test mode so that during the test, no alarm will be given to the sounder. An indicating light in the detector will be visible
signifying that the detector is working very well. This is also true with manual detectors.
There are two power supplies in the system, one from the 24Vdc from the inverter and its own back-up battery located near
the electronics/terminal box. When the system is behaving abnormally, hard resetting by means of switching of the
breaker from inverter and disconnects the battery for at least ten seconds.
Page 42
THE INCINERATOR
The incinerator (Fig.1) is the equipment for burning the waste or garbage pro-
duce on board except the sludge. Plastic and rubber can be burned but with
great care, it must be loaded little by little to avoid a very high temperature in-
side the chamber. It is equipped of an oil burner (Fig.2) using a diesel fuel oil
and it is automatically controlled by the processor in the control panel (Fig.38)
with a digital display. In this unit the pressure of the fuel, the flame in the cham-
ber, pressure in the chamber and the temperature of the chamber and the flue gas
are being monitored that in case of abnormality the system will shutdown and
activates the incinerator common alarm failure in AMC-PLC-SCADA through a
Fig.1– The Incinerator
digital input. The SCADA will not show the identification of the failure only in
the digital display at the control panel.
The equipment used a compact PLC for the digital inputs and outputs monitor-
ing the safety operation of the system, and feeds the data to the processor of the
control panel. Starting and stopping including the reset of alarm and changes of
parameters are accessible only in the control panel through a keyboard in front
of the panel.
During the operation, the pressure inside the chamber must always be below
Fig.2– The Burner Unit
atmospheric pressure and the flue gas
ventilator (Fig.4) served this purpose.
It is installed in the exhaust side of the
incinerator.
The test of alarm (see the table below)

is being carried out every four months
that automatically appear in the
planned maintenance system. Coordi-
nation with engineer is a must in do-
Fig.3– The Control Panel ing the test. Fig.4– The Flue Gas Ventilator
DESCRIPTION PROCEDURES
FLUE GAS TEMP HIGH Adjust set point below (FGTA)
set point 385°C / at stand still operating temp.
COMB CHAMBER TEMP HIGH Adjust set point below
set point 1200°C / at stand still operating temp. (CCTA)
COMB CHAMBER TEMP LOW Adjust set point (hcctla)
cctso set point 850°C to zero, and adjust (cctso) below operating
hcctla 50°C / at running mode temp then above operting temp
MOTOR OVERLOAD Activate test button at
at running mode overload protector F2
DOOR NOT CLOSED Open the waste door and start
before starting
DRAUGHT FAILURE Fan running disconnect
at running mode sensor tube from vacc
controller or press the rube
FUEL OIL TEMP LOW Start the burner program
foha 5 min (timer) Adjust set point to "0" (FOHA)
FUEL OIL TEMP HIGH Start the burner program
set point 90°C adjust down the thermo S3 below set point
for working thermostat S4
LOW FUEL OIL PRESSURE Start the burner program, take down
set point 8 bar FO press or disconnect X1-61/62
FLAME FAILURE Pull the photo resistor
at running mode out and blind off
LOW/HIGH VOLTAGE Adjust setpoint up and
at stand still down at relay K7 until
yellow LED flash
SETTING PASSWORD : 2468
Page 43
AIR CONDITIONING AND AIR HANDLING UNIT
Fig. 1– Chiller Machine Two chiller ma- Safety and con- Fig. 2– Control Panel
chine is the main trol of the ma-
source of air chine is process
conditioning for by the micro-
the accommoda- processor. Fail-
tion, crane’s ure alarms are
room, control send to AMC-
room and engine PLC as a com-
workshop. mon alarm.
This is use to Fig. 3– Valve Actuator Fig. 4 - Big Valve Actuator This is a big
open/close the actuator used for
valve of chilled the chilled water
water for smaller valve for the
room, and con- accommodation
trolled by the air handling unit.
controller Actuated by a 0-
(Fig.6). 10vdc from con-
troller.
This is the drive Fig. 6 - Valve Actuator Controller This controller

of the air han- sense the tem-
dling for accom- perature of the
modation fan, it output of the air
is automatically handling unit
control b the air and convert it to
flow controller 0-10vdc and
(Fig.7) send to the
Fig. 5 - Frequency Inverter Drive valve’s actuator.
Only the accom- Fig. 7 - Air Flow Controller Also for accom-
modation air modation use,
handling unit that when heat-
use this sensor ing is in service
that control the the humidity of
speed of the the accommoda-
electric motor tion must main-
through the in- tain at 90%.
verter drive.
Fig. 8 - Humidity Sensor
Fig. 9 - Air Flow Sensor This sensor is A valve ener-

for the protec- gized by the
tion of the elec- humidity sensor
tric heater if the to produce atom-
flow of air is ized water inside
missing the relay the chamber to
for heating ele- maintain the
ment is disable. 90% humidity of
small AHU only the room/space.
Fig. 10 - Solenoid Valve
A thermostat for The chillers are the central air conditioning system for the
small air han- accommodation and some rooms that needs a cold air. A
dling unit that chilled water circulating by a pump from the chiller to each
controlled the air handling unit (AHU) and in this unit the room tempera-
relay for the ture is being maintained by each controller as stated above.
electric heating Pressure and temperature sensors are connected to the mi-
element when croprocessor in the control box for safety monitoring and
heat is needed. control.
Fig. 11 - Thermostat Page 44
FRESHWATER PRODUCTION
Fig. 1 - Fresh water Generator The freshwater generator (Fig.1) process the seawater to freshwater as
the name implied for the consumption on board. The seawater is being
pump in to the casing and pass through an ejector to create a vacuum and
some seawater is diverted to the boiler section. A vacuum of around -0.9
bar is being created which is an acceptable pressure for good production.
A product of heat energy from the main engine is piped to the evaporator
section, to boil the sea water. Since it is under a vacuum condition the
temperature below 100°C is enough temperature to boil the seawater that
a main engine produce of about 85°C-92°C. Freshwater is collected from
the condenser section and is being pump by the distillate pump to the
fresh water storage tanks. This freshwater is passing through a salinity
sensor to detect any salt concentration. When it sense of more than
10ppm a solenoid valve is automatically energized to divert the contami-
nated freshwater back to the condenser section and eventually raise an
alarm to AMC-PLC-SCADA.
Reverse Osmosis Filter
The production of freshwater
will pass through a mineral
filter tank (Fig.6) to ensure the
cleanliness of the water before
it reaches the storage tank. A
dosage pump for chlorine is
Fig. 2 - Hydrophore Unit installed near the mineral filter
tank to mix with the freshwater
when it needed. A digital sig-
nal for dosage pump failure
alarm is also directed to AMC-
Fig. 3 - Ultraviolet Lamp Casing PLC-SCADA.
There are two storage tanks on

board located at the forward
part just under the accommoda-
tion section. Those tanks have
a level transmitter that trans- Fig. 6 - Mineral Filter Tank
mits a 4...20mA to the AMC-
PLC-SCADA for level and volume information. Sometimes the tanks
are being fill up more than the maximum pressure of the transmitter and
that means over-range, and it cause a red LED to lit in the analog input
module of the PLC where the transmitter is connected. The red LED is a
sensor/system failure of the AI module and eventually the red LED of the
interface module and the CPU will also lit. This abnormality is true to all
analog input over-range condition.
From the storage tank the water is being pumped into the hydrophore unit
(Fig.2) for another filtering, which are the charcoal/reverse osmosis and
the ultraviolet lamp (Fig3), and then delivered to the pressure tank for
distribution for the do-
mestic consumption. Fig. 5 - Ultraviolet Monitor
The ultraviolet lamp

Fig. 4 - Ultraviolet Optic Sensor
that kills 99% of bacte-
ria has its own control
and monitoring (Fig.5). Through an optical ultraviolet lamp sensor
(Fig.4) installed in the casing, the water passing through it is being moni-
tored and measured the output intensity of the lamp. The UV output
range is from 100% to 150%. When the UV output is 100%, a digital
signal for alarm failure is being sent to the AMC-PLC-SCADA to acti-
vate the optical and audio signal around the machinery spaces.
Page 45
PRESSURE SWITCH AND TRANSMITTER
Pressure Transmitter for various application Differential Pressure Sw.- Thermal Oil Plant
Hi/Low Press Sw. - Reefer Plant Pressure Transmitter for M.E. and A.E.
Pressure Switches and Transmitter-Red. Gear Pressure Transmitter for M.E.
Page 46
TEMPERATURE SWITCH AND SENSOR
Temperature Switch– Thermal Oil Plant Pt-100 For Main Engine and Aux. Engine
Temperature Switch for Starting Air Comp. Temperature Switch - Refrigerated Chamber
Pt-100 for Various Application Temp. Sw. for CPP Hydraulic Power Pack
Page 47
LEVEL SWITCHES OR FLOAT SWITCH
Float Switch for Various Application Float Switch for Sewage Tank
Float Switch for Emergency Generator Float Switch for sump Tank of A.E.
Float Switch for Fuel Oil Leakage– AE Float Switch for Fuel Oil Leakage– ME
AUTOMATIC DRAIN VALVES
For Starting Air Pressure Tank w/ alarm signal For Air Dryer w/ alarm signal
Page 48
CONTACTOR, PROTECTOR AND RELAY
Magnetic Contactors Motor Overload Protection
Auxiliary Contact Blocks & Block w/ Timer Motor Protection & Isolation Switch
Knife fuses Circuit Breakers
3 Phase Main Feeder Circuit Breaker Electronics Relay
Page 49
WHEELHOUSE NAVIGATIONAL EQUIPMENT
Steering Wheel Control Stand & ARPA Wheelhouse Control Console
Automatic Identification System Gyro Compass Repeater
Emergency Maneuvering Telegraph DGPS, Navtex and GMT Watch
VHF Marine Radio and Telephone Echo Sounder Unit
Navigational Signal Lamps Weather fax Machine
Page 50
OTHER WHEELHOUSE EQUIPMENT
GMDSS Console Fax Machine, Mini-M and GSM
MF-HF Radio Sat-C1. Sat-C2 and Mini-M
MF-HF Radio for E-mail Fire Alarm Cont Panel & Em. Pump Switch
Public Address Microphone Console Bridge Watch System
Watertight Sliding Door Panel & Indication Bridge and Engine Alarm Indication Lamps
Page 51
ACRONYMS
AMC - Alarm Monitoring and Control

SCADA - Supervision/System Control and Data Acquisitions
PLC - Programmable Logic Controller
M.E. - Main Engine
A.E. - Auxiliary Engine
P.S. - Port Side
S.B. - Starboard side
EDS - Engine Diagnosis System
COCOS - Computer Control and Surveillance
NC - Normally Close
NO - Normally Open
DI - Digital Input
DO - Digital Output
AI - Analog Input
AO - Analog Output
RPM - Revolution Per Minute
PTO-SB - Power Take Off– starboard
PTO-PS - Power take off– port side
PROFIBUS - Process Field Bus
NAMUR - German standard for measuring and control engineering
CAN - Control Area Network
AHU - Air Handling Unit
Page 52
EASUMO AUTOMATION SYSTEM
8 St. John st., Palico-2

Imus, Cavite 4103
Philippines
Phone: 63 46 9700962
Fax:
E-mail: easumo@yahoo.com

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FOR JUMBO SHIPPING B.V. CIRCULATION ONLY

Foreword / Introduction ……………………………………………………………………………………… 4

Main Engine ………. ………………………………………………………………………………………... 6-7

The Governor ………. ………………………………………………………………………………………. 8

The Temperature Controller…….……………………………………………………………………………. 9

The Auxiliary Blower. ………………………………………………………………………………………. 9

The Automatic Back-Flushing Filter...………………………………………………………………………. 9

The Resistance Thermometer and Pressure Transmitter…….………………………………………………. 10

The Central Automation of Main Engine……………………………………………………………………. 11

The NiCr-Ni Thermocouple….………………………………………………………………………………. 12

The Oil Mist Detector.. ………………………………………………………………………………………. 13

The Reduction Gearbox ………………………………………………………………………………………. 13

The Control Pitch Propeller...…………………………………………………………………………………. 14

The Bow Thruster……. ………………………………………………………………………………………. 15

The Steering Gear……. ………………………………………………………………………………………. 15

The 3750Kva Alternator………………………………………………………………………………………. 17

The Auxiliary Generator...……………………………………………………………………………………. 18

The Emergency/Harbour Generator..…………………………………………………………………………. 20

The Main Switchboard. ………………………………………………………………………………………. 21

The Flowcharts of Blackout/Standby Function ………...……………………………………………………. 22-28

The Inverter System…. ………………………………………………………………………………………. 29

The Alarm Monitoring and Control..…………………………………………………………………………. 30

The Heavy Lift Mast Crane 900T.……………………………………………………………………………. 31-36

Thermal Oil Plant …………………………………………………………………………………………….. 37

The Oil Separators…………………………………………………………………………………………… 40

The Mooring And Anchor Winches…………………………………………………………………………. 41

The Fire Alarm System ……………………………………………………………………………………… 42

The Air Conditioning and Air Handling ……………………………………………………………………. 44

Freshwater Production ……………………………………………………………………………………… 45

The 1,740 tons J–lay pipe laying machine is the heaviest

Kahn Scheepvart B.V.

The engine room control desk where the two

The Engine Operating Panel where the monitoring and control

3750 kVA alternator

The Pneumatic Control (right photo) for starting and

The Governor Actuator, this actuator is controlled by the electronic

The Speed Pick-Up, this device is supplied by 24vdc and gives a

The Electronics Governor Controller, the name could

The Auxiliary Blower is use to help the turbocharger to increase the

By means of the temperature calibrator, alarm can be tested. Since the

The Pressure Transmitter (Fig.1) is an electronic sensing devices

The Programmable Logic Controller or the PLC (Fig.1) is

The PLC system is composed of a processing unit module with

An Ethernet connection to various station or group of PLC is

SCADA’S graphic representation of deviation temperature of the exhaust gas Page 12

The temperature in several point of the gear is monitored by another type

The pitch indication has a separated electronics module where a potentiometer

Fig.3– Hydraulic power pack

Driven by the 1450 kW electric induction motor (Fig.1) and

Starting sequence of the electric motor is configured to PLC of the

An independent hydraulic pump (Fig.2) is the source of power to move

The steering wheel could be used

Wait for a couple

Rectify Hyd press

Rectify N emerg stop

Breaker clos ing

Motor run at rated speed

Generator voltage will rise