2.

2 ELECTRICAL POWER DISTRIBUTION

2.2.2d Safety Key Interlock System (i)

2.2.1 Electrical Equipment
2.2.2e Safety Key Interlock System (ii)
2.2.2 Main Switchboard and Generator Operation
2.2.2f Safety Key Interlock System (iii)
2.2.3 Emergency Switchboard and Generator Operation
2.2.2g Safety Key Interlock System (iv)
2.2.4 Electrical Distribution
2.2.2h Safety Key Interlock System (v)
2.2.5 Shore Power
2.2.2i Safety Key Interlock System (vi)
2.2.6 Main Alternators
2.2.2j Safety Key Interlock System (vii)
2.2.7 Emergency Diesel Alternator
2.2.2k Safety Key Interlock System (viii)
2.2.8 Preferential Tripping and Sequential Restart
2.2.2l Safety Key Interlock System (ix)
2.2.9 Uninteruptable Power Supplies and Battery Systems
2.2.2m Safety Key Interlock System (x)
2.2.10 Cathodic Protection System
2.2.2n Safety Key Interlock System (xi)
Illustrations 2.2.2o Safety Key Interlock System (xii)
2.2.1a Main Electrical Network 2.2.4a Main 440V Distribution - 440V Switchboard TP1F
2.2.1b Main 6,600V Switchboard Layout - TP1HT and TP2HT 2.2.4b Main 440V Distribution - 440V Switchboard TP2F
2.2.1c Main 440V Switchboard Layout - TP1F and TP2F 2.2.4c Main 440V Distribution - 440V Divisional Switchboards
2.2.1d Cargo 6,600V Switchboard Layout -TPC1HT and TPC2HT 2.2.4d Emergency Distribution - Emergency Switchboards TPFS and TPES
2.2.2a High Voltage Main Switchboard Mimic - TP1HT and TP2HT 2.2.4e Main 230V Distribution - TP1E and TP2E
2.2.2b Low Voltage Main Switchboard Mimic - TP1F and TP2F 2.2.5a Shore Power
2.2.2c Main Cargo Switchboard Mimic - TPC1HT and TPC2HT 2.2.9a Transitional Converter and Switchboard Distribution

2.2.9b Navigation UPS Unit, UPS46

2.2.10a Cathodic Protection System

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SURYDO\V Machinery Operating Manual

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 Gaz de France

SURYDO\V Machinery Operating Manual

2.2 ELECTRICAL POWER DISTRIBUTION Emergency Generator Main Switchboards
Builder’s reference No.: ??? The starboard main 6.6kV switchboard TP1HT consists of 11 panels:
2.2.1 ELECTRICAL EQUIPMENT
Manufacturer: Leroy Somer • Cell 01, the port HV switchboard cross-tie panel
Introduction Model: LSA 49.1 M7, 4 pole
• Cell 02, the starboard propulsion transformer 2 panel
Type: Two bearing, brushless, self-exiting, self-regulating
The electrical power generating plant onboard the vessel consists of the with revolving field, in-ventilated and drip proof • Cell 03, the No.2 diesel generator panel
following items of equipment: casing • Cell 04, the synchronising panel
Voltage: 440V, 3 phase • Cell 05, the No.1 diesel generator panel
Main Generator DG1 Output: 600kW, 750kVA, 984A, 0.8 pf
• Cell 06, the starboard propulsion transformer 1 panel
Builder’s reference No.: DG1 Speed: 1,800 rpm, 60Hz
Manufacturer: Leroy Somer • Cell 07, the starboard engine room transformer panel
Enclosure: IP 23
No. of sets: 1 • Cell 08, the starboard cargo HV switchboard cross-tie panel
Model: LSA 60B 125 The number of generators connected to the switchboard depends on the electrical • Cell 09, the electric boiler 1 transformer panel
Type: Two bearing, brushless excitation, 14 pole consumer load of the ship at that time. The generators can be manually run up
• Cell 10, the bow thruster panel
and connected to the main switchboard as required but in normal operation the
Bearing type: EFNLK 28-280 (drive end)
power management system (PMS) automatically controls the operation of the • Cell 11, the instruments panel
EFNLQ 28-280 (non-drive end) generators and major operational aspects of the main switchboard.
Serial No.: 600086 The port main 6.6kV switchboard TP2HT consists of 11 panels:
Speed: 514 rpm, 60Hz An emergency generator is located in a separate compartment located on the
• Cell 01, the starboard HV switchboard cross-tie panel
Voltage 6,600V, 3 phase port side of deck 1. This generator is entirely self-supporting with its own
dedicated fuel, cooling and starting equipment.The emergency generator has • Cell 02, the port propulsion transformer 1 panel
Output: 601A, 6,875kVA, 0.8pf
sufficient capacity to supply the auxiliaries required to start a main diesel • Cell 03, the No.3 diesel generator panel
Enclosure: IP 44 generator in the event of total power failure.
Heating element: 230V, 2,000W • Cell 04, the synchronising panel
• Cell 05, the No.4 diesel generator panel
Power Distribution System
Main Generators DG2, 3 and 4 • Cell 06, the port propulsion transformer 2 panel
From illustration 2.2.1a, it can be seen that the main network consists of two • Cell 07, the port engine room transformer panel
Builder’s reference No.s: DG2, DG3 and DG4 main 6.6kV switchboards, TP1HT and TP2HT, two 6.6kV cargo switchboards,
Manufacturer: Leroy Somer TPC1HT and TPC2HT, two main 440V switchboards, TP1F and TP2F and the • Cell 08, the port cargo HV switchboard cross-tie panel
No. of sets: 3 440V emergency switchboard, TPFS. • Cell 09, the electric boiler 2 transformer panel
Model: LSA 62B 115 • Cell 10, the ballast pump 3 panel
The configuration of the electrical network will depend on the vessel’s
Type: Two bearing, brushless excitation, 14 pole
operational situation; in port only one generator will be connected. When • Cell 11, the instruments panel
Bearing type: EFZLK 28-300 (drive end) manoeuvring, two generators will be connected, one from each side of the
EFZL Q28-300 (non-drive end) main switchboard with the 6.6kV bus-tie closed. When in open sea a minimum For further detail of the main 6.6kV switchboard layouts, please refer to
Serial No.: 600087 of two generators will be connected. illustrations 2.2.1a and 2.2.1b.
Speed: 514 rpm, 60Hz
The tie lines provide both redundancy and supply continuity in the event of The main 6.6kV generator panels are equipped with an ammeter, excitation
Voltage 6,600V, 3 phase any system failures. This means the port side consumers can be fed from the ammeter, wattmeter, and generator voltmeter to measure the main bus status
Output: 1,069A, 12,223kVA, 0.8pf starboard side generator(s) and vice versa. and the output of the generator. Each main 6.6kV switchboard panel is
Enclosure: IP 44 also fitted with full synchronising facilities including a synchroscope and
Heating element: 230V, 3,000W synchronising lamps for manual synchronising, if required.

Issue: Draft 1 IMO NO. 9306495 2.2.1 Electrical Equipment - Page 2 of 12

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Issue: Draft 1 IMO NO. 9306495 2.2.1 Electrical Equipment - Page 3 of 12

 Gaz de France
The starboard 6.6kV cargo switchboard TPC1HT consists of 6 panels:
• Cell 01, the cross-tie to TPC2HT panel
• Cell 02, the cross-tie to TP1HT panel
• Cell 03, the mimic panel
• Cell 04, the low duty compressor 1 panel
• Cell 05, the high duty compressor 1, main cargo pump 1, tank 1
and main cargo pump 1, tank 2 panel
• Cell 06, the ballast pump 1, main cargo pump 1, tank 3 and main
cargo pump 1, tank 4 panel
The port 6.6kV cargo switchboard TPC2HT consists of 6 panels:
• Cell 01, the cross-tie to TPC1HT panel
• Cell 02, the cross-tie to TP2HT panel
• Cell 03, the mimic panel
• Cell 04, the low duty compressor 2 panel.
• Cell 05, the high duty compressor 2, main cargo pump 2, tank 1
and main cargo pump 2, tank 2 panel
• Cell 6, the ballast pump 2, main cargo pump 2, tank 3 and main
cargo pump 2, tank 4 panel
For further details of the 6.6kV cargo switchboard layout, refer to illustrations
2.2.1a and 2.2.1d.
The starboard main 440V switchboard TP1F consists of 10 panels.
• Cell 01, the 440V cross-tie to TP2F and 440V feeder panel
• Cell 02, the 6,600/440V TR1HT transformer incomer panel
• Cell 03, the 440V emergency cross-tie to TPFS and 440V feeder
panel
• Cell 04, the 440V feeder panel
• Cell 05, the 440V feeder panel
• Cell 06, blank panel
• Cell 07, blank panel
• Cell 08, the 440V feeder panel
• Cell 09, the 440V feeder panel
• Cell 10, the 440V feeder panel
The port main 440V switchboard TP2F consists of 10 panels.
• Cell 01, the 440V cross-tie to TP1F and 440V feeder panel
• Cell 02, the 6,600/440V TR2HT transformer incomer panel
Issue: Draft 1
SURYDO\V
• Cell 03, the 440V emergency cross-tie to TPFS and 440V feeder
panel
• Cell 04, the 440V feeder panel
• Cell 05, the 440V feeder panel
• Cell 06, blank panel
• Cell 07, blank panel
• Cell 08, the 440V feeder panel
• Cell 09, the 440V feeder panel
• Cell 10, the 440V feeder panel
For further detail of the main 440V switchboard layouts, refer to illustrations
2.2.1c, 2.2.4a and 2.2.4b.
The 440V emergency switchboard TPFS consists of 5 panels:
• Cell 01, the emergency generator incomer panel
• Cell 02, the emergency 440V incomer from TP1F panel
• Cell 03, the shore connection incomer panel
• Cell 04, the emergency 440V feeder panel
• Cell 05, the emergency 440V feeder panel
For further detail please refer to illustration 2.2.4d.
The port or starboard main 440V switchboards feed the emergency switchboard
via tie breakers QF50 or QF500. The emergency switchboard breaker, QFS50,
will be closed to feed the emergency consumers. The emergency switchboard
is located in the emergency generator room on deck 1, frames 20 to 29. A 230V
emergency switchboard, TPES, is also located in the emergency generator
room. This is fed from the 440V emergency switchboard via a 150kVA
transformer, TB1FS, also located in the emergency generator room.
The main 440V switchboards TP1F and TP2F have 230V sections, TP1E and
TP2E, which are fed from the 440V switchboard via two 150kVA transformers,
TB1F and TB2F.
An Integrated Automation System (IAS) controls the starting, stopping,
connection and load sharing of the generators. The emergency generator
will start automatically in the event of a blackout and feed the emergency
switchboard.
Motor control centres (MCC) and distribution boards are provided in suitable
positions to supply the various power, heating, lighting, communication and
navigation equipment throughout the vessel.
IMO NO. 9306495
Machinery Operating Manual
Each 440V or 230V distribution circuit is protected against overcurrent and
short circuit current by a moulded case circuit breaker. These are fitted on the
switchboard or panel board with inverse time overcurrent and instantaneous
short circuit trip units enclosed within the casing.
A shore connection panel, PF70, is provided inside the steering gear room on
the 2nd flat to supply power to the vessel via the emergency 440V switchboard
in the event of dry docking, etc.
Electric Propulsion System
The vessel’s electric propulsion system consists of :
• 2 propulsion motors, M1MPE (starboard) and M2MPE (Port)
• 4 propulsion transformers, TR11MPE and TR12MPE (starboard)
and TR21MPE and TR22MPE (port)
• 2 propulsion converters, CR1MPE and CR2MPE
The auxiliary services for the ship’s propulsion system are fed from 440V
starters DGF1, DGF2, DGF3 and DGF4. DGF1 and DGF2 are located in
the propulsion room, DGF3 is located in the starboard converter room and
DGF4 is located in the port converter room. DGF1 and DGF3 are fed from
the starboard main 440V switchboard TP1F and supply auxiliary services to
the starboard propulsion system. DGF2 and DGF4 are fed from the port main
440V switchboard TP2F and supply auxiliary services to the port propulsion
system. Each propulsion motor is fitted with four jacking-up pumps (two
drive end and two non-drive end). Two of these (one drive end and one non-
drive end) are fed from 440V emergency starter panels, DGFS1 and DGFS2.
DGFS1 is located in ???? and DGFS2 is located in ????. DGFS 1 supplies the
starboard propulsion motor and DGFS2 supplies the port propulsion motor.
The electrical propulsion 230V bridge distribution for remote control from the
engine control room and the wheelhouse is fed from the port and starboard
propulsion UPS units, UPS1MPE (starboard) and UPS2MPE (port). These
UPS units are supplied from the engine room miscellaneous auxiliary port
and starboard switchboards TE130 and TE230. UPS1MPE is fed from TE130
and UPS2MPE is fed from TE230.
The electrical propulsion 24VDC distribution for the telegraphs that are
located in the wheelhouse, in the engine control room and the local unit near the
propulsion motor are fed from the engine room emergency 440V switchboard
PFS210 via the port 440VAC/24VDC charger rectifier RB2. (Confirm)
The propulsion motor auxiliaries are controlled from touch screens located in
the wheelhouse (port and starboard bridge wing consoles and bridge console),
in the engine control room and locally. (Confirm)
2.2.1 Electrical Equipment - Page 4 of 12
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Issue: Draft 1 IMO NO. 9306495 2.2.1 Electrical Equipment - Page 5 of 12

 Gaz de France

SURYDO\V Machinery Operating Manual

Main HV Transformers, TR1HT and TR2HT The 6,600V at the 6.6kV main switchboards TP1HT and TP2HT is transformed The 440V at the emergency switchboard is transformed down to 230V by one
Manufacturer: Trasfor SA down to 690V via two electric boiler transformers, TREB1HT and TREB2HT. emergency transformer, TB1FS, to feed the 230V section of the emergency
TREB1HT transformer is located in the starboard aft section of the engine switchboard. The emergency transformer is located in the emergency generator
Type: THT-8FN-3M3/G room 1st flat while TREB2HT transformer is located in the port aft section of room on the port side of deck 1.
Rating: 3,435kVA the engine room 1st flat.
Primary voltage: 6,600V (6.6kV main switchboard TP1HT way Spare Transformer, TBSP1
QHT14 and 6.6kV main switchboard TP2HT way Each transformer is fitted with two cooling fans which pass air over the A 440V/230V spare transformer is held on board.
QHT24) integral fresh water cooler and a leakage detector has been fitted to monitor
Secondary voltage: 463V the integrity of the water pipes. Six space heaters are also fitted which protect Manufacturer: Merot Sodex
against internal condensation during shut down periods. A total of six sensors,
Frequency: 60Hz Serial number: 32980/08
type PT100, have been fitted in the LV windings to monitor the winding
Insulation class: F-F temperatures. Three of these are in use and the remaining three are spare. The Rating: 50kVA
Space heaters: 230V, 6 x 150W temperatures can be monitored from the PMS screen mimics and will raise Primary voltage: 440V
Cooling: Forced air and fresh water alarms through the IAS when the temperature set points are exceeded. Secondary voltage: 230V
Protection level: IP44 Frequency: 60Hz
Engine Room Transformers, TB1F and TB2F Insulation class: H
The 6,600V at the 6.6kV main switchboards TP1HT and TP2HT is transformed Manufacturer: Merot Sodex Cooling: Natural air
down to 440V via two main HV transformers, TR1HT and TR2HT. TR1HT Serial numbers: 32980/01 and 32980/03 Protection level: IP23
transformer is located in the starboard main switchboard room on the
Rating: 3 x 50kVA
engine room 2nd deck while TR2HT transformer is located in the port main
switchboard room on the engine room 2nd deck. Primary voltage: 440V (main 440V switchboard TP1F way QF1110 Forward Transformer, TB90F
and main 440V switchboard TP2F way QF2220)
The forward 230V switchboard TE90E9 is fed via the 440V/230V forward
Each transformer is fitted with two cooling fans which pass air over the Secondary voltage: 230V transformer TB90F. The forward transformer is located on the focsle deck.
integral fresh water cooler and a leakage detector has been fitted to monitor Frequency: 60Hz
the integrity of the water pipes. Six space heaters are also fitted which protect Insulation class: H Manufacturer: Merot Sodex
against internal condensation during shut down periods. A total of six sensors,
type PT100, have been fitted in the LV windings to monitor the winding Cooling: Natural air Serial number: 32980/06
temperatures. Three of these are in use and the remaining three are spare. The Protection level: IP23 Rating: 20kVA
temperatures can be monitored from the PMS screen mimics and will raise Primary voltage: 440V (MCC DGF15, way 4F15)
alarms through the IAS when the temperature set points are exceeded. The 440V at the main 440V switchboards TP1F and TP2F is transformed down Secondary voltage: 230V
to 230V via two engine room transformers, TB1F and TB2F, to feed the 230V
Frequency: 60Hz
Electric Boiler Transformers, TREB1HT and TREB2HT sections of the main LV switchboards TP1F and TP2F. TB1F transformer is
located in the starboard main switchboard room on the engine room 2nd deck. Insulation class: H
Manufacturer: Trasfor SA TB2F transformer is located in the port main switchboard room on the engine Cooling: Natural air
Type: THT-7FN-2M8/G room 2nd deck. Protection level: IP23
Rating: 2,609kVA
Primary voltage: 6,600V (6.6kV main switchboard TP1HT way Emergency Transformer, TB1FS
QHT16 and 6.6kV main switchboard TP2HT way Manufacturer: Merot Sodex
QHT26)
Serial number: 32980/02
Secondary voltage: 720V
Rating: 3 x 50kVA
Frequency: 60Hz
Primary voltage: 440V (emergency switchboard 440V section, way
Insulation class: F-F QFS200)
Space heaters: 230V, 6 x 150W Secondary voltage: 230V
Cooling: Forced air and fresh water Frequency: 60Hz
Protection level: IP44 Insulation class: H
Cooling: Natural air
Protection level: IP23

Issue: Draft 1 IMO NO. 9306495 2.2.1 Electrical Equipment - Page 6 of 12

 Gaz de France

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Issue: Draft 1 IMO NO. 9306495 2.2.1 Electrical Equipment - Page 7 of 12

 Gaz de France

SURYDO\V Machinery Operating Manual

Forward Emergency Transformer, TB90FS The main 440V switchboard TP2F feeds the 230V galley and laundry Sequential Restarting
Manufacturer: Merot Sodex distribution board TE2240 via a 440/230V transformer, TB4F. The galley and Essential service motors, which were in service before a blackout, are started
laundry transformer is located on the starboard side of the engine room 2nd automatically on the recovery of the main bus voltage and they will start
Serial number: 32980/07 deck, frame 51. (Confirm) according to the predetermined restarting sequence. Motors that were selected
Rating: 20kVA
for duty before the blackout are automatically returned to duty after the
Primary voltage: 440V (forward emergency 440V switchboard PFS90, Large Motors blackout. Similarly, motors selected for standby are automatically returned to
way Q1FS90) standby. See section 2.2.8 of this manual for further information.
Secondary voltage: 230V The 6.6kV motors for the bow thruster and the HD and LD compressors are of
the squirrel cage construction type.
Frequency: 60Hz Preferential Tripping
Insulation class: H The two steering gear motors are each fed from an independent circuit, one Non-essential loads are interrupted automatically in the case of an overcurrent
Cooling: Natural air motor is fed from the 440V main switchboard TP1F via breaker QF103, and occurring on any one of the main generators. This ensures there is a continuity
Protection level: IP23 the other motor from the emergency switchboard TPFS, via breaker QFS3 of supply to all of the essential consumers. See section 2.2.6 for further
information. (Confirm)
The forward 230V emergency switchboard T90ES is fed via the 440V/230V Large Motor Starters
forward transformer TB90FS. The forward emergency transformer is located The 6.6kV motors are controlled using direct-on-line starters which utilise SF6 Back-up Power Supplies
on the focsle deck. (Confirm) circuit breakers in the main 6.6kV switchboards to start and stop the motors. There are several uninterruptible power supply (UPS) units fitted to supply
Vacuum circuit breakers (VCB) are used in the 6.6kV cargo switchboards to power to specific essential consumers in the event of mains or emergency
Galley and Laundry Isolation Transformer, TB3F start and stop the motors (SF6 circuit breakers are also fitted and are used power failure. These UPS units provide a seamless transition to a battery
for cross-tie purposes). The various 6.6kV starters are fitted with an earthing supplied power source. The UPS units utilise an inverter to provide AC power
Manufacturer: Merot Sodex
device which will earth the outgoing circuit (and hence the motor itself) when from a DC battery source. The batteries are Nicad maintenance-free batteries
Serial number: 32980/04 maintenance is required at the specific motor/pump/thruster/compressor etc. fitted locally, either in the cabinet or adjacent.
Rating: 3 x 40kVA + 40kVA
Primary voltage: 440V (main 440V switchboard TP1F, way QF1300) The low duty (LD) and high duty (HD) compressors are controlled from the gas The vessel’s integrated automation system (IAS) is supplied from three
Secondary voltage: 440V compressor’s control cubicle. The LD compressors are dual speed motors and independent uninterruptible power supplies. One is located in the AC room
the speed control is via a low duty compressor speed switching switchboard. on the main deck, a second is located in the automation room on deck 2 and a
Frequency: 60Hz
Insulation class: H third is located in the forward store in the forward section of the vessel.
Standard Motors
Cooling: Natural air The 440V motors are generally of the squirrel cage induction type with a
Protection level: IP23 standard frame designed for AC 440V three phase 60Hz supply. The exceptions Integrated Automation System (IAS)
are the motors for domestic service and small capacity motors of 0.4kW or
less. Where continuously rated motors are used, the overload setting ensures Manufacturer: Foxboro
The main 440V switchboard TP1F feeds the 440V galley and laundry 440V
the motor trips at 100% of its full load current. The motors in the engine room Type: I/A (Intelligent Automation) Series System
distribution board PF1300 via a 440/440V isolation transformer, TB3F. The
are of the totally enclosed fan cooled type.
galley and laundry isolation transformer is located on the starboard side of the
engine room 2nd deck, frame 56. (Confirm) The integrated automation system (IAS) is concerned with the machinery
440 Volt Starters and cargo control system and controls equipment such as diesel generators,
Galley and Laundry Transformer, TB4F Motor starters are arranged in motor control centres (MCCs) that are located compressors and pumps.
throughout the vessel. Any duplicated equipment starters are split between the
Manufacturer: Merot Sodex This system has various functions and is used to ensure the continuous
two different 440V main switchboards.
Serial number: 32155/06 supply of the ship’s electrical systems. The system automatically controls the
Rating: 30kVA Interlocked door isolators have been provided for all of the starters. For group generators for efficient operation.
Primary voltage: 440V (main 440V switchboard TP2F, way QF2240) starter boards, this switch is the moulded case circuit breaker which functions
as both the means of disconnecting and the overcurrent protection of the motor The IAS can start and stop the diesel generators through the power management
Secondary voltage: 230V system (PMS) to provide more or less generating capacity as required. The
circuit. (Confirm)
Frequency: 60Hz main functions of the PMS are as follows:
Insulation class: H • Control of the vessel’s electrical power supply and distribution
Cooling: Natural air from the 6.6kV main switchboards, TP1HT and TP2HT.
Protection level: IP23

Issue: Draft 1 IMO NO. 9306495 2.2.1 Electrical Equipment - Page 8 of 12

 Gaz de France

SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.1 Electrical Equipment - Page 9 of 12

 Gaz de France
• Control of the starting and stopping of the vessel’s generators.
• Provision of the necessary power to supply the vessel’s
electrical propulsion system. The electrical propulsion system
power can be limited in the event of the possibility of overload
of the vessel’s generators.
• Switching off of the vessel’s non-essential consumers in the
event of the possibility of overload of the vessel’s generators.
The load shedding that takes place will be dependent upon the
configuration of the electrical network.
• The blocking of the starting of large motors until the number
of running generators is sufficient to supply the motor start
current and the ship’s power demand. In this case, the generator
selected as standby is started and synchronised automatically.
• Control of the 6.6kV consumers supplied from the 6.6kV main
switchboards TP1HT and TP2HT.
• Automatic restoration of the vessel’s electrical network after
blackout (blackout restart sequence).
• Monitoring of both of the 6.6kV main switchboards, TP1HT and
TP2HT. Display of all the 6.6kV, 440V and 230V switchboard
measuring values and alarms.
Control and monitoring can be carried out from three different locations
via operator control stations. These are in the engine control room (ECR),
the cargo control room (CCR) and in the wheelhouse. Monitoring (without
control) can also be achieved from three other different locations and these are
in the Chief Officer’s room, the Chief Engineer’s room and in the conference
meeting room. (Confirm)
The system is supplied from three independent uninterruptible power supplies,
the forward UPS1A is located in the forward store room, the aft UPS1 is
located in the AC room on the main deck and the aft UPS2 is located in the
automate room on the 2nd deck. (Confirm)
The forward UPS1 is supplied with dual 230V supplies, one from the 230V
switchboard TE90E9 (way Q1E90E9) and one from the forward 230V
emergency switchboard T90ES (way Q190ES). (Confirm)
The aft UPS1 and UPS2 are each fed with dual 440V supplies. The aft IASUPS1
is fed from the engine room 440V distribution board PF330 (way Q8F330) and
the engine room 440V emergency starboard distribution board PFS110 (way
Q1FS110). The aft UPS2 is fed from the engine room 440V distribution board
PF330 (way Q9F330) and the engine room 440V emergency port distribution
board PFS210 (way Q1FS210).
Issue: Draft 1
SURYDO\V
Main Protective Relays Characteristics and Setting
Philosophy
The four generator panels and the 6.6kV main and cargo switchboard feeder
panels are each fitted with ABB multi-function protection relays. The generator
panels are fitted with REM545 relay units and the 6.6kV consumer panels are
fitted with REF542 relay units. These units are independent of each other and
have their own settings. Data from the units is displayed on the relevant IAS
generator screen mimic.
‘87G’ - Generator Differential Protection
The main protection of the stator winding is provided by a three phase
differential relay. This relay compares the current values at the ends of each
phase winding and trips when its differential setting value is exceeded, thus
ensuring protection against phase to phase faults within the stator winding.
‘51-50’ - Generator Overcurrent and Short Circuit Protection
The overcurrent units operate for two main kinds of fault: generator internal
and generator external faults. The low set unit protects the generator against
overload. The high set unit is selective with other overcurrent protection
provided in the 6.6kV electrical network.
‘50V’ - Overcurrent/Undervoltage Controlled Short Circuit Protection
This protection is an overcurrent function associated with an undervoltage
function. Tripping of this protection only occurs when both functions trip.
The use of overcurrent in tandem with undervoltage avoids the possibility of
non-operation due to rapid decrement of the fault current. For generator internal
faults, the relay provides back-up to the generator differential protection relay.
For faults external to the generator, the relay will have a chance to trip under
rapidly decrementing short circuit currents.
‘46’ - Generator Negative Phase Sequence Protection
The normal three phase balanced load produces a stator reactive field that rotates
in synchronism with the rotor. In the event of unbalanced load conditions, the
negative sequence component will induce twice-rated frequency rotor currents.
These currents would cause severe heating in the rotor. Unbalanced load
conditions are likely to occur as a result of prolonged unbalanced operation
due to circumstances such as a single phase fuse blowing or line to line/line to
ground faults not cleared due to a circuit breaker that failed to trip.
There are two negative phase sequence protection units; the first unit is for
alarm, the second is time delayed and trips the circuit breaker.
IMO NO. 9306495
Machinery Operating Manual
‘27’ - Generator Undervoltage Protection
This device protects the generator and the 6.6kV consumers against excessive
undervoltages that may occur when large loads are connected and the automatic
voltage regulator does not react to compensate for this large load or when an
undervoltage condition occurs due to a short circuit fault not cleared by the
overcurrent relays.
There are two undervoltage protection units; the first unit is for alarm, the
second is time delayed and trips the circuit breaker.
‘59’ - Generator Overvoltage Protection
This device protects the generator and the 6.6kV consumers against excessive
overvoltages that may occur when large loads are suddenly removed or as a
result of incorrect operation of the automatic voltage regulator.
This relay has two overvoltage units. The low set unit is set according to the
plant operating voltage and is time delayed to allow transient overvoltages
caused by the removal of large loads to be regulated by the excitation system.
The high set unit has a small time delay and is used to disconnect generators
when there are strong overvoltages present.
‘40’ - Loss of Field (Excitation) Protection
The loss of excitation protection is used to monitor the generator excitation
conditions at the stator terminals. The relay measures the current changes
from capacitive to inductive. Under normal operating conditions, the generator
supplies reactive power and its impedance is therefore capacitive.
When excitation is lost, the generator acts as an asynchronous generator that
draws reactive power from the network. Its impedance is therefore of an
inductive nature.
This protection operates only when the generator is running in parallel with
other generators.
‘32’ - Generator Reverse Power Protection
This relay monitors the effect of failure of the generator engine. This will cause
the generator in question to draw active power from the system (motoring).
The relay senses active power flowing from the system to the generator and
the settings are selected to avoid spurious tripping during transient conditions
such as parallelling of generators.
This protection operates only when the generator is running in parallel with
other generators.
2.2.1 Electrical Equipment - Page 10 of 12
 Gaz de France
‘81’ - Generator Under/Over Frequency Protection
This protection is used to detect underfrequency and/or overfrequency as a
result of load fluctuation or engine governor malfunction.
There are two underfrequency and two overfrequency units in the relay. The
low set underfrequency and overfrequency units are used for alarm only. The
high set underfrequency and overfrequency units are time delayed and are used
to trip the relevant breaker. The time delay is necessary to allow the speed
governor system the chance to regulate over/underfrequency situations.
‘67N’ - Generator Stator Ground Fault Protection
This relay is a directional ground overcurrent relay on the secondary side of
a ring current transformer (CT). Normally there is no current flowing in the
relay. If a ground fault occurs in the generator winding, a current flows and the
relay is energised.
‘59N’ - Generator Residual (Ground Fault) Overvoltage Protection
This protection function is sensitive to the neutral voltage displacement that
will occur in a system as a result of a faulty winding or a phase to ground
insulation fault. This function is operational with the generator circuit breaker
closed or open.
‘49, 51, 50, 67N, 46, 27 - HV Thermal Overload, Overcurrent, Short
Circuit, Ground Fault, Undervoltage and Unbalance Protection
This protection is used to protect transformer feeders and interconnector tie
lines. The protection is equipped with the following functions:
• Thermal overload (49): This function activates an alarm only.
• Overcurrent (51): This function is a combination of two units;
one of inverse time type and one of definite time type. It is used
for important overloads and as a back-up protection for phase
faults at the secondary side of the transformers or downstream
feeders.
• Short circuit (50): This function provides quick protection
against phase to phase or three phase faults on the primary and
secondary sides of the transformers.
• Ground fault (67N): This unit detects ground faults that may
occur on the HV side of the transformers.
• Unbalance (46): Protection against unbalanced load is obtained
by an overcurrent unit that measures only the negative sequence
component of the current. This function activates an alarm
only.
• Undervoltage (27)
Issue: Draft 1
SURYDO\V
‘49, 46, 50, 48, 51LR, 67N, 27’ - Motor Protection
This protection is equipped with the following functions:
• Thermal image (49) (Overload) : This function activates an
alarm only.
• Negative sequence (46) (Unbalanced load): This function
provides protection against loss of one phase of the supply and
also against unbalanced currents. This function activates an
alarm only for the bow thruster and trips other motor feeders.
• Overcurrent (51) (Large overload): This function is an
overcurrent unit which is used to protect the motor against large
and prolonged overloads.
• Positive sequence (50) (Short circuit): This unit reacts rapidly to
large phase to phase or three phase faults.
• Overcurrent (48) (Too long starting): each starting sequence of
the motors is monitored by overcurent units which will trip the
motor circuit breaker if the starting time is higher than foreseen,
thus protecting the motor from possible burn out.
• Overcurrent (51LR) (Locked rotor): Under normal operating
conditions after successful starting of the motor, one overcurrent
unit is used to monitor the motor and will operate in the event
of a locked rotor due to operating machine problems. This unit
reacts quicker than the too long starting or thermal overload
protections.
• Earth fault unit (67N) (Ground fault): This unit is connected on
the secondary side of a core balance current transformer (CT).
This function activates an alarm only.
• Undervoltage for motor shed (27-1): This unit is used to
disconnect motors from the HV switchboard in the event of a
voltage drop greater than the allowable value. The relay has a
set time delay to allow recovery from transient conditions.
• Undervoltage for motor starting lockout (27-2): This unit is
used to lockout the starting of the HV motors in the event of
severe undervoltage conditions.
‘25’ - Synchro Check Protection
The check synchronising relays verify that the voltage on the two sides of the
breaker are the same in magnitude and phase.
IMO NO. 9306495
Machinery Operating Manual
6.6kV Main and Cargo Switchboard Protective Relays
REM545 and REF542
Generator Protection Relays Type REM545
The REM545 units on the generator panels each have the following
functions:
Note: Trip indicates that an open signal is sent to the relevant generator
breaker.
• Device 87G: Differential protection (trip)
• Device 51: Overcurrent protection (trip)
• Device 50: Short circuit protection (trip)
• Device 50V: Voltage controlled short circuit protection (trip)
• Device 46: Negative sequence overcurrent (two stage; 1st
stage alarm, 2nd stage trip)
• Device 27: Undervoltage protection (two stage; 1st stage alarm,
2nd stage trip).
• Device 59: Overvoltage protection (two stage; 1st stage alarm,
2nd stage trip).
• Device 40: Loss of field protection (trip)
• Device 32: Reverse power protection (trip)
• Device 81: Underfrequency protection (two stage; 1st stage
alarm, 2nd stage trip).
• Device 81: Overfrequency protection (two stage; 1st stage
alarm, 2nd stage trip)
• Device 67N: Stator ground fault protection (alarm)
• Device 59N: Ground fault overvoltage protection (alarm)
• Device 25: Synchro check protection
Main Busbars (TP1HT and TP2HT) Relay SPAU 110
The SPAU 110 relay unit on the 6.6 kV main switchboards synchronising
panels each have the following function:
• Device 59N: Busbar ground overvoltage protection (alarm)
2.2.1 Electrical Equipment - Page 11 of 12
 Gaz de France
6.6kV Main Switchboard Bus-tie Interconnector Panel Relays Type
REF542
The REF542 units on the 6.6kV main switchboards and cargo switchboards
bus-tie interconnector panels (TP1HT/TP2HT and TPC1HT/TPC2HT) each
have the following functions:
Note: Trip indicates that an open signal is sent to the relevant generator
breaker.
• Device 49: Thermal overcurrent protection (alarm)
• Device 51: Overcurrent protection (trip)
• Device 50: Short circuit protection (trip)
• Device 51N: Ground overcurrent protection (alarm)
• Device 46: Negative sequence overcurrent (alarm)
• Device 25: Synchro check protection
Feeders and Incomers to Cargo HV Switchboard (TPC1HT and
TPC2HT)
The REF542 units on the 6.6kV main switchboard cargo HV switchboard
cross-tie panels (cell 8) and the cargo HV switchboard main switchboard
cross-tie panels each have the following functions:
Note: Trip indicates that an open signal is sent to the relevant generator
breaker.
• Device 49: Thermal overcurrent protection (alarm)
• Device 51: Overcurrent protection (trip)
• Device 50: Short circuit protection (trip)
• Device 67N: Directional ground overcurrent protection (alarm)
• Device 46: Negative sequence overcurrent (alarm)
Issue: Draft 1
SURYDO\V
6.6kV Main Switchboard Propulsion Transformer Feeder Panel Relays
Type REF542
The REF542 units on the 6.6kV main switchboard bus-tie interconnector
panels each have the following functions:
Note: Trip indicates that an open signal is sent to the relevant generator
breaker.
• Device 49: Thermal overcurrent protection (alarm)
• Device 51: Overcurrent protection (trip)
• Device 50: Short circuit protection (trip)
• Device 67N: Directional ground overcurrent protection (alarm)
• Device 46: Negative phase sequence protection (alarm)
• Device 27: Undervoltage protection (trip)
6.6kV Main Switchboard, Main HV Transformers (TR1HT and TR2HT)
and Boiler Transformers Feeder Panel Relays Type REF542
The REF542 units on the 6.6kV main switchboard 6.6kV/440V engine room
transformer feeder panels each have the following functions:
Note: Trip indicates that an open signal is sent to the relevant generator
breaker.
• Device 49: Thermal overcurrent protection (alarm)
• Device 51: Overcurrent protection (trip)
• Device 50: Short circuit protection (trip)
• Device 67N: Directional ground overcurrent protection (alarm)
• Device 46: Negative phase sequence protection (alarm)
• Device 27: Undervoltage protection (trip)
IMO NO. 9306495
Machinery Operating Manual
6.6kV Main Switchboard Bow Thruster and Ballast Pump Motor Panel
Relay Type REF542
The REF542 unit on the 6.6kV main switchboard bow thruster and ballast
pump panels have the following functions:
Note: Trip indicates that an open signal is sent to the relevant generator
breaker.
• Device 49: Thermal overcurrent protection (alarm)
• Device 51: Overcurrent protection (trip)
• Device 50: Short circuit overcurrent (trip)
• Device 51LR: Locked rotor protection during starting (trip)
• Device 48: Locked rotor protection during running (trip)
• Device 46: Negative phase sequence protection (alarm)
• Device 67N: Directional ground overcurrent protection (alarm)
• Device 27-1: Undervoltage motor shedding (trip)
• Device 27-2: Undervoltage lockout motor starting
• Short circuit protection fuses
6.6kV Cargo Switchboard Other Motor Feeder Panels (Compressors and
Cargo Pumps) Relays Type REF542
The REF542 units on the 6.6kV cargo switchboard low and high duty
compressor and main cargo pump panels each have the following functions:
Note: Trip indicates that an open signal is sent to the relevant generator
breaker.
• Device 49: Thermal overcurrent protection (alarm)
• Device 51: Overcurrent protection (trip)
• Device 50: Short circuit overcurrent (trip)
• Device 51LR: Locked rotor protection during starting (trip)
• Device 48: Locked rotor protection during running (trip)
• Device 46: Negative phase sequence protection (trip)
• Device 67N: Directional ground overcurrent protection (alarm)
• Device 27-1: Undervoltage motor shedding (trip)
• Device 27-2: Undervoltage lockout motor starting
• Short circuit protection fuses
2.2.1 Electrical Equipment - Page 12 of 12
 Gaz de France

SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.2 Main Switchboard and Generator Operation - Page 1 of 25
 Gaz de France

SURYDO\V Machinery Operating Manual

2.2.2 MAIN SWITCHBOARD AND GENERATOR When in level 1 control, the operator control available is as follows: The opening of the circuit breaker from the IAS is possible when the generator
OPERATION load is less than 5% of the nominal power. A de-loading of the diesel generator
• Starting and stopping of the relevant generator.
is performed before the circuit breaker is opened.
• Speed control of the relevant generator.
Electric Power Generation Control If the main generator shuts down, a circuit breaker trip order is sent directly to
When in level 1 control, it is not possible for the operator to select the load the associated main switchboard (TP1HT or TP2HT).
There are seven control stations for power generation and these can be listed sharing mode and the generator will operate in ‘droop’ mode.
as follows: The diesel generator circuit breakers are fitted with undervoltage trips which
• Port and starboard dual fuel gas converter rooms (level 1) Level 2 Control (HV Switchboards) will trip the breakers as a result of loss of voltage.
• Port and starboard 6.6kV main switchboards (level 2) Control from the level 2 locations is only possible if the REMOTE/LOCAL
switch at the level 1 location is turned to the REMOTE position. Level 2 control Diesel Generator Synchronising
• Engine control room (level 3)
is then achieved by turning the REMOTE/LOCAL switch at the relevant 6.6kV During normal operation, the synchronising of the diesel generator to be
• Cargo control room (level 3) main switchboard mimic panel to the LOCAL position. connected is done by the synchro-units located in the 6.6kV main switchboards,
• Wheelhouse (level 3) through a closing order sent from the IAS to TP1HT or TP2HT.
When in level 2 control, the operator control available is as follows:
The control transfer of each generator is independent at level 1 and 3 and • Starting and stopping of the relevant generator. The circuit breaker closing order can be sent by the IAS if :
grouped by the switchboard at level 2. • The generator is not connected to the busbar.
• Speed control of the relevant generator.
Each generator is independently controlled so that one generator can be • Manual synchronising with or without synchro check. • No other generators are already in a synchronising sequence on
controlled from one level (1, 2 or 3) and another generator can be controlled the same busbar.
• Opening and closing of the 6.6kV main switchboard circuit
from a different level. • The generator breaker is not in an alarm condition.
breakers.
• The main switchboard is in remote control.
Power Management Control Level 3 Control (IAS)
The closing order must be maintained until the IAS receives a circuit breaker
There are three levels of priority for control locations of the power management Control from the level 3 location is only possible if the REMOTE/LOCAL closed signal. If the synchronising exceeds 180 seconds, a discrepancy alarm
system as follows: switches at the level 1 and level 2 locations are both turned to the REMOTE is initiated and, if the initial synchronising command was coming from an
position. automatic starting command, then another generator will be started.
• Level 1: The highest priority, through the local mimic panels
for each generator which are located in the port and starboard
When in level 3 control, the operator control available through the IAS mimics After synchronising and circuit breaker closing is completed, the load on the
converter rooms.
is as follows: incoming generator will be increased and a LOAD INCREASE message is
• Level 2: The 6.6kV main switchboards, TP1HT (starboard) and displayed on the IAS screen mimic.
• Starting and stopping of the relevant generator.
TP2HT (port) mimic panels.
• Speed control of the relevant generator.
• Level 3: The lowest priority, through the IAS operator 2. Control of the Emergency Diesel Generator Circuit Breaker, QFS100
stations. • Opening and closing of the circuit breakers.
The emergency diesel generator circuit breaker can only be manually controlled
• Remote/Auto or Remote/Manual selection from the emergency switchboard TPFS.
Note: Only one control level can be active at any one time for each generator.
Change of level has no effect on actuators status. It also has no effect on
Circuit Breaker Operating Principles - Electrical Production In the event of a blackout, the circuit breaker will be closed automatically
monitoring which is always available at any level.
through internal logic in the emergency switchboard, TPFS.

Level 1 Control (Converter Rooms)
If the REMOTE/LOCAL switch is turned to LOCAL at one of the level 1
locations, control is taken immediately from any other level and an alarm will
be activated to signal the change of control.
1. Control of Diesel Generator Circuit Breakers, QHT10, QHT11, QHT20
and QHT21
The diesel generator circuit breakers can be controlled either from the IAS or
from the 6.6kV main switchboard, TP1HT mimic panel for QHT10/11 or from
the 6.6kV main switchboard, TP2HT mimic panel for QHT20/21.
When normal power is restored, the emergency diesel generator is manually
synchronised with the main network from the emergency switchboard mimic
panel or the 440V main switchboard mimic panels TP1F /TP2F and the diesel
generator circuit breaker will be opened automatically about 3 seconds after
synchronisation through internal logic in the emergency switchboard, TPFS.

Issue: Draft 1 IMO NO. 9306495 2.2.2 Main Switchboard and Generator Operation - Page 2 of 25
 Gaz de France

SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.2 Main Switchboard and Generator Operation - Page 3 of 25
 Gaz de France
Circuit Breaker Operating Principles - 6.6kV Electrical
Distribution
The 6.6kV main consumers are fed from the two 6.6kV main switchboards
TP1HT (starboard) and TP2HT (port).
1. Control of the 6.6kV Main Switchboard Bus-Tie Circuit Breakers,
QHT120A and QHT120B
The 6.6kV main switchboard bus-tie circuit breakers can be controlled either
from the IAS or from the 6.6kV main switchboard, TP1HT mimic panel for
control of QHT120A or from the 6.6kV main switchboard, TP2HT mimic
panel for control of QHT120B.
In the event of a loss of voltage, these circuit breakers will normally remain
closed unless the loss of voltage is due to a tripped condition (see automatic
operation procedures No.10 and 11 later in this section).
When a closing command is initiated by the operator via the IAS, the automatic
synchronising of the starboard and port main switchboards is performed by use
of fully automatic synchronising units located in the main switchboards (one
synchronising unit per switchboard).
If synchronising exceeds 180 seconds, a discrepancy alarm is activated.
When an opening command of the bus-tie circuit breaker is given by the
operator via the IAS, the first action carried out will be a load transfer and
current limitation. This function will result in the automatic starting of a
generator if the current in the bus-tie is not below a preset value (about 3% of
its normal current). The IAS sends an open order to the circuit breaker when
the bus-tie current is less than the preset value.
Note: If minimum current is not reached after a set time, an alarm will be
activated and the opening of the circuit breaker will be blocked.
2. Control of 6.6kV Main switchboard, Cargo HV Switchboard Cross-Tie
Circuit Breakers QHT15A and QHT25A
The 6.6kV main switchboard, cargo HV switchboard cross-tie circuit breakers
can be controlled either from the IAS or from the 6.6kV main switchboard,
TP1HT mimic panel for control of QHT15A or from the 6.6kV main
switchboard, TP2HT mimic panel for control of QHT25A.
In the event of a loss of voltage, these circuit breakers will normally remain
closed unless the loss of voltage is due to a tripped condition.
IAS control is in the form of manual control from the operator workstation
keyboard and screen or automatic control when restarting after a blackout (see
section 2.2.8)
Issue: Draft 1
SURYDO\V
3. Control of 6.6kV Main Switchboard, 6.6kV/440V Main Transformer
Circuit Breakers QHT14 and QHT24
The 6.6kV main switchboard 6.6kV/440V main transformer circuit breakers
can be controlled either from the IAS or, manually, from the 6.6kV main
switchboard, TP1HT (cell 7) for control of QHT14 or from the 6.6kV main
switchboard, TP2HT (cell 7) for control of QHT24. IAS control is in the
form of manual control from the operator workstation keyboard and screen or
automatic control when restarting after a blackout (see section 2.2.8).
These circuit breakers are fitted with undervoltage trips which will trip the
breakers as a result of loss of voltage.
4. Control of 6.6kV Main Switchboard, Propulsion Transformer Circuit
Breakers QHT12/13 and QHT22/23
The 6.6kV main switchboard, propulsion transformer circuit breakers cannot
be controlled from the IAS. They can be controlled manually from the 6.6kV
main switchboard, TP1HT (cells 2 and 6) for control of QHT12/13 or from the
6.6kV main switchboard, TP2HT (cells 2 and 6) for control of QHT22/23.
These circuit breakers are fitted with undervoltage trips which will trip the
breakers as a result of loss of voltage.
A ‘start drive motor’ order from the propulsion system sends a circuit breaker
close order via IAS authorisation to the relevant main switchboard and, via the
start drive sequence, into the propulsion control cubicle.
Note: To enable IAS authorisation, there must be at least two generators
running in parallel and connected to the busbar.
5. Control of 6.6kV Main Switchboard, Electric Boiler Circuit Breakers,
QHT16 and QHT26
The 6.6kV main switchboard, electric boiler circuit breakers can be controlled
either from the IAS or, manually, from the 6.6kV main switchboard, TP1HT
(cell 9) for control of QHT16 or from the 6.6kV main switchboard, TP2HT
(cell 9) for control of QHT26. IAS control is in the form of manual control
from the operator workstation keyboard and screen or automatic control when
restarting after a blackout (see section 2.2.8) or load shedding in the event of
overloading of the generators connected to the main switchboards.
These circuit breakers are fitted with undervoltage trips which will trip the
breakers as a result of loss of voltage.
IMO NO. 9306495
Machinery Operating Manual
6. Control of 6.6kV Main Switchboard, Bow Thruster Circuit Breaker
QHT17
The 6.6kV main switchboard bow thruster circuit breaker cannot be controlled
from the IAS. Control is either remotely from the wheelhouse bow thruster
panel (there is no manual control of the bow thruster circuit breaker from this
panel), or manually from the 6.6kV main switchboard, TP1HT (cell 10).
Before starting the bow thruster it is necessary to start the bow thruster
hydraulic unit. When the IAS receives confirmation that the hydraulic unit is
running a check is made to ensure that the power available is sufficient to allow
starting of the bow thruster without overloading the generators.
If the power available is sufficient, the wheelhouse panel receives the
information POWER AVAILABLE and the operator can start the thruster by
pushing the DRIVE MOTOR START pushbutton.
The DRIVE MOTOR START request sends a circuit breaker close order to the
6.6kV main switchboard TP1HT.
If the power available is not sufficient, then the PMS function will automatically
start the next stand by generator.
Note: To enable starting of the bow thruster, it is necessary to have at least
two generators running and parallelled up to the 6.6kV switchboards.
This circuit breaker is fitted with an undervoltage trip which will trip the
breaker as a result of loss of voltage.
7. Control of 6.6kV Main Switchboard, Ballast Pump Circuit Breaker,
QHT27
The 6.6kV main switchboard, ballast pump circuit breaker can be controlled
either from the IAS or, manually, from the 6.6kV main switchboard,TP2HT
(cell 9). IAS control is in the form of manual control from the operator
workstation keyboard and screen.
This circuit breaker is fitted with an undervoltage trip which will trip the
breaker as a result of loss of voltage.
2.2.2 Main Switchboard and Generator Operation - Page 4 of 25
 Gaz de France

SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.2 Main Switchboard and Generator Operation - Page 5 of 25
 Gaz de France
Circuit Breaker Operating Principles - 6.6kV Electrical
Distribution from Cargo Switchboards
There are two 6.6kV cargo switchboards:
• The starboard 6.6kV cargo switchboard TPC1HT
• The port 6.6kV cargo switchboard TPC2HT
1. Control of 6.6kV Cargo Switchboard Gas Compressor Circuit Breakers,
QHT31, QHT32, QHT33 and QHT 41, QHT42, QHT43
The 6.6kV cargo switchboard gas compressor circuit breakers cannot be
controlled from the IAS. They can be controlled manually from the 6.6kV
cargo switchboard, TPC1HT (cells 4 and 5) for control of QHT31/32/33 or
from the 6.6kV cargo switchboard, TPC2HT (cells 4 and 5) for control of
QHT41/42/43.
The circuit breakers are fitted with undervoltage trips which will trip the
breaker as a result of loss of voltage.
Load shedding of the compressors to prevent overloading of the generators is
controlled by the IAS.
Note: If load shedding is necessary and the overloaded switchboard is
operating in gas mode, the LD compressor circuit breakers QHT32/33 and
QHT42/43 will be excluded from the load shedding.
2. Control of 6.6kV Cargo Switchboard Main Cargo Pump Circuit
Breakers, QHT36, QHT37, QHT38, QHT39 and QHT 46, QHT47,
QHT48, QHT49
The 6.6kV cargo switchboard, main cargo pump circuit breakers can be
controlled either from the IAS or, manually, from the 6.6kV cargo switchboard,
TPC1HT (cells 5 and 6) for control of QHT36/37/38/39 or from the 6.6kV
cargo switchboard, TPC2HT (cells 5 and 6) for control of QHT46/47/48/49.
IAS control is in the form of manual control from the operator workstation
keyboard and screen.
The circuit breakers are fitted with undervoltage trips which will trip the
breaker as a result of loss of voltage.
Opening of the circuit breakers can occur as a result of a stop order from the
emergency shut down (ESD) logic.
Issue: Draft 1
SURYDO\V
3. Control of 6.6kV Cargo Switchboard, Ballast Pump Circuit Breakers,
QHT34 and QHT44
The 6.6kV cargo switchboard, ballast pump circuit breaker can be controlled
either from the IAS or, manually, from the 6.6kV cargo switchboard, TPC1HT
(cell 6) for control of QHT34 or from the 6.6kV cargo switchboard, TPC2HT
(cell 6) for control of QHT44. IAS control is in the form of manual control
from the operator workstation keyboard and screen.
This circuit breaker is fitted with an undervoltage trip which will trip the
breaker as a result of loss of voltage.
Circuit Breaker Operating Principles - 440V Electrical
Distribution
There are three main 440V switchboards:
• Two 440V main switchboards (TP1F and TP2F)
• One 440V emergency switchboard (TPFS)
1. Control of 440V Main Switchboard, 6.6kV/440V Main Transformer
Incomer Circuit Breakers, QF1100 and QF2100
The 440V main switchboard 6.6kV/440V main transformer incomer circuit
breakers can be controlled either from the IAS or from the 440V main
switchboard, TP1F mimic panel for control of QF1100 or from the 440V main
switchboard, TP2F mimic panel for control of QF2100. IAS control is in the
form of manual control from the operator workstation keyboard and screen or
automatic control when restarting after a blackout (see section 2.2.8).
The closing of these breakers is interlocked. If the breaker on the corresponding
6.6kV/440V transformer primary is not closed, the secondary breaker (QF1100
or QF2100) cannot be closed.
These circuit breakers are fitted with undervoltage trips which will trip the
breakers as a result of loss of voltage.
2. Control of 440V Main Switchboard Bus-tie Circuit Breakers QF1200
and QF2200
The 440V main switchboard bus-tie circuit breakers can be controlled either
from the IAS or from the 440V main switchboard, TP1F mimic panel for
control of QF1200 or from the 440V main switchboard, TP2F mimic panel
for control of QF2200. IAS control is in the form of manual control from the
operator workstation keyboard and screen.
An automatic closing facility is used if there is a loss of voltage to one of the
440V switchboards (TP1F or TP2F) and the loss of voltage is not caused by an
electrical fault on the switchboard (see automatic operation procedures No.12,
13, 14 and 15 in this section).
IMO NO. 9306495
Machinery Operating Manual
3. Control of 440V Main Switchboard, Emergency Switchboard Feeder
Circuit Breakers, QF50 and QF500
The emergency switchboard can be supplied from either TP1F or TP2F via
breakers QF50 and QF500.
The circuit breakers can be controlled either from the IAS or from the 440V
main switchboard, TP1F mimic panel for control of QF50 or from the 440V
main switchboard, TP2F mimic panel for control of QF500. IAS control is in
the form of manual control from the operator workstation keyboard and screen
or automatic control when restarting after a blackout (see section 2.2.8).
These circuit breakers remain closed after loss of voltage for a set time delay.
4. Control of 440V Emergency Switchboard Incoming Circuit Breaker,
QFS50
This circuit breaker can be controlled either from the IAS or from the 440V
emergency switchboard, TPFS mimic panel. IAS control is in the form
of manual control from the operator workstation keyboard and screen or
automatic control when restarting after a blackout (see section 2.11.8).
This circuit breaker remains closed after loss of voltage for a set time delay.
The synchronising of the emergency generator is performed by the synchro-unit
located in the emergency switchboard, TPFS. The closing order is maintained
until the IAS receives a circuit breaker closed signal. If synchronising exceeds
180 seconds, a discrepancy alarm is signalled.
6. Control of 440V Boiler Switchboard Circuit Breakers QFEB1 and
QFEB2
This circuit breaker can be controlled either from the IAS or from the 440V
electric boiler switchboard PFEB1 for QFEB1 or from the 440V electric boiler
switchboard PFEB2 for QFEB2 . IAS control is in the form of manual control
from the operator workstation keyboard and screen or automatic control when
restarting after a blackout (see section 2.11.8)
There is an interlocking arrangement whereby the closing of QFEB1 or QFEB2
is blocked if the corresponding 6.6kV/440V electric boiler transformer primary
breaker, QHT16 or QHT26, is not closed.
The circuit breaker is fitted with an undervoltage trip which will trip the
breaker as a result of loss of voltage.
2.2.2 Main Switchboard and Generator Operation - Page 6 of 25
 Gaz de France
Automatic and Manual Operation of the Main Switchboards
and Generators
Note: For further details of the main and emergency generator switchboard
operations please see shipyard manual M00E929 - Electric Production and
Distribution and M00E937 - Electric Power Plant Philosophy
1. Remote Control Available from the Switchboard for the Diesel
Generator
The diesel generator can be remotely controlled at the main switchboard as
follows:
a) It is assumed that the diesel engine is ready to start, LO priming
pump in the AUTOMATIC position, turning gear in the SET
position and engine trouble reset.
b) Turn the generator LOCAL/REMOTE switch at the generator
local control panel at the engine to the REMOTE position.
c) Turn the LOCAL/REMOTE switch at the relevant 6.6kV main
switchboard mimic panel to the LOCAL position.
Remote control from relevant 6.6kV main switchboard mimic panel is now
available.
2. Remote Control Available from the IAS and Automatic Start and
Automatic Synchronising and Load Shift Available for the Diesel
Generator
The diesel generator can be remotely controlled from the IAS as follows:
a) It is assumed that the diesel engine is ready to start, LO priming
pump in the AUTOMATIC position, turning gear in the SET
position and engine trouble reset.
b) Turn the generator LOCAL/REMOTE switch at the generator
local control panel at the engine to REMOTE.
c) Turn the LOCAL/REMOTE switch at the relevant 6.6kV main
switchboard mimic panel to the REMOTE position.
Engine control room control of the diesel generator is now available. The
generators can be controlled either manually from the IAS operator station or
automatically.
Issue: Draft 1
SURYDO\V
3. Manual Diesel Generator Engine Start - Local
The diesel generator engine can be started locally from the generator engine
local control panel. It is assumed that the diesel generator is stopped.
a) To start the generator locally from the engine mounted control
panel, turn the LOCAL/REMOTE switch on the panel to the
LOCAL position.
b) Start the generator by pressing the START pushbutton on the
panel. The generator will then start. Observe the local engine
gauges for speed, temperature and oil pressure.
4. Manual Diesel Generator Engine Start - Remote Switchboard
a) It is assumed that remote control from the relevant main
switchboard mimic panel is available. (Described in procedure
No.1. The engine is assumed to be in the stopped condition.)
b) Turn the DIESEL ENGINE START/STOP switch on the relevant
6.6kV main switchboard mimic panel to position START.
c) The engine receives a start command and starts. If the engine
does not start within 20 seconds, a start fail alarm is signalled
at the IAS.
d) To stop the generator, turn the DIESEL ENGINE START/STOP
switch to the STOP position.
5. Manual Diesel Generator Engine Start - Remote IAS
a) It is assumed that remote control from the IAS is available.
(Described in procedure No.2. The engine is assumed to be in
the stopped condition.)
b) Ensure the generator is set to MANUAL via the AUTO/MANUAL
soft key icon on the IAS mimic screen.
c) A signal is given by the operator via the IAS to start the diesel
generator engine by clicking on the START/STOP soft key icon
on the IAS screen. ‘RUNNING’ appears on the graphic.
d) The diesel generator engine receives a start command and
starts. If the engine does not start within 20 seconds, a start fail
alarm is signalled.
e) Stop the generator by clicking on the START/STOP soft key icon
on the IAS mimic screen.
IMO NO. 9306495
Machinery Operating Manual
6. Diesel Generator Running - Breaker Closure onto a Dead Bus -
Switchboard Operation
It is assumed that remote control is available at the relevant main switchboard
generator panel as described in procedure No.1 and that the diesel generator
has been started and the correct voltage established at the relevant 6.6kV main
switchboard generator panel.
a) Turn the SYNCHRONISING switch at the relevant 6.6kV main
switchboard mimic panel to the ON position.
b) Turn the SYNCHRO MODE switch on the mimic panel to
either the PROTECTED position and the check synchroniser
will be connected or the UNPROTECTED position and the
check synchroniser will not be connected.
c) Turn the CB SELECT switch on the mimic panel to the
generator breaker to be closed.
d) Turn the generator breaker control switch on the relevant 6.6kV
main switchboard mimic panel to the CLOSE position. The
breaker will receive a close command and will close.
7. Manual Parallel Running of the Diesel Generator from the
Switchboard
It is assumed that remote control is available at the relevant main switchboard
generator panel as described in procedure No.1 and that the generator engine
has been started and the correct voltage established at the relevant 6.6kV main
switchboard generator panel.
a) Turn the SYNCHRONISING switch at the relevant 6.6kV main
switchboard mimic panel to the ON position.
b) Turn the SYNCHRO MODE switch to the PROTECTED
position and the check synchroniser will be initiated.
c) Turn the CB SELECT switch on the mimic panel to the
generator breaker to be closed.
d) Adjust the DG SPEED CONTROL switch (raise/lower) on the
mimic panel until the synchroscope is moving slowly in the
clockwise direction (approximately one revolution every twenty
seconds).
e) As the synchroscope approaches the twelve o’clock position
(synchronism), turn the control switch for the incoming
generator breaker on the relevant 6.6kV main switchboard
mimic panel to the CLOSE position. The breaker will receive a
close command and will close.
2.2.2 Main Switchboard and Generator Operation - Page 7 of 25
 Gaz de France
f) Manual frequency control can be carried out by use of the DG
SPEED CONTROL switch (raise /lower).
8. Manual Load Shift and Breaker Disconnection for the Diesel Generator
from the Switchboard
It is assumed that remote control is available at the relevant main switchboard
mimic panel as described in procedure No.1.
a) Adjust the DG SPEED CONTROL switches on the relevant
6.6kV main switchboard mimic panel to reduce the load on the
generator to be disconnected.
b) When the load on the generator is zero or close to zero, turn the
breaker control switch for the generator to be disconnected to
the OPEN position.
c) The circuit breaker will receive an open command and will
open.
d) After a predetermined cool down period, turn the DIESEL
ENGINE START/STOP switch on the relevant main switchboard
mimic panel to the STOP position. The engine stops.
Procedures for the Automatic Operation of Generators and the Main
Switchboards
It is assumed the ship is in normal voyage/in port conditions and the following
conditions are satisfied:
• The PMS is switched on.
• The LOCAL /REMOTE selection switches at the main
switchboard mimic panels are switched to REMOTE.
• The standby generator is switched to REMOTE operation at
the engine control panel. The generator’s READY FOR START
lamp is illuminated at the generator panel.
• The standby generator is ready to start, ie, all engine conditions
are normal. The generator has been selected as standby No.1.
Standby selection is via the generator mimic screens.
Issue: Draft 1
SURYDO\V
9. Blackout Sequence
Note: To avoid operation of this blackout sequence during a harbour test or
during shore connection, there is a software switch available on the power
plant overview mimic which is switched on by the operator or by the IAS if
the emergency switchboard TPFS is in local mode and on shore mode.
It is assumed that the procedures described previously for automatic operation
have been followed. The initial configuration of the vessel’s electrical system
prior to blackout is assumed to be as follows:
• The 6.6kV starboard main switchboard TP1HT and the 6.6kV
port main switchboard TP2HT are interconnected and are fed by
the dual fuel gas generators.
• The 440V main switchboards TP1F and TP2F are supplied
via the 6.6kV/440V main transformers TR1HT and TR2HT
respectively.
• The bus-tie between 440V main switchboards TP1F and TP2F
is open.
• The emergency switchboard TPFS is fed by the starboard 440V
switchboard TP1F.
• The 6.6kV starboard cargo switchboard TPC1HT is supplied
from the starboard 6.6kV main switchboard TP1HT.
• The 6.6kV port cargo switchboard TPC2HT is supplied from
the port 6.6kV main switchboard TP2HT.
• The bus-tie between the 6.6kV cargo switchboards is open.
Upon the loss of power (full blackout), the following alterations to the initial
configuration will occur:
• Loss of voltage on the 6.6kV port and starboard main
switchboards. The 6.6kV bus-tie breakers (QHT120A and
QHT120B) remain closed).
• Loss of voltage on the 440V port and starboard main
switchboards TP1F and TP2F.
• Instantaneous opening of all other circuit breakers except QF50
or QF500. These breakers open after a set time delay.
• Opening after a set time delay of the 440V emergency
switchboard, TPFS, incoming circuit breaker QFS50.
• Detection of loss of voltage at the 440V emergency switchboard
TPFS.
a) The loss of power is detected by the emergency generator which
receives a start command.
IMO NO. 9306495
Machinery Operating Manual
b) When the emergency generator has reached full operating speed
and voltage has been established, the emergency generator
breaker QFS100 receives a close command and closes. The
emergency switchboard TPFS is being supplied from the
emergency generator.
c) The IAS will assess the availability of every generator. All
available generators will be started in emergency mode (diesel
oil). The first generator ready will be connected to the network.
After a set time delay a second generator (if available) will be
connected to the network unless the vessel is in harbour mode.
d) The IAS will restore the vessel to the initial HV configuration.
The IAS will then feed the 440V main switchboards TP1F and
TP2F from either side (TR1HT and TR2HT).
e) All main auxiliaries that were running prior to blackout will be
restarted by the IAS.
f) Load transfer between the emergency diesel generator and the
normal 440V network is performed manually, either remotely
via the IAS or locally at the 440V emergency switchboard
TPFS.
10. Half Blackout Sequence - Electric Fault on TP1HT
It is assumed that the procedures described previously for automatic operation
have been followed. The initial configuration of the vessel’s electrical system
prior to blackout is assumed to be as follows:
• The 6.6kV starboard main switchboard TP1HT and the 6.6kV
port main switchboard TP2HT are interconnected and are fed by
the dual fuel gas generators connected to TP2HT.
• The 440V main switchboards TP1F and TP2F are supplied
via the 6.6kV/440V main transformers TR1HT and TR2HT
respectively.
• The bus-tie between 440V main switchboards TP1F and TP2F
is open.
• The emergency switchboard TPFS is fed by the starboard 440V
switchboard TP1F.
• The 6.6kV starboard cargo switchboard TPC1HT is supplied
from the starboard 6.6kV main switchboard TP1HT.
• The 6.6kV port cargo switchboard TPC2HT is supplied from
the port 6.6kV main switchboard TP2HT.
• The bus-tie between the 6.6kV cargo switchboards is open.
• The emergency generator is available.
2.2.2 Main Switchboard and Generator Operation - Page 8 of 25
 Gaz de France
a) A short circuit is detected on the bus-tie resulting in the
opening of the 6.6kV bus-tie circuit breakers, QHT120A and
QHT120B.
b) The primary and secondary circuit breakers for 6.6kV/440V
transformer TR1HT, QHT14 and QF1100, open resulting in
loss of power to the starboard 440V main switchboard TP1F.
c) The cross-tie supplying the starboard 6.6kV cargo switchboard
TPC1HT opens.
d) The TP1F/TPFS cross-tie circuit breakers, QF50/QFS50, will
still be closed due to an undervoltage time delay release.
e) Upon detection of the loss of power, the 440V main switchboard
bus-tie breakers QF1200 and QF2200 will close automatically
to feed the 440V switchboard TP1F and the emergency
switchboard TPFS.
f) A closing order is given to the port and starboard 6.6kV cargo
switchboard bus-tie circuit breakers, QHT30A and QHT30B,
via the IAS operator station. The port and starboard 6.6kV cargo
switchboards, TPC1HT and TPC2HT, are now supplied from
the port 6.6kV port main switchboard TP2HT
11. Half Blackout Sequence - Electric Fault on TP2HT
It is assumed that the procedures described previously for automatic operation
have been followed. The initial configuration of the vessel’s electrical system
prior to blackout is assumed to be as follows:
• The 6.6kV starboard main switchboard TP1HT and the 6.6kV
port main switchboard TP2HT are interconnected and are fed by
the dual fuel gas generators connected to TP1HT.
• The 440V main switchboards TP1F and TP2F are supplied
via the 6.6kV/440V main transformers TR1HT and TR2HT
respectively.
• The bus-tie between 440V main switchboards TP1F and TP2F
is open.
• The emergency switchboard TPFS is fed by the starboard 440V
switchboard TP1F.
• The 6.6kV starboard cargo switchboard TPC1HT is supplied
from the starboard 6.6kV main switchboard TP1HT.
• The 6.6kV port cargo switchboard TPC2HT is supplied from
the port 6.6kV main switchboard TP2HT.
• The bus-tie between the 6.6kV cargo switchboards is open.
• The emergency generator is available
Issue: Draft 1
SURYDO\V
a) A short circuit is detected on the bus-tie resulting in the
opening of the 6.6kV bus-tie circuit breakers, QHT120A and
QHT120B.
b) The primary and secondary circuit breakers for 6.6kV/440V
transformer TR2HT, QHT24 and QF2100, open resulting in
loss of power to the port 440V main switchboard TP2F.
c) The cross-tie supplying the starboard 6.6kV cargo switchboard
TPC2HT opens.
d) The TP1F/TPFS cross-tie circuit breakers, QF50/QFS50, will
still be closed due to an undervoltage time delay release.
e) Upon detection of the loss of power, the 440V main switchboard
bus-tie breakers QF1200 and QF2200 will close automatically
to feed the 440V switchboard TP2F.
f) A closing order is given to the port and starboard 6.6kV cargo
switchboard bus-tie circuit breakers, QHT30A and QHT30B,
via the IAS operator station. The port and starboard 6.6kV cargo
switchboards, TPC1HT and TPC2HT, are now supplied from
the starboard 6.6kV port main switchboard TP1HT
12. Half Blackout Sequence - LV Network Failure (TP1F) Case 1
It is assumed that the procedures described previously for automatic operation
have been followed. The initial configuration of the vessel’s electrical system
prior to blackout is assumed to be as follows:
• The 6.6kV starboard main switchboard TP1HT and the 6.6kV
port main switchboard TP2HT are interconnected and are fed by
the dual fuel gas generators.
• The 440V main switchboards TP1F and TP2F are supplied
via the 6.6kV/440V main transformers TR1HT and TR2HT
respectively.
• The bus-tie between 440V main switchboards TP1F and TP2F
is open.
• The emergency switchboard TPFS is fed by the starboard 440V
switchboard TP1F.
• The 6.6kV starboard cargo switchboard TPC1HT is supplied
from the starboard 6.6kV main switchboard TP1HT.
• The 6.6kV port cargo switchboard TPC2HT is supplied from
the port 6.6kV main switchboard TP2HT.
• The bus-tie between the 6.6kV cargo switchboards is open.
• The emergency generator is available.
IMO NO. 9306495
Machinery Operating Manual
a) An electric fault on the starboard 440V main switchboard TP1F
results in the tripping of the TP1F incoming circuit breaker
QF1100. This results in a loss of power to TP1F.
b) If the emergency switchboard TPFS is supplied via TP1F,
circuit breaker QF50, then TPFS will also be without power. If
TPFS is supplied via TP2F, circuit breaker QF500, then TPFS
remains alive.
c) The TP1F/TP2F bus-tie circuit breakers, QF1200 and QF2200,
are blocked and prevented from closing due to the electric fault
on TP1F.
d) If TPFS is also without power (point b), QF500 is closed
automatically and the emergency switchboard is supplied via
TP2F.
e) The primary of the 6.6kV/440V transformer TR1HT, circuit
breaker QHT14, receives an open order via the IAS operator
station.
The starboard 440V main switchboard TP1F remains dead until the cause of
the switchboard fault is found and rectified.
13. Half Blackout Sequence - LV Network Failure (TP1F) Case 2
It is assumed that the procedures described previously for automatic operation
have been followed. The initial configuration of the vessel’s electrical system
prior to blackout is assumed to be as follows:
• The 6.6kV starboard main switchboard TP1HT and the 6.6kV
port main switchboard TP2HT are interconnected and are fed by
the dual fuel gas generators.
• The 440V main switchboards TP1F and TP2F are supplied
via the 6.6kV/440V main transformers TR1HT and TR2HT
respectively.
• The bus-tie between 440V main switchboards TP1F and TP2F
is open.
• The emergency switchboard TPFS is fed by the starboard 440V
switchboard TP1F.
• The 6.6kV starboard cargo switchboard TPC1HT is supplied
from the starboard 6.6kV main switchboard TP1HT.
• The 6.6kV port cargo switchboard TPC2HT is supplied from
the port 6.6kV main switchboard TP2HT.
• The bus-tie between the 6.6kV cargo switchboards is open.
• The emergency generator is available.
2.2.2 Main Switchboard and Generator Operation - Page 9 of 25
 Gaz de France
a) A loss of power to the 440V main switchboard TP1F occurs due
to an opening of the 6.6kV/440V main transformer, TR1HT,
primary circuit breaker QHT14. The incoming circuit breaker to
TP1F, QF1100, trips on undervoltage. There is a loss of power
to TP1F.
b) If the emergency switchboard TPFS is supplied via TP1F,
circuit breaker QF50, then TPFS will also be without power. If
TPFS is supplied via TP2F, circuit breaker QF500, then TPFS
remains alive.
c) The TP1F/TPFS cross-tie circuit breakers, QF50 and QFS50,
will still be closed due to an undervoltage time delay release.
d) Upon detection of the loss of power, the 440V main switchboard
bus-tie breakers QF1200 and QF2200 will close automatically
to feed the 440V switchboard TP1F and the emergency
switchboard TPFS.
The starboard 440V main switchboard TP1F is now fed via the port 440V main
switchboard TP2F.
14. Half Blackout Sequence - LV Network Failure (TP2F) Case 1
It is assumed that the procedures described previously for automatic operation
have been followed. The initial configuration of the vessel’s electrical system
prior to blackout is assumed to be as follows:
• The 6.6kV starboard main switchboard TP1HT and the 6.6kV
port main switchboard TP2HT are interconnected and are fed by
the dual fuel gas generators.
• The 440V main switchboards TP1F and TP2F are supplied
via the 6.6kV/440V main transformers TR1HT and TR2HT
respectively.
• The bus-tie between 440V main switchboards TP1F and TP2F
is open.
• The emergency switchboard TPFS is fed by the starboard 440V
switchboard TP1F.
• The 6.6kV starboard cargo switchboard TPC1HT is supplied
from the starboard 6.6kV main switchboard TP1HT.
• The 6.6kV port cargo switchboard TPC2HT is supplied from
the port 6.6kV main switchboard TP2HT.
• The bus-tie between the 6.6kV cargo switchboards is open.
• The emergency generator is available.
Issue: Draft 1
SURYDO\V
a) An electric fault on the port 440V main switchboard TP2F
results in the tripping of the TP2F incoming circuit breaker
QF2100. This results in a loss of power to TP2F.
b) If the emergency switchboard TPFS is supplied via TP2F,
circuit breaker QF500, then TPFS will also be without power.
If TPFS is supplied via TP1F, circuit breaker QF50, then TPFS
remains alive.
c) The TP1F/TP2F bus-tie circuit breakers, QF1200 and QF2200,
are blocked and prevented from closing due to the electric fault
on TP2F.
d) If TPFS is also without power (point b), QF50 is closed
automatically and the emergency switchboard is supplied via
TP1F.
e) The primary of the 6.6kV/440V transformer TR2HT, circuit
breaker QHT24, receives an open order via the IAS operator
station.
The port 440V main switchboard TP2F remains dead until the cause of the
switchboard fault is found and rectified.
15. Half Blackout Sequence - LV Network Failure (TP2F) Case 2
It is assumed that the procedures described previously for automatic operation
have been followed. The initial configuration of the vessel’s electrical system
prior to blackout is assumed to be as follows:
• The 6.6kV starboard main switchboard TP1HT and the 6.6kV
port main switchboard TP2HT are interconnected and are fed by
the dual fuel gas generators.
• The 440V main switchboards TP1F and TP2F are supplied
via the 6.6kV/440V main transformers TR1HT and TR2HT
respectively.
• The bus-tie between 440V main switchboards TP1F and TP2F
is open.
• The emergency switchboard TPFS is fed by the starboard 440V
switchboard TP1F.
• The 6.6kV starboard cargo switchboard TPC1HT is supplied
from the starboard 6.6kV main switchboard TP1HT.
• The 6.6kV port cargo switchboard TPC2HT is supplied from
the port 6.6kV main switchboard TP2HT.
• The bus-tie between the 6.6kV cargo switchboards is open.
IMO NO. 9306495
Machinery Operating Manual
a) A loss of power to the 440V main switchboard TP2F occurs due
to an opening of the 6.6kV/440V main transformer, TR2HT,
primary circuit breaker QHT24. The incoming circuit breaker to
TP2F, QF2100, trips on undervoltage. There is a loss of power
to TP2F.
b) If the emergency switchboard TPFS is supplied via TP2F,
circuit breaker QF500, then TPFS will also be without power.
If TPFS is supplied via TP1F, circuit breaker QF50, then TPFS
remains alive.
c) Upon detection of the loss of power, the 440V main switchboard
bus-tie breakers QF1200 and QF2200 will close automatically
to feed the 440V switchboard TP2F.
The starboard 440V main switchboard TP2F is now fed via the port 440V main
switchboard TP1F.
16. Automatic Parallel Running in Response to Large Motor Start
If the load on a running generator is too high to permit the safe starting of one
of the vessel’s large motors, the standby diesel generator will be started and
parallelled to provide adequate capacity. The motor will have its start delayed
until the standby generator is connected and the load is equally shared. The
standby generator will go through the same automatic paralleling sequence as
for an overload situation. The relevant motors are:
• Electrical propulsion motors
• Bow thruster
17. Load Shedding of Heavy Consumers
In the event of overload of the vessel’s electrical network, the IAS can initiate
the stopping of heavy consumers. The relevant heavy consumers are:
• HD compressors
• LD compressors (if the relevant generator engine is not in gas
mode)
• Electric boilers
2.2.2 Main Switchboard and Generator Operation - Page 10 of 25
 Gaz de France
18. Backfeeding Sequence
In an extreme emergency such as a total blackout, it is possible for the
emergency generator to feed the 440V main switchboards. This sequence is
executed manually. There is no automatic IAS sequence. It is assumed that the
emergency generator will feed the starboard 440V main switchboard TP1F.
The initial configuration is as follows:
• Totally dead ship. All of the 6.6kV and 440V switchboard
circuit breakers are open, no pressure in the starting air bottles
and cold engine conditions.
a) At the emergency generator local control panel, turn the
LOCAL/REMOTE switch to the LOCAL position.
b) At the emergency switchboard mimic panel, turn the LOCAL/
REMOTE switch to the LOCAL position.
c) At the emergency switchboard mimic panel, turn the NORMAL/
BACKFEEDING MODE switch to the BACKFEEDING
position.
d) At the starboard main 440V switchboard, TP1F, mimic panel,
turn the LOCAL/REMOTE switch to the LOCAL position.
e) At the starboard main 440V switchboard, TP1F, mimic panel,
turn the NORMAL/BACKFEEDING MODE switch to the
BACKFEEDING position.
f) Non-essential 440V equipment fed from TP1F and TP2F is
manually tripped to keep the load on the emergency generator
to as low as possible.
g) The emergency generator is started from its local panel. The
LOCAL/REMOTE switch at the local control panel is then
turned to the REMOTE position.
h) At the emergency switchboard mimic panel, close the
emergency diesel generator circuit breaker, QFS100. The
emergency switchboard TPFS is alive.
i) At the emergency switchboard mimic panel, close the outgoing
TPFS/TP1F bus-tie circuit breaker, QFS50.
j) At the starboard main 440V switchboard, TP1F, mimic panel,
the incoming TPFS/TP1F bus-tie circuit breaker, QF50, is
closed. TP1F is alive and being supplied from the emergency
generator. The 440V main switchboard bus-tie breakers,
QF1200 and QF2200 can be closed if necessary.
Issue: Draft 1
SURYDO\V
The auxiliaries necessary to facilitate the starting of a main generator can now
be started.
CAUTION
When in backfeeding mode, the load on the emergency generator must
be closely monitored to prevent overload and possible blackout.
19. Restoration of Normal Supply After Backfeeding
It is assumed that backfeeding is in operation as previously described in
procedure No.18 and that No.1 diesel generator is to feed the electrical
network. The procedure is the same for all four generators.
a) Start up No.1 diesel generator.
b) The generator breaker, QHT10, is connected to the 6.6kV main
switchboard TP1HT either from the IAS operator station if in
remote mode or from TP1HT mimic panel if in local mode.
c) The 6.6kV main switchboard bus-tie breakers QHT120A and
QHT120B can be closed if necessary.
d) The 6.6kV/440V main transformer (TR1HT) breaker QHT14 is
closed either from the IAS operator station if in remote mode or
from the 6.6kV main switchboard (TP1HT) mimic panel if in
local mode.
e) At the 440V main switchboard (TP1F or TP2F) mimic panel,
the LOCAL/REMOTE switch is turned to the LOCAL position,
the NORMAL/BACKFEEDING MODE switch is turned to
the NORMAL position, the SYNCHRONISING switch is
turned to the ON position and the SYNCHRO MODE switch
is turned to either the PROTECTED (with check synchro) or
UNPROTECTED (without check synchro) position. At the
emergency switchboard mimic, the LOCAL/REMOTE switch is
in the REMOTE position and the NORMAL/BACKFEEDING
MODE switch is in the BACKFEEDING position.
f) Adjust the EDG SPEED CONTROL switch (raise/lower) on
the mimic panel until the synchroscope is moving slowly in the
clockwise direction (approximately one revolution every twenty
seconds).
g) As the synchroscope approaches the twelve o’clock position
(synchronism), turn the control switch for the incoming breaker
from TR1HT (QF1100) on the mimic panel to the CLOSE
position. The breaker will receive a close command and will
close.
IMO NO. 9306495
Machinery Operating Manual
h) After QF1100 closes, the emergency generator breaker QFS100
receives an automatic open command and opens.
The 6.6kV main switchboards, 440V main switchboards and the emergency
switchboard are now being supplied from No.1 diesel generator.
Generator DG1 Protection Settings
The generators are protected from the abnormal conditions described below
by means of the reverse power trip, short circuit trip, undervoltage trip,
overvoltage trip, overfrequency trip, underfrequency trip, current differential
trip, overcurrent trip, negative sequence overcurrent trip and voltage dependent
overcurrent trip.
Details of the protective devices can be found in section 2.2.1 (Electrical
Equipment), Main Protective Relays Characteristics and Setting Philosophy
1. Differential Protection (Device 87G)
10% of In (650A) = 65A
Author’s Note:A figure of 650A has been used on the spec. sheets for the rated
current the actual value of In is shown on the spec sheet as 601A. Which is
correct? (I have used the figure of 650A in the settings shown)
2. Overcurrent Low Set Stage (Device 51)
0.93 x In (650A) = 605A for 1 second
3. Overcurrent High Set Stage (Device 50)
2.4 x In (650A) = 1,560A for 1.25 seconds
4. Overcurrent High Set Stage (Device 50V)
1.2 x In (650A) = 780A for 1.5 seconds
5. Undervoltage High Set Stage (Device 50V)
0.7 x Un (6,600V) = 4,620V
6. Reverse Power (Device 32)
0.4 x Sn (7,250kVA) = 0.29MW for 20 seconds
Author’s Note: A figure of 7250kVA has been used on the spec. sheets to
calculate the reverse power setting - the actual value of Sn is shown on the
spec sheet as 6875kVA. Which is correct? (I have used the figure of 7250kVA
in the settings shown)
2.2.2 Main Switchboard and Generator Operation - Page 11 of 25
 Gaz de France
7. Directional Earth Fault Low Set Stage (Device 67N)
2% of In (650A) = 13A for 0.5 seconds
8. Overvoltage Low Set Stage (Device 59)
1.2 x Un (6,600V) = 7,920V for 3 seconds
9. Overvoltage High Set Stage (Device 59)
1.4 x Un (6,600V) = 9,240V for 0.5 seconds
10. Undervoltage Low Set Stage (Device 27)
0.8 x Un (6,600V) = 5,280V for 2 seconds
11. Undervoltage High Set Stage (Device 27)
0.7 x Un (6,600V) = 4,620V for 3 seconds
12. Residual Overvoltage (Device 59N)
10% of Un (6,600V) = 660V for 3 seconds
13. Underfrequency Stage 1 (Device 81)
57Hz for 1 second
Undervoltage blocking occurs at 0.7 x Un (6,600V) = 4,620V
14. Underfrequency Stage 2 (Device 81)
55Hz for 2 seconds
Undervoltage blocking occurs at 0.7 x Un (6,600V) = 4,620V
15. Overfrequency Stage 1 (Device 81)
62.5Hz for 1 second
Undervoltage blocking occurs at 0.7 x Un (6,600V) = 4,620V
16. Overfrequency Stage 1 (Device 81)
65Hz for 2 seconds
Undervoltage blocking occurs at 0.7 x Un (6,600V) = 4,620V
17. Negative Sequence Overcurrent (Definite Time Stage) (Device 46)
0.07 x In (650A) = 45.5A for 5 seconds
Cooling time: 1,800 seconds
18. Negative Sequence Overcurrent (Inverse Time Stage) (Device 46)
0.08 x In (650A) = 52A for 20 seconds
Issue: Draft 1
SURYDO\V Machinery Operating Manual
Minimum time; 5 seconds 9. Overvoltage High Set Stage (Device 59)
Maximum time: 3,600 seconds 1.4 x Un (6,600V) = 9,240V for 0.5 seconds
Cooling time: 1,800 seconds
Start delay: 5 seconds
10. Undervoltage Low Set Stage (Device 27)
19. Synchro Check (Device 25) 0.8 x Un (6,600V) = 5,280V for 2 seconds
10% of Un (6,600V) = 660V for 250mS
Frequency: 0.2 Hz for 80mS 11. Undervoltage High Set Stage (Device 27)
0.7 x Un (6,600V) = 4,620V for 3 seconds
Generators DG2/3/4 Protection Settings
12. Residual Overvoltage (Device 59N)
1. Differential Protection (Device 87G) 10% of Un (6,600V) = 660V for 3 seconds
10% of In (1,250A) = 125A
Author’s Note:A figure of 1,250A has been used on the spec. sheets for the 13. Underfrequency Stage 1 (Device 81)
rated current the actual value of In is shown on the spec sheet as 1,070A.
57Hz for 1 second
Which is correct? (I have used the figure of 650A in the settings shown)
Undervoltage blocking occurs at 0.7 x Un (6,600V) = 4,620V
2. Overcurrent Low Set Stage (Device 51)
14. Underfrequency Stage 2 (Device 81)
0.86 x In (1,250A) = 1,075A for 1 second
55Hz for 2 seconds
Undervoltage blocking occurs at 0.7 x Un (6,600V) = 4,620V
3. Overcurrent High Set Stage (Device 50)
2.3 x In (1,250A) = 2,875A for 1.25 seconds 15. Overfrequency Stage 1 (Device 81)
62.5Hz for 1 second
4. Overcurrent High Set Stage (Device 50V) Undervoltage blocking occurs at 0.7 x Un (6,600V) = 4,620V
1.2 x In (1,250A) = 1,500A for 1.5 seconds
16. Overfrequency Stage 1 (Device 81)
5. Undervoltage High Set Stage (Device 50V) 65Hz for 2 seconds
0.7 x Un (6,600V) = 4,620V Undervoltage blocking occurs at 0.7 x Un (6,600V) = 4,620V
6. Reverse Power (Device 32) 17. Negative Sequence Overcurrent (Definite Time Stage) (Device 46)
0.4 x Sn (14,250kVA) = 0.57MW for 20 seconds 0.07 x In (1,250A) = 87.5A for 5 seconds
Author’s Note: A figure of 14,250kVA has been used on the spec. sheets to Cooling time: 1,800 seconds
calculate the reverse power setting - the actual value of Sn is shown on the spec
sheet as 12,232kVA. Which is correct? (I have used the figure of 14,250kVA in 18. Negative Sequence Overcurrent (Inverse Time Stage) (Device 46)
the settings shown)
0.08 x In (1,250A) = 100A for 20 seconds
Minimum time; 5 seconds
7. Directional Earth Fault Low Set Stage (Device 67N) Maximum time: 3,600 seconds
Cooling time: 1,800 seconds
2% of In (1,250A) = 25A for 0.5 seconds
Start delay: 5 seconds
8. Overvoltage Low Set Stage (Device 59)
1.2 x Un (6,600V) = 7,920V for 3 seconds
IMO NO. 9306495 2.2.2 Main Switchboard and Generator Operation - Page 12 of 25
 Gaz de France

SURYDO\V Machinery Operating Manual

19. Synchro Check (Device 25) This will release three keys (one for each breaker), which when put in a central
Voltage: 10% of Un (6,600V) = 660V for 250mS lock will release a key. This key must be kept by the person carrying out the
Frequency: 0.2Hz for 80mS maintenance until work is complete.

Safety Interlock System
(Refer to Illustrations 2.2.2d, to 2.2.2o)
A key interlocking system is employed on the vessel for the 6.6kV equipment
which allows for safe access to the equipment for maintenance and repair. It
ensures that the access to the high voltage parts is prohibited in all cases, where
the correct switch off/down and earthing procedure of the main breaker is not
performed completely or in the wrong order. Specific step by step procedures
are required to gain access to the keys.
In the case of isolating the diesel generator incomer, when the correct step
by step procedure has been followed, the generator fuel valve and air start
valve will be shut and locked off, the corresponding generator circuit breaker
will be racked out and the earthing disconnector will be closed and locked in
position.
In the case of the 6,600/440V transformers TR1HT and TR2HT, when the
correct procedure has been followed, the corresponding 440V circuit breaker
will be racked out and locked in this position, the corresponding 6.6kV circuit
breaker is racked out and the earthing disconnector will be closed and locked in
position. This will release a key used to unlock the transformer access panels.
In the case of isolating the 6.6kV main and cargo switchboard cross-ties (QHT
120A/B, QHT30A/B, QHT15A/B, QHT25A/B), the 6.6kV circuit breaker pair
will be racked out and locked in position releasing two keys which are used to
close the two earthing disconnectors. These keys must be kept by the person
carrying out the maintenance until work is complete.
In the case of isolating the 6.6kV main switchboard busbar TP1HT/TP2HT
or the cargo switchboard busbar TPC1HT/TPC2HT, the circuit breakers or
contactors in each cell of the switchboard will be racked out and the cable
earthing disconnector in each cell closed and locked. A key will be released
from each earthing disconnector, which, when inserted in the central lock S1
(on the synchronisation panel) will release a further key (K1.01 for TP1HT and
TPC1HT and K2.01 for TP2HT and TPC2HT). This key is used to release the
busbar earthing switch in the synchronisation cell which will then be closed
and locked in position, releasing a further key (K1.02 for TP1HT and TPC1HT
and K2.02 for TP2HT and TPC2HT). The key must be kept by the person
carrying out the maintenance until work is complete.

In the case of the 6,600/720V electric boiler transformers TREB1HT and

TREB2HT, when the correct procedure has been followed, the corresponding
690V circuit breaker will be racked out and locked in this position, the
corresponding 6.6kV circuit breaker is racked out and the earthing disconnector
will be closed and locked in position. This will release a key used to unlock the
transformer access panels.

In the case of the electrical propulsion motors, the propulsion motor will be
stopped, the corresponding 6.6kV propulsion transformer circuit breaker will
be racked out and the corresponding earthing disconnector closed and locked
in position. This will release a key used to unlock the propulsion convertor
panel doors.

In the case of the 6.6kV motors (HD compressors, cargo pumps, ballast pumps
1 and 2 and the bow thruster), the corresponding circuit breaker will be racked
out and the corresponding earthing disconnector closed and locked in position.
The key used to lock the earthing disconnector in position is released and must
be kept by the person carrying out the maintenance until work is complete.

In the case of the 6.6kV LD gas compressor outgoing cells, the corresponding
three circuit breakers (high speed, low speed and coupling) will be racked out
and the corresponding earthing disconnector closed and locked in position.

Issue: Draft 1 IMO NO. 9306495 2.2.2 Main Switchboard and Generator Operation - Page 13 of 25
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Issue: Draft 1 IMO NO. 9306495 2.2.3 Emergency Switchboard and Generator Operation - Page 1 of 4
 Gaz de France
2.2.3 EMERGENCY SWITCHBOARD AND GENERATOR
OPERATION
Note: For further details of the main and emergency generator switchboard
operations please see shipyard manual M00E929 - Electric Production and
Distribution and M00E937 - Electric Power Plant Philosophy
1. Emergency Generator Local Control Available
For local control from the emergency generator engine control panel the
following procedure must be followed:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The emergency generator CONTROL POSITION switch is set
to LOCAL at the generator engine control panel.
Local control of the emergency generator is now available.
2. Emergency Generator Manual Control from the Emergency
Switchboard Available
For manual control from the emergency switchboard the following procedure
must be followed:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The emergency generator CONTROL POSITION switch is set
to REMOTE at the generator engine control panel.
c) The emergency generator LOCAL/REMOTE switch at the
emergency switchboard mimic panel is set to LOCAL.
Manual control of the emergency generator is now available.
3. Emergency Generator Remote Control Available and Automatic Start
Available
For automatic start to be available the following procedure must be followed:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The emergency generator CONTROL POSITION switch is set
to REMOTE at the generator engine control panel.
Issue: Draft 1
SURYDO\V
c) The emergency generator LOCAL/REMOTE switch at the
emergency switchboard mimic panel is set to REMOTE
Automatic start of the emergency generator from the IAS is now available.
4. Manual Operation: Generator Start and Connection onto Dead Bus
Note: Manual closing of the emergency generator circuit breaker is only
available from the emergency switchboard, TPFS mimic panel. Normally the
emergency generator will be in automatic mode to enable automatic starting
and connecting in the event of loss of power
It is assumed that manual control from the emergency switchboard is available
as described in procedure 2, that the shore power circuit breaker QF70 and the
emergency switchboard 440V incomer circuit breaker QFS50 are open and that
there is no voltage on the emergency switchboard busbar TPFS.
a) Turn the diesel engine START/STOP switch on the emergency
switchboard TPFS mimic panel to the START position.
b) The emergency generator will receive a start command and will
start.
c) When the emergency generator has reached its operating speed
and voltage has been established, at the emergency switchboard
mimic panel, ensure that the SYNCHRONISING switch is
turned to the OFF position and the SYNCHRONISING MODE
switch is in the UNPROTECTED position.
d) At the emergency switchboard mimic panel, turn the NORMAL/
BACKFEEDING MODE switch to the BACKFEEDING
position and the LOCAL/REMOTE switch to the LOCAL
position.
e) At the emergency switchboard mimic panel turn the emergency
generator breaker control switch (QFS100) to the CLOSE
position. The breaker will receive a close command and will
close.
The emergency generator now feeds the emergency switchboard.
5. Manual Operation: ACB Disconnection
It is assumed that the emergency generator is feeding the emergency
switchboard as described in procedure 4.
a) Turn the emergency generator breaker control switch (QFS100)
to the OPEN position.
IMO NO. 9306495
Machinery Operating Manual
b) The emergency generator breaker receives an open command
and opens. The emergency switchboard blacks out.
c) The emergency generator engine can be either be stopped from
the emergency switchboard by turning the DIESEL ENGINE
START/STOP switch on the emergency switchboard mimic
panel to the STOP position.
d) The engine receives a stop command and stops
6. Emergency Generator Auto Start and Auto ACB Closure onto Dead
Bus
It is assumed that the procedures described previously for automatic operation
have been followed.
a) A loss of main power results in a full blackout.
b) The loss of power is detected by the emergency generator which
receives a start command.
c) When the emergency generator has reached full operating speed
and voltage has been established, the emergency generator
breaker QFS100 receives a close command and closes. The
emergency switchboard TPFS is being supplied from the
emergency generator.
d) When normal power can be restored, one of the diesel generators
can be started and connected to the relevant main switchboard
via the IAS operator station. The vessel can then revert to the
initial configuration before the loss of power. Load transfer
from the emergency generator can be carried out from the IAS
operator station.
Note: Load transfer can be carried out from the emergency switchboard mimic
panel but this will involve manual synchronisation using the synchroscope
on the emergency switchboard, TPFS mimic panel (see procedure No.7).
2.2.3 Emergency Switchboard and Generator Operation - Page 2 of 4
 Gaz de France
7. Main Switchboard Power Restoration - Manual Load Transfer after
Blackout from the Emergency Switchboard Mimic Panel
The following is the procedure to manually transfer load from the emergency
generator back to normal supply after the restoration of mains power following
a blackout or similar situation. This procedure ensures continuity of supply to
the emergency consumers. It is assumed that power has been restored to 440V
main switchboard TP2F and that TP2F emergency switchboard feeder circuit
breaker QF500 is closed. (The procedure is the same for TP1F).
a) The emergency switchboard is supplied by the emergency
generator.
b) At the emergency switchboard mimic panel, turn the LOCAL/
REMOTE switch to the LOCAL position.
c) At the emergency switchboard mimic panel, turn the SYNCHRO
ON/OFF switch to the ON position. Turn the SYNCHRO
MODE switch to the PROTECTED (with check synchro) or the
UNPROTECTED (without check synchro) position.
d) Adjust the EDG SPEED CONTROL switch (raise/lower) on
the mimic panel until the synchroscope is moving slowly in the
clockwise direction (approximately one revolution every twenty
seconds).
e) As the synchroscope approaches the twelve o’clock position
(synchronism), turn the control switch for the incoming breaker
(QFS50) on the mimic panel to the close position. The breaker
will receive a close command and will close.
f) After a set time delay, the emergency generator breaker
QFS100 receives an automatic open command and opens.
The emergency switchboard is now supplied from the main switchboard.
g) The emergency generator engine automatically stops.
Alternatively the emergency generator engine can be stopped
manually from the emergency generator engine local control
panel or from the emergency switchboard generator panel
ENGINE CONTROL switch (ECS).
Ensure the emergency generator is set up for automatic start.
(Authors Note: Above procedure to confirm during visit to the vessel.)
Issue: Draft 1
SURYDO\V
8. Backfeeding Sequence
In an extreme emergency such as a total blackout, it is possible for the
emergency generator to feed the 440V main switchboards. This sequence is
executed manually. There is no automatic IAS sequence. It is assumed that the
emergency generator will feed the starboard 440V main switchboard TP1F.
The procedure is the same for TP2F.
The initial configuration is as follows:
• Totally dead ship. All of the 6.6kV and 440V switchboard
circuit breakers are open, no pressure in the starting air bottles
and cold engine conditions.
a) At the emergency generator local control panel, turn the
LOCAL/REMOTE switch to the LOCAL position.
b) At the emergency switchboard mimic panel, turn the LOCAL/
REMOTE switch to the LOCAL position.
c) At the emergency switchboard mimic panel, turn the NORMAL/
BACKFEEDING MODE switch to the BACKFEEDING
position.
d) At the starboard main 440V switchboard, TP1F, mimic panel,
turn the LOCAL/REMOTE switch to the LOCAL position.
e) At the starboard main 440V switchboard, TP1F, mimic panel,
turn the NORMAL/BACKFEEDING MODE switch to the
BACKFEEDING position.
f) Non-essential 440V equipment fed from TP1F and TP2F is
manually tripped to keep the load on the emergency generator
to as low as possible.
g) The emergency generator is started from its local panel. The
LOCAL/REMOTE switch at the local control panel is then
turned to the REMOTE position.
h) At the emergency switchboard mimic panel, close the
emergency diesel generator circuit breaker, QFS100. The
emergency switchboard TPFS is alive.
i) At the emergency switchboard mimic panel, close the outgoing
TPFS/TP1F bus-tie circuit breaker, QFS50.
IMO NO. 9306495
Machinery Operating Manual
j) At the starboard main 440V switchboard, TP1F, mimic panel,
the incoming TPFS/TP1F bus-tie circuit breaker, QF50, is
closed. TP1F is alive and being supplied from the emergency
generator. The 440V main switchboard bus-tie breakers,
QF1200 and QF2200 can be closed if necessary.
The auxiliaries necessary to facilitate the starting of a main generator can now
be started.
CAUTION
When in backfeeding mode, the load on the emergency generator must
be closely monitored to prevent overload and possible blackout.
9. Restoration of Normal Supply After Backfeeding
It is assumed that backfeeding is in operation as previously described in
procedure No.8 and that No.1 diesel generator is to feed the electrical network.
The procedure is the same for all four generators.
a) Start up No.1 diesel generator.
b) The generator breaker, QHT10, is connected to the 6.6kV main
switchboard TP1HT either from the IAS operator station if in
remote mode or from TP1HT mimic panel if in local mode.
c) The 6.6kV main switchboard bus-tie breakers QHT120A and
QHT120B can be closed if necessary.
d) The 6.6kV/440V main transformer (TR1HT) breaker QHT14 is
closed either from the IAS operator station if in remote mode or
from the 6.6kV main switchboard (TP1HT) mimic panel if in
local mode.
e) At the 440V main switchboard (TP1F or TP2F) mimic panel,
the LOCAL/REMOTE switch is turned to the LOCAL position,
the NORMAL/BACKFEEDING MODE switch is turned to
the NORMAL position, the SYNCHRONISING switch is
turned to the ON position and the SYNCHRO MODE switch
is turned to either the PROTECTED (with check synchro) or
UNPROTECTED (without check synchro) position. At the
emergency switchboard mimic, the LOCAL/REMOTE switch is
in the REMOTE position and the NORMAL/BACKFEEDING
MODE switch is in the BACKFEEDING position.
f) Adjust the EDG SPEED CONTROL switch (raise/lower) on
the mimic panel until the synchroscope is moving slowly in the
clockwise direction (approximately one revolution every twenty
seconds).
2.2.3 Emergency Switchboard and Generator Operation - Page 3 of 4
 Gaz de France

SURYDO\V Machinery Operating Manual

g) As the synchroscope approaches the twelve o’clock position
(synchronism), turn the control switch for the incoming breaker
from TR1HT (QF1100) on the mimic panel to the CLOSE
position. The breaker will receive a close command and will
close.
Emergency Generator Protection Equipment
The emergency generator is protected from the abnormal conditions described
below by means of the, short circuit trip, undervoltage trip and overcurrent
trip.

h) After QF1100 closes, the emergency generator breaker QFS100

receives an automatic open command and opens.
The 6.6kV main switchboards, 440V main switchboards and the emergency
switchboard are now being supplied from No.1 diesel generator.
1. Emergency Generator Overcurrent: (Long Time Delay Trip)
If the current on the running emergency generator exceeds 110% of the
maximum rated current (1,500A) for 40 seconds the overcurrent relay will
operate to trip the generator ACB.

10. Emergency Generator Testing - Off Load
The generator ACB will not close in this situation. The procedure to test the
emergency generator engine is as follows:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The engine is in the automatic start condition as described in
procedure No.1.
c) The operator turns the SEQUENCE TEST switch (RTS), located
behind the front panel in the emergency switchboard, emergency
generator panel to the ENG position. The emergency generator
engine receives a start command and starts.
d) When the emergency generator reaches its operating speed, the
READY TO START lamp is switched off. When 95% voltage
is established, the emergency generator running lamp is
illuminated.
2. Emergency Generator Overcurrent: (Short Time Delay Trip)
If the generator current exceeds 300% of the maximum rated current (4,089A)
the ACB will be tripped almost instantaneously (about 400msec) by the short
time delay trip.
3. Emergency Generator Short Circuit Trip
If the generator current exceeds 1,000% of the maximum rated current
(approximately 13,630A) the ACB will be tripped instantaneously by the short
circuit trip.
4. Emergency Generator Reverse Power Trip
If the emergency generator reverse power reaches a level of 10% of the rated
power (85kW), the reverse power relay is triggered and will trip the ACB after
a time delay of 10 seconds.
Authors Note: Items in red italic writing to be confirmed during ship visit.

e) Check the generator voltage and frequency.

f) When the test is complete, the operator turns the SEQUENCE

TEST SWITCH to the OFF position.

g) Stop the emergency generator manually by pressing the STOP

pushbutton.

Author’s Note: Can find no reference to an emergency generator

test procedure. Above to be checked onboard.

Issue: Draft 1 IMO NO. 9306495 2.2.3 Emergency Switchboard and Generator Operation - Page 4 of 4
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Issue: Draft 1 IMO NO. 9306495 2.2.4 Electrical Distribution - Page 4 of 5

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SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.4 Electrical Distribution - Page 5 of 5

 Gaz de France

SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.5 Shore Power - Page 1 of 2

 Gaz de France
2.2.5 SHORE POWER
Introduction
A shore connection box, which is located inside the steering gear room accepts
power cables during refits/dry docks, etc. The shore connection box connects,
via a breaker, to the emergency 440V switchboard TPFS. The maximum
current is 980 amps. When the emergency switchboard is powered from the
shore, the 440V switchboards, TP1F and TP2F, can then be supplied through
the tie breakers by utilising the feedback mode.
The monitoring instruments and lamps for the shore supply are located on
the emergency switchboard mimic panel. A voltmeter and phase sequence
monitoring system are fitted on the shore supply connection box in the steering
gear room. The sequence should be checked before connecting shore power to
the main switchboard. If the phase sequence is incorrect the shore supply must
be isolated and two supply phases changed over. The supply should then be
reinstated and the phase sequence checked again.
Interlocking is provided between the emergency switchboard’s tie breakers,
QF50 and QFS50, the emergency generator breaker, QFS100, and the shore
supply breaker, QF70, at the emergency switchboard. The shore supply
breaker, QF70, cannot be closed if any incoming supply tie breaker is closed
or the emergency generator breaker, QFS100, is closed. Conversely, none of
the tie breakers or the emergency generator breaker can be closed if the shore
supply breaker is closed. This arrangement prevents the shore supply being
paralleled with any other supply. However, the tie breaker interlocks can be
overridden by use of the feedback mode.
Procedure for the Operation of Shore Power Reception
It is assumed that the network is being supplied by one of the diesel
generators.
a) Turn the LOCAL/REMOTE switch at the emergency
switchboard mimic panel to the LOCAL position.
b) Turn the SHIP/SHORE switch at the emergency switchboard
mimic panel to the SHORE position.
c) Lock off the emergency diesel generator automatic start and
sequential restart systems.
d) Lock the emergency generator circuit breaker QFS100 in the
OPEN position.
e) The emergency switchboard, TPFS, and 440V main
switchboard, TP1F, cross-tie circuit breakers QFS50 and QF50
Issue: Draft 1
SURYDO\V
are automatically tripped. This results in a loss of supply to the
emergency switchboard. The breakers are locked in the open
position.
f) All emergency switchboard 440V feeders are manually tripped
except for the 440/230V emergency lighting transformer
breaker, QFS200. The load supplied from the main diesel
generator is reduced to the absolute minimum.
g) After connection of the shore cables at the shore connection
box, manually close the shore connection breaker QF70 at the
shore connection box in the steering gear. Confirm correct phase
rotation and voltage by means of the phase sequence indicator
and the voltmeter located on the shore connection box.
h) Close the shore supply breaker, QFS70, at the emergency
switchboard. The shore supply now feeds the emergency
switchboard. Manually close the emergency switchboard 440V
feeder circuit breaker QFS50.
i) A stop order is now given to the diesel generator supplying the
main 6.6kV and 440V switchboards. This results in a blackout
of the main network (emergency lighting will still be supplied
via the emergency 440/230V transformer).
j) The four circuit breakers connected to the two 6.6kV/440V
transformers, TR1HT and TR2HT (QF1100, QF2100, QHT12
and QHT24) are racked out.
k) The emergency switchboard TPFS and 440V switchboard
TP1F cross-tie circuit breaker, QF50 is closed. The 440V main
switchboard TP1F is now supplied from ashore.
l) The 440V main switchboards cross-tie circuit breakers, QF1200
and QF2200 are closed. The 440V main switchboard TP2F is
now supplied from ashore.
m) Proceed to supply essential services such as fire detection,
lighting, etc. Stop any diesel generators at the main
switchboards.
n) If no maintenance is scheduled for the emergency generator, it
may be left on automatic standby. The emergency generator will
then feed emergency lighting, etc, in the case of failure of the
shore supply.
o) The shore supply should be closely monitored to ensure the
980A current limit is not exceeded.
IMO NO. 9306495
Machinery Operating Manual
Procedure for Transfer from Shore Supply to the Main Diesel
Generator
It is assumed that the emergency generator is ready for automatic operation.
a) Isolate all non-essential services. Ensure the sequential
restart system is still isolated. Reduce load at the main 440V
switchboards TP1F and TP2F to the absolute minimum.
b) From the emergency switchboard mimic, the 440V main
switchboards cross-tie circuit breakers, QF1200 and QF2200
are opened. The emergency switchboard TPFS and 440V
switchboard TP1F cross-tie circuit breakers, QF50 and QFS50,
are also opened. This results in a blackout of the main 440V
switchboards TP1F and TP2F.
c) Turn the LOCAL/REMOTE switch at the emergency
switchboard mimic panel to the REMOTE position.
d) Turn the SHIP/SHORE switch at the emergency switchboard
mimic panel to the SHIP position.
e) The shore supply circuit breakers QFS70 and QF70 are
opened.
f) The loss of supply to the emergency 440V switchboard results
in the emergency generator running up and, when voltage has
been established, automatically connecting to the emergency
switchboard.
g) Any 440V feeders open on the emergency switchboard can be
closed manually.
h) The four circuit breakers connected to the two 6.6kV/440V
transformers, TR1HT and TR2HT (QF1100, QF2100, QHT12
and QHT24) are racked back in.
i) One of the main diesel generators can be run back up.
j) From the IAS system or from the relevant main switchboard
mimic panel, closing of the main network circuit breakers and
load transfer from the emergency generator can be carried out.
k) Ensure the emergency generator is returned to normal automatic
start mode.
l) Supply emergency and main consumers as required.
2.2.5 Shore Power - Page 2 of 2
 Gaz de France

SURYDO\V Machinery Operating Manual

Photographs of the Main Alternators to Insert Here

Issue: Draft 1 IMO NO. 9306495 2.2.6 Main Alternators - Page 1 of 2

 Gaz de France

SURYDO\V Machinery Operating Manual

2.2.6 MAIN ALTERNATORS Two PT100 sensors are used to monitor the air inlet and outlet temperatures Emergency Cooling
(one for the inlet and one for the outlet). The alternator is equipped with emergency opening facilities which may be
Diesel Generator DG1 operated in the case of failure of the cooling system.
Space heaters are fitted which are energised when the generator circuit breakers
Manufacturer: Leroy Somer are open. These protect against internal condensation during shut down periods. If the cooling system fails the alternator may be run on reduced load with
Type: LSA 60B 125 There are 6 embedded PT100 sensors fitted to monitor the stator temperature the emergency ventilation in place. The alternator then runs with natural
Capacity/rating: 6,600V, 3 phase, 60Hz, 601.4A, 6,875kVA in each phase winding, 3 are in use and there are 3 spare. These temperatures ventilation. The temperatures of the windings must be closely monitored
can be monitored from the PMS screen mimics and will raise alarms when the during running in this condition.
0.8pf, 14 pole, IP44
temperature set points are exceeded.
Speed: 514 rpm
Rotor weight: 18,559kg The screen mimics are T30-402-01 for the diesel generators Insulation for the Prevention of Shaft Current
Heating: 230V, 2,000W Bearings To prevent damage to the shaft and bearings from shaft currents, the bearing
Excitation: Brushless stands of the diesel generators are insulated from the bedplate.
The main bearings of the diesel generators are of the sleeve type. All are fed
AVR type: Shunt from a natural lubrication system. The bearings also have temperature sensors Authors Note: Items in red italic writing to be confirmed during ship visit.
Bearing type: EFNLK28-280 (drive end) which can be monitored from the PMS screen mimic and will raise alarms
EFNLQ28-280 (non-drive end) when the temperature set points are exceeded.

Diesel Generators DG2/3/4 Electrical

Manufacturer: Leroy Somer The alternator output voltage is kept constant by the automatic voltage
regulator (AVR), which regulates the excitation current to the exciter. Output
Type: LSA 62B 115 power from the stator is fed into a current/voltage compound transformer and
Capacity/rating: 6,600V, 3 phase, 60Hz, 1,069A, 12,223kVA the thyristor regulated output of this is fed through the exciter stator windings.
0.9pf, 14 pole, IP44 The magnetic field in the exciter stator induces AC into the exciter rotor,
Speed: 514 rpm which is rectified by the rotating three phase bridge connected rectifier set
and passed to the main rotor DC windings. In this way the AVR proportionally
Rotor weight: 26,878kg
boosts excitation for heavy loads and reduces it for light loads. This provides
Heating: 230V, 3,000W a constant output voltage independent of load levels. Initial voltage build-up is
Excitation: Brushless via residual magnetism in the rotor.
AVR type: Shunt
Bearing type: EFZLK28-300 (drive end) The AVR transformers and rectifiers are contained within the alternator main
cover, while the AVR electronic components are fitted at the generator panels
EFZLQ28-300 (non-drive end)
at the main switchboards.

Introduction
Four main diesel generators are fitted. They are all of the totally enclosed,
cylindrical rotor, self-excited, brushless type fitted with an integral air to fresh
water cooler.
Generator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. The cooling air temperature can be
monitored via the PMS system generator screen mimic. The cooler is fitted
with double-walled tubes to reduce the chances of leakage. The space between
the tubes drains to a chamber where a leak detector will activate an alarm if
water is detected.
The alternators have a pre-excitation facility which can be used in exceptional
circumstances if the alternator rotors lose their residual magnetism and do not
automatically excite on running up. This applies 24V DC directly to the exciter
stator to excite the rotor.
The current transformers (CTs) used for monitoring and also as current/load
reference are also located within the main top cover.
The electrical power network fed by the generators is designed with
discrimination on the distribution system, so that the generator breaker is the
last to open if any abnormalities occur.

Issue: Draft 1 IMO NO. 9306495 2.2.6 Main Alternators - Page 2 of 2

 Gaz de France

SURYDO\V Machinery Operating Manual

Photographs of the Emergency Alternator to Insert Here

Issue: Draft 1 IMO NO. 9306495 2.2.6 Emergency Diesel Alternator - Page 1 of 2
 Gaz de France

SURYDO\V Machinery Operating Manual

2.2.7 EMERGENCY DIESEL ALTERNATOR The generator has sufficient capacity to enable the starting of the required
machinery to power up the vessel from a dead condition.
Alternator
Manufacturer: Leroy Somer The AVR used is an R448 model employing AREP excitation. The electronic
AVR is powered by two auxiliary windings which are independent of the
Model: LSAM 49.1 M7, 4 pole
voltage detection circuit. The first winding (X1,X2) has a voltage proportional
Type: Two bearing, brushless, self-exiting, self-regulating to that of the alternator (shunt characteristic). The second winding (Z1,Z2) has
with revolving field, in-ventilated and drip proof a voltage proportional to the stator current (compound characteristic: booster
Voltage: 440V, 3 phase effect). The power supply voltage is rectified and filtered before being used by
Output: 600kW, 750kVA, 984A, 0.8 p.f the AVR monitoring transistor. As a result, the machine has good immunity to
Speed: 1,800 rpm, 60Hz distortions generated by load variations.
Enclosure: IP 23
Weight: 1,670kg
Heating: 230V

Introduction

The emergency diesel generator set is a self-contained unit comprising a diesel

engine and a close coupled 600kW alternator. It is located in the emergency
generator room on the port side of deck 1 and is for use in an emergency or
for during a refit. The generator is of the self-excited, brushless type and can
be set for manual or automatic operation. Automatic will be normally selected,
with the manual setting being used for testing the generator.

The emergency switchboard is normally supplied from either of the main 440V
switchboards TP1F or TP2F. When automatic mode is selected, the emergency
generator is started automatically by detecting zero volts on the emergency
switchboard busbars. The emergency generator circuit breaker will connect
automatically to the emergency switchboard after confirming the continuation
of no-voltage.

The emergency generator is designed to restore power to the emergency

switchboard within 45 seconds of zero volts being detected at the emergency
switchboard busbar. The bus-tie breakers on the emergency switchboard,
which connect to the main 440V switchboards, are opened automatically when
zero volts is detected on the switchboards.

The generator’s automatic voltage regulator (AVR) is fitted within the

alternator terminal cover. There is a potentiometer inside the generator cubicle
to enable the voltage to be manually adjusted.

The generator is fitted with a space heater to prevent condensation when the
generator is stationary or idling. The heater is interlocked with the generator
circuit breaker.

Issue: Draft 1 IMO NO. 9306495 2.2.6 Emergency Diesel Alternator - Page 2 of 2
 Gaz de France

SURYDO\V Machinery Operating Manual

2.2.8 PREFERENTIAL TRIPPING AND SEQUENTIAL Chronology 1 VEM8 N2 room exhaust fan 1695 DGF9 12
RESTART VS006 Cargo machinery fresh air 1670 DGFC1 12
Auxiliaries without changeover which are supplied from 440V main
fan
switchboard TP1F.
Preferential Tripping text to insert here when details are known VE007 Duct keel exhaust fan 1673 DGFC1 12
Item Designation Loop Starter Time VE009 Starboard 1677 DGFC1 12
Item passageway exhaust fan
Sequential Restart DGT1A Grey water pump 1 1578 DGF7 16
VSM12A Starboard generator room 1683 DGFxx 0
The IAS system will automatically restart the required machinery to restore fresh air fan SNT1A Distribution fresh water 1653 DGF7 16
power to the vessel. To fulfil this requirement, the 6.6kV main switchboards VSM12B Starboard generator room 1717 DGF11 0 pump 1
TP1HT and TP2HT must be in remote, the 440V main switchboards TP1F and fresh air fan SNT2A Hot fresh water circulation 1655 DGF7 20
TP2F must be in remote and the BLACKOUT RECOVERY soft button on the pump 1
PMS and DG PARAMETERS SETTING IAS screen mimic must be on. VEM12A Starboard generator room 1708 DF5 0 PRC1A Glycol water pump 1 1627 DGFC1 20
exhaust air fan PRC8AT Glycol water heater 6720 TP1F 20
The essential machinery is started automatically according to the following VEM12B Starboard generator room 1693 DF7 0
sequence: exhaust air fan
AAA6A DGP2 exhaust gas boiler 1506 DGF13 0
Chronology 0 circulation pump
ILT1A Fire sea water pump 1 1611 DGF5 0
Auxiliaries without changeover which are linked with the running of the diesel PRR6050 Hydrocarbon detector 6050 TE130 0
generators. CGM1A Oxidiser 1 1523 TP1F 2
CGM2A Oxidiser 2 1524 TP1F 2
Item Designation Loop Starter Time
VSM1 Electric propulsion room 1684 DGF1 8
Item
supply fan
SSS1A DGP1 sea water pump 1661 DGF13 -
VEM4 Inert gas room exhaust fan 1681 DGF9 10
SSS1B DGP2 sea water pump 1662 DGF13 -
VEM5 Bosun’s store exhaust fan 1682 DGF9 10
SSS1C DGP3 sea water pump 1663 DGF14 -
VEM6 Steering gear room exhaust 1689 DGF7 10
SSS1D DGP4 sea water pump 1664 DGF14 - fan
VSM10 Starboard generator room 1715 DF1 - VSM10 Inert gas room supply fan 1690 DGF9 8
fresh air fan
VSM11 Bosun store supply fan 1682 DGF9 10
VSM11 Starboard generator room 1716 DF3 -
VSM12 Steering gear room supply 1689 DGF11 10
fresh air fan
fan
VSM12 Port generator room fresh 1700 DF2 -
VSM7A Flat 3 technical room fresh 1703 DGF9 10
air fan
air fan
VSM13 Port generator room fresh 171 DF4 -
VEM7 Flat 3 technical room 171 DGF9 10
air fan
exhaust fan
VSM2 Purifier room supply fan 1698 DGF11 10
VEM19A Oxidiser room low part 1706 DGF9 10
exhaust fan
VEM17 Electric room exhaust fan 1696 DGF9 10
VEM3 Boiler room exhaust fan 1692 DGF5 10
VS010 Thruster room fresh air fan 1674 DGF15 12
VEM16 Incinerator room exhaust 1685 DGF9 12
fan

Issue: Draft 1 IMO NO. 9306495 2.2.8 Preferential Tripping and Sequential Restart - Page 1 of 3
 Gaz de France

SURYDO\V Machinery Operating Manual

Chronology 2 DGT1B Grey water pump 2 1579 DGF8 16 Chronology 4
SNT1B Distribution fresh water 1654 DGF8 16
Auxiliaries without changeover which are supplied from 440V main Auxiliaries which have a changeover with another auxiliary supply from the
pump 2
switchboard TP2F. other network.
SNT2B Hot fresh water circulation 1656 DGF8 20
pump 2 Power is supplied from 440V emergency switchboard TPFS or the port main
Item Designation Loop Starter Time
Item PRC1B Glycol water pump 2 1627 DGFC1 20 440V switchboard TP2F.
VSM15A Port generator room 1699 DGFxx 0 EPL1 Cargo spray pump 1591 DFC6 20
fresh air fan In the event of a half blackout, the changeover function is not interlocked.
VSM15B Port generator room 1719 DGF12 0 Chronology 3 In the event of a total blackout, the auxiliary starting sequence will be initiated
fresh air fan
when the power returns to the first switchboard. The changeover interlock is
VEM15A Port generator room 1702 DF6 0 Auxiliaries which have a changeover with another auxiliary supply from the maintained for 5 seconds after the start order to the auxiliary that was running
exhaust air fan other network. before the blackout.
VEM15B Port generator room 1710 DF8 0
exhaust air fan Power is supplied from 440V main switchboards TP1F or TP2F.
Item Designation Loop Starter Swbd Time
AAA6B DGP3 exhaust gas boiler 1506 DGF14 0 Item
In the event of a half blackout, the changeover function is not interlocked.
circulation pump GCC2A Stern tube LO pump 1 1593 DGFS1 TPFS 2
AAA6C DGP4 exhaust gas boiler 1507 DGF14 0 In the event of a total blackout, the auxiliary starting sequence will be initiated GCC2B Stern tube LO pump 2 1594 DGF6 TP2F 2
circulation pump when the power returns to the first switchboard. The changeover interlock is
ILT1B Fire sea water pump 2 1612 DGF6 0 maintained for 5 seconds after the start order to the auxiliary that was running
CGM1A Oxidiser 1 1523 TP2F 2 before the blackout. Chronology 5
CGM1B Oxidiser 2 1524 TP2F 2 Auxiliaries without changeover which are supplied from the 440V starboard
VEM1 Electric propulsion room 1694 DGF2 8 Item Designation Loop Starter Swbd Time switchboard TP1F and the 440V emergency switchboard TPFS.
exhaust fan Item
VSM4 Inert gas room fresh air fan 1690 DGF10 10 AAA5A Electrical boiler feed pump 1503 DGF5 TP1F 2 Item Designation Loop Starter Time
VSM5 Bosun’s store fresh air fan 1712 DGF10 10 1 Item
VS011 Bosun’s store fresh air fan 1678 DGF16 10 AAA5B Electrical boiler feed pump 1504 DGF6 TP2F 2 CGM5A DGP1/2 gas duct exhaust 1530 DGFS1 10
2 fan
VSM6 Steering gear room fresh 1709 DGF8 10
air fan SDD1A General service fresh water 1647 DGF9 TP1F 2
pump 1
VSM7B Flat 3 technical room fresh 1720 DGF10 10 Chronology 6
air fan SDD1B General service fresh water 1648 DGF10 TP2F 2
pump 2
VEM2 Purifier room exhaust fan 1697 DGF12 10 Auxiliaries without changeover which are supplied from the 440V port
SLL1A PEM fresh water pump 1 1650 DGF1 TP1F 2
VEM19B Oxidiser room low part 1705 DGF10 10 switchboard TP2F and the 440V emergency switchboard TPFS.
exhaust fan SLL1B PEM fresh water pump 2 1651 DGF2 TP2F 2
VEM20 Oxidiser room high part 1711 DGF10 10 SSS10A PEM sea water pump 1 1659 DGF3 TP1F 2 Item Designation Loop Starter Time
exhaust fan SSS10B PEM sea water pump 2 1660 DGF4 TP2F 2 Item
VSM3 Boiler room fresh air fan 1691 DGF6 10 SSS4A General service sea water 1667 DGF5 TP1F 2 VEM18 Emergency diesel generator 1701 DGFS2 8
VE010 Thruster room fresh air fan 1672 DGF16 12 pump 1 room exhaust fan
VE006 Cargo machinery fresh air 1670 DGFC1 12 SSS4B General service sea water 1668 DGF6 TP2F 2 CGM5B DGP 3/4 gas duct exhaust 1533 DGFS2 10
fan pump 2 fan
VE008 Port passageway exhaust 1676 DGFC2 12
fan
VSM9 Deck store fresh air fan 1680 DGF10 12
VEM9 Deck store exhaust fan 1714 DGF10 12

Issue: Draft 1 IMO NO. 9306495 2.2.8 Preferential Tripping and Sequential Restart - Page 2 of 3
 Gaz de France

SURYDO\V Machinery Operating Manual

Chronology 7 Chronology 12

Auxiliaries without changeover which are supplied from the 440V port The following auxiliary control cubicle is reset after a blackout when voltage
switchboard TP2F and the 440V emergency switchboard TPFS. returns to the port 440V main switchboard TP2F.

Item Designation Loop Starter Time Item Designation Loop Cubicle Time
Item Item
ILT13 Fire sea water pump 1613 DFS20 0 CGM1B Oxidiser 2 1311 CGM1B1AT 1

Chronology 8 Chronology 13

Electric boiler supplied from the 440V boiler switchboard PFEB1. The following auxiliary control cubicles are reset after a blackout when voltage
returns to the port or starboard 440V main switchboards TP2F or TP1F.
Item Designation Loop Starter Time
Item Item Designation Loop Cubicle Time
QFEB1 Electric boiler 1 circuit 1215 PFEB1 8 Item
breaker CLG4A LD compressor 1 1276 CLG4AAT 1
CLG4B LD compressor 2 1277 CLG4BAT 1
Chronology 9 CLGECH Gas heaters 1261 CLGECHAT 2
CLG5A HD compressor 1 1278 CLG5AAT 5
Electric boiler supplied from the 440V boiler switchboard PFEB2. CLG5B HD compressor 2 1279 CLG5BAT 5

Item Designation Loop Starter Time

Item
QFEB2 Electric boiler 2 circuit 1227 PFEB2 8
breaker

Chronology 10

Electric boiler 1 alarm cubicle is reset after a blackout when the circuit breakers
QHT16 and QPFEB1 are closed.

Item Designation Loop Starter Time

Item
VA1A Electric boiler alarm reset 1295 VA1AT 8

Chronology 11

The following auxiliary control cubicle is reset after a blackout when voltage
returns to the starboard 440V main switchboard TP1F.

Item Designation Loop Cubicle Time

Item
CGM1A Oxydiser 1 811 CGM1A1AT 1

Issue: Draft 1 IMO NO. 9306495 2.2.8 Preferential Tripping and Sequential Restart - Page 3 of 3
 Gaz de France

SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.9 UPS and Battery Systems - Page 1 of 5
 Gaz de France

SURYDO\V Machinery Operating Manual

2.2.9 UNINTERRUPTIBLE POWER SUPPLIES AND BATTERY
SYSTEMS
Introduction
The vessel’s essential consumers are fed from a number of uninterruptible
power supply (UPS) units and battery systems as follows:
• The 230VAC transitional converter CCET and switchboard
located in the whelhouse electrical technical room.
• The starboard and port propulsion motor UPS units, UPS1MPE
and UPS2MPE. UPS1MPE is located in the starboard converter
room while UPS2MPE is in the port converter room.
• The four diesel generator UPS units DG1S, DG2S, DG3S
and DG4S. UPSDG1 and 2 are located in the starboard main
switchboard electrical room while UPSDG3 and 4 are located
in the port main switchboard electrical room.
• The IAS is fed from three independent UPS units, the forward
IAS UPS1A located in the forward deck area, the aft IAS
UPS2A located in the starboard cargo electrical equipment
room and the aft IAS UPS2B unit in the port cargo electrical
equipment room.
• The starboard and port 24VDC engine room rectifier/chargers,
RB1 and RB2. RB1 is located in the starboard main switchboard
room and RB2 in the port main switchboard room.
• The emergency switchboard rectifier/charger RBE located in
the emergency switchboard room.
• The emergency generator starter. A separate 24V battery and
charger system has been provided in the emergency generator
room for the emergency generator starting arrangements.
• The navigation UPS unit UPS46 in the wheelhouse electrical
technical room.
• The public address UPS unit, HAD.
• The radio/GMDSS equipment. These are backed up by a
dedicated GMDSS battery/UPS system.
• The port and starboard lifeboat batteries and chargers.
The UPS units ensure a smooth uninterrupted transition to a battery backed
power supply in the event of a failure of the vessel’s main or emergency
supplies.
230VAC Transitional Converter and Switchboard CCET
Manufacturer: MGE UPS Systems
Type: ??
Input: 440VAC, 60Hz, 3 phase and 230VAC, 60Hz, 3
phase
Power rating: ??kVA
Output voltage: 230V AC (total)
Batteries
Manufacturer: ??
Type: ??
Capacity: ??
Voltage per cell: 12V DC
Number of cells: ??
The transitional converter and switchboard CCET consists of 230VAC
distribution board backed up by two 400V battery banks, bank A and bank
B (Check). The battery banks are located in the battery room on the port side
of deck 6 between frames 50 and 52 and the converter and switchboards are
located in the wheelhouse electrical room. The batteries are normally on a
floating charge with the UPS being fed from the 440V emergency switchboard
TPFS (breaker QFS202). The 440V is transformed down to 400V before
being rectified and then inverted. The 400V AC then passes into an auxiliary
cubicle where it is transformed down to 230VAC to supply the load. A second
230V supply from the emergency 230V switchboard (breaker Q200ES) is
also provided in the auxilliary cubicle and is interlocked with the 230V feed
from the UPS unit. Under normal conditions the 230V supply from the UPS
unit will supply the consumers. The 230V supply from the 230V emergency
switchboard enabling the possibility of totally isolating the UPS unit whilst
still maintaining supply to the transitional switchboard consumers.
In the event of mains failure, the battery banks will supply the load via the
inverter. Upon recovery of mains power, the battery charge cycle takes place
in two steps:
• Step 1: The battery is recharged at a constant current limited to
1/10th of the battery capacity specified for a 10 hour discharge.
The DC voltage increases with the battery charge until the
charge level is reached.
• Step 2: The battery is recharged at constant voltage equal to
the charge level (maximum value 463V). The charging current
gradually decreases until reaching a specified low value
(floating charge).
The switchboard supplies equipment such as transitional lighting, steering gear
and bow thruster control panels, wheelhouse propulsion remote control and
other navigation equipment. A layout of the transitional converter switchboard
and the equipment supplied is shown in illustration 2.2.9a.
Electric Propulsion Motor UPS Units UPS1MPE and UPS2MPE
Manufacturer: MGE UPS Units
Type: ??
Input: 230VAC, 60Hz, 1 phase
Power rating: ??kVA
Output voltage: 230VAC
The electric propulsion motor UPS units consist of two separate units,
UPS1MPE and UPS2MPE, each having a main 230V supply and a 230V
battery bank. The main 230V supply for the starboard propulsion motor UPS
(UPS1MPE) is from the 230V switchboard TE130 (breaker 23E130) and the
main 230V supply for the port propulsion motor UPS (UPS2MPE) is from
the 230V switchboard TE230 (breaker 22E300). UPS1MPE is located in the
starboard converter room while UPS2MPE is in the port converter room.
The 230VAC supply is rectified and inverted before passing through an
isolation transformer to feed the consumers.
In the event of loss of the main 230V supply the battery bank will be connected
and will supply the UPS consumers with 230VAC via the inverter.
Diesel Generator UPS Units DG1UPS, DG2UPS, DG3UPS and DG4UPS
Manufacturer: MGE UPS Units
Type: Pulsar Extreme 3kVA
Input: 440VAC, 60Hz, 2 phase
Power rating: 3kVA
Output voltage: 230VAC
The diesel generator UPS units consist of four separate UPS units, UPSDG1,
UPSDG2, UPSDG3 and UPSDG4. Each UPS unit has a main 440V supply and
a 230V battery bank. The main 440V supply for UPSDG1 and UPSDG2 is from
the 440V engine room distribution starboard emergency switchboard PFS110
(breakers Q4FS110 and Q5FS110). The main 440V supply for UPSDG3
and UPSDG4 is from the 440V engine room distribution port emergency
switchboard PFS210 (breakers Q4FS210 and Q5FS210). UPSDG1 and 2 are
located in the starboard main switchboard electrical room while UPSDG3 and
4 are located in the port main switchboard electrical room.

Issue: Draft 1 IMO NO. 9306495 2.2.9 UPS and Battery Systems - Page 2 of 5
 Gaz de France

SURYDO\V Machinery Operating Manual

The 440VAC supply is transformed down to 230V before being rectified and The thyristor rectifier is connected to a 24V battery unit consisting of three Emergency Generator Starting Batteries and Charger
then inverted. The 230VAC then feeds the load. blocks of batteries, two 12V batteries in each block, connected to give 24V Battery Charger
In the event of loss of the main 440V supply the battery bank will be connected output. The batteries are located in the bottom of the two rectifier cabinets.
and will supply the consumers with 230VAC via the inverter. The batteries are on a floating charge with the load being supplied from the Manufacturer: ??
main 440V supply. In the event of the loss of the 440VAC input, the battery Rating: ??
unit will automatically take over supplying the load. Model: ??
IAS UPS Units IASUPS1A(forward IAS UPS 1), IASUPS2A (aft IAS UPS
RB1 provides the control voltage for the 440V main switchboard TP1F, the
1) and IAS UPS2B (Aft IAS UPS 2) Input voltage: 230V AC ??
6.6kV main switchboard TP1HT and the 440V cargo switchboard TPCF. It
Manufacturer: MGE UPS Units also supplies the 24VDC for the vessel’s dampers and the quick-closing valves Output voltage: 24V DC ??
Type: ?? (IASUPS1A), ?? (aft IASUPS1 and aft cubicle. Equalising voltage: ??
IASUPS2) Floating voltage: ??
Input: 230VAC (IASUPS1A), 440VAC (aft IASUPS1 and RB2 provides the control voltage for the 440V main switchboard TP2F and the
aft IASUPS2) 6.6kV main switchboard TP2HT. It also supplies the 24VDC for the vessel’s
dampers and the steering gear alarm unit control. Battery
Power rating: ??kVA (forward IASUPS1A), ??kVA (aft IASUPS1
and aft IASUPS2) Manufacturer: ??
Output voltage: 230VAC ?? Emergency Switchboard Thyristor Rectifier RBE Rating/capacity: ??
Manufacturer: Benning Type: Gel type
Input: 230VAC, 60Hz, 3 phase Model: ??
Starboard and Port Main Switchboard Thyristor Rectifiers RB1 and
Rating DC 24V continuous Voltage (nominal): 12V (two batteries connected to give 24VDC)
RB2
Type: Thyristor rectifier type Thyrotronic III
Manufacturer: Benning
Output voltage: DC 24V (total) These batteries are charged from a battery charger located in the emergency
Input: 440VAC, 60Hz, 3 phase generator room. The 24V charger is fitted with an ammeter and voltmeter to
Rating DC 24V continuous monitor the charging supply.
Batteries
Type: Thyristor rectifier type Thyrotronic III
Manufacturer: Sonnenschein The charger is automatic in operation with floating and equalising charging
Output voltage: DC 24V (total)
Rating/capacity (each): 12V 60Ah (2 blocks of cells to give a total of 24V modes, indicated by lamps on the front panel. If the battery is discharged, the
60Ah) charger automatically transfers to the equalising mode and rapidly charges the
Batteries battery. As soon as the battery becomes fully charged, it reverts to a floating
Type: Lead acid sealed maintenance free
Manufacturer: Sonnenschein charge. The charge performed after the recovery from a power interruption
Model: Maintenance free dryfit A500
Rating/capacity (each): 12V 115Ah (3 banks of 2 cells each to give a total of is controlled by the automatic control system, which protects the battery and
Floating voltage: 27.3V charging circuits from excess current. The mode may also be manually selected
24V 345Ah)
via a toggle switch on the front panel. The charger is fitted with a battery low
Type: Lead acid sealed maintenance free
The emergency switchboard thyristor rectifier consists of a thyristor rectifier voltage alarm which will raise an alarm via the emergency generator local
Model: Maintenance free dryfit A500 unit type D230 G24/30 BWru-Dtg (24VDC/30A). The unit is supplied with control panel in the event of any abnormal conditions. Charger failure alarms
Floating voltage: 27.3V 230VAC from emergency 230V switchboard T70ES (breaker Q870ES). are also raised via the generator control panel.

The starboard and port main switchboard thyristor rectifiers consist of a
thyristor rectifier unit type D440 G24/160 BWru-Dtg (24VDC/160A). The
units are fed with a 440VAC 3 phase supply, the starboard engine room unit
RB1 is fed from the 440V engine room distribution starboard emergency
switchboard PFS110 (breaker Q2FS110) and the port engine room unit RB2
is fed from the engine room distribution port emergency switchboard PFS210
(breaker Q2FS210). RB1 is located in the starboard switchboard room on the
engine room 2nd deck and RB2 is located in the port switchboard room on the
engine room 2nd deck.
The 440VAC is transformed and rectified to supply the load with 24VDC.
The 230VAC is transformed and rectified by the rectifier module to supply the
load with 24VDC.
The rectifier also supplies a 24V battery unit consisting of two maintenance
free sealed 12V batteries located in the bottom of the rectifier cabinet. The
batteries are normally on a floating charge with the load being supplied from
the main 230V supply. In the event of loss of the 230VAC input, the battery
unit will automatically take over supplying the load.
RBE provides the control voltage for the 440V emergency switchboard
TPFS.

Issue: Draft 1 IMO NO. 9306495 2.2.9 UPS and Battery Systems - Page 3 of 5
 Gaz de France

SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.9 UPS and Battery Systems - Page 4 of 5
 Gaz de France

SURYDO\V Machinery Operating Manual

Navigation UPS, UPS46
Manufacturer: MGE UPS Units
Type: ??
Input: 230V AC, 60Hz, 1 phase
Power rating ??
Output voltage: 230V AC

The navigation UPS unit UPS46 is supplied with a main 230V supply and a
230V battery bank. The main 230V supply is from the wheelhouse emergency
230V switchboard TES46 (breaker Q32ES46)). The UPS unit is located in the
wheelhouse electrical equipment room.

The 230V AC supply is rectified and inverted before passing through an

isolation transformer to feed the consumers.

In the event of loss of the main 230V supply the battery bank will be connected
and will supply the UPS consumers with 230V AC via the inverter.

Public Address UPS, HAD

Manufacturer: ??
Type: ??
Input: 230VAC, 60Hz, 1 phase
Power rating ??
Output voltage: ??

Authors Note: Items in red italic writing to be confirmed during ship visit.

Issue: Draft 1 IMO NO. 9306495 2.2.9 UPS and Battery Systems - Page 5 of 5
 Gaz de France

SURYDO\V Machinery Operating Manual

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Issue: Draft 1 IMO NO. 9306495 2.2.10 Cathodic Protection System - Page 1 of 3
 Gaz de France
2.2.10 CATHODIC PROTECTION SYSTEM
Cathodic Protection Equipment
Manufacturer: Azienda Chimica Genovese.
Type: Impressed current, Marimpress ICCP 300A and
Marimpress 250A
Power supply: AC 440V, 60Hz,
Main Components
• 2 electric (monitoring) cabinets (1 forward, 1 aft)
• 4 titanium anodes ( 2 x 125A forward port and starboard, 2 x
150A aft port and starboard)
• 4 reference cells (2 forward port and starboard, 2 aft port and
starboard)
• 1 remote control panel
• 1 shaft slip ring assembly and monitoring panel
• 1 rudder stock earthing assembly
Introduction
The vessel is provided with two separate Impressed Current Cathodic Protection
(ICCP) system, one forward and one aft. This method of corrosion protection
automatically controls electrochemical corrosion of the ship’s hull structure
below the waterline. Cathodic protection can be compared to a simple battery
cell, consisting of two plates in an electrolyte. One of the battery plates in the
electrolyte will waste away through the action of the flow of electrical current,
if the two battery electrodes are connected electrically. When two metals are
immersed in sea water, which acts as the electrolyte, one of the metals acts as
the anode and will waste away. Which metal, in any pair, acts as the anode
depends upon their relative positions in the electrochemical series but steel will
act as an anode to copper, brass or bronze. The strength of the electric current
generated in the corrosion cell, and hence the rate at which wastage takes
place, depends upon the metals involved and the strength of the electrolyte.
If a third electrode is added to the cell and current is forced to flow, the third
electrode acts as the cathode and the old anode will act as the new cathode.
This is how an impressed current cathodic protection system functions. When a
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential
more negative that the surrounding sea water. For this reason, loading and
discharging terminals normally comply with the ISGOTT Recommendation
20.6, Earthing, Bonding and Cathodic Protection. This states, referring to IMO
recommendations for the safe transport, handling and storage of dangerous
substances in port areas, that ship/shore bonding cables should be discouraged.
Hence, high currents that can occur in earthing cables and metallic connections
Issue: Draft 1
SURYDO\V
are avoided. These are due to potential differences between ship and terminal
structure particularly due to the residual potential difference that can exist for
up to 24 hours after the shipboard ICCP has been switched off. These terminals
usually utilise insulating flanges on hose connections to electrically isolate the
ship and terminal structure. During preparations for berthing at terminals where
such insulation is not employed, or where earth connections are mandatory by
local regulation, or when bunker barges come alongside, the ICCP should be
switched off at least 24 hours in advance.
Fresh Water Operation
When the vessel enters a river estuary, the fresh or brackish water may limit
the spread of current from the anodes, due to the higher resistance of the water.
Normally, the voltage output increases to compensate for this and would be
accompanied by very low current levels and the reference electrode potentials
may indicate under-protection. However, in this system, the output is adjusted
automatically and the system returns the hull to the optimum protection level
when the vessel returns to sea water. (Confirm)
Principle of Operation
Protection is achieved by passing low voltage DC current between the hull
metal and anodes, insulated from the hull, but in contact with the sea water.
The electrical potential of the hull is maintained more negative than the
anodes, ie, cathodic. In this condition corrosion is minimised. Careful control
is necessary over the flow of impressed current, which will vary with the ship’s
speed, salinity and temperature of the sea water and the condition of the hull
paint work. If the potential of the hull is made too negative with respect to
the anode, then damage to the paint film can occur electrolytically or through
the evolution of hydrogen gas between hull steel and paint. The system on
this vessel controls the impressed electrical current automatically to ensure
optimum protection. Current is fed through titanium anodes situated port and
starboard on the ship. Fixed zinc reference electrodes, port and starboard, are
used to compare the potential of the hull with that normally found between
unprotected steel and zinc electrodes. Sufficient current is impressed via the
anodes to reduce this to a level of between 200 and 220mV.
Operation
Once the unit is switched on, the unit’s transformer rectifier converts the
ship’s 440V AC supply to a low voltage, finely controlled DC current. The DC
positive is connected to the anodes and the DC negative is connected to the
ship’s hull. The system is completely automatic in normal use. In the normal
operating mode the display will show the following readings:
• Anode current and voltage
• Reference cell millivolt reading
The system should be regularly monitored and the readings taken once a day.
IMO NO. 9306495
Machinery Operating Manual
Electrical Installation
The system consists of two electrical (monitoring) cabinets and one remote
monitoring panel. The electrical cabinets, one forward and one aft, are wired
to port and starboard reference electrodes and port and starboard anodes. The
cabinets are also equipped with facilities to raise an external alarm to give
warning of any system abnormalities, via the main alarm and monitoring
system.
The forward system is fed from No.2 440V switchboard feeder section, via
breaker number P-2M-10.
The aft system is fed from engine room 440V distribution switchboard PF330,
via breaker number Q6F330.
Propeller and Rudder Stock Earthing
To avoid electrolytic corrosion of the propeller shaft, a slip ring is clamped
to the shaft and is earthed to the hull via brushes. A second set of brushes,
insulated from earth, monitors the shaft mV potential and this signal is fed to a
millivolt meter. To ensure efficient bonding, the slip ring should be cleaned on
a regular basis. The shaft potential value should ideally remain below 80mV.
The rudder stock is also earthed for protection via a 70mm2 flexible earth cable
between the deckhead and rudder stock to minimise any electrolytic potential
across the bearings and bushes.
Recommended Routine Checks
• Record the output current and all voltages on a daily basis
• Check the reference electrode voltage on a daily basis
• Check and clean the propeller shaft slip ring and brushes every
week
• Inspect the rudder stock earth strap every month
• Return completed log sheets to the manufacturer for scrutiny
every month
• Inspect and clean the electric cabinet cooling fans and grills
every three months
The anodes and reference cells must be externally inspected every dry dock
period. The anodes are fitted with an insulating shield cover to prevent
excessive local over-protection and the condition of this shield must be closely
inspected at this time.
Detailed instructions are available in the manufacturer’s manual.
2.2.10 Cathodic Protection System - Page 2 of 3
 Gaz de France

SURYDO\V Machinery Operating Manual

Anti-Fouling System
Builders reference: SSS
Manufacturer: Azienda Chimica Genovese
Supply: 230V, 1 phase, 60Hz

Authors Note: Details to be added when known

Issue: Draft 1 IMO NO. 9306495 2.2.10 Cathodic Protection System - Page 2 of 3