Electrical Equipment

2.
2 ELECTRI CAL POWER DI STRI BUTI ON

2.2.1 Electrical Equipment
2.2.2 Main Switchboard and Generator Operation
2.2.3 Emergency Switchboard and Generator Operation
2.2.4 Electrical Distribution
2.2.5 Shore Power
2.2.6 Main Alternators
2.2.7 Emergency Diesel Alternator
2.2.8 Preferential Tripping and Sequential Restart
2.2.9 Uninteruptable Power Supplies and Battery Systems
2.2.10 Cathodic Protection System
I llustrations
2.2.1a Main Electrical Network
2.2.1b Main 6,600V Switchboard Layout - TP1HT and TP2HT
2.2.1c Main 440V Switchboard Layout - TP1F and TP2F
2.2.1d Cargo 6,600V Switchboard Layout -TPC1HT and TPC2HT
2.2.2a High Voltage Main Switchboard Mimic - TP1HT and TP2HT
2.2.2b Low Voltage Main Switchboard Mimic - TP1F and TP2F
2.2.2c Main Cargo Switchboard Mimic - TPC1HT and TPC2HT
2.2.2d Safety Key I nterlock System (i)
2.2.2e Safety Key I nterlock System (ii)
2.2.2f Safety Key I nterlock System (iii)
2.2.2g Safety Key I nterlock System (iv)
2.2.2h Safety Key I nterlock System (v)
2.2.2i Safety Key I nterlock System (vi)
2.2.2j Safety Key I nterlock System (vii)
2.2.2k Safety Key I nterlock System (viii)
2.2.2l Safety Key I nterlock System (ix)
2.2.2m Safety Key I nterlock System (x)
2.2.2n Safety Key I nterlock System (xi)
2.2.2o Safety Key I nterlock System (xii)
2.2.4a Main 440V Distribution - 440V Switchboard TP1F
2.2.4b Main 440V Distribution - 440V Switchboard TP2F
2.2.4c Main 440V Distribution - 440V Divisional Switchboards
2.2.4d Emergency Distribution - Emergency Switchboards TPFS and TPES
2.2.4e Main 230V Distribution - TP1E and TP2E
2.2.5a Shore Power
2.2.9a Transitional Converter and Switchboard Distribution
2.2.9b Navigation UPS Unit, UPS46
2.2.10a Cathodic Protection System
Machinery Operating Manual
Issue: Draft 1 IMO NO. 9306495
SURYDO\V
EG
Emergency
Diesel
Generator
IIIustration 2.2.1a Main EIectricaI Network
EMERGENCY 440V SWITCHBOARD TPFS
EMERGENCY 230V
SWITCHBOARD TPES
440V
Consumers
230V
Consumers
440V
Emergency
Consumers
230V
Emergency
Consumers
440V
Consumers
DG4
Generator
Vacuum Circuit Breakers
Air Circuit Breakers
Motorised Breaker
No.4 Diesel
Generator
TG
Ballast
Pump 3
Electric
Boiler 2
Transformer
TR2HT
6,600/440V
Transformer
TR1HT
6,600/440V
Transformer
440V SWITCHBOARD
TP2F (Port)
230V SWITCHBOARD
TP2E (Port)
440V SWITCHBOARD
TP1F (Starboard)
230V SWITCHBOARD
TP1E (Starboard)
6.6kV SWITCHBOARD TP2HT
(Port)
6.6kV PORT CARGO SWITCHBOARD
TPC2HT
6.6kV STARBOARD CARGO SWITCHBOARD
TPC1HT
Key
Transformer
6,600V AC
440V AC
230V AC
TB2F
440/230V
Transformer
Emergency
440/230V
Transformer
TB1FS
230V
Consumers
TB1F
440/230V
Transformer
Shore Power
Connection
Box
QF
50
QF
1200
QF
1100
QFS
100
QFS
70
QF
500
QF
2200
QF
2100
DG3
No.3 Diesel
Generator
QHT
20
QHT
22
QHT
24
QHT
27
QHT
26
QHT
21
DG2 No.2 Diesel
Generator
Electric
Boiler 1
Transformer
High
Duty
Comp.1
Low
Duty
Comp.1
High
Speed
Low
Duty
Comp.1
Low
Speed
Main
Cargo
Pump1
Tank1
Main
Cargo
Pump1
Tank2
Main
Cargo
Pump1
Tank3
Main
Cargo
Pump1
Tank4
Ballast
Pump1
Bow
Thruster
(Starboard)
DG1 No.1 Diesel
Generator
QHT
10
QHT
12
QHT
14
QHT
16
QHT
17
QHT
13
QHT
11
QHT
120A
QHT
120B
QFC
100
QFC
4
QFS
50
QFS
200
Port Propulsion
Converter
CR2MPE
Port Propulsion
Transformer 2
6,600/1655V
TR22MPE
Port Propulsion
Transformer 2
6,600/1655V
TR21MPE
Port
PropuIsion
Motor
Excitation
Starboard Propulsion
Converter
CR1MPE
Transformer 2
6,600/1655V
TR12MPE
Transformer 1
6,600/1655V
TR11MPE
Starboard
PropuIsion
Motor
Excitation
QF
2050
M2MPE M1MPE
QHT
23
QHT
31
QHT
32
QHT
33
QHT
34
QHT
36
QHT
37
QHT
38
QHT
39
QF
1110
QF
1050
QF
2220
-
-
- -
-
- -
- -
- - - - - -
&
Gearbox
QHT
15B
- QHT
15A
- QHT
30B
- QHT
30A
- QHT
25B
- QHT
25A
-
High
Duty
Comp.2
Low
Duty
Comp.2
High
Speed
Low
Duty
Comp.2
Low
Speed
Main
Cargo
Pump2
Tank1
Main
Cargo
Pump2
Tank2
Main
Cargo
Pump2
Tank3
Main
Cargo
Pump2
Tank4
Ballast
Pump2
QFC
100
QHT
41
QHT
42
QHT
43
QHT
44
QHT
46
QHT
47
QHT
48
QHT
49
2.2.1 Electrical Equipment - Page 1 of 12
Gaz de France
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2.2 ELECTRI CAL POWER DI STRI BUTI ON
2.2.1 ELECTRI CAL EQUI PMENT
I ntroduction
The electrical power generating plant onboard the vessel consists of the
following items of equipment:
Main Generator DG1
Builders reference No.: DG1
Manufacturer: Leroy Somer
No. of sets: 1
Model: LSA 60B 125
Type: Two bearing, brushless excitation, 14 pole
Bearing type: EFNLK 28-280 (drive end)
EFNLQ 28-280 (non-drive end)
Serial No.: 600086
Speed: 514 rpm, 60Hz
Voltage 6,600V, 3 phase
Output: 601A, 6,875kVA, 0.8pf
Enclosure: IP 44
Heating element: 230V, 2,000W
Main Generators DG2, 3 and 4
Builders reference No.s: DG2, DG3 and DG4
No. of sets: 3
Model: LSA 62B 115
Type: Two bearing, brushless excitation, 14 pole
Bearing type: EFZLK 28-300 (drive end)
EFZL Q28-300 (non-drive end)
Serial No.: 600087
Speed: 514 rpm, 60Hz
Voltage 6,600V, 3 phase
Output: 1,069A, 12,223kVA, 0.8pf
Enclosure: IP 44
Heating element: 230V, 3,000W
Emergency Generator
Builders reference No.: ???
Model: LSA 49.1 M7, 4 pole
Type: Two bearing, brushless, self-exiting, self-regulating
with revolving field, in-ventilated and drip proof
casing
Voltage: 440V, 3 phase
Output: 600kW, 750kVA, 984A, 0.8 pf
Speed: 1,800 rpm, 60Hz
Enclosure: IP 23
The number of generators connected to the switchboard depends on the electrical
consumer load of the ship at that time. The generators can be manually run up
and connected to the main switchboard as required but in normal operation the
power management system(PMS) automatically controls the operation of the
generators and major operational aspects of the main switchboard.
An emergency generator is located in a separate compartment located on the
port side of deck 1. This generator is entirely self-supporting with its own
dedicated fuel, cooling and starting equipment.The emergency generator has
sufficient capacity to supply the auxiliaries required to start a main diesel
generator in the event of total power failure.
Power Distribution System
Fromillustration 2.2.1a, it can be seen that the main network consists of two
main 6.6kV switchboards, TP1HT and TP2HT, two 6.6kV cargo switchboards,
TPC1HT and TPC2HT, two main 440V switchboards, TP1F and TP2F and the
440V emergency switchboard, TPFS.
The configuration of the electrical network will depend on the vessels
operational situation; in port only one generator will be connected. When
manoeuvring, two generators will be connected, one fromeach side of the
main switchboard with the 6.6kV bus-tie closed. When in open sea a minimum
of two generators will be connected.
The tie lines provide both redundancy and supply continuity in the event of
any systemfailures. This means the port side consumers can be fed fromthe
starboard side generator(s) and vice versa.
Main Switchboards
The starboard main 6.6kV switchboard TP1HT consists of 11 panels:
Cell 01, the port HV switchboard cross-tie panel
Cell 02, the starboard propulsion transformer 2 panel
Cell 03, the No.2 diesel generator panel
Cell 04, the synchronising panel
Cell 06, the starboard propulsion transformer 1 panel
Cell 07, the starboard engine roomtransformer panel
Cell 08, the starboard cargo HV switchboard cross-tie panel
Cell 09, the electric boiler 1 transformer panel
Cell 10, the bow thruster panel
Cell 11, the instruments panel
The port main 6.6kV switchboard TP2HT consists of 11 panels:
Cell 01, the starboard HV switchboard cross-tie panel
Cell 02, the port propulsion transformer 1 panel
Cell 04, the synchronising panel
Cell 06, the port propulsion transformer 2 panel
Cell 07, the port engine roomtransformer panel
Cell 08, the port cargo HV switchboard cross-tie panel
Cell 09, the electric boiler 2 transformer panel
Cell 10, the ballast pump 3 panel
Cell 11, the instruments panel
For further detail of the main 6.6kV switchboard layouts, please refer to
illustrations 2.2.1a and 2.2.1b.
The main 6.6kV generator panels are equipped with an ammeter, excitation
ammeter, wattmeter, and generator voltmeter to measure the main bus status
and the output of the generator. Each main 6.6kV switchboard panel is
also fitted with full synchronising facilities including a synchroscope and
synchronising lamps for manual synchronising, if required.
Gaz de France
SURYDO\V
EG
Emergency
Diesel
Generator
IIIustration 2.2.1a Main EIectricaI Network
EMERGENCY 440V SWITCHBOARD TPFS
EMERGENCY 230V
SWITCHBOARD TPES
440V
Consumers
230V
Consumers
440V
Emergency
Consumers
230V
Emergency
Consumers
440V
Consumers
DG4
Generator
Vacuum Circuit Breakers
Motorised Breaker
No.4 Diesel
Generator
TG
Ballast
Pump 3
Electric
Boiler 2
Transformer
TR2HT
6,600/440V
Transformer
TR1HT
6,600/440V
Transformer
440V SWITCHBOARD
TP2F (Port)
230V SWITCHBOARD
TP2E (Port)
440V SWITCHBOARD
TP1F (Starboard)
230V SWITCHBOARD
TP1E (Starboard)
(Port)
6.6kV PORT CARGO SWITCHBOARD
TPC2HT
6.6kV STARBOARD CARGO SWITCHBOARD
TPC1HT
Key
Transformer
6,600V AC
440V AC
230V AC
TB2F
440/230V
Transformer
Emergency
440/230V
Transformer
TB1FS
230V
Consumers
TB1F
440/230V
Transformer
Shore Power
Connection
Box
QF
50
QF
1200
QF
1100
QFS
100
QFS
70
QF
500
QF
2200
QF
2100
DG3
No.3 Diesel
Generator
QHT
20
QHT
22
QHT
24
QHT
27
QHT
26
QHT
21
DG2 No.2 Diesel
Generator
Electric
Boiler 1
Transformer
High
Duty
Comp.1
Low
Duty
Comp.1
High
Speed
Low
Duty
Comp.1
Low
Speed
Main
Cargo
Pump1
Tank1
Main
Cargo
Pump1
Tank2
Main
Cargo
Pump1
Tank3
Main
Cargo
Pump1
Tank4
Ballast
Pump1
Bow
Thruster
(Starboard)
DG1 No.1 Diesel
Generator
QHT
10
QHT
12
QHT
14
QHT
16
QHT
17
QHT
13
QHT
11
QHT
120A
QHT
120B
QFC
100
QFC
4
QFS
50
QFS
200
Port Propulsion
Converter
CR2MPE
Port Propulsion
Transformer 2
6,600/1655V
TR22MPE
Port Propulsion
Transformer 2
6,600/1655V
TR21MPE
Port
PropuIsion
Motor
Excitation
Converter
CR1MPE
Transformer 2
6,600/1655V
TR12MPE
Transformer 1
6,600/1655V
TR11MPE
Starboard
PropuIsion
Motor
Excitation
QF
2050
M2MPE M1MPE
QHT
23
QHT
31
QHT
32
QHT
33
QHT
34
QHT
36
QHT
37
QHT
38
QHT
39
QF
1110
QF
1050
QF
2220
-
-
- -
-
- -
- -
- - - - - -
&
Gearbox
QHT
15B
- QHT
15A
- QHT
30B
- QHT
30A
- QHT
25B
- QHT
25A
-
High
Duty
Comp.2
Low
Duty
Comp.2
High
Speed
Low
Duty
Comp.2
Low
Speed
Main
Cargo
Pump2
Tank1
Main
Cargo
Pump2
Tank2
Main
Cargo
Pump2
Tank3
Main
Cargo
Pump2
Tank4
Ballast
Pump2
QFC
100
QHT
41
QHT
42
QHT
43
QHT
44
QHT
46
QHT
47
QHT
48
QHT
49
Gaz de France
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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 06, blank panel
The port main 440V switchboard TP2F consists of 10 panels.
Cell 01, the 440V cross-tie to TP1F and 440V feeder panel
Cell 02, the 6,600/440V TR2HT transformer incomer panel
Cell 03, the 440V emergency cross-tie to TPFS and 440V feeder
panel
For further detail of the main 440V switchboard layouts, refer to illustrations
2.2.1c, 2.2.4a and 2.2.4b.
The 440V emergency switchboard TPFS consists of 5 panels:
Cell 01, the emergency generator incomer panel
Cell 02, the emergency 440V incomer fromTP1F panel
Cell 03, the shore connection incomer panel
Cell 04, the emergency 440V feeder panel
Cell 05, the emergency 440V feeder panel
For further detail please refer to illustration 2.2.4d.
The port or starboard main 440V switchboards feed the emergency switchboard
via tie breakers QF50 or QF500. The emergency switchboard breaker, QFS50,
will be closed to feed the emergency consumers. The emergency switchboard
is located in the emergency generator roomon deck 1, frames 20 to 29. A 230V
emergency switchboard, TPES, is also located in the emergency generator
room. This is fed from the 440V emergency switchboard via a 150kVA
transformer, TB1FS, also located in the emergency generator room.
The main 440V switchboards TP1F and TP2F have 230V sections, TP1E and
TP2E, which are fed fromthe 440V switchboard via two 150kVA transformers,
TB1F and TB2F.
An Integrated Automation System (IAS) controls the starting, stopping,
connection and load sharing of the generators. The emergency generator
will start automatically in the event of a blackout and feed the emergency
switchboard.
Motor control centres (MCC) and distribution boards are provided in suitable
positions to supply the various power, heating, lighting, communication and
navigation equipment throughout the vessel.
Each 440V or 230V distribution circuit is protected against overcurrent and
short circuit current by a moulded case circuit breaker. These are fitted on the
switchboard or panel board with inverse time overcurrent and instantaneous
short circuit trip units enclosed within the casing.
A shore connection panel, PF70, is provided inside the steering gear roomon
the 2nd flat to supply power to the vessel via the emergency 440V switchboard
in the event of dry docking, etc.
Electric Propulsion System
The vessels electric propulsion systemconsists of :
2 propulsion motors, M1MPE (starboard) and M2MPE (Port)
4 propulsion transformers, TR11MPE and TR12MPE (starboard)
and TR21MPE and TR22MPE (port)
2 propulsion converters, CR1MPE and CR2MPE
The auxiliary services for the ships propulsion systemare fed from440V
starters DGF1, DGF2, DGF3 and DGF4. DGF1 and DGF2 are located in
the propulsion room, DGF3 is located in the starboard converter roomand
DGF4 is located in the port converter room. DGF1 and DGF3 are fed from
the starboard main 440V switchboard TP1F and supply auxiliary services to
the starboard propulsion system. DGF2 and DGF4 are fed fromthe port main
440V switchboard TP2F and supply auxiliary services to the port propulsion
system. Each propulsion motor is fitted with four jacking-up pumps (two
drive end and two non-drive end). Two of these (one drive end and one non-
drive end) are fed from440V emergency starter panels, DGFS1 and DGFS2.
DGFS1 is located in ???? and DGFS2 is located in ????. DGFS 1 supplies the
starboard propulsion motor and DGFS2 supplies the port propulsion motor.
The electrical propulsion 230V bridge distribution for remote control fromthe
engine control roomand the wheelhouse is fed fromthe port and starboard
propulsion UPS units, UPS1MPE (starboard) and UPS2MPE (port). These
UPS units are supplied fromthe engine roommiscellaneous auxiliary port
and starboard switchboards TE130 and TE230. UPS1MPE is fed fromTE130
and UPS2MPE is fed fromTE230.
The electrical propulsion 24VDC distribution for the telegraphs that are
located in the wheelhouse, in the engine control roomand the local unit near the
propulsion motor are fed fromthe engine roomemergency 440V switchboard
PFS210 via the port 440VAC/24VDC charger rectifier RB2. (Confirm)
The propulsion motor auxiliaries are controlled fromtouch screens located in
the wheelhouse (port and starboard bridge wing consoles and bridge console),
in the engine control roomand locally. (Confirm)
Gaz de France
SURYDO\V
IIIustration 2.2.1b Main 6,600V Switchboards Layout - TP1HT and TP2HT
Cell 9 Cell10 Cell 11 Cell 6 Cell 7 Cell 8 Cell 3 Cell 4 Cell 5 Cell 1 Cell 2
nstruments
Panel
Bow
Thruster
Panel
Electric
Boiler 1
Transformer
Panel
Starboard
Engine Room
Transformer
Panel
Starboard
Cargo HV
Switchboard
Cross-Tie
Panel
Diesel
Generator 1
Panel
Starboard
Propulsion
Transformer 2
Panel
Starboard
Propulsion
Transformer 1
Panel
Diesel
Generator 2
Panel
Syncronising
Panel
Port HV
Switchboard
Cross-Tie
Panel
6.6KV Starboard Main Switchboard TP1HT (FIat 2)
Cell 3 Cell 2 Cell 1 Cell 6 Cell 5 Cell 4 Cell 9 Cell 8 Cell 7 Cell 11 Cell 10
nstruments
Panel
Ballast
Pump 3
Panel
Electric
Boiler 2
Transformer
Panel
Port
Engine Room
Transformer
Panel
Port
Cargo HV
Switchboard
Cross-Tie
Panel
Diesel
Generator 4
Panel
Port
Propulsion
Transformer 1
Panel
Port
Propulsion
Transformer 2
Panel
Diesel
Generator 3
Panel
Syncronising
Panel
Starboard HV
Switchboard
Cross-Tie
Panel
6.6KV Port Main Switchboard TP2HT (FIat 2)
Gaz de France
SURYDO\V
Main HV Transformers, TR1HT and TR2HT
Manufacturer: Trasfor SA
Type: THT-8FN-3M3/G
Rating: 3,435kVA
Primary voltage: 6,600V (6.6kV main switchboard TP1HT way
QHT14 and 6.6kV main switchboard TP2HT way
QHT24)
Secondary voltage: 463V
Frequency: 60Hz
Insulation class: F-F
Space heaters: 230V, 6 x 150W
Cooling: Forced air and fresh water
Protection level: IP44
The 6,600V at the 6.6kV main switchboards TP1HT and TP2HT is transformed
down to 440V via two main HV transformers, TR1HT and TR2HT. TR1HT
transformer is located in the starboard main switchboard room on the
engine room2nd deck while TR2HT transformer is located in the port main
switchboard roomon the engine room2nd deck.
Each transformer is fitted with two cooling fans which pass air over the
integral fresh water cooler and a leakage detector has been fitted to monitor
the integrity of the water pipes. Six space heaters are also fitted which protect
against internal condensation during shut down periods. A total of six sensors,
type PT100, have been fitted in the LV windings to monitor the winding
temperatures. Three of these are in use and the remaining three are spare. The
temperatures can be monitored fromthe PMS screen mimics and will raise
alarms through the IAS when the temperature set points are exceeded.
Electric Boiler Transformers, TREB1HT and TREB2HT
Manufacturer: Trasfor SA
Type: THT-7FN-2M8/G
Rating: 2,609kVA
Primary voltage: 6,600V (6.6kV main switchboard TP1HT way
QHT16 and 6.6kV main switchboard TP2HT way
QHT26)
Frequency: 60Hz
Insulation class: F-F
Space heaters: 230V, 6 x 150W
Cooling: Forced air and fresh water
The 6,600V at the 6.6kV main switchboards TP1HT and TP2HT is transformed
down to 690V via two electric boiler transformers, TREB1HT and TREB2HT.
TREB1HT transformer is located in the starboard aft section of the engine
room1st flat while TREB2HT transformer is located in the port aft section of
the engine room1st flat.
Each transformer is fitted with two cooling fans which pass air over the
integral fresh water cooler and a leakage detector has been fitted to monitor
the integrity of the water pipes. Six space heaters are also fitted which protect
against internal condensation during shut down periods. A total of six sensors,
type PT100, have been fitted in the LV windings to monitor the winding
temperatures. Three of these are in use and the remaining three are spare. The
temperatures can be monitored fromthe PMS screen mimics and will raise
alarms through the IAS when the temperature set points are exceeded.
Engine Room Transformers, TB1F and TB2F
Manufacturer: Merot Sodex
Serial numbers: 32980/01 and 32980/03
Rating: 3 x 50kVA
Primary voltage: 440V (main 440V switchboard TP1F way QF1110
and main 440V switchboard TP2F way QF2220)
Frequency: 60Hz
Insulation class: H
Cooling: Natural air
The 440V at the main 440V switchboards TP1F and TP2F is transformed down
to 230V via two engine roomtransformers, TB1F and TB2F, to feed the 230V
sections of the main LV switchboards TP1F and TP2F. TB1F transformer is
located in the starboard main switchboard roomon the engine room2nd deck.
TB2F transformer is located in the port main switchboard roomon the engine
room2nd deck.
Emergency Transformer, TB1FS
Serial number: 32980/02
Rating: 3 x 50kVA
Primary voltage: 440V (emergency switchboard 440V section, way
QFS200)
Frequency: 60Hz
Insulation class: H
The 440V at the emergency switchboard is transformed down to 230V by one
emergency transformer, TB1FS, to feed the 230V section of the emergency
switchboard. The emergency transformer is located in the emergency generator
roomon the port side of deck 1.
Spare Transformer, TBSP1
A 440V/230V spare transformer is held on board.
Rating: 50kVA
Primary voltage: 440V
Frequency: 60Hz
Insulation class: H
Forward Transformer, TB90F
The forward 230V switchboard TE90E9 is fed via the 440V/230V forward
transformer TB90F. The forward transformer is located on the focsle deck.
Rating: 20kVA
Primary voltage: 440V (MCC DGF15, way 4F15)
Frequency: 60Hz
Insulation class: H
Gaz de France
SURYDO\V
IIIustration 2.2.1c Main 440V Switchboards Layout - TP1F and TP2F
440V Main Switchboard Starboard TP1F
440V Main Switchboard Starboard TP2F
Cell 5
440V Feeder
Panel
Cell 2
6.6kV/440V
Transformer TR1HT
ncomer Panel
Cell 4
440V Feeder
Panel
Cell 3
440V Feeder Panel
and 440V Emergency
Cross-Tie to TPFS Panel
Cell 1
440V Feeder Panel
and 440V Cross-Tie
To TP2F Panel
Cell 1
440V Feeder Panel
and 440V Cross-Tie
To TP1F Panel
Cell 2
6.6kV/440V
Transformer TR2HT
ncomer Panel
Cell 6 Cell 8
Busbar Panel
Cell 9
Busbar Panel
Cell 10
Busbar Panel
Cell 7
QF1
QF3
QF100
QF1501
QF1502
QF150
QF1005
QF1007
QF1011
Empty Space
QF1001
Spare
QF1003
QF11
QF9
QF5
QF7
QF13
Cross-Tie
To
TP2F
Starboard 6,600/440V
Transformer TR1HT
Feeder Feeder
Fish Plate
Dismountable
for Connection
of Charging Plate
QF105 QF1503 QF1506
QF1505
QF130
QF1504
QF1009
Spare
QF1508
QF210
Space
QF140
QFC1
QFC3
QFC5
Spare
Space
QF103
QF305
QF1300
Spare
QF1110
QF1050
Space
TPFS
440V
Emergy
Cross Tie
Cell 10
440V Feeder
Panel
Cell 4
440V Feeder
Panel
Cell 5
440V Feeder
Panel
Cell 7 Cell 9
440V Feeder
Panel
Cell 8
440V Feeder
Panel
Cell 6 Cell 3
440V Feeder Panel
and 440V Emergency
Cross-Tie to TPFS Panel
QF2240
QF20
QF16
QFC306
QF2220
Spare
QF2050
QFC6
QFC2
QF240
QF2503
Cross-Tie
To
TP1F
Spare
Spare
QF2010
QF2506
QF2505
QF2504
QF230
QF210
QF2500
Space Space Space
QF2 QF14
QF8
QF6
QF12
QF10
QF2002
QF2004
QF2012
Spare
Space
Empty
QF4
QF200
QF2501
QF2502
QF2006
QF2008
QF250
Mimic Panel
Mimic Panel
Port 6,600/440V
Transformer TR2HT
Feeder Feeder
TPFS
440V
Emergy
Cross Tie
TP2F
440V
Emergy
Cross Tie
QF15 QF170
QF270 QFC4
Direct
Supply
Direct
Supply
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Forward Emergency Transformer, TB90FS
Rating: 20kVA
Primary voltage: 440V (forward emergency 440V switchboard PFS90,
way Q1FS90)
Frequency: 60Hz
Insulation class: H
The forward 230V emergency switchboard T90ES is fed via the 440V/230V
forward transformer TB90FS. The forward emergency transformer is located
on the focsle deck. (Confirm)
Galley and Laundry I solation Transformer, TB3F
Rating: 3 x 40kVA +40kVA
Primary voltage: 440V (main 440V switchboard TP1F, way QF1300)
Frequency: 60Hz
Insulation class: H
The main 440V switchboard TP1F feeds the 440V galley and laundry 440V
distribution board PF1300 via a 440/440V isolation transformer, TB3F. The
galley and laundry isolation transformer is located on the starboard side of the
engine room2nd deck, frame 56. (Confirm)
Galley and Laundry Transformer, TB4F
Rating: 30kVA
Primary voltage: 440V (main 440V switchboard TP2F, way QF2240)
Frequency: 60Hz
Insulation class: H
The main 440V switchboard TP2F feeds the 230V galley and laundry
distribution board TE2240 via a 440/230V transformer, TB4F. The galley and
laundry transformer is located on the starboard side of the engine room2nd
deck, frame 51. (Confirm)
Large Motors
The 6.6kV motors for the bow thruster and the HD and LD compressors are of
the squirrel cage construction type.
The two steering gear motors are each fed froman independent circuit, one
motor is fed fromthe 440V main switchboard TP1F via breaker QF103, and
the other motor fromthe emergency switchboard TPFS, via breaker QFS3
Large Motor Starters
The 6.6kV motors are controlled using direct-on-line starters which utilise SF6
circuit breakers in the main 6.6kV switchboards to start and stop the motors.
Vacuumcircuit breakers (VCB) are used in the 6.6kV cargo switchboards to
start and stop the motors (SF6 circuit breakers are also fitted and are used
for cross-tie purposes). The various 6.6kV starters are fitted with an earthing
device which will earth the outgoing circuit (and hence the motor itself) when
maintenance is required at the specific motor/pump/thruster/compressor etc.
The low duty (LD) and high duty (HD) compressors are controlled fromthe gas
compressors control cubicle. The LD compressors are dual speed motors and
the speed control is via a low duty compressor speed switching switchboard.
Standard Motors
The 440V motors are generally of the squirrel cage induction type with a
standard frame designed for AC 440V three phase 60Hz supply. The exceptions
are the motors for domestic service and small capacity motors of 0.4kW or
less. Where continuously rated motors are used, the overload setting ensures
the motor trips at 100% of its full load current. The motors in the engine room
are of the totally enclosed fan cooled type.
440 Volt Starters
Motor starters are arranged in motor control centres (MCCs) that are located
throughout the vessel. Any duplicated equipment starters are split between the
two different 440V main switchboards.
Interlocked door isolators have been provided for all of the starters. For group
starter boards, this switch is the moulded case circuit breaker which functions
as both the means of disconnecting and the overcurrent protection of the motor
circuit. (Confirm)
Sequential Restarting
Essential service motors, which were in service before a blackout, are started
automatically on the recovery of the main bus voltage and they will start
according to the predetermined restarting sequence. Motors that were selected
for duty before the blackout are automatically returned to duty after the
blackout. Similarly, motors selected for standby are automatically returned to
standby. See section 2.2.8 of this manual for further information.
Preferential Tripping
Non-essential loads are interrupted automatically in the case of an overcurrent
occurring on any one of the main generators. This ensures there is a continuity
of supply to all of the essential consumers. See section 2.2.6 for further
information. (Confirm)
Back-up Power Supplies
There are several uninterruptible power supply (UPS) units fitted to supply
power to specific essential consumers in the event of mains or emergency
power failure. These UPS units provide a seamless transition to a battery
supplied power source. The UPS units utilise an inverter to provide AC power
froma DC battery source. The batteries are Nicad maintenance-free batteries
fitted locally, either in the cabinet or adjacent.
The vessels integrated automation system (IAS) is supplied from three
independent uninterruptible power supplies. One is located in the AC room
on the main deck, a second is located in the automation roomon deck 2 and a
third is located in the forward store in the forward section of the vessel.
I ntegrated Automation System (I AS)
Manufacturer: Foxboro
Type: I/A (Intelligent Automation) Series System
The integrated automation system(IAS) is concerned with the machinery
and cargo control systemand controls equipment such as diesel generators,
compressors and pumps.
This system has various functions and is used to ensure the continuous
supply of the ships electrical systems. The systemautomatically controls the
generators for efficient operation.
The IAS can start and stop the diesel generators through the power management
system(PMS) to provide more or less generating capacity as required. The
main functions of the PMS are as follows:
Control of the vessels electrical power supply and distribution
fromthe 6.6kV main switchboards, TP1HT and TP2HT.
Gaz de France
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IIIustration 2.2.1d Cargo 6,600V Switchboards Layout - TPC1HT and TPC2HT
Cell 6 Cell 3 Cell 4 Cell 5 Cell 1 Cell 2
Cell 1 Cell 4 Cell 3 Cell 2 Cell 6 Cell 5
6.6KV Starboard Cargo Switchboard TPC1HT ( 3rd FIat )
6.6KV Port Cargo Switchboard TPC2HT ( 3rd FIat )
High Duty
Compressor 1
Ballast
Pump 1
Low Duty
Compressor 1
Y Coupling
Adapter
Panel
Adapter
Panel
Mimic
Panel
Mimic
Panel
Cross-Tie
to 6.6kV Main
Switchboard
TP1HT
Cell 8
Cross Tie
to 6.6kV Main
Switchboard
TP2HT
Cell 8
Cross-Tie Between
6.6kV Cargo
Switchboards
TPC1HT and TPC2HT
Low Duty
Compressor 1
Low Speed
Low Duty
Compressor 1
High Speed
Low Duty
Compressor 2
Y Coupling
Low Duty
Compressor 2
Low Speed
Low Duty
Compressor 2
High Speed
Main Cargo
Pump 1
Tank 3
Main Cargo
Pump 1
Tank 4
Ballast
Pump 2
Main Cargo
Pump 2
Tank 3
Main Cargo
Pump 2
Tank 4
Main Cargo
Pump 1
Tank 1
Main Cargo
Pump 1
Tank 2
High Duty
Compressor 2
Main Cargo
Pump 2
Tank 1
Main Cargo
Pump 2
Tank 2
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SURYDO\V
Control of the starting and stopping of the vessels generators.
Provision of the necessary power to supply the vessels
electrical propulsion system. The electrical propulsion system
power can be limited in the event of the possibility of overload
of the vessels generators.
Switching off of the vessels non-essential consumers in the
event of the possibility of overload of the vessels generators.
The load shedding that takes place will be dependent upon the
configuration of the electrical network.
The blocking of the starting of large motors until the number
of running generators is sufficient to supply the motor start
current and the ships power demand. In this case, the generator
selected as standby is started and synchronised automatically.
Control of the 6.6kV consumers supplied fromthe 6.6kV main
switchboards TP1HT and TP2HT.
Automatic restoration of the vessels electrical network after
blackout (blackout restart sequence).
Monitoring of both of the 6.6kV main switchboards, TP1HT and
TP2HT. Display of all the 6.6kV, 440V and 230V switchboard
measuring values and alarms.
Control and monitoring can be carried out from three different locations
via operator control stations. These are in the engine control room(ECR),
the cargo control room(CCR) and in the wheelhouse. Monitoring (without
control) can also be achieved fromthree other different locations and these are
in the Chief Officers room, the Chief Engineers roomand in the conference
meeting room. (Confirm)
The systemis supplied fromthree independent uninterruptible power supplies,
the forward UPS1A is located in the forward store room, the aft UPS1 is
located in the AC roomon the main deck and the aft UPS2 is located in the
automate roomon the 2nd deck. (Confirm)
The forward UPS1 is supplied with dual 230V supplies, one fromthe 230V
switchboard TE90E9 (way Q1E90E9) and one from the forward 230V
emergency switchboard T90ES (way Q190ES). (Confirm)
The aft UPS1 and UPS2 are each fed with dual 440V supplies. The aft IASUPS1
is fed fromthe engine room440V distribution board PF330 (way Q8F330) and
the engine room440V emergency starboard distribution board PFS110 (way
Q1FS110). The aft UPS2 is fed fromthe engine room440V distribution board
PF330 (way Q9F330) and the engine room440V emergency port distribution
board PFS210 (way Q1FS210).
Main Protective Relays Characteristics and Setting
Philosophy
The four generator panels and the 6.6kV main and cargo switchboard feeder
panels are each fitted with ABB multi-function protection relays. The generator
panels are fitted with REM545 relay units and the 6.6kV consumer panels are
fitted with REF542 relay units. These units are independent of each other and
have their own settings. Data fromthe units is displayed on the relevant IAS
generator screen mimic.
87G - Generator Differential Protection
The main protection of the stator winding is provided by a three phase
differential relay. This relay compares the current values at the ends of each
phase winding and trips when its differential setting value is exceeded, thus
ensuring protection against phase to phase faults within the stator winding.
51-50 - Generator Overcurrent and Short Circuit Protection
The overcurrent units operate for two main kinds of fault: generator internal
and generator external faults. The low set unit protects the generator against
overload. The high set unit is selective with other overcurrent protection
provided in the 6.6kV electrical network.
50V - Overcurrent/Undervoltage Controlled Short Circuit Protection
This protection is an overcurrent function associated with an undervoltage
function. Tripping of this protection only occurs when both functions trip.
The use of overcurrent in tandemwith undervoltage avoids the possibility of
non-operation due to rapid decrement of the fault current. For generator internal
faults, the relay provides back-up to the generator differential protection relay.
For faults external to the generator, the relay will have a chance to trip under
rapidly decrementing short circuit currents.
46 - Generator Negative Phase Sequence Protection
The normal three phase balanced load produces a stator reactive field that rotates
in synchronismwith the rotor. In the event of unbalanced load conditions, the
negative sequence component will induce twice-rated frequency rotor currents.
These currents would cause severe heating in the rotor. Unbalanced load
conditions are likely to occur as a result of prolonged unbalanced operation
due to circumstances such as a single phase fuse blowing or line to line/line to
ground faults not cleared due to a circuit breaker that failed to trip.
There are two negative phase sequence protection units; the first unit is for
alarm, the second is time delayed and trips the circuit breaker.
27 - Generator Undervoltage Protection
This device protects the generator and the 6.6kV consumers against excessive
undervoltages that may occur when large loads are connected and the automatic
voltage regulator does not react to compensate for this large load or when an
undervoltage condition occurs due to a short circuit fault not cleared by the
overcurrent relays.
There are two undervoltage protection units; the first unit is for alarm, the
second is time delayed and trips the circuit breaker.
59 - Generator Overvoltage Protection
This device protects the generator and the 6.6kV consumers against excessive
overvoltages that may occur when large loads are suddenly removed or as a
result of incorrect operation of the automatic voltage regulator.
This relay has two overvoltage units. The low set unit is set according to the
plant operating voltage and is time delayed to allow transient overvoltages
caused by the removal of large loads to be regulated by the excitation system.
The high set unit has a small time delay and is used to disconnect generators
when there are strong overvoltages present.
40 - Loss of Field (Excitation) Protection
The loss of excitation protection is used to monitor the generator excitation
conditions at the stator terminals. The relay measures the current changes
fromcapacitive to inductive. Under normal operating conditions, the generator
supplies reactive power and its impedance is therefore capacitive.
When excitation is lost, the generator acts as an asynchronous generator that
draws reactive power fromthe network. Its impedance is therefore of an
inductive nature.
This protection operates only when the generator is running in parallel with
other generators.
32 - Generator Reverse Power Protection
This relay monitors the effect of failure of the generator engine. This will cause
the generator in question to draw active power fromthe system(motoring).
The relay senses active power flowing fromthe systemto the generator and
the settings are selected to avoid spurious tripping during transient conditions
such as parallelling of generators.
This protection operates only when the generator is running in parallel with
other generators.
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81 - Generator Under/Over Frequency Protection
This protection is used to detect underfrequency and/or overfrequency as a
result of load fluctuation or engine governor malfunction.
There are two underfrequency and two overfrequency units in the relay. The
low set underfrequency and overfrequency units are used for alarmonly. The
high set underfrequency and overfrequency units are time delayed and are used
to trip the relevant breaker. The time delay is necessary to allow the speed
governor systemthe chance to regulate over/underfrequency situations.
67N - Generator Stator Ground Fault Protection
This relay is a directional ground overcurrent relay on the secondary side of
a ring current transformer (CT). Normally there is no current flowing in the
relay. If a ground fault occurs in the generator winding, a current flows and the
relay is energised.
59N - Generator Residual (Ground Fault) Overvoltage Protection
This protection function is sensitive to the neutral voltage displacement that
will occur in a systemas a result of a faulty winding or a phase to ground
insulation fault. This function is operational with the generator circuit breaker
closed or open.
49, 51, 50, 67N, 46, 27 - HV Thermal Overload, Overcurrent, Short
Circuit, Ground Fault, Undervoltage and Unbalance Protection
This protection is used to protect transformer feeders and interconnector tie
lines. The protection is equipped with the following functions:
Thermal overload (49): This function activates an alarmonly.
Overcurrent (51): This function is a combination of two units;
one of inverse time type and one of definite time type. It is used
for important overloads and as a back-up protection for phase
faults at the secondary side of the transformers or downstream
feeders.
Short circuit (50): This function provides quick protection
against phase to phase or three phase faults on the primary and
secondary sides of the transformers.
Ground fault (67N): This unit detects ground faults that may
occur on the HV side of the transformers.
Unbalance (46): Protection against unbalanced load is obtained
by an overcurrent unit that measures only the negative sequence
component of the current. This function activates an alarm
only.
Undervoltage (27)
49, 46, 50, 48, 51LR, 67N, 27 - Motor Protection
This protection is equipped with the following functions:
Thermal image (49) (Overload) : This function activates an
alarmonly.
Negative sequence (46) (Unbalanced load): This function
provides protection against loss of one phase of the supply and
also against unbalanced currents. This function activates an
alarmonly for the bow thruster and trips other motor feeders.
Overcurrent (51) (Large overload): This function is an
overcurrent unit which is used to protect the motor against large
and prolonged overloads.
Positive sequence (50) (Short circuit): This unit reacts rapidly to
large phase to phase or three phase faults.
Overcurrent (48) (Too long starting): each starting sequence of
the motors is monitored by overcurent units which will trip the
motor circuit breaker if the starting time is higher than foreseen,
thus protecting the motor frompossible burn out.
Overcurrent (51LR) (Locked rotor): Under normal operating
conditions after successful starting of the motor, one overcurrent
unit is used to monitor the motor and will operate in the event
of a locked rotor due to operating machine problems. This unit
reacts quicker than the too long starting or thermal overload
protections.
Earth fault unit (67N) (Ground fault): This unit is connected on
the secondary side of a core balance current transformer (CT).
This function activates an alarmonly.
Undervoltage for motor shed (27-1): This unit is used to
disconnect motors fromthe HV switchboard in the event of a
voltage drop greater than the allowable value. The relay has a
set time delay to allow recovery fromtransient conditions.
Undervoltage for motor starting lockout (27-2): This unit is
used to lockout the starting of the HV motors in the event of
severe undervoltage conditions.
25 - Synchro Check Protection
The check synchronising relays verify that the voltage on the two sides of the
breaker are the same in magnitude and phase.
6.6kV Main and Cargo Switchboard Protective Relays
REM545 and REF542
Generator Protection Relays Type REM545
The REM545 units on the generator panels each have the following
functions:
Note: Trip indicates that an open signal is sent to the relevant generator
breaker.
Device 87G: Differential protection (trip)
Device 51: Overcurrent protection (trip)
Device 50: Short circuit protection (trip)
Device 50V: Voltage controlled short circuit protection (trip)
Device 46: Negative sequence overcurrent (two stage; 1st
stage alarm, 2nd stage trip)
Device 27: Undervoltage protection (two stage; 1st stage alarm,
2nd stage trip).
Device 59: Overvoltage protection (two stage; 1st stage alarm,
2nd stage trip).
Device 40: Loss of field protection (trip)
Device 32: Reverse power protection (trip)
Device 81: Underfrequency protection (two stage; 1st stage
alarm, 2nd stage trip).
Device 81: Overfrequency protection (two stage; 1st stage
alarm, 2nd stage trip)
Device 67N: Stator ground fault protection (alarm)
Device 59N: Ground fault overvoltage protection (alarm)
Device 25: Synchro check protection
Main Busbars (TP1HT and TP2HT) Relay SPAU 110
The SPAU 110 relay unit on the 6.6 kV main switchboards synchronising
panels each have the following function:
Device 59N: Busbar ground overvoltage protection (alarm)
Gaz de France
SURYDO\V
6.6kV Main Switchboard Bus-tie I nterconnector Panel Relays Type
REF542
The REF542 units on the 6.6kV main switchboards and cargo switchboards
bus-tie interconnector panels (TP1HT/TP2HT and TPC1HT/TPC2HT) each
have the following functions:
breaker.
Device 49: Thermal overcurrent protection (alarm)
Device 51N: Ground overcurrent protection (alarm)
Device 46: Negative sequence overcurrent (alarm)
Device 25: Synchro check protection
Feeders and I ncomers to Cargo HV Switchboard (TPC1HT and
TPC2HT)
The REF542 units on the 6.6kV main switchboard cargo HV switchboard
cross-tie panels (cell 8) and the cargo HV switchboard main switchboard
cross-tie panels each have the following functions:
breaker.
Device 67N: Directional ground overcurrent protection (alarm)
Device 46: Negative sequence overcurrent (alarm)
6.6kV Main Switchboard Propulsion Transformer Feeder Panel Relays
Type REF542
The REF542 units on the 6.6kV main switchboard bus-tie interconnector
panels each have the following functions:
breaker.
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:
breaker.
Device 27: Undervoltage protection (trip)
6.6kV Main Switchboard Bow Thruster and Ballast Pump Motor Panel
Relay Type REF542
The REF542 unit on the 6.6kV main switchboard bow thruster and ballast
pump panels have the following functions:
breaker.
Device 50: Short circuit overcurrent (trip)
Device 51LR: Locked rotor protection during starting (trip)
Device 48: Locked rotor protection during running (trip)
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:
breaker.
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 27-1: Undervoltage motor shedding (trip)
Device 27-2: Undervoltage lockout motor starting
Short circuit protection fuses
Gaz de France
SURYDO\V
IIIustration 2.2.2a High VoItage Main Switchboard Mimic - TP1HT and TP2HT
MW
kV Hz
kV Hz
kW kW
GENERATOR 3
C.B OPENING
CLOSING
BUS TIE TP2HT
OPENED/CLOSED
TP2HT
TP1HT
GENERATOR 4
C.B OPENING
CLOSING
BUS TIE TP1HT
OPEN/CLOSED
COMMAND
GENERATOR 2
C.B OPEN/CLOSE
COMMAND
GENERATOR 1
C.B OPEN/CLOSE
COMMAND
DIESEL
GENERATOR 1
SPEED CONTROL
DIESEL
GENERATOR 2
SPEED CONTROL
kW kW
DIESEL
GENERATOR 2
START / STOP
DIESEL
GENERATOR 1
START / STOP
G4 G3
G1 G2
MW
kV Hz
kV Hz
kW kW
GENERATOR 2
C.B OPENING
CLOSING
BUS TIE TP1HT
OPENED/CLOSED
TP1HT
TP2HT
GENERATOR 1
C.B OPENING
CLOSING
BUS TIE TP2HT
OPEN/CLOSED
COMMAND
GENERATOR 3
C.B OPEN/CLOSE
COMMAND
GENERATOR 4
C.B OPEN/CLOSE
COMMAND
DIESEL
GENERATOR 4
SPEED CONTROL
DIESEL
GENERATOR 3
SPEED CONTROL
kW kW
DIESEL
GENERATOR 3
START / STOP
DIESEL
GENERATOR 4
START / STOP
G1 G2
G4 G3
11 12
13 14
11 12
13 14
1 2 3
5 4
6 7 8 9 10
16
15
18
29
23 24
25 26
27 28
23 24
25 26
27 28
30
21 22
19 20
17
11 12
13 14
11 12
13 14
1 2 3
5 4
6 7 8 9 10
32
31
34
39
23 24
25 26
27 28
23 24
25 26
27 28
40
37 38
35 36
33
Key
1. Voltmeter
2. Synchroscope
3. Frequency Meter
4. 100V 50Hz Control Voltage ndicator Lamp
5. 100V 60Hz Control Voltage ndicator Lamp
6. Warning Local Mode ndicator Lamp
7. Local Remote Selector Switch
8. Synchro Check Switch On/Off
9. Protect / Unprotect Selector Key Switch
10. Diesel Generator Selector Switch
11. Running ndicator Lamp
12. Unavailable ndicator Lamp
13. Safety Stop ndicator Lamp
14. Spare ndicator Lamp
15. Bus Tie TP2HT Circuit Breaker ndicator Switch
16. Generator No.3 Circuit Breaker ndicator
18. Bus Tie TP1HT Circuit Breaker Open / Close Command Switch
19. Generator No.2 Circuit Breaker Open / Close Command Switch
21. Diesel Generator No.2 Start / Stop Command Switch
23. Running ndicator Lamp
24. ?????
25. ?????
26. ?????
27. ?????
28. ?????
29. Diesel Generator No.2 Speed Control Switch
31. Bus Tie TP1HT Circuit Breaker ndicator Switch
34. Bus Tie TP2HT Circuit Breaker Open / Close Command Switch

TP1HT TP2HT
2.2.2 Main Switchboard and Generator Operation - Page 1 of 25
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2.2.2 MAI N SWI TCHBOARD AND GENERATOR
OPERATI ON
Electric Power Generation Control
There are seven control stations for power generation and these can be listed
as follows:
Port and starboard dual fuel gas converter rooms (level 1)
Port and starboard 6.6kV main switchboards (level 2)
Engine control room(level 3)
Cargo control room(level 3)
Wheelhouse (level 3)
The control transfer of each generator is independent at level 1 and 3 and
grouped by the switchboard at level 2.
Each generator is independently controlled so that one generator can be
controlled fromone level (1, 2 or 3) and another generator can be controlled
froma different level.
Power Management Control
There are three levels of priority for control locations of the power management
systemas follows:
Level 1: The highest priority, through the local mimic panels
for each generator which are located in the port and starboard
converter rooms.
Level 2: The 6.6kV main switchboards, TP1HT (starboard) and
TP2HT (port) mimic panels.
Level 3: The lowest priority, through the IAS operator
stations.
Note: Only one control level can be active at any one time for each generator.
Change of level has no effect on actuators status. It also has no effect on
monitoring which is always available at any level.
Level 1 Control (Converter Rooms)
If the REMOTE/LOCAL switch is turned to LOCAL at one of the level 1
locations, control is taken immediately fromany other level and an alarmwill
be activated to signal the change of control.
When in level 1 control, the operator control available is as follows:
Starting and stopping of the relevant generator.
Speed control of the relevant generator.
When in level 1 control, it is not possible for the operator to select the load
sharing mode and the generator will operate in droop mode.
Level 2 Control (HV Switchboards)
Control fromthe level 2 locations is only possible if the REMOTE/LOCAL
switch at the level 1 location is turned to the REMOTE position. Level 2 control
is then achieved by turning the REMOTE/LOCAL switch at the relevant 6.6kV
main switchboard mimic panel to the LOCAL position.
When in level 2 control, the operator control available is as follows:
Manual synchronising with or without synchro check.
Opening and closing of the 6.6kV main switchboard circuit
breakers.
Level 3 Control (I AS)
Control fromthe level 3 location is only possible if the REMOTE/LOCAL
switches at the level 1 and level 2 locations are both turned to the REMOTE
position.
When in level 3 control, the operator control available through the IAS mimics
is as follows:
Opening and closing of the circuit breakers.
Remote/Auto or Remote/Manual selection
Circuit Breaker Operating Principles - Electrical Production
1. Control of Diesel Generator Circuit Breakers, QHT10, QHT11, QHT20
and QHT21
The diesel generator circuit breakers can be controlled either from the IAS or
fromthe 6.6kV main switchboard, TP1HT mimic panel for QHT10/11 or from
the 6.6kV main switchboard, TP2HT mimic panel for QHT20/21.
The opening of the circuit breaker fromthe IAS is possible when the generator
load is less than 5% of the nominal power. A de-loading of the diesel generator
is performed before the circuit breaker is opened.
If the main generator shuts down, a circuit breaker trip order is sent directly to
the associated main switchboard (TP1HT or TP2HT).
The diesel generator circuit breakers are fitted with undervoltage trips which
will trip the breakers as a result of loss of voltage.
Diesel Generator Synchronising
During normal operation, the synchronising of the diesel generator to be
connected is done by the synchro-units located in the 6.6kV main switchboards,
through a closing order sent fromthe IAS to TP1HT or TP2HT.
The circuit breaker closing order can be sent by the IAS if :
The generator is not connected to the busbar.
No other generators are already in a synchronising sequence on
the same busbar.
The generator breaker is not in an alarmcondition.
The main switchboard is in remote control.
The closing order must be maintained until the IAS receives a circuit breaker
closed signal. If the synchronising exceeds 180 seconds, a discrepancy alarm
is initiated and, if the initial synchronising command was coming froman
automatic starting command, then another generator will be started.
After synchronising and circuit breaker closing is completed, the load on the
incoming generator will be increased and a LOAD INCREASE message is
displayed on the IAS screen mimic.
2. Control of the Emergency Diesel Generator Circuit Breaker, QFS100
The emergency diesel generator circuit breaker can only be manually controlled
fromthe emergency switchboard TPFS.
In the event of a blackout, the circuit breaker will be closed automatically
through internal logic in the emergency switchboard, TPFS.
When normal power is restored, the emergency diesel generator is manually
synchronised with the main network fromthe emergency switchboard mimic
panel or the 440V main switchboard mimic panels TP1F /TP2F and the diesel
generator circuit breaker will be opened automatically about 3 seconds after
synchronisation through internal logic in the emergency switchboard, TPFS.
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IIIustration 2.2.2b Low VoItage Main Switchboard Mimic - TP1F and TP2F
TP1F
TP2F
TP2HT
TPFS
TP1HT
TP1F
1 - Lamp Test
2 - Local Remote Switch
3 - Local Mode
4 - Synchro Off/On
5 - Synchro Mode - Protect/Unprotect
6 - Normal / Back Feeding Switch
7 - EDG Running
Back Feeding Mode
EDG Unavailable
EDG in Local Mode
8 - EDG Speed Control
9 - Synchro Lights
SY - Synchro Device
PM - Permanent nsulation Monitor
QF2200
QF500
QF1200
QF50
PIM
W W W
W
W
V Hz V
V Hz
Hz
SY
3
1
2
9
QFS100
EDG
QF2100
OHT24
TR2HT TR1HT
QF1100
QFS50
QHT14
3
8
7
4 6 5
TP2F
TP2F
TP2HT
TPFS
TP1HT
TP1F
QF2200
QF500
QF1200
QF50
PIM
W W W
W
W
V Hz V
V Hz
Hz
SY
3
1
2
9
QFS100
EDG
QF2100
OHT24
TR2HT TR1HT
QF1100
QFS50
QHT14
3
8
7
4 6 5
Key
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Circuit Breaker Operating Principles - 6.6kV Electrical
Distribution
The 6.6kV main consumers are fed fromthe two 6.6kV main switchboards
TP1HT (starboard) and TP2HT (port).
1. Control of the 6.6kV Main Switchboard Bus-Tie Circuit Breakers,
QHT120A and QHT120B
The 6.6kV main switchboard bus-tie circuit breakers can be controlled either
from the IAS or fromthe 6.6kV main switchboard, TP1HT mimic panel for
control of QHT120A or fromthe 6.6kV main switchboard, TP2HT mimic
panel for control of QHT120B.
In the event of a loss of voltage, these circuit breakers will normally remain
closed unless the loss of voltage is due to a tripped condition (see automatic
operation procedures No.10 and 11 later in this section).
When a closing command is initiated by the operator via the IAS, the automatic
synchronising of the starboard and port main switchboards is performed by use
of fully automatic synchronising units located in the main switchboards (one
synchronising unit per switchboard).
If synchronising exceeds 180 seconds, a discrepancy alarmis activated.
When an opening command of the bus-tie circuit breaker is given by the
operator via the IAS, the first action carried out will be a load transfer and
current limitation. This function will result in the automatic starting of a
generator if the current in the bus-tie is not below a preset value (about 3% of
its normal current). The IAS sends an open order to the circuit breaker when
the bus-tie current is less than the preset value.
Note: If minimumcurrent is not reached after a set time, an alarmwill be
activated and the opening of the circuit breaker will be blocked.
2. Control of 6.6kV Main switchboard, Cargo HV Switchboard Cross-Tie
Circuit Breakers QHT15A and QHT25A
The 6.6kV main switchboard, cargo HV switchboard cross-tie circuit breakers
can be controlled either fromthe IAS or fromthe 6.6kV main switchboard,
TP1HT mimic panel for control of QHT15A or from the 6.6kV main
switchboard, TP2HT mimic panel for control of QHT25A.
In the event of a loss of voltage, these circuit breakers will normally remain
closed unless the loss of voltage is due to a tripped condition.
IAS control is in the formof manual control fromthe operator workstation
keyboard and screen or automatic control when restarting after a blackout (see
section 2.2.8)
3. Control of 6.6kV Main Switchboard, 6.6kV/440V Main Transformer
Circuit Breakers QHT14 and QHT24
The 6.6kV main switchboard 6.6kV/440V main transformer circuit breakers
can be controlled either from the IAS or, manually, fromthe 6.6kV main
switchboard, TP1HT (cell 7) for control of QHT14 or fromthe 6.6kV main
switchboard, TP2HT (cell 7) for control of QHT24. IAS control is in the
formof manual control fromthe operator workstation keyboard and screen or
automatic control when restarting after a blackout (see section 2.2.8).
These circuit breakers are fitted with undervoltage trips which will trip the
breakers as a result of loss of voltage.
4. Control of 6.6kV Main Switchboard, Propulsion Transformer Circuit
Breakers QHT12/13 and QHT22/23
The 6.6kV main switchboard, propulsion transformer circuit breakers cannot
be controlled from the IAS. They can be controlled manually fromthe 6.6kV
main switchboard, TP1HT (cells 2 and 6) for control of QHT12/13 or fromthe
6.6kV main switchboard, TP2HT (cells 2 and 6) for control of QHT22/23.
A start drive motor order fromthe propulsion systemsends a circuit breaker
close order via IAS authorisation to the relevant main switchboard and, via the
start drive sequence, into the propulsion control cubicle.
Note: To enable IAS authorisation, there must be at least two generators
running in parallel and connected to the busbar.
5. Control of 6.6kV Main Switchboard, Electric Boiler Circuit Breakers,
QHT16 and QHT26
The 6.6kV main switchboard, electric boiler circuit breakers can be controlled
either fromthe IAS or, manually, fromthe 6.6kV main switchboard, TP1HT
(cell 9) for control of QHT16 or fromthe 6.6kV main switchboard, TP2HT
(cell 9) for control of QHT26. IAS control is in the formof manual control
fromthe operator workstation keyboard and screen or automatic control when
restarting after a blackout (see section 2.2.8) or load shedding in the event of
overloading of the generators connected to the main switchboards.
6. Control of 6.6kV Main Switchboard, Bow Thruster Circuit Breaker
QHT17
The 6.6kV main switchboard bow thruster circuit breaker cannot be controlled
from the IAS. Control is either remotely fromthe wheelhouse bow thruster
panel (there is no manual control of the bow thruster circuit breaker fromthis
panel), or manually fromthe 6.6kV main switchboard, TP1HT (cell 10).
Before starting the bow thruster it is necessary to start the bow thruster
hydraulic unit. When the IAS receives confirmation that the hydraulic unit is
running a check is made to ensure that the power available is sufficient to allow
starting of the bow thruster without overloading the generators.
If the power available is sufficient, the wheelhouse panel receives the
information POWER AVAILABLE and the operator can start the thruster by
pushing the DRIVE MOTOR START pushbutton.
The DRIVE MOTOR START request sends a circuit breaker close order to the
6.6kV main switchboard TP1HT.
If the power available is not sufficient, then the PMS function will automatically
start the next stand by generator.
Note: To enable starting of the bow thruster, it is necessary to have at least
two generators running and parallelled up to the 6.6kV switchboards.
This circuit breaker is fitted with an undervoltage trip which will trip the
breaker as a result of loss of voltage.
7. Control of 6.6kV Main Switchboard, Ballast Pump Circuit Breaker,
QHT27
The 6.6kV main switchboard, ballast pump circuit breaker can be controlled
either fromthe IAS or, manually, fromthe 6.6kV main switchboard,TP2HT
(cell 9). IAS control is in the form of manual control from the operator
workstation keyboard and screen.
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IIIustration 2.2.2c Main Cargo Switchboard Mimic - TPC1HT and TPC2HT
TPC1HT (Starboard Cargo Switchboard Mimic PaneI)
TPC1HT TPC2HT
1 - Lamp Test Button
3 - Switchboard in Local Mode
4 - Permanent nsulation Monitor Alarm Light
5 - Production in Local Mode
6 - 24V Light
OHT15A OHT25A
OHT15B OHT25B
OHT30A OHT30B
W
W
V
Hz Hz
V
4 5 6 4
3 3
1
W
Key
4
TPC2HT (Port Cargo Switchboard Mimic PaneI)
TPC1HT TPC2HT
OHT15A OHT25A
OHT15B OHT25B
OHT30A OHT30B
W
W
V
Hz Hz
V
4 5 6 4
3 3
1
W
4
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Circuit Breaker Operating Principles - 6.6kV Electrical
Distribution from Cargo Switchboards
There are two 6.6kV cargo switchboards:
The starboard 6.6kV cargo switchboard TPC1HT
The port 6.6kV cargo switchboard TPC2HT
1. Control of 6.6kV Cargo Switchboard Gas Compressor Circuit Breakers,
QHT31, QHT32, QHT33 and QHT 41, QHT42, QHT43
The 6.6kV cargo switchboard gas compressor circuit breakers cannot be
controlled from the IAS. They can be controlled manually fromthe 6.6kV
cargo switchboard, TPC1HT (cells 4 and 5) for control of QHT31/32/33 or
fromthe 6.6kV cargo switchboard, TPC2HT (cells 4 and 5) for control of
QHT41/42/43.
The circuit breakers are fitted with undervoltage trips which will trip the
Load shedding of the compressors to prevent overloading of the generators is
controlled by the IAS.
Note: If load shedding is necessary and the overloaded switchboard is
operating in gas mode, the LD compressor circuit breakers QHT32/33 and
QHT42/43 will be excluded fromthe load shedding.
2. Control of 6.6kV Cargo Switchboard Main Cargo Pump Circuit
Breakers, QHT36, QHT37, QHT38, QHT39 and QHT 46, QHT47,
QHT48, QHT49
The 6.6kV cargo switchboard, main cargo pump circuit breakers can be
controlled either fromthe IAS or, manually, fromthe 6.6kV cargo switchboard,
TPC1HT (cells 5 and 6) for control of QHT36/37/38/39 or fromthe 6.6kV
cargo switchboard, TPC2HT (cells 5 and 6) for control of QHT46/47/48/49.
IAS control is in the formof manual control fromthe operator workstation
keyboard and screen.
The circuit breakers are fitted with undervoltage trips which will trip the
Opening of the circuit breakers can occur as a result of a stop order fromthe
emergency shut down (ESD) logic.
3. Control of 6.6kV Cargo Switchboard, Ballast Pump Circuit Breakers,
QHT34 and QHT44
The 6.6kV cargo switchboard, ballast pump circuit breaker can be controlled
either fromthe IAS or, manually, fromthe 6.6kV cargo switchboard, TPC1HT
(cell 6) for control of QHT34 or fromthe 6.6kV cargo switchboard, TPC2HT
(cell 6) for control of QHT44. IAS control is in the formof manual control
fromthe operator workstation keyboard and screen.
Circuit Breaker Operating Principles - 440V Electrical
Distribution
There are three main 440V switchboards:
Two 440V main switchboards (TP1F and TP2F)
One 440V emergency switchboard (TPFS)
1. Control of 440V Main Switchboard, 6.6kV/440V Main Transformer
I ncomer Circuit Breakers, QF1100 and QF2100
The 440V main switchboard 6.6kV/440V main transformer incomer circuit
breakers can be controlled either from the IAS or from the 440V main
switchboard, TP1F mimic panel for control of QF1100 or fromthe 440V main
switchboard, TP2F mimic panel for control of QF2100. IAS control is in the
formof manual control fromthe operator workstation keyboard and screen or
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.
2. Control of 440V Main Switchboard Bus-tie Circuit Breakers QF1200
and QF2200
The 440V main switchboard bus-tie circuit breakers can be controlled either
from the IAS or fromthe 440V main switchboard, TP1F mimic panel for
control of QF1200 or fromthe 440V main switchboard, TP2F mimic panel
for control of QF2200. IAS control is in the formof manual control fromthe
operator workstation keyboard and screen.
An automatic closing facility is used if there is a loss of voltage to one of the
440V switchboards (TP1F or TP2F) and the loss of voltage is not caused by an
electrical fault on the switchboard (see automatic operation procedures No.12,
13, 14 and 15 in this section).
3. Control of 440V Main Switchboard, Emergency Switchboard Feeder
Circuit Breakers, QF50 and QF500
The emergency switchboard can be supplied fromeither TP1F or TP2F via
breakers QF50 and QF500.
The circuit breakers can be controlled either from the IAS or fromthe 440V
main switchboard, TP1F mimic panel for control of QF50 or fromthe 440V
main switchboard, TP2F mimic panel for control of QF500. IAS control is in
the formof manual control fromthe operator workstation keyboard and screen
or automatic control when restarting after a blackout (see section 2.2.8).
These circuit breakers remain closed after loss of voltage for a set time delay.
4. Control of 440V Emergency Switchboard I ncoming Circuit Breaker,
QFS50
This circuit breaker can be controlled either fromthe IAS or fromthe 440V
emergency switchboard, TPFS mimic panel. IAS control is in the form
of manual control from the operator workstation keyboard and screen or
This circuit breaker remains closed after loss of voltage for a set time delay.
The synchronising of the emergency generator is performed by the synchro-unit
located in the emergency switchboard, TPFS. The closing order is maintained
until the IAS receives a circuit breaker closed signal. If synchronising exceeds
180 seconds, a discrepancy alarmis signalled.
6. Control of 440V Boiler Switchboard Circuit Breakers QFEB1 and
QFEB2
This circuit breaker can be controlled either from the IAS or fromthe 440V
electric boiler switchboard PFEB1 for QFEB1 or fromthe 440V electric boiler
switchboard PFEB2 for QFEB2 . IAS control is in the formof manual control
fromthe operator workstation keyboard and screen or automatic control when
restarting after a blackout (see section 2.11.8)
There is an interlocking arrangement whereby the closing of QFEB1 or QFEB2
is blocked if the corresponding 6.6kV/440V electric boiler transformer primary
breaker, QHT16 or QHT26, is not closed.
The circuit breaker is fitted with an undervoltage trip which will trip the
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Automatic and Manual Operation of the Main Switchboards
and Generators
Note: For further details of the main and emergency generator switchboard
operations please see shipyard manual M00E929 - Electric Production and
Distribution and M00E937 - Electric Power Plant Philosophy
1. Remote Control Available from the Switchboard for the Diesel
Generator
The diesel generator can be remotely controlled at the main switchboard as
follows:
a) It is assumed that the diesel engine is ready to start, LO priming
pump in the AUTOMATIC position, turning gear in the SET
position and engine trouble reset.
b) Turn the generator LOCAL/REMOTE switch at the generator
local control panel at the engine to the REMOTE position.
c) Turn the LOCAL/REMOTE switch at the relevant 6.6kV main
switchboard mimic panel to the LOCAL position.
Remote control fromrelevant 6.6kV main switchboard mimic panel is now
available.
2. Remote Control Available from the I AS and Automatic Start and
Automatic Synchronising and Load Shift Available for the Diesel
Generator
The diesel generator can be remotely controlled fromthe IAS as follows:
a) It is assumed that the diesel engine is ready to start, LO priming
pump in the AUTOMATIC position, turning gear in the SET
position and engine trouble reset.
b) Turn the generator LOCAL/REMOTE switch at the generator
local control panel at the engine to REMOTE.
c) Turn the LOCAL/REMOTE switch at the relevant 6.6kV main
switchboard mimic panel to the REMOTE position.
Engine control roomcontrol of the diesel generator is now available. The
generators can be controlled either manually fromthe IAS operator station or
automatically.
3. Manual Diesel Generator Engine Start - Local
The diesel generator engine can be started locally fromthe generator engine
local control panel. It is assumed that the diesel generator is stopped.
a) To start the generator locally fromthe engine mounted control
panel, turn the LOCAL/REMOTE switch on the panel to the
LOCAL position.
b) Start the generator by pressing the START pushbutton on the
panel. The generator will then start. Observe the local engine
gauges for speed, temperature and oil pressure.
4. Manual Diesel Generator Engine Start - Remote Switchboard
a) It is assumed that remote control from the relevant main
switchboard mimic panel is available. (Described in procedure
No.1. The engine is assumed to be in the stopped condition.)
b) Turn the DIESEL ENGINE START/STOP switch on the relevant
6.6kV main switchboard mimic panel to position START.
c) The engine receives a start command and starts. If the engine
does not start within 20 seconds, a start fail alarmis signalled
at the IAS.
d) To stop the generator, turn the DIESEL ENGINE START/STOP
switch to the STOP position.
5. Manual Diesel Generator Engine Start - Remote I AS
a) It is assumed that remote control fromthe IAS is available.
(Described in procedure No.2. The engine is assumed to be in
the stopped condition.)
b) Ensure the generator is set to MANUAL via the AUTO/MANUAL
soft key icon on the IAS mimic screen.
c) A signal is given by the operator via the IAS to start the diesel
generator engine by clicking on the START/STOP soft key icon
on the IAS screen. RUNNING appears on the graphic.
d) The diesel generator engine receives a start command and
starts. If the engine does not start within 20 seconds, a start fail
alarmis signalled.
e) Stop the generator by clicking on the START/STOP soft key icon
on the IAS mimic screen.
6. Diesel Generator Running - Breaker Closure onto a Dead Bus -
Switchboard Operation
It is assumed that remote control is available at the relevant main switchboard
generator panel as described in procedure No.1 and that the diesel generator
has been started and the correct voltage established at the relevant 6.6kV main
switchboard generator panel.
a) Turn the SYNCHRONISING switch at the relevant 6.6kV main
switchboard mimic panel to the ON position.
b) Turn the SYNCHRO MODE switch on the mimic panel to
either the PROTECTED position and the check synchroniser
will be connected or the UNPROTECTED position and the
check synchroniser will not be connected.
c) Turn the CB SELECT switch on the mimic panel to the
generator breaker to be closed.
d) Turn the generator breaker control switch on the relevant 6.6kV
main switchboard mimic panel to the CLOSE position. The
breaker will receive a close command and will close.
7. Manual Parallel Running of the Diesel Generator from the
Switchboard
generator panel as described in procedure No.1 and that the generator engine
has been started and the correct voltage established at the relevant 6.6kV main
switchboard generator panel.
a) Turn the SYNCHRONISING switch at the relevant 6.6kV main
switchboard mimic panel to the ON position.
b) Turn the SYNCHRO MODE switch to the PROTECTED
position and the check synchroniser will be initiated.
c) Turn the CB SELECT switch on the mimic panel to the
generator breaker to be closed.
d) Adjust the DG SPEED CONTROL switch (raise/lower) on the
mimic panel until the synchroscope is moving slowly in the
clockwise direction (approximately one revolution every twenty
seconds).
e) As the synchroscope approaches the twelve oclock position
(synchronism), turn the control switch for the incoming
generator breaker on the relevant 6.6kV main switchboard
mimic panel to the CLOSE position. The breaker will receive a
close command and will close.
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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
mimic panel as described in procedure No.1.
a) Adjust the DG SPEED CONTROL switches on the relevant
6.6kV main switchboard mimic panel to reduce the load on the
generator to be disconnected.
b) When the load on the generator is zero or close to zero, turn the
breaker control switch for the generator to be disconnected to
the OPEN position.
c) The circuit breaker will receive an open command and will
open.
d) After a predetermined cool down period, turn the DIESEL
ENGINE START/STOP switch on the relevant main switchboard
mimic panel to the STOP position. The engine stops.
Procedures for the Automatic Operation of Generators and the Main
Switchboards
It is assumed the ship is in normal voyage/in port conditions and the following
conditions are satisfied:
The PMS is switched on.
The LOCAL /REMOTE selection switches at the main
switchboard mimic panels are switched to REMOTE.
The standby generator is switched to REMOTE operation at
the engine control panel. The generators READY FOR START
lamp is illuminated at the generator panel.
The standby generator is ready to start, ie, all engine conditions
are normal. The generator has been selected as standby No.1.
Standby selection is via the generator mimic screens.
9. Blackout Sequence
Note: To avoid operation of this blackout sequence during a harbour test or
during shore connection, there is a software switch available on the power
plant overview mimic which is switched on by the operator or by the IAS if
the emergency switchboard TPFS is in local mode and on shore mode.
It is assumed that the procedures described previously for automatic operation
have been followed. The initial configuration of the vessels electrical system
prior to blackout is assumed to be as follows:
The 6.6kV starboard main switchboard TP1HT and the 6.6kV
port main switchboard TP2HT are interconnected and are fed by
the dual fuel gas generators.
The 440V main switchboards TP1F and TP2F are supplied
via the 6.6kV/440V main transformers TR1HT and TR2HT
respectively.
The bus-tie between 440V main switchboards TP1F and TP2F
is open.
The emergency switchboard TPFS is fed by the starboard 440V
switchboard TP1F.
The 6.6kV starboard cargo switchboard TPC1HT is supplied
fromthe starboard 6.6kV main switchboard TP1HT.
The 6.6kV port cargo switchboard TPC2HT is supplied from
the port 6.6kV main switchboard TP2HT.
The bus-tie between the 6.6kV cargo switchboards is open.
Upon the loss of power (full blackout), the following alterations to the initial
configuration will occur:
Loss of voltage on the 6.6kV port and starboard main
switchboards. The 6.6kV bus-tie breakers (QHT120A and
QHT120B) remain closed).
Loss of voltage on the 440V port and starboard main
switchboards TP1F and TP2F.
Instantaneous opening of all other circuit breakers except QF50
or QF500. These breakers open after a set time delay.
Opening after a set time delay of the 440V emergency
switchboard, TPFS, incoming circuit breaker QFS50.
Detection of loss of voltage at the 440V emergency switchboard
TPFS.
a) The loss of power is detected by the emergency generator which
receives a start command.
b) When the emergency generator has reached full operating speed
and voltage has been established, the emergency generator
breaker QFS100 receives a close command and closes. The
emergency switchboard TPFS is being supplied from the
emergency generator.
c) The IAS will assess the availability of every generator. All
available generators will be started in emergency mode (diesel
oil). The first generator ready will be connected to the network.
After a set time delay a second generator (if available) will be
connected to the network unless the vessel is in harbour mode.
d) The IAS will restore the vessel to the initial HV configuration.
The IAS will then feed the 440V main switchboards TP1F and
TP2F fromeither side (TR1HT and TR2HT).
e) All main auxiliaries that were running prior to blackout will be
restarted by the IAS.
f) Load transfer between the emergency diesel generator and the
normal 440V network is performed manually, either remotely
via the IAS or locally at the 440V emergency switchboard
TPFS.
10. Half Blackout Sequence - Electric Fault on TP1HT
the dual fuel gas generators connected to TP2HT.
respectively.
is open.
switchboard TP1F.
The emergency generator is available.
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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
the dual fuel gas generators connected to TP1HT.
respectively.
is open.
switchboard TP1F.
The emergency generator is available
a) A short circuit is detected on the bus-tie resulting in the
opening of the 6.6kV bus-tie circuit breakers, QHT120A and
QHT120B.
b) The primary and secondary circuit breakers for 6.6kV/440V
transformer TR2HT, QHT24 and QF2100, open resulting in
loss of power to the port 440V main switchboard TP2F.
c) The cross-tie supplying the starboard 6.6kV cargo switchboard
TPC2HT opens.
d) The TP1F/TPFS cross-tie circuit breakers, QF50/QFS50, will
still be closed due to an undervoltage time delay release.
e) Upon detection of the loss of power, the 440V main switchboard
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
respectively.
is open.
switchboard TP1F.
a) An electric fault on the starboard 440V main switchboard TP1F
results in the tripping of the TP1F incoming circuit breaker
QF1100. This results in a loss of power to TP1F.
b) If the emergency switchboard TPFS is supplied via TP1F,
circuit breaker QF50, then TPFS will also be without power. If
TPFS is supplied via TP2F, circuit breaker QF500, then TPFS
remains alive.
c) The TP1F/TP2F bus-tie circuit breakers, QF1200 and QF2200,
are blocked and prevented fromclosing due to the electric fault
on TP1F.
d) If TPFS is also without power (point b), QF500 is closed
automatically and the emergency switchboard is supplied via
TP2F.
e) The primary of the 6.6kV/440V transformer TR1HT, circuit
breaker QHT14, receives an open order via the IAS operator
station.
The starboard 440V main switchboard TP1F remains dead until the cause of
the switchboard fault is found and rectified.
respectively.
is open.
switchboard TP1F.
Gaz de France
SURYDO\V
a) A loss of power to the 440V main switchboard TP1F occurs due
to an opening of the 6.6kV/440V main transformer, TR1HT,
primary circuit breaker QHT14. The incoming circuit breaker to
TP1F, QF1100, trips on undervoltage. There is a loss of power
to TP1F.
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
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.
respectively.
is open.
switchboard TP1F.
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.
circuit breaker QF500, then TPFS will also be without power.
If TPFS is supplied via TP1F, circuit breaker QF50, then TPFS
remains alive.
c) The TP1F/TP2F bus-tie circuit breakers, QF1200 and QF2200,
are blocked and prevented fromclosing due to the electric fault
on TP2F.
d) If TPFS is also without power (point b), QF50 is closed
automatically and the emergency switchboard is supplied via
TP1F.
e) The primary of the 6.6kV/440V transformer TR2HT, circuit
breaker QHT24, receives an open order via the IAS operator
station.
The port 440V main switchboard TP2F remains dead until the cause of the
switchboard fault is found and rectified.
respectively.
is open.
switchboard TP1F.
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.
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
to feed the 440V switchboard TP2F.
The starboard 440V main switchboard TP2F is now fed via the port 440V main
switchboard TP1F.
16. Automatic Parallel Running in Response to Large Motor Start
If the load on a running generator is too high to permit the safe starting of one
of the vessels large motors, the standby diesel generator will be started and
parallelled to provide adequate capacity. The motor will have its start delayed
until the standby generator is connected and the load is equally shared. The
standby generator will go through the same automatic paralleling sequence as
for an overload situation. The relevant motors are:
Electrical propulsion motors
Bow thruster
17. Load Shedding of Heavy Consumers
In the event of overload of the vessels electrical network, the IAS can initiate
the stopping of heavy consumers. The relevant heavy consumers are:
HD compressors
LD compressors (if the relevant generator engine is not in gas
mode)
Electric boilers
Gaz de France
SURYDO\V
18. Backfeeding Sequence
In an extreme emergency such as a total blackout, it is possible for the
emergency generator to feed the 440V main switchboards. This sequence is
executed manually. There is no automatic IAS sequence. It is assumed that the
emergency generator will feed the starboard 440V main switchboard TP1F.
The initial configuration is as follows:
Totally dead ship. All of the 6.6kV and 440V switchboard
circuit breakers are open, no pressure in the starting air bottles
and cold engine conditions.
a) At the emergency generator local control panel, turn the
LOCAL/REMOTE switch to the LOCAL position.
b) At the emergency switchboard mimic panel, turn the LOCAL/
REMOTE switch to the LOCAL position.
c) At the emergency switchboard mimic panel, turn the NORMAL/
BACKFEEDING MODE switch to the BACKFEEDING
position.
d) At the starboard main 440V switchboard, TP1F, mimic panel,
turn the LOCAL/REMOTE switch to the LOCAL position.
e) At the starboard main 440V switchboard, TP1F, mimic panel,
turn the NORMAL/BACKFEEDING MODE switch to the
BACKFEEDING position.
f) Non-essential 440V equipment fed fromTP1F and TP2F is
manually tripped to keep the load on the emergency generator
to as low as possible.
g) The emergency generator is started fromits local panel. The
LOCAL/REMOTE switch at the local control panel is then
turned to the REMOTE position.
h) At the emergency switchboard mimic panel, close the
emergency diesel generator circuit breaker, QFS100. The
emergency switchboard TPFS is alive.
i) At the emergency switchboard mimic panel, close the outgoing
TPFS/TP1F bus-tie circuit breaker, QFS50.
j) At the starboard main 440V switchboard, TP1F, mimic panel,
the incoming TPFS/TP1F bus-tie circuit breaker, QF50, is
closed. TP1F is alive and being supplied fromthe emergency
generator. The 440V main switchboard bus-tie breakers,
QF1200 and QF2200 can be closed if necessary.
The auxiliaries necessary to facilitate the starting of a main generator can now
be started.
CAUTI ON
When in backfeeding mode, the load on the emergency generator must
be closely monitored to prevent overload and possible blackout.
19. Restoration of Normal Supply After Backfeeding
It is assumed that backfeeding is in operation as previously described in
procedure No.18 and that No.1 diesel generator is to feed the electrical
network. The procedure is the same for all four generators.
a) Start up No.1 diesel generator.
b) The generator breaker, QHT10, is connected to the 6.6kV main
switchboard TP1HT either fromthe IAS operator station if in
remote mode or fromTP1HT mimic panel if in local mode.
c) The 6.6kV main switchboard bus-tie breakers QHT120A and
QHT120B can be closed if necessary.
d) The 6.6kV/440V main transformer (TR1HT) breaker QHT14 is
closed either fromthe IAS operator station if in remote mode or
fromthe 6.6kV main switchboard (TP1HT) mimic panel if in
local mode.
e) At the 440V main switchboard (TP1F or TP2F) mimic panel,
the LOCAL/REMOTE switch is turned to the LOCAL position,
the NORMAL/BACKFEEDING MODE switch is turned to
the NORMAL position, the SYNCHRONISING switch is
turned to the ON position and the SYNCHRO MODE switch
is turned to either the PROTECTED (with check synchro) or
UNPROTECTED (without check synchro) position. At the
emergency switchboard mimic, the LOCAL/REMOTE switch is
in the REMOTE position and the NORMAL/BACKFEEDING
MODE switch is in the BACKFEEDING position.
f) Adjust the EDG SPEED CONTROL switch (raise/lower) on
the mimic panel until the synchroscope is moving slowly in the
seconds).
g) As the synchroscope approaches the twelve oclock position
(synchronism), turn the control switch for the incoming breaker
fromTR1HT (QF1100) on the mimic panel to the CLOSE
position. The breaker will receive a close command and will
close.
h) After QF1100 closes, the emergency generator breaker QFS100
receives an automatic open command and opens.
The 6.6kV main switchboards, 440V main switchboards and the emergency
switchboard are now being supplied fromNo.1 diesel generator.
Generator DG1 Protection Settings
The generators are protected fromthe abnormal conditions described below
by means of the reverse power trip, short circuit trip, undervoltage trip,
overvoltage trip, overfrequency trip, underfrequency trip, current differential
trip, overcurrent trip, negative sequence overcurrent trip and voltage dependent
overcurrent trip.
Details of the protective devices can be found in section 2.2.1 (Electrical
Equipment), Main Protective Relays Characteristics and Setting Philosophy
1. Differential Protection (Device 87G)
10% of In (650A) =65A
Authors Note:A figure of 650A has been used on the spec. sheets for the rated
current the actual value of In is shown on the spec sheet as 601A. Which is
correct? (I have used the figure of 650A in the settings shown)
2. Overcurrent Low Set Stage (Device 51)
0.93 x In (650A) =605A for 1 second
3. Overcurrent High Set Stage (Device 50)
2.4 x In (650A) =1,560A for 1.25 seconds
4. Overcurrent High Set Stage (Device 50V)
1.2 x In (650A) =780A for 1.5 seconds
5. Undervoltage High Set Stage (Device 50V)
0.7 x Un (6,600V) =4,620V
6. Reverse Power (Device 32)
0.4 x Sn (7,250kVA) =0.29MW for 20 seconds
Authors Note: A figure of 7250kVA has been used on the spec. sheets to
calculate the reverse power setting - the actual value of Sn is shown on the
spec sheet as 6875kVA. Which is correct? (I have used the figure of 7250kVA
in the settings shown)
Gaz de France
SURYDO\V
7. Directional Earth Fault Low Set Stage (Device 67N)
2% of In (650A) =13A for 0.5 seconds
8. Overvoltage Low Set Stage (Device 59)
1.2 x Un (6,600V) =7,920V for 3 seconds
9. Overvoltage High Set Stage (Device 59)
1.4 x Un (6,600V) =9,240V for 0.5 seconds
10. Undervoltage Low Set Stage (Device 27)
11. Undervoltage High Set Stage (Device 27)
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
55Hz for 2 seconds
15. Overfrequency Stage 1 (Device 81)
62.5Hz for 1 second
65Hz for 2 seconds
17. Negative Sequence Overcurrent (Definite Time Stage) (Device 46)
0.07 x In (650A) =45.5A for 5 seconds
Cooling time: 1,800 seconds
18. Negative Sequence Overcurrent (I nverse Time Stage) (Device 46)
0.08 x In (650A) =52A for 20 seconds
Minimumtime; 5 seconds
Maximumtime: 3,600 seconds
Start delay: 5 seconds
19. Synchro Check (Device 25)
10% of Un (6,600V) =660V for 250mS
Frequency: 0.2 Hz for 80mS
Generators DG2/3/4 Protection Settings
1. Differential Protection (Device 87G)
10% of In (1,250A) =125A
Authors Note:A figure of 1,250A has been used on the spec. sheets for the
rated current the actual value of In is shown on the spec sheet as 1,070A.
Which is correct? (I have used the figure of 650A in the settings shown)
2. Overcurrent Low Set Stage (Device 51)
0.86 x In (1,250A) =1,075A for 1 second
3. Overcurrent High Set Stage (Device 50)
2.3 x In (1,250A) =2,875A for 1.25 seconds
4. Overcurrent High Set Stage (Device 50V)
1.2 x In (1,250A) =1,500A for 1.5 seconds
5. Undervoltage High Set Stage (Device 50V)
0.7 x Un (6,600V) =4,620V
6. Reverse Power (Device 32)
0.4 x Sn (14,250kVA) =0.57MW for 20 seconds
Authors Note: A figure of 14,250kVA has been used on the spec. sheets to
calculate the reverse power setting - the actual value of Sn is shown on the spec
sheet as 12,232kVA. Which is correct? (I have used the figure of 14,250kVA in
the settings shown)
7. Directional Earth Fault Low Set Stage (Device 67N)
2% of In (1,250A) =25A for 0.5 seconds
8. Overvoltage Low Set Stage (Device 59)
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)
11. Undervoltage High Set Stage (Device 27)
12. Residual Overvoltage (Device 59N)
10% of Un (6,600V) =660V for 3 seconds
57Hz for 1 second
55Hz for 2 seconds
62.5Hz for 1 second
65Hz for 2 seconds
17. Negative Sequence Overcurrent (Definite Time Stage) (Device 46)
0.07 x In (1,250A) =87.5A for 5 seconds
18. Negative Sequence Overcurrent (I nverse Time Stage) (Device 46)
0.08 x In (1,250A) =100A for 20 seconds
Minimumtime; 5 seconds
Maximumtime: 3,600 seconds
Start delay: 5 seconds
Gaz de France
SURYDO\V
19. Synchro Check (Device 25)
Voltage: 10% of Un (6,600V) =660V for 250mS
Frequency: 0.2Hz for 80mS
Safety I nterlock System
(Refer to Illustrations 2.2.2d, to 2.2.2o)
A key interlocking systemis employed on the vessel for the 6.6kV equipment
which allows for safe access to the equipment for maintenance and repair. It
ensures that the access to the high voltage parts is prohibited in all cases, where
the correct switch off/down and earthing procedure of the main breaker is not
performed completely or in the wrong order. Specific step by step procedures
are required to gain access to the keys.
In the case of isolating the diesel generator incomer, when the correct step
by step procedure has been followed, the generator fuel valve and air start
valve will be shut and locked off, the corresponding generator circuit breaker
will be racked out and the earthing disconnector will be closed and locked in
position.
In the case of the 6,600/440V transformers TR1HT and TR2HT, when the
correct procedure has been followed, the corresponding 440V circuit breaker
will be racked out and locked in this position, the corresponding 6.6kV circuit
breaker is racked out and the earthing disconnector will be closed and locked in
position. This will release a key used to unlock the transformer access panels.
In the case of the 6,600/720V electric boiler transformers TREB1HT and
TREB2HT, when the correct procedure has been followed, the corresponding
690V circuit breaker will be racked out and locked in this position, the
corresponding 6.6kV circuit breaker is racked out and the earthing disconnector
will be closed and locked in position. This will release a key used to unlock the
transformer access panels.
In the case of the electrical propulsion motors, the propulsion motor will be
stopped, the corresponding 6.6kV propulsion transformer circuit breaker will
be racked out and the corresponding earthing disconnector closed and locked
in position. This will release a key used to unlock the propulsion convertor
panel doors.
In the case of the 6.6kV motors (HD compressors, cargo pumps, ballast pumps
1 and 2 and the bow thruster), the corresponding circuit breaker will be racked
out and the corresponding earthing disconnector closed and locked in position.
The key used to lock the earthing disconnector in position is released and must
be kept by the person carrying out the maintenance until work is complete.
In the case of the 6.6kV LD gas compressor outgoing cells, the corresponding
three circuit breakers (high speed, low speed and coupling) will be racked out
and the corresponding earthing disconnector closed and locked in position.
This will release three keys (one for each breaker), which when put in a central
lock will release a key. This key must be kept by the person carrying out the
maintenance until work is complete.
In the case of isolating the 6.6kV main and cargo switchboard cross-ties (QHT
120A/B, QHT30A/B, QHT15A/B, QHT25A/B), the 6.6kV circuit breaker pair
will be racked out and locked in position releasing two keys which are used to
close the two earthing disconnectors. These keys must be kept by the person
carrying out the maintenance until work is complete.
In the case of isolating the 6.6kV main switchboard busbar TP1HT/TP2HT
or the cargo switchboard busbar TPC1HT/TPC2HT, the circuit breakers or
contactors in each cell of the switchboard will be racked out and the cable
earthing disconnector in each cell closed and locked. A key will be released
fromeach earthing disconnector, which, when inserted in the central lock S1
(on the synchronisation panel) will release a further key (K1.01 for TP1HT and
TPC1HT and K2.01 for TP2HT and TPC2HT). This key is used to release the
busbar earthing switch in the synchronisation cell which will then be closed
and locked in position, releasing a further key (K1.02 for TP1HT and TPC1HT
and K2.02 for TP2HT and TPC2HT). The key must be kept by the person
carrying out the maintenance until work is complete.
Gaz de France
SURYDO\V
With Reference to Shipyard Drawing:
591 E8100 Safety Key nterlocks
Key
Key Free
But Not Used
Key Jammed
Key Removed
Apparatus
Unlocked
Apparatus
Locked
QF
1100
QHT
14
S1
S2
K14.2
S2
K14.2
S5
S4
K14.3
K14.1
K14.1
K14.3
S5
S4
K14.3
K14.3
K14.1
K14.2
S3
K14.1
S1
TP1F
TP1F
TR1HT
TR1HT
Starboard 6.6kV
Switchboard
Starboard 6.6kV Switchboard
Starboard 6.6kV
Switchboard
Note:
The key numbers shown in the llustration
are for transformer TR1HT. For transformer
TR2HT, the '14' part of the key number
becomes '24' (e.g. K14.1 becomes K24.1).
The 6.6kV breaker for TR2HT is QHT24
and the 440V breaker is QF2100.
TR2HT is fed from the 6.6kV port main
switchboard.
Note:
are for transformer TREB1HT. For transformer
TREB2HT, the '16' part of the key number
becomes '26' (e.g. K16.1 becomes K26.1).
The 6.6kV breaker for TR2HT is QHT26
and the 690V breaker is QFB2.
TREB2HT is fed from the 6.6kV port main
switchboard. The port 690V electric boiler
switchboard is PFEB2.
Note:
are for diesel generator 1. For the other three
generators the following guide should be
followed:
DG2: the '10' part of the key number
becomes '11' (e.g. K10.1 becomes K11.1)
The breaker numbers are QHT11, 20 and 21.
DG3 and DG4 supply the 6.6kV port main switchboard
Start Air Valve
Fuel Valve
Start Air Valve
Fuel Valve
QHT
10
QHT
10
K10.2
S2
K10.1
S1
K10.2
S2
K10.1
S1
K10.3
K10.4
S3
S4
K14.2
S3
K10.3
K10.4
K10.3
K10.2
K10.1
K10.3
K10.2
K10.1
S3
S4
S5
S5
2) DieseI Generator Incoming IsoIating Mode
2.1) The corresponding fuel valve must be
shut and locked in this position by
lock S1 (K10.1 becomes free)
2.2) The corresponding air start valve must
be shut and locked in this position by
lock S2 (K10.2 becomes free)
2.3) The 6.6kV circuit breaker must be racked
out to allow the earthing disconnector to
be closed
2.4) The keys K10.1 and K10.2 are used in the
central lock S5 to release key K10.3
2.5) The key K10.3 is used to unlock the earthing
disconnector. When the earthing disconnector
is switched on, it is locked in position
by lock S4 (K10.4 is free)

2) 6,600/440V Transformers TR1HT and TR2HT
IsoIating Mode and Access to Transformer
EncIosure
2.1) The 440V circuit breaker must be
racked out and locked in this position
by lock S2 (K14.2 becomes free)
2.2) The 6.6kV circuit breaker must be racked out
to allow the earthing disconnector to be closed
(mechanical interlock)
2.4) The key 14.1 is used in lock S4 to open
one of the access panels of the transformer
and release key 14.3 to open the other
access panel (K14.1 is jammed in S4)

1) 6,600/440V Transformers TR1HT and TR2HT
NormaI Mode
1.1) 6.6kV circuit breaker is racked in and
the earthing disconnector is switched off
and locked in this position by S3
(K14.1 jammed in S1)
1.2) The 440V circuit breaker is racked in
1.3) The access panels of the transformer are
closed and locked by S4 and S5

1) DieseI Generator Incoming NormaI Mode
the earthing disconnector is open and
locked in this position by S3
1.2) The corresponding fuel valve is in the
open position and not locked by lock S1
1.3) The corresponding air start valve is in the
open position and not locked by lock S2.
1.4) The key K10.3 is jammed in S5

IIIustration 2.2.2d Safety Key InterIock System (i)
QHT
14
QF
1100
1) EIectric BoiIer Transformer TREB1HT and TREB2HT
NormaI Mode
1.2) The 690V circuit breaker is racked in
1.3) The access panels of the transformer are
closed and locked by S4 and S5

2) EIectric BoiIer Transformer TREB1HT and TREB2HT
IsoIating Mode and Access to Transformer
EncIosure
2.1) The 690V circuit breaker must be racked out
and locked in this position by lock S2
(K16.2 becomes free)
(mechanical interlock)
2.4) The key 16.1 is used in lock S4 to open
one of the access panels of the transformer
and release key 16.3 to open the other
access panel (K16.1 is jammed in S4)

TREB1HT
TREB1HT
PFEB1
690V Electric
Boiler
Switchboard
PFEB1
690V Electric
Boiler
Switchboard
K16.3
K16.3
S4
S5
K16.1
K16.1
K16.3
K16.3
S4
S5
K16.2
S2
K16.1
S1
S1
K16.1
S3
K16.2
QHT
16
QHT
16
QFB
1
K16.2
S2 QFB
1
K16.2
S3
Gaz de France
SURYDO\V
IIIustration 2.2.2e Safety Key InterIock System (ii)
1) Starboard PropuIsion Motor Transformer 1
NormaI Mode
1.1) The propulsion motor is operating or ready to be used
and the doors of the propulsion converter are closed
and locked

1.2) The 6.6kV circuit breaker is racked in and
(PK13.1 is jammed in lock S1)
NormaI Mode
and locked

IsoIating Mode
2.1) The propulsion motor is stopped

(PK13.1 becomes free)
2.3) The key 13.1 is used in a central lock to open the
propulsion converter doors
IsoIating Mode

S1
PK13.1
QHT
13
Starboard 6.6kV
Switchboard
CR1MPE
Propulsion
Converter
M1MPE
Propulsion
Motor
TR11MPE
Propulsion
Transformer
S1
PK13.1
QHT
13
Starboard 6.6kV
Switchboard
CR1MPE
Propulsion
Converter
M1MPE
Propulsion
Motor
TR11MPE
Propulsion
Transformer
S1
PK12.1
QHT
12
Starboard 6.6kV
Switchboard
CR1MPE
Propulsion
Converter
M1MPE
Propulsion
Motor
TR12MPE
Propulsion
Transformer
S1
PK12.1
QHT
12
Starboard 6.6kV
Switchboard
CR1MPE
Propulsion
Converter
M1MPE
Propulsion
Motor
TR12MPE
Propulsion
Transformer
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
Gaz de France
SURYDO\V
IIIustration 2.2.2f Safety Key InterIock System (iii)
1) Port PropuIsion Motor Transformer 1
NormaI Mode
and locked

NormaI Mode
and locked

IsoIating Mode

IsoIating Mode

S1
PK23.1
QHT
23
Port 6.6kV
Switchboard
CR2MPE
Propulsion
Converter
M2MPE
Propulsion
Motor
TR21MPE
Propulsion
Transformer
S1
PK23.1
QHT
23
Port 6.6kV
Switchboard
CR2MPE
Propulsion
Converter
M2MPE
Propulsion
Motor
TR21MPE
Propulsion
Transformer
S1
PK22.1
QHT
22
Port 6.6kV
Switchboard
CR2MPE
Propulsion
Converter
M2MPE
Propulsion
Motor
TR22MPE
Propulsion
Transformer
S1
PK22.1
QHT
22
Starboard 6.6kV
Switchboard
CR2MPE
Propulsion
Converter
M2MPE
Propulsion
Motor
TR22MPE
Propulsion
Transformer
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
Gaz de France
SURYDO\V
IIIustration 2.2.2g Safety Key InterIock System (iv)
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
1) 6.6kV Motors
NormaI Mode

1.2) The key K***.1 is jammed in lock S1
2) 6.6kV Motors IsoIating Mode
(K***.1 becomes free)

2.2) The key K***.1 is used to lock the earthing
disconnector in the closed position
2.3) The key K***.1 must be kept by the person
carrying out the maintenance until the work
is complete
S1
K***.1
6.6kV Main Switchboard
S1
K***.1
QHT
13
6.6kV Main Switchboard
Switchboard Designation Key Mark Motor
Contactor or
Breaker Mark
TP1HT
TP2HT
QHT17
QHT27
PTM
QAA1C
Bow Thruster
Ballast Pump
K17.1
K27.1
TPC1HT
TPC2HT
QHT31 CLG5A HD Gas Compressor 1 K31.1
QHT34 QAA1C Ballast Pump 1 K34.1
QHT36 CLG111 Cargo Pump 1 Tank 1
Cargo Pump 1 Tank 2
Cargo Pump 1 Tank 3
Cargo Pump 1 Tank 4
K36.1
QHT37 CLG221 K37.1
QHT38 CLG331 K38.1
QHT39 CLG441 K39.1
QHT41 CLG5B HD Gas Compressor 2 K41.1
QHT44 QAA1B Ballast Pump 2 K44.1
QHT46 CLG112 Cargo Pump 2 Tank 1
Cargo Pump 2 Tank 2
Cargo Pump 2 Tank 3
Cargo Pump 2 Tank 4
K46.1
QHT47 CLG222 K47.1
QHT48 CLG332 K48.1
QHT49 CLG442 K49.1
Gaz de France
SURYDO\V
IIIustration 2.2.2h Safety Key InterIock System (v)
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
1) LD Gas Compressors
NormaI Mode
1.1) The 6.6kV circuit breakers are racked in and
the earthing disconnectors are switched off

1.2) The keys K***.1 are jammed in lock S2
1.3) The key K***.2 is jammed in lock S1
2) LD Gas Compressors
IsoIating Mode
2.1) The 6.6kV circuit breakers must be racked out
to allow the earthing disconnectors to be closed
(mechanical locking)

2.2) The earthing disconnectors are closed and locked
in position by S2. (Keys K***.1 are free)
2.3) The keys K***.1 are used in the central lock S1
to release key K***.2.
2.4) The key K***.2 must be kept by the
person carrying out the maintenance until the work
is complete
S2
K32.1
S2
K33.1
QHT33 QHT32 QHT31
6.6kV Main
Switchboard
6.6kV Main
Switchboard
6.6kV Main
Switchboard
Switchboard Designation Key Mark Motor
Contactor or
Breaker Mark
TPC1HT
TPC2HT
QHT32 CLG4A LD Gas Compressor 1
LD Gas Compressor 1
LD Gas Compressor 1
LD Gas Compressor 2
LD Gas Compressor 2
LD Gas Compressor 2
K32.1
QHT33 CLG4A K33.1
CLG4A K32.2
QHT42 CLG4B K42.1
QHT43 CLG4B K43.1
CLG4B K42.2
Compressor
S2
K32.1
S2
K33.1
QHT33 QHT32 QHT31
6.6kV Main
Switchboard
6.6kV Main
Switchboard
6.6kV Main
Switchboard
Compressor
S1
K32.1
K33.1
K32.2
S1
K32.1
K33.1
K32.2
Gaz de France
SURYDO\V
IIIustration 2.2.2i Safety Key InterIock System (vi)
1) 6.6kV Main Switchboard Cross-Tie
NormaI Mode
the earthing disconnector is switched off and
locked in this position by lock S1 at each switchboard

1.2) The keys K120A.1, K120A.2, K120B.1 and K120B.2
are jammed in lock S2 and S3 at each switchboard
1) 6.6kV Main Switchboard Cross-Tie
IsoIating Mode
1.1) The 6.6kV circuit breakers QHT120A and QHT120B
must be racked out and locked in this position by lock S3

1.2) The keys K120A.1, and K120B.1 become free and can
be used in lock S1 to unlock the opposite earthing
disconnectors
1.3) The keys K120A.2 and K120B.2 are used to lock the
earthing disconnectors in the closed position
1.4) The keys K120A.2 and K120B.2 must be kept by the
person carrying out the maintenance until the work
is complete
S2
S3
S1
K120B.2
K120B.1
K120A.1
QHT120B
Port 6.6kV
Switchboard
S2
S3
S1
K120A.2
K120A.1
K120B.1
QHT120A
Starboard 6.6kV
Switchboard
S2
S3
S1
K120B.2
K120B.1
K120A.1
QHT
120B
Port 6.6kV
Switchboard
S2
S1
K120A.2
K120A.1
K120B.1
QHT
120A
Starboard 6.6kV
Switchboard
S3
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
Switchboard Key Mark
Contactor or
Circuit Breaker Mark
Cross-Tie
TPHT
Cross-Tie
TPCHT
Cross-Tie
TP1HT - TPC1HT
Cross-Tie
TP2HT - TPC2HT
QHT120A
QHT120B
TP1HT
TP2HT
K120A.1 K120A.2
K120B.1 K120B.2
QHT30A TPC1HT K30A.1 K30A.2
QHT30B TPC2HT K30B.1 K30B.2
QHT15A TP1HT K15A.1 K15A.2
QHT25A TP2HT K25A.1 K25A.2
Gaz de France
SURYDO\V
IIIustration 2.2.2j Safety Key InterIock System (iv)
Cell 6 Cell 7 Cell 8 Cell 9 Cell10 Cell11 Cell 3 Cell 4 Cell 5 Cell 1 Cell 1 Cell 2
QHT17
QHT11 QHT12
6.6KV Starboard Main Switchboard TP1HT (FIat 2) Busbar NormaI Mode
6.6KV Port Main Switchboard
TP2HT (FIat 2)
S1
K17.1
S1
K13.1
S4
K10.4
S1
K12.1
S4
K11.4
S4
S3
K1.02
K1.01
S3
K11.3
S3
K10.3
QHT13 QHT10
S2
S3
S1
K120A.2
K120A.1
K120B.1
QHT120A
S2
S3
S1
K120B.2
K120B.1
K120A.1
QHT120B
Cell 6 Cell 7 Cell 8 Cell 9 Cell10 Cell 11 Cell 3 Cell 4 Cell 5 Cell 1 Cell 1 Cell 2
QHT17
QHT12 QHT11
6.6KV Starboard Main Switchboard TP1HT (FIat 2) Busbar IsoIated Mode
6.6KV Port Main Switchboard
TP2HT (FIat 2)
S1
K17.1
S1
K13.1
S4
K10.4
S1
K12.1
S1
K11.4
S4
S3
K1.02
K1.01
S3
K11.3
S3
K10.3
QHT13 QHT10
S2
S3
S1
K120A.2
K120A.1
K120B.1
QHT120A
S2
S3
S1
K120B.2
K120B.1
K120A.1
QHT120B
S4
K14.4
S3
K14.3
QHT14
S1
K15A.4
S3
K15A.3
QHT15A
S1
K16.4
S3
K16.3
QHT16
1) 6.6kV Main Switchboard Busbar
NormaI Mode

1.2) The keys K120A.1, K120A.2, K120B.1 and K120B.2
are jammed in lock S2 and S3 at each switchboard
Transformer
TR11MPE Panel
Diesel
Generator 1
Panel
S4
K14.4
S3
K14.3
QHT14
Starboard E/R
6.6kV/440V
Transformer TR1HT
Panel
S4
K15A.4
S3
K15A.3
QHT15A
Starboard Cargo
HV Switchboard
Panel
S4
K16.4
S3
K16.3
QHT16
Electric Boiler
Transformer
TREB1HT Panel
Transformer
TR12MPE Panel
Diesel
Generator 2
Panel
Synchronising
Panel
Bow Thruster
Panel
AVR
Panel
AVR
Panel
Port HV
Switchboard
Cross-Tie
Panel
Transformer
TR11MPE Panel
Diesel
Generator 1
Panel
Starboard E/R
6.6kV/440V
Transformer TR1HT
Panel
Starboard Cargo
HV Switchboard
Panel
Electric Boiler
Transformer
TREB1HT Panel
Transformer
TR12MPE Panel
Diesel
Generator 2
Panel
Synchronising
Panel
Bow Thruster
Panel
Port HV
Switchboard
Cross-Tie
Panel
Starboard HV
Switchboard
Cross-Tie
Panel
Starboard HV
Switchboard
Cross-Tie
Panel
S1
K17.1
K16.4
K15A.4
K14.4
K13.1
K11.4
K12.1
K10.4
K120A.2
K1.01
S1
K17.1
K16.4
K15A.4
K14.4
K13.1
K11.4
K12.1
K10.4
K120A.2
K1.01
IsoIating Mode
2.1) The 6.6kV circuit breakers in each cell
must be racked out and locked in this position

2.2) The keys released from each cell are inserted in central lock S1,
releasing key K1.01.
2.3) Key K1.01 is used to unlock the busbar earthing switch in the
synchronising cell
2.4) The earthing switch is closed and locked in this position by key K1.02
2.5) The key K1.02 must be kept by the person carrying out the maintenance
until the work is complete
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
Gaz de France
SURYDO\V
IIIustration 2.2.2k Safety Key InterIock System (viii)
Cell 6 Cell 5 Cell 4 Cell 3 Cell 2 Cell1 Cell1 Cell 9 Cell 8 Cell 7 Cell 11 Cell 10
QHT23
QHT24 QHT27
6.6KV Port Main Switchboard TP2HT (FIat 2) Busbar NormaI Mode 6.6KV Starboard Main Switchboard
TP1HT (FIat 2)
S1
K23.1
S1
K22.1
S4
K25A.4
S1
K27.1
S4
K24.4
S4
S3
K2.02
K2.01
S3
K24.3
S3
K25A.3
QHT22 QHT25A
S2
S3
S1
K120B.2
K120B.1
K120A.1
QHT120B
S2
S3
S1
K120A.2
K120A.1
K120B.1
QHT120A
NormaI Mode

1.2) The keys K120A.1, K120A.2 (TP1HT), K120B.1 and K120B.2
(TP2HT) are jammed in locks S2 and S3 at each switchboard
Port Propulsion
Transformer
TR21MPE Panel
Diesel
Generator 4
Panel
S4
K26.4
S3
K26.3
QHT26
Port E/R
6.6kV/440V
Transformer TR2HT
Panel
S4
K21.4
S3
K21.3
QHT21
Port Cargo
HV Switchboard
Panel
S4
K20.4
S3
K20.3
QHT20
Electric Boiler
Transformer
TREB2HT Panel
Port Propulsion
Transformer
TR22MPE Panel
Diesel
Generator 3
Panel
Synchronising
Panel
Ballast Pump 3
Panel
AVR
Panel
Starboard HV
Switchboard
Cross-Tie
Panel
Port HV
Switchboard
Cross-Tie
Panel
Cell 6 Cell 5 Cell 4 Cell 3 Cell 2 Cell1 Cell1 Cell 9 Cell 8 Cell 7 Cell 11 Cell 10
6.6KV Port Main Switchboard TP2HT (FIat 2) Busbar IsoIating Mode 6.6KV Starboard Main Switchboard
TP1HT (FIat 2)
Port Propulsion
Transformer
TR21MPE Panel
Diesel
Generator 4
Panel
Port E/R
6.6kV/440V
Transformer TR2HT
Panel
Port Cargo
HV Switchboard
Panel
Electric Boiler
Transformer
TREB2HT Panel
Port Propulsion
Transformer
TR22MPE Panel
Diesel
Generator 3
Panel
Synchronising
Panel
Ballast Pump 3
Panel
AVR
Panel
Starboard HV
Switchboard
Cross-Tie
Panel
Port HV
Switchboard
Cross-Tie
Panel
S1
K27.1
K26.4
K25A.4
K24.4
K23.1
K21.4
K22.1
K20.4
K120B.2
K2.01
S1
K27.1
K26.4
K25A.4
K24.4
K23.1
K21.4
K22.1
K20.4
K120B.2
K2.01
IsoIating Mode
must be racked out and locked in this position

2.2) The keys released from each cell are inserted in central lock S1,
releasing key K2.01.
2.3) Key K2.01 is used to unlock the busbar earthing switch in the
synchronising cell
2.4) The earthing switch is closed and locked in this position by key K2.02
2.5) The key K2.02 must be kept by the person carrying out the maintenance
until the work is complete
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
S2
S3
S1
K120A.2
K120A.1
K120B.1
QHT120B
S2
S3
S1
K120B.2
K120B.1
K120A.1
QHT120B
S1
K23.1
QHT23
S4
K20.4
S3
K20.3
QHT20
S4
S3
K2.02
K2.01
QHT21
S4
K21.4
S3
K21.3
QHT22
S1
K22.1
S4
K24.4
S3
K24.3
QHT24
S4
K25A.4
S3
K25A.3
QHT25A
S4
K26.4
S3
K26.3
QHT26
QHT27
S1
K27.1
Gaz de France
SURYDO\V
IIIustration 2.2.2I Safety Key InterIock System (ix)
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
S4
K34.2
QHT34
S4
K38.2
QHT38
S4
K39.2
QHT39
S4
K31.2
QHT31
S4
K36.2
QHT36
S4
K37.2
QHT37
S4
K33.2
QHT33
S4
K32.2
QHT32
QHT33A
S2
K1.02
S1
K1.01
S2
S3
S1
K15B.2
K15A.1
K15B.1
QHT15B
S2
S3
S1
K30A.2
K30B.1
K30A.1
QHT30A
S2
S3
S1
K30B.2
K30B.1
QHT30B
S2
S3
S1
K15A.2
K15B.1 K30A.1
K15A.1
QHT15A
6.6kV Cargo Switchboard TPC1HT NormaI Mode
Cell 6
Cell 8 Cell 1
Cell 5 Cell 4 Cell 3 Cell 2 Cell 1
6.6kV Main Switchboard TP1HT 6.6kV Cargo Switchboard TPC2HT
1) 6.6kV Cargo Switchboard TPC1HT Busbar
NormaI Mode
locked in this position by lock S4 at each
switchboard panel (cells 4,5,6)

1.2) The key K1.02 (cell 3) is jammed in lock S2
1.3) The keys K15B.1 and K15B.2 (cell 2) and
K30A.1 K30A.2 (cell 1) are jammed in
locks S2 and S3
1.4) The keys K15A.1 and K15A.2 in the 6.6kV
main swictchboard TP1HT (cell 8) are jammed in
locks S2 and S3
1.5) The keys K30B.1 and K30B.2 in the 6.6kV
cargo switchboard TPC2HT(cell 1) are jammed in
locks S2 and S3
S1
K15B.2
K30A.2
K31.2
K32.2
K33.2
K34.2
K36.2
K37.2
K38.2
K39.2
K1.01
Gaz de France
SURYDO\V
IIIustration 2.2.2m Safety Key InterIock System (x)
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
S4
K34.2
QHT34
S4
K38.2
QHT38
S4
K39.2
QHT39
S4
K31.2
QHT31
S4
K36.2
QHT36
S4
K37.2
QHT37
S4
K43.2
QHT33
S4
K32.2
QHT32
QHT33A
S2
K1.02
S1
K1.01
S2
S3
S1
K15B.2
K15A.1
K15B.1
QHT15B
S2
S3
S1
K30A.2
K30B.1
K30A.1
QHT30A
S2
S3
S1
K30B.2
K30B.1
QHT30B
S2
S3
S1
K15A.2
K15B.1 K30A.1
K15A.1
QHT15A
6.6kV Cargo Switchboard TPC1HT IsoIated Mode
Cell 6
Cell 8 Cell 1
IsoIating Mode
must be racked out and the cable earthing
disconnector closed and locked

2.2) The keys released from each cell are inserted
in central lock S1, releasing key K1.01
2.3) Key K1.01 is used to unlock the busbar
earthing switch in the synchronising cell
2.4) The earthing switch is closed and locked
in this position by key K1.02
2.5) The key K1.02 must be kept by the person
is complete
S1
K15B.2
K30A.2
K31.2
K32.2
K33.2
K34.2
K36.2
K37.2
K38.2
K39.2
K1.01
Synchronising
Cell
Gaz de France
SURYDO\V
IIIustration 2.2.2n Safety Key InterIock System (xi)
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
S4
K44.2
QHT44
S4
K48.2
QHT48
S4
K49.2
QHT49
S4
K41.2
QHT41
S4
K46.2
QHT46
S4
K47.2
QHT47
S4
K43.2
QHT43
S4
K42.2
QHT42
QHT43A
S2
K1.02
S1
K1.01
S2
S3
S1
K25B.2
K25A.1
K25B.1
QHT25B
S2
S3
S1
K30B.2
K30A.1
K30B.1
QHT30B
S2
S3
S1
K30A.2
K30A.1
QHT30A
S2
S3
S1
K25A.2
K25B.1 K30B.1
K25A.1
QHT25A
6.6kV Cargo Switchboard TPC2HT NormaI Mode
Cell 6
Cell 8 Cell 1
NormaI Mode
locked in this position by lock S4 at each
switchboard panel (cells 4,5,6)

1.2) The key K1.02 (cell 3) is jammed in lock S2
1.3) The keys K25B.1 and K25B.2 (cell 2) and
K30B.1 and K30B.2 (cell 1) are jammed in
locks S2 and S3
main swictchboard TP1HT (cell 8) are jammed in
locks S2 and S3
cargo switchboard TPC2HT(cell 1) are jammed in
locks S2 and S3
S1
K25B.2
K30B.2
K41.2
K42.2
K43.2
K44.2
K46.2
K47.2
K48.2
K49.2
K1.01
Gaz de France
SURYDO\V
IIIustration 2.2.2n Safety Key InterIock System (xii)
Apparatus
Locked
Apparatus
Unlocked
Key Removed
Key Jammed
Key Free
But Not Used
Key
S4
K44.2
QHT44
S4
K48.2
QHT48
S4
K49.2
QHT49
S4
K41.2
QHT41
S4
K46.2
QHT46
S4
K47.2
QHT47
S4
K43.2
QHT43
S4
K42.2
QHT42
QHT43A
S2
K1.02
S1
K1.01
S2
S3
S1
K25B.2
K25A.1
K25B.1
QHT25B
S2
S3
S1
K30B.2
K30A.1
K30B.1
QHT30B
S2
S3
S1
K30A.2
K30A.1
QHT30A
S2
S3
S1
K25A.2
K25B.1 K30B.1
K25A.1
QHT25A
6.6kV Cargo Switchboard TPC2HT IsoIated Mode
Cell 6
Cell 8 Cell 1
IsoIating Mode
must be racked out and the cable earthing
disconnector closed and locked

2.2) The keys released from each cell are inserted
in central lock S1, releasing key K1.01
2.3) Key K1.01 is used to unlock the busbar
earthing switch in the synchronising cell
2.4) The earthing switch is closed and locked
in this position by key K1.02
2.5) The key K1.02 must be kept by the person
is complete
S1
K25B.2
K30B.2
K41.2
K42.2
K43.2
K44.2
K46.2
K47.2
K48.2
K49.2
K1.01
Synchronising
Cell
Gaz de France
SURYDO\V
SY
4
6
5
EDG
8
IIIustration 2.2.3a Emergency Switchboard Mimic

1 - Lamp Test
3 - Switchboard in Local Mode
4 - Synchro Off/On
5 - Synchro Mode - Protect/Unprotect
6 - Normal/Backfeeding Mode Switch
7 - Synchro Lights
8 - EDG Running
- Backfeeding Mode
- EDG Failure
- EDG n Local Mode
9 - Diesel Engine Start/Stop
10 - EDG Speed Control
11 - Generator Heater Off/On (Light Switch)
12 - Shore Alive
13 - Ship/Shore Switch
SY - Synchro Device
PM - Permanent nsulation Monitor
3
2
13
12
1
W
QF50 QF500
W
QFS100 QFS50
W
SHORE
TP2F TP1F
PIM
V Hz
Hz A
9
10
11
7
Key
2.2.3 Emergency Switchboard and Generator Operation - Page 1 of 4
Gaz de France
SURYDO\V
2.2.3 EMERGENCY SWI TCHBOARD AND GENERATOR
OPERATI ON
Note: For further details of the main and emergency generator switchboard
operations please see shipyard manual M00E929 - Electric Production and
Distribution and M00E937 - Electric Power Plant Philosophy
1. Emergency Generator Local Control Available
For local control from the emergency generator engine control panel the
following procedure must be followed:
a) The emergency generator interlocks are normal, the engine is
ready to start.
b) The emergency generator CONTROL POSITION switch is set
to LOCAL at the generator engine control panel.
Local control of the emergency generator is now available.
2. Emergency Generator Manual Control from the Emergency
Switchboard Available
For manual control fromthe emergency switchboard the following procedure
must be followed:
ready to start.
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:
ready to start.
to REMOTE at the generator engine control panel.
c) The emergency generator LOCAL/REMOTE switch at the
emergency switchboard mimic panel is set to REMOTE
Automatic start of the emergency generator fromthe IAS is now available.
4. Manual Operation: Generator Start and Connection onto Dead Bus
Note: Manual closing of the emergency generator circuit breaker is only
available fromthe emergency switchboard, TPFS mimic panel. Normally the
emergency generator will be in automatic mode to enable automatic starting
and connecting in the event of loss of power
It is assumed that manual control fromthe emergency switchboard is available
as described in procedure 2, that the shore power circuit breaker QF70 and the
emergency switchboard 440V incomer circuit breaker QFS50 are open and that
there is no voltage on the emergency switchboard busbar TPFS.
a) Turn the diesel engine START/STOP switch on the emergency
switchboard TPFS mimic panel to the START position.
b) The emergency generator will receive a start command and will
start.
c) When the emergency generator has reached its operating speed
and voltage has been established, at the emergency switchboard
mimic panel, ensure that the SYNCHRONISING switch is
turned to the OFF position and the SYNCHRONISING MODE
switch is in the UNPROTECTED position.
d) At the emergency switchboard mimic panel, turn the NORMAL/
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
close.
The emergency generator now feeds the emergency switchboard.
5. Manual Operation: ACB Disconnection
It is assumed that the emergency generator is feeding the emergency
switchboard as described in procedure 4.
a) Turn the emergency generator breaker control switch (QFS100)
to the OPEN position.
b) The emergency generator breaker receives an open command
and opens. The emergency switchboard blacks out.
c) The emergency generator engine can be either be stopped from
the emergency switchboard by turning the DIESEL ENGINE
START/STOP switch on the emergency switchboard mimic
panel to the STOP position.
d) The engine receives a stop command and stops
6. Emergency Generator Auto Start and Auto ACB Closure onto Dead
Bus
have been followed.
a) A loss of main power results in a full blackout.
b) The loss of power is detected by the emergency generator which
receives a start command.
c) When the emergency generator has reached full operating speed
and voltage has been established, the emergency generator
breaker QFS100 receives a close command and closes. The
emergency switchboard TPFS is being supplied from the
emergency generator.
d) When normal power can be restored, one of the diesel generators
can be started and connected to the relevant main switchboard
via the IAS operator station. The vessel can then revert to the
initial configuration before the loss of power. Load transfer
fromthe emergency generator can be carried out fromthe IAS
operator station.
Note: Load transfer can be carried out fromthe emergency switchboard mimic
panel but this will involve manual synchronisation using the synchroscope
on the emergency switchboard, TPFS mimic panel (see procedure No.7).

Gaz de France
SURYDO\V
7. Main Switchboard Power Restoration - Manual Load Transfer after
Blackout from the Emergency Switchboard Mimic Panel
The following is the procedure to manually transfer load fromthe emergency
generator back to normal supply after the restoration of mains power following
a blackout or similar situation. This procedure ensures continuity of supply to
the emergency consumers. It is assumed that power has been restored to 440V
main switchboard TP2F and that TP2F emergency switchboard feeder circuit
breaker QF500 is closed. (The procedure is the same for TP1F).
a) The emergency switchboard is supplied by the emergency
generator.

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
seconds).
e) As the synchroscope approaches the twelve oclock position
(QFS50) on the mimic panel to the close position. The breaker
will receive a close command and will close.
f) After a set time delay, the emergency generator breaker
QFS100 receives an automatic open command and opens.
The emergency switchboard is now supplied fromthe main switchboard.
g) The emergency generator engine automatically stops.
Alternatively the emergency generator engine can be stopped
manually fromthe emergency generator engine local control
panel or from the emergency switchboard generator panel
ENGINE CONTROL switch (ECS).
Ensure the emergency generator is set up for automatic start.
(Authors Note: Above procedure to confirmduring visit to the vessel.)
8. Backfeeding Sequence
In an extreme emergency such as a total blackout, it is possible for the
emergency generator to feed the 440V main switchboards. This sequence is
executed manually. There is no automatic IAS sequence. It is assumed that the
emergency generator will feed the starboard 440V main switchboard TP1F.
The procedure is the same for TP2F.
The initial configuration is as follows:
Totally dead ship. All of the 6.6kV and 440V switchboard
circuit breakers are open, no pressure in the starting air bottles
and cold engine conditions.
a) At the emergency generator local control panel, turn the
LOCAL/REMOTE switch to the LOCAL position.
c) At the emergency switchboard mimic panel, turn the NORMAL/
position.
d) At the starboard main 440V switchboard, TP1F, mimic panel,
turn the LOCAL/REMOTE switch to the LOCAL position.
e) At the starboard main 440V switchboard, TP1F, mimic panel,
turn the NORMAL/BACKFEEDING MODE switch to the
BACKFEEDING position.
f) Non-essential 440V equipment fed fromTP1F and TP2F is
manually tripped to keep the load on the emergency generator
to as low as possible.
g) The emergency generator is started fromits local panel. The
LOCAL/REMOTE switch at the local control panel is then
turned to the REMOTE position.
h) At the emergency switchboard mimic panel, close the
emergency diesel generator circuit breaker, QFS100. The
emergency switchboard TPFS is alive.
i) At the emergency switchboard mimic panel, close the outgoing
TPFS/TP1F bus-tie circuit breaker, QFS50.
j) At the starboard main 440V switchboard, TP1F, mimic panel,
the incoming TPFS/TP1F bus-tie circuit breaker, QF50, is
closed. TP1F is alive and being supplied fromthe emergency
generator. The 440V main switchboard bus-tie breakers,
QF1200 and QF2200 can be closed if necessary.
The auxiliaries necessary to facilitate the starting of a main generator can now
be started.
CAUTI ON
When in backfeeding mode, the load on the emergency generator must
be closely monitored to prevent overload and possible blackout.
9. Restoration of Normal Supply After Backfeeding
It is assumed that backfeeding is in operation as previously described in
procedure No.8 and that No.1 diesel generator is to feed the electrical network.
The procedure is the same for all four generators.
a) Start up No.1 diesel generator.
b) The generator breaker, QHT10, is connected to the 6.6kV main
switchboard TP1HT either fromthe IAS operator station if in
remote mode or fromTP1HT mimic panel if in local mode.
c) The 6.6kV main switchboard bus-tie breakers QHT120A and
QHT120B can be closed if necessary.
d) The 6.6kV/440V main transformer (TR1HT) breaker QHT14 is
closed either fromthe IAS operator station if in remote mode or
fromthe 6.6kV main switchboard (TP1HT) mimic panel if in
local mode.
e) At the 440V main switchboard (TP1F or TP2F) mimic panel,
the LOCAL/REMOTE switch is turned to the LOCAL position,
the NORMAL/BACKFEEDING MODE switch is turned to
the NORMAL position, the SYNCHRONISING switch is
turned to the ON position and the SYNCHRO MODE switch
is turned to either the PROTECTED (with check synchro) or
UNPROTECTED (without check synchro) position. At the
emergency switchboard mimic, the LOCAL/REMOTE switch is
in the REMOTE position and the NORMAL/BACKFEEDING
MODE switch is in the BACKFEEDING position.
f) Adjust the EDG SPEED CONTROL switch (raise/lower) on
seconds).
Gaz de France
SURYDO\V
g) As the synchroscope approaches the twelve oclock position
fromTR1HT (QF1100) on the mimic panel to the CLOSE
close.
h) After QF1100 closes, the emergency generator breaker QFS100
receives an automatic open command and opens.
The 6.6kV main switchboards, 440V main switchboards and the emergency
switchboard are now being supplied fromNo.1 diesel generator.
10. Emergency Generator Testing - Off Load
The generator ACB will not close in this situation. The procedure to test the
emergency generator engine is as follows:
ready to start.
b) The engine is in the automatic start condition as described in
procedure No.1.
c) The operator turns the SEQUENCE TEST switch (RTS), located
behind the front panel in the emergency switchboard, emergency
generator panel to the ENG position. The emergency generator
engine receives a start command and starts.
d) When the emergency generator reaches its operating speed, the
READY TO START lamp is switched off. When 95% voltage
is established, the emergency generator running lamp is
illuminated.
e) Check the generator voltage and frequency.
f) When the test is complete, the operator turns the SEQUENCE
TEST SWITCH to the OFF position.
g) Stop the emergency generator manually by pressing the STOP
pushbutton.
Authors Note: Can find no reference to an emergency generator
test procedure. Above to be checked onboard.
Emergency Generator Protection Equipment
The emergency generator is protected fromthe abnormal conditions described
below by means of the, short circuit trip, undervoltage trip and overcurrent
trip.
1. Emergency Generator Overcurrent: (Long Time Delay Trip)
If the current on the running emergency generator exceeds 110% of the
maximumrated current (1,500A) for 40 seconds the overcurrent relay will
operate to trip the generator ACB.
2. Emergency Generator Overcurrent: (Short Time Delay Trip)
If the generator current exceeds 300% of the maximumrated current (4,089A)
the ACB will be tripped almost instantaneously (about 400msec) by the short
time delay trip.
3. Emergency Generator Short Circuit Trip
If the generator current exceeds 1,000% of the maximum rated current
(approximately 13,630A) the ACB will be tripped instantaneously by the short
circuit trip.
4. Emergency Generator Reverse Power Trip
If the emergency generator reverse power reaches a level of 10% of the rated
power (85kW), the reverse power relay is triggered and will trip the ACB after
a time delay of 10 seconds.
Authors Note: Items in red italic writing to be confirmed during ship visit.
Gaz de France
SURYDO\V
2.2.4 EIectricaI Distribution
IIIustration 2.2.4a Main 440V Distribution - 440V Switchboard TP1F
440V
Incomer PaneI
440V Feeder
PaneI
440V Feeder
PaneI
440V Feeder
PaneI
PaneI 10 PaneI 9 PaneI 5 PaneI 6 PaneI 7 PaneI 2 PaneI 1 PaneI 3 PaneI 4 PaneI 8 440V Feeder
PaneI
TR1HT
6,600/440V
Transformer
440V Cross-Tie
To TP2F
QF
13
QF
7
QF
1
QF
3
QF
100
QF
1501
QF
1502
QF
150
QF
1005
QF
1007
QF
1011
QF
5
QF
9
QF
11
QF
1003
QF
1001
QSP
1
QF
15
QF
170
QF 170 Aft Deck Auxiliaries 440V Distribution Board PF170
QF
1506
QF
1505
QF
130
QF
1504
QF
1009
QSP
2
QF
1508
QF
210
QF
1503
QF
105
QF
103
QF
305
QF
1300
QF
1110
QSP
4
QF
1050
QF
140
QFC
1
QFC
3
QFC
5
QSP
3
QF15 Forward Store Starboard Starter DGF15
QF 13 Starboard Diesel Generators Starter DGF13
QF 11 Diesel Generator Room Starboard Starter DGF11
QF 1003 DG2 Generator Room FAF VSM11 Starter
QF 1001 DG1 Generator Room FAF VSM10 Starter
QSP1 Spare
QF1 Starboard Auxiliary Propulsion Motor 1 Starter 1
QF3 Starboard Auxiliary Propulsion Motor 1 Starter 2
QF100 Engine Room Main Starter
QF1501 DG1 Auxiliaries Control Cubicle
QF1502 DG2 Auxiliaries Control Cubicle
QF150 DGFS1 Emergency Starboard Starter
QF1005 Starboard Generator Room EAF1 VEM12A
Starter DF5
QF1007 Starboard Generator Room EAF1 VEM12B
Starter DF7
QF1011 Starboard Generator Room FAF1 VSM12A
Starter DF11
QF1506 Air Conditioning Condensing Unit 1 GC001
QF1505 AC Main Cubicle MRPU101
QF130 Engine Room 440V Distribution Switchboard PF330
QF1504 Provision Plant Condensing Unit Electrical Box FV901
QF1009 General Service FW Pump 1 SDD1A Starter DF9
QSP2 Spare
QF210 Engine Room Starboard Emergency 440V
Switchboard PFS110
QF1503 Starboard Oxidiser Cubicle CGM1 A2AT
QF140 Accommodation 440V Distribution Switchboard PF340
QFC1 Auxiliary Cargo Starboard Starter DGFC1
QFC3 N2 Generator Cubicle PFC3
QFC5 Glycol Electric Heater Cubicle PRC8
QSP3 Spare
QF 7 Engine Room Second Auxiliary Starboard
Starter DGF7
QF 5 Engine Room Main Auxiliary Starboard Starter DGF5
QF 9 Engine Room Ventilation Starboard Starter DGF9
From
Starboard 6.6kV
Switchboard
TP1HT
MAIN 440V SWITCHBOARD TP1F
Reference Shipyard Drawing: 520 E 2101 - 440V & 230V Main Switchboards TP1F, TP2F, TP1E, TP2E Diagram
Air Circuit Breaker
Motorised Breaker
Key
Transformer
6,600V AC
440V AC
230V AC
-
QF105 Hi-Fog Unit Cubicle 1HP12AT
QF103 Steering Gear HPP Starter GVAAT101
QF305 Emergency Cargo Pump DFC304
QF1300 Galley/Laundries 440/440V Transformer TB3F
QF1110 Starboard 440/230V Transformer TB1F
QSP4 Spare
QF1050 Starboard Propulsion Motor Excitation CR1MPE
- -
440V Emergency Cross-Tie
To TPFS
From TP2F
Breaker QF 500
2.2.4 Electrical Distribution - Page 1 of 5
Gaz de France
SURYDO\V
2.2.4 EIectricaI Distribution
IIIustration 2.2.4b Main 440V Distribution - 440V Switchboard TP2F
440V
Incomer PaneI
440V Feeder
PaneI
440V Feeder
PaneI
440V Feeder
PaneI
PaneI 10 PaneI 9 PaneI 5 PaneI 6 PaneI 7 PaneI 2 PaneI 1 PaneI 3 PaneI 4 PaneI 8 440V Feeder
PaneI
TR2HT
6,600/440V
Transformer
440V Cross-Tie
To TP1F
QF
14
QF
8
QSP
1
QF
2
QF
4
QF
200
QF
2501
QF
2502
QF
250
QF
2006
QF
2008
QF
6
QF
10
QF
12
QF
2002
QF
2004
QSP
2012
QFC
4
QF
500 QF
2100
QF
270
QF 270 Aft Deck Auxiliaries 440V Distribution Board PF270
QF
2506
QF
2505
QF
2504
QF
230
QF
210
QF
2010
QF
2508
QF
2503
QF
2240
QF
20
QF
16
QFC
306
QF
2220
QSP
2
QF
2050
QF
240
QFC
2
QFC
6
QSP
3
QSP
4
QFC4 nert Gas Generator Cubicle PFC4
QF14 Port Diesel Generators Starter DGF14
QF12 Diesel Generator Room Port Starter DGF12
QF2002 DG3 Generator Room FAF VSM13 Starter
QF2004 DG4 Generator Room FAF VSM41 Starter
QF2012 Port Generator Room FAF VSM15A Starter DF12
QSP1 Spare
QF2 Port Auxiliary Propulsion Motor 2 Starter 1 DGF2
QF4 Port Auxiliary Propulsion Motor 2 Starter 2 DGF4
QF200 Engine Room Main Starter DGF300
QF2501 DG3 Auxiliaries Control Cubicle MCC3
QF2502 DG4 Auxiliaries Control Cubicle MCC4
QF250 Emergency Port Starter DGFS2
QF2006 Port Generator Room EAF VEM15A Starter DF6
QF2008 Port Generator Room EAF VEM15B Starter DF8
QF2506 Air Conditioning Conditioning Unit GC002
QF2504 Provision Plant Condensing Unit Electric Box FV901
QF230 Engine Room 440V Distribution Switchboard PF330
QF210 Engine Room 440V Distribution Switchboard PFS210
QF2010 General Service FW Pump 2 SDD1B Starter DF10
QF2503 Oxidiser Cubicle CGM1 AAT1
QF240 Accommodation 440V Distribution Switchboard PF340
QFC2 Auxiliary Cargo Port Starter DGFC2
QFC6 Spraying Water Pump EPL1 Starter DFC6
QSP3 Spare
QSP4 Spare
QF8 Engine Room Second Auxiliary Port Starter DGF8
QF6 Engine Room Main Auxiliary Port Starter DGF6
QF10 Engine Room Ventilation Port Starter DGF10
From
Port 6.6kV
Switchboard
TP2HT
MAIN 440V SWITCHBOARD TP2F
Air Circuit Breaker
Motorised Breaker
Key
Transformer
6,600V AC
440V AC
230V AC
-
QF2240 Galley/Laundry 440/230V Transformer TB4F
QF20 Fire Pump 1LT13 Starter DFS20
QF16 Forward Store Port Starter DGF16
QFC306 Emergency Cargo Pump DFC304
QF2220 Port 440/230V Transformer TB2F
QSP2 Spare
QF2050 Port Propulsion Motor Excitation CR2MPE
- -
440V Emergency Cross-Tie
to TPFS via TP1F
Reference Shipyard Drawing: 520 E 2101 - 440V & 230V Main Switchboards TP1F, TP2F, TP1E, TP2E Diagram
Gaz de France
SURYDO\V
IIIustration 2.2.4c Main 440V Distribution - 440V DivisionaI Switchboards
PaneI 1
440V Supply
from Starboard 440V
Main Switchboard TP1F
Cell 9 Way QFC3
440V Supply
from Starboard 440V
Cell 8 Way QF130
(Electrically nterlocked
with supply from TP2F)
440V Supply
from Port 440V
Cell 8 Way QF230
440V Supply
from Port 440V
Cell 3 Way QFC4
440V Supply
from Starboard 440V
Cell 1 Way QF170
440V Supply
from Port 440V
Cell 1 Way QF270
440V Supply
from Starboard 440V
Cell 8 Way QF110
with supply from TPFS)
440V Supply
from Emergency
440V Switchboard TPFS
Cell 4 Way QFS110
440V Supply
from Starboard 440V
Cell 9 Way QF140
440V Supply
from Port 440V
Cell 9 Way QF240
440V Supply
from Starboard 440V
Cell 10 Way QF1300
(via 440/440V solating
Transformer TB3F)
440V Supply
from 440V Emergency
Switchboard TPFS
Cell 4 Way QFS40
440V Supply
from 440V Emergency
Switchboard TPFS
Cell 5 Way QFS90
440V Supply
from Starboard 440V
Cell 8 Way QF210
with supply from TPFS)
440V Supply
from Emergency
440V Switchboard TPFS
Cell 4 Way QFS210
Inert Gas Generator Switchboard PFC4
Q1FC4 Freon Cooler Unit Control Panel
Q2FC4 Dryer Unit Control Panel
Q3FC4 Com. Air Blower Control Box 1
Q4FC4 Com. Air Blower Control Box 2
Q5FC4 Fuel Oil Pump Unit Control Box
Q6FC4 Spare
Aft Deck AuxiIiaries Starboard Switchboard PF170
Q1F170 Flat 3 Forward Mooring Winch
Starter Cabinet
Q2F170 Flat 3 Starboard Mooring Winch
Starter Cabinet
Q3F170 Main Deck Starboard Mooring Winch
Starter Cabinet
Q4F170 General Service Air Compressor 1
Q5F170 Bosun's Store/Workshop Air
Conditioning Unit
Q6F170 Spare
Aft Deck AuxiIiaries Port Switchboard PF270
Q1F270 Flat 3 Port Mooring Winch Starter Cabinet
Q2F270 Main Deck Port Mooring Winch
Starter Cabinet
Q3F270 General Service Air Compressor 2
Q4F270 Potable Water Electric Heater
Q5F270 Engine Workshop Air Conditioning Unit
Q6F270 Electrical Workshop Air Conditioning Unit
Q7F270 HP Washing Unit
Q8F270 Spare
N2 Generator Switchboard PFC3
Q1FC3 N2 Air Compressor 1 Starter
Q2FC3 N2 Air Compressor 2 Starter
Q3FC3 N2 Generator Cubicle 1
Q4FC3 N2 Generator Cubicle 2
Q5FC3 Spare
Engine Room Distribution Switchboard PF330
Q1F330 ncinerator Cubicle
Q2F330 Engine Control Room Air
Conditioning Unit
Q3F330 Port Cargo Switchboard Room Air
Conditioning Unit 2
Q4F330 Starboard Main Switchboard Room Air
Conditioning Unit 2
Q5F330 Starboard Converter Room Air
Conditioning Unit 1
Q6F330 Aft Cathodic Protection Electric Cubicle
Q7F330 Anti Fouling System
Q8F330 Aft AS UPS 1 (Mains 1)
Q9F330 Aft AS UPS 2 (Mains 1)
Q10F330 2nd Flat Port Trolley Hoist
Q11F330 3rd Flat Port Trolley Hoist
Q12F330 3rd Flat Trolley Hoist
Q13F330 Electric Boilers Control Cubicle
Q14F330 Spare
Accommodation Distribution Switchboard PF340
Q1F340 Wheelhouse Electrical Room Air
Conditioning Unit 1
Q2F340 Wheelhouse Electrical Room Air
Conditioning Unit 2
Q3F340 Starboard Provision Crane LVSBB01
Control Box
Q4F340 Port Provision Crane LVSBB02
Control Box
Q5F340 Starboard Cargo Equipment Handling
CAGBB01 Crane
Q6F340 Port Cargo Equipment Handling
CAGBB02 Crane
Q7F340 Starboard Lifeboat Davit Starter Box
Q8F340 Port Lifeboat Davit Starter Box
Q9F340 Starboard Rescue Boat Davit
Q10F340 Spare
GaIIey Switchboard PF1300
Q1F1300 Garbage Compactor
Q2F1300 Electrical Range
Q3F1300 Grill Plate
Q4F1300 Bakery Oven
Q5F1300 Frying Pan
Q6F1300 Soup Kettle
Q7F1300 Deep Fat Fryer
Q8F1300 Ship's Laundry Washing
Machine 1
Q9F1300 Ship's Laundry Washing
Machine 2
Q10F1300 Spare
Engine Room Workshop Switchboard PFS40
Q1FS40 Electrical Test Panel
Q2FS40 Engine Store Trolley Hoist
Q3FS40 Engine Workshop Trolley Hoist
Q4FS40 Vertical Drilling Machine
Q5FS40 Lathe
Q6FS40 Sawing Machine
Q7FS40 Double Grinding Machine
Q8FS40 Electric Welding Socket
Q9S40 Spare
Forward Room Emergency Switchboard PFS90
Q1FS90 Forward 440/230V Emergency
Transformer
Q2FS90 Spare
Engine Room Distribution Emergency
Starboard Switchboard PFS110
Q1FS110 Aft AS UPS 1 (Mains 2)
Q2FS110 Starboard 24V DC Charger
Rectifier RB1
Q3FS110 AC Main Cubicle
Q4FS110 DGP1 UPS
Q5FS110 DGP2 UPS
Q6FS110 DGP1 Emergency Auxiliaries
Control Cubicle
Control Cubicle
Q8FS110 Spare
Engine Room Distribution Emergency
Port Switchboard PFS210
Q2FS210 Starboard 24V DC Charger
Rectifier RB2
Q3FS210 S Band Soft Start Unit
Q4FS210 DGP3 UPS
Q5FS210 DGP4 UPS
Control Cubicle
Control Cubicle
Q8FS210 Starting Air Compressor 1
Q9FS210 Spare
Reference Shipyard Drawing: 524 E 2110 Divisional EL Switchboard 440V - Electrical diagram
Gaz de France
SURYDO\V
Air Circuit Breaker
Motorised Breaker
Transformer
Key
440V AC
230V AC
Reference Shipyard Drawings: 521 E 2300 - 440V & 230V Emergency Switchboards TPFS TPES Diagram
EG
Emergency
Diesel
Generator
EMERGENCY 440V SWITCHBOARD TPFS EMERGENCY 230V
SWITCHBOARD TPES
Emergency
440/230V
Transformer
TB1FS
QFS
50
QFS
100
QF
70
QFS
110
QFS
210
QFS
3
QFS
105
QFS
1
QFS
40
QSP
1
QFS
200
Shore Power
Connection
Box
QFS201 C AC701 Lift Cubicle
QSP2 Spare
QFS202 CCET Transitional Converter
QFS20 Fire Pump 1 LT 13 Starter
QFS2 Emergency Port Starter DGFS2
QFS90 Forward Room Emergency Switchboard PFS90
Q1FS90 Forward 440V Emergency Transformer TB90FS
Q2FS90 Spare
QES46 TES46 Wheelhouse Emergency Lighting 230V Switchboard (Wheelhouse Electrical Room)
Q46ES T46ES Emergency Lighting 230V Switchboard (Deck 6 Starboard)
QSP2 Spare
Q44ES T44ES Emergency Lighting 230V Switchboard
Q400ES TEX External Lighting 230V Switchboard
Q200ES CCET Transitional Switchboard
QSP1 Spare
Q70ES T70ES Emergency Lighting 230V Switchboard (Emergency Diesel Room)
Q13ES T13ES Emergency Lighting 230V Switchboard (Flat 3 Port)
Q12ES T12ES Emergency Lighting 230V Switchboard (Starboard 6.6KV Electrical Room)
Q11ES T11ES Emergency Lighting 230V Switchboard (Port Converter Room)
Q10ES T10ES Emergency Lighting 230V Switchboard (Electric Propulsion Room)
QFS210 440V Engine Room Emergency Distribution Board PFS210
(Electrically nterlocked With Supply From TP2F,
Breaker QF210)
Q1FS210 Aft AS UPS 2
Q2FS210 Port 24V DC Charger Rectifier RB2
Q3FS210 S-Band Soft Start Unit
Q4FS210 DGP3 UPS
Q5FS210 DGP4 UPS
Q6FS210 DGP3 Emergency Auxiliaries Control Cubicle MCC3
(also fed from TP2F way QF2501)
Q9FS210 Starting Air Compressor 1
Q10FS210 Spare
QFS110 440V Engine Room Emergency Distribution Board PFS110
(Electrically nterlocked With Supply From TP1F,
Breaker QF110)
Q2FS110 Starboard 24V DC Charger Rectifier RB1
Q3FS110 AC Main Cubicle
Q4FS110 DGP1 UPS
Q5FS110 DGP2 UPS
Q6FS110 DGP1 Emergency Auxiliaries Control
Control Cubicle MCC1
Q8FS110 Spare
QFS3 GVAAT102 Steering Gear HPP Emergency Starter
QFS105 1 HP1 2AT High Fog Unit Cubicle
QFS40 Engine Room Workshop Switchboard PFS40
QSP1 Spare
QFS
201
QES
46
Q46
ES
QSP
2
Q44
ES
Q400
ES
Q42
ES
Q40
ES
Q200
ES
QSP
1
Q70
ES
Q13
ES
Q12
ES
Q11
ES
Q10
ES
440V Supply From Either
TP1F (Breaker QF50)
or TP2F (Breaker QF500)
IIIustration 2.2.4d Emergency Distribution - Emergency Switchboards TPFS & TPES
QFS1 Emergency Starboard Starter DGFS1
(Electrically nterlocked With Supply From TP1F
Breaker QF150)
1FS1 DGP 1/2 Gas Duct Exhaust Air Fan
2FS1 Diesel Generator 1 UPS
3FS1 Diesel Generator 2 UPS
4FS1 Starboard Generator Room Fresh Air Fan
5FS1 Starting Air Compressor 1
6FS1 Reciprocating Bilge Pump
QSP
2
QFS
202
QFS
105
QFS
90
QFS
20
QFS
2
- -
-
Authors Note: tems in Red To Confirm Onboard
Gaz de France
SURYDO\V
IIIustration 2.2.4e Main 230V Distribution - TP1E and TP2E
440V
Consumers
440V
Consumers
TR2HT
6,600/440V
Transformer
TR1HT
6,600/440V
Transformer
440V SWITCHBOARD TP2F
(Port)
440V SWITCHBOARD TP1F
(Starboard)
TB2F
440/230V
Transformer
TB1F
440/230V
Transformer
QF
1100
QF
2100
QF
4
QF
500
QF
1200
QF
50
QE460 TE46 Wheelhouse Switchboard (Wheelhouse Electrical Room)
QE400 TEC Cargo Area Lighting Switchboard (Cargo Room)
QSP3 Spare
QE100 TE300 Engine Room Auxiliary Switchboard (Cargo Switchboard Room)
QE130 TE130 Engine Room Miscellaneous Auxiliary Starboard Switchboard (Boiler Transformer Room)
Q46E1 T46E1 Lighting Switchboard (Deck 6 Starboard)
Q40E1 T40E1 Lighting Switchboard (Main Deck Starboard)
Q12E1 T12E1 Lighting Switchboard (Starboard Electrical Room)
Q10E1 T10E1 Lighting Switchboard (Propulsion Room)
QSP1 Spare
QSP2 Spare
Q460E2 TE46 Wheelhouse Switchboard (Wheelhouse Electrical Room)
Q400E2 TEX External Lighting Switchboard (Cargo Room)
QSP3 Spare
QE200 TE300 Engine Room Auxiliary Switchboard (Cargo Switchboard Room)
QE230 TE230 Engine Room Miscellaneous Auxiliary Port Switchboard (Flat 3 Starboard)
Q70E2 T70E2 Lighting Switchboard (Emergency Diesel Room)
Q41E2 T41E2 Lighting Switchboard (Deck1 Starboard)
Q22E2 T22E2 Lighting Switchboard ( Port 6,600/440V Electrical Room)
Q11E2 T11E2 Lighting Switchboard (Port Converter Room)
QSP1 Spare
QSP2 Spare
QE
460
QE
400
QSP
3
QE
100
QE
130
Q46
E1
Q44
E1
Q42
E1
Q40
E1
Q12
E1
Q10
E1
QSP
1
QSP
2
Q460
E2
Q400
E2
QSP
3
QE
200
QE
230
Q70
E2
Q45
E2
Q43
E2
Q41
E2
Q12
E2
Q11
E2
QSP
1
QSP
2
Emergency Cross Tie
to 440V Emergency
Switchboard TPFS
QF
2200
QF
1110
- - - -
Motorised Breaker
Key
Transformer
6,600V AC
440V AC
230V AC
-
&
From 6.6kV
Main Switchboard
TP2HT
From 6.6kV
Main Switchboard
TP2HT
With Reference to Shipyard Drawings: 520 E 2101 - 440V & 230V Main Switchboards TP1F, TP2F, TP1E, TP2E Diagram
230V SWITCHBOARD
TP1E (Starboard)
CeII A CeII A CeII B CeII B
230V SWITCHBOARD
TP2E (Port)
Gaz de France
SURYDO\V
IIIustration 2.2.5a Shore Power Shore Power Connection Box
Located in the Steering Gear Room Shore Power Panel
Located on the
Emergency Switchboard
ACB 3P
Type NW10H1 5.0A
0(/4//&
3(/2%#/..%#4)/.
"/84/'/(%2%
0(/4//&
%-%2'%.#9'%.%2!4/2
0!.%,4/'/(%2%
Author's Note: illustration of the two breakers, and complete layout/colour of panels
to check and alter as required
V PS
ACB Type NW10
Shore Connection Cables
2.2.5 Shore Power - Page 1 of 2
Gaz de France
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2.2.5 SHORE POWER
I ntroduction
A shore connection box, which is located inside the steering gear roomaccepts
power cables during refits/dry docks, etc. The shore connection box connects,
via a breaker, to the emergency 440V switchboard TPFS. The maximum
current is 980 amps. When the emergency switchboard is powered fromthe
shore, the 440V switchboards, TP1F and TP2F, can then be supplied through
the tie breakers by utilising the feedback mode.
The monitoring instruments and lamps for the shore supply are located on
the emergency switchboard mimic panel. A voltmeter and phase sequence
monitoring systemare fitted on the shore supply connection box in the steering
gear room. The sequence should be checked before connecting shore power to
the main switchboard. If the phase sequence is incorrect the shore supply must
be isolated and two supply phases changed over. The supply should then be
reinstated and the phase sequence checked again.
Interlocking is provided between the emergency switchboards tie breakers,
QF50 and QFS50, the emergency generator breaker, QFS100, and the shore
supply breaker, QF70, at the emergency switchboard. The shore supply
breaker, QF70, cannot be closed if any incoming supply tie breaker is closed
or the emergency generator breaker, QFS100, is closed. Conversely, none of
the tie breakers or the emergency generator breaker can be closed if the shore
supply breaker is closed. This arrangement prevents the shore supply being
paralleled with any other supply. However, the tie breaker interlocks can be
overridden by use of the feedback mode.
Procedure for the Operation of Shore Power Reception
It is assumed that the network is being supplied by one of the diesel
generators.
a) Turn the LOCAL/REMOTE switch at the emergency
switchboard mimic panel to the LOCAL position.
b) Turn the SHIP/SHORE switch at the emergency switchboard
mimic panel to the SHORE position.
c) Lock off the emergency diesel generator automatic start and
sequential restart systems.
d) Lock the emergency generator circuit breaker QFS100 in the
OPEN position.
e) The emergency switchboard, TPFS, and 440V main
switchboard, TP1F, cross-tie circuit breakers QFS50 and QF50
are automatically tripped. This results in a loss of supply to the
emergency switchboard. The breakers are locked in the open
position.
f) All emergency switchboard 440V feeders are manually tripped
except for the 440/230V emergency lighting transformer
breaker, QFS200. The load supplied from the main diesel
generator is reduced to the absolute minimum.
g) After connection of the shore cables at the shore connection
box, manually close the shore connection breaker QF70 at the
shore connection box in the steering gear. Confirmcorrect phase
rotation and voltage by means of the phase sequence indicator
and the voltmeter located on the shore connection box.
h) Close the shore supply breaker, QFS70, at the emergency
switchboard. The shore supply now feeds the emergency
switchboard. Manually close the emergency switchboard 440V
feeder circuit breaker QFS50.
i) A stop order is now given to the diesel generator supplying the
main 6.6kV and 440V switchboards. This results in a blackout
of the main network (emergency lighting will still be supplied
via the emergency 440/230V transformer).
j) The four circuit breakers connected to the two 6.6kV/440V
transformers, TR1HT and TR2HT (QF1100, QF2100, QHT12
and QHT24) are racked out.
k) The emergency switchboard TPFS and 440V switchboard
TP1F cross-tie circuit breaker, QF50 is closed. The 440V main
switchboard TP1F is now supplied fromashore.
l) The 440V main switchboards cross-tie circuit breakers, QF1200
and QF2200 are closed. The 440V main switchboard TP2F is
now supplied fromashore.
m) Proceed to supply essential services such as fire detection,
lighting, etc. Stop any diesel generators at the main
switchboards.
n) If no maintenance is scheduled for the emergency generator, it
may be left on automatic standby. The emergency generator will
then feed emergency lighting, etc, in the case of failure of the
shore supply.
o) The shore supply should be closely monitored to ensure the
980A current limit is not exceeded.
Procedure for Transfer from Shore Supply to the Main Diesel
Generator
It is assumed that the emergency generator is ready for automatic operation.
a) Isolate all non-essential services. Ensure the sequential
restart systemis still isolated. Reduce load at the main 440V
switchboards TP1F and TP2F to the absolute minimum.
b) From the emergency switchboard mimic, the 440V main
switchboards cross-tie circuit breakers, QF1200 and QF2200
are opened. The emergency switchboard TPFS and 440V
switchboard TP1F cross-tie circuit breakers, QF50 and QFS50,
are also opened. This results in a blackout of the main 440V
switchboards TP1F and TP2F.
c) Turn the LOCAL/REMOTE switch at the emergency
switchboard mimic panel to the REMOTE position.
d) Turn the SHIP/SHORE switch at the emergency switchboard
mimic panel to the SHIP position.
e) The shore supply circuit breakers QFS70 and QF70 are
opened.
f) The loss of supply to the emergency 440V switchboard results
in the emergency generator running up and, when voltage has
been established, automatically connecting to the emergency
switchboard.
g) Any 440V feeders open on the emergency switchboard can be
closed manually.
h) The four circuit breakers connected to the two 6.6kV/440V
transformers, TR1HT and TR2HT (QF1100, QF2100, QHT12
and QHT24) are racked back in.
i) One of the main diesel generators can be run back up.
j) Fromthe IAS systemor fromthe relevant main switchboard
mimic panel, closing of the main network circuit breakers and
load transfer fromthe emergency generator can be carried out.
k) Ensure the emergency generator is returned to normal automatic
start mode.
l) Supply emergency and main consumers as required.
2.2.5 Shore Power - Page 2 of 2
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Photographs of the Main Alternators to I nsert Here
2.2.6 Main Alternators - Page 1 of 2
Gaz de France
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2.2.6 MAI N ALTERNATORS
Diesel Generator DG1
Type: LSA 60B 125
Capacity/rating: 6,600V, 3 phase, 60Hz, 601.4A, 6,875kVA
0.8pf, 14 pole, IP44
Speed: 514 rpm
Rotor weight: 18,559kg
Heating: 230V, 2,000W
Excitation: Brushless
AVR type: Shunt
Bearing type: EFNLK28-280 (drive end)
EFNLQ28-280 (non-drive end)
Diesel Generators DG2/3/4
Type: LSA 62B 115
Capacity/rating: 6,600V, 3 phase, 60Hz, 1,069A, 12,223kVA
0.9pf, 14 pole, IP44
Speed: 514 rpm
Rotor weight: 26,878kg
Heating: 230V, 3,000W
Excitation: Brushless
AVR type: Shunt
Bearing type: EFZLK28-300 (drive end)
EFZLQ28-300 (non-drive end)
I ntroduction
Four main diesel generators are fitted. They are all of the totally enclosed,
cylindrical rotor, self-excited, brushless type fitted with an integral air to fresh
water cooler.
Generator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. The cooling air temperature can be
monitored via the PMS systemgenerator screen mimic. The cooler is fitted
with double-walled tubes to reduce the chances of leakage. The space between
the tubes drains to a chamber where a leak detector will activate an alarmif
water is detected.
Two PT100 sensors are used to monitor the air inlet and outlet temperatures
(one for the inlet and one for the outlet).
Space heaters are fitted which are energised when the generator circuit breakers
are open. These protect against internal condensation during shut down periods.
There are 6 embedded PT100 sensors fitted to monitor the stator temperature
in each phase winding, 3 are in use and there are 3 spare. These temperatures
can be monitored fromthe PMS screen mimics and will raise alarms when the
temperature set points are exceeded.
The screen mimics are T30-402-01 for the diesel generators
Bearings
The main bearings of the diesel generators are of the sleeve type. All are fed
froma natural lubrication system. The bearings also have temperature sensors
which can be monitored fromthe PMS screen mimic and will raise alarms
when the temperature set points are exceeded.
Electrical
The alternator output voltage is kept constant by the automatic voltage
regulator (AVR), which regulates the excitation current to the exciter. Output
power fromthe stator is fed into a current/voltage compound transformer and
the thyristor regulated output of this is fed through the exciter stator windings.
The magnetic field in the exciter stator induces AC into the exciter rotor,
which is rectified by the rotating three phase bridge connected rectifier set
and passed to the main rotor DC windings. In this way the AVR proportionally
boosts excitation for heavy loads and reduces it for light loads. This provides
a constant output voltage independent of load levels. Initial voltage build-up is
via residual magnetismin the rotor.
The AVR transformers and rectifiers are contained within the alternator main
cover, while the AVR electronic components are fitted at the generator panels
at the main switchboards.
The alternators have a pre-excitation facility which can be used in exceptional
circumstances if the alternator rotors lose their residual magnetismand do not
automatically excite on running up. This applies 24V DC directly to the exciter
stator to excite the rotor.
The current transformers (CTs) used for monitoring and also as current/load
reference are also located within the main top cover.
The electrical power network fed by the generators is designed with
discrimination on the distribution system, so that the generator breaker is the
last to open if any abnormalities occur.
Emergency Cooling
The alternator is equipped with emergency opening facilities which may be
operated in the case of failure of the cooling system.
If the cooling systemfails the alternator may be run on reduced load with
the emergency ventilation in place. The alternator then runs with natural
ventilation. The temperatures of the windings must be closely monitored
during running in this condition.
I nsulation for the Prevention of Shaft Current
To prevent damage to the shaft and bearings fromshaft currents, the bearing
stands of the diesel generators are insulated fromthe bedplate.
2.2.6 Main Alternators - Page 2 of 2
Gaz de France
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Photographs of the Emergency Alternator to I nsert Here
2.2.6 Emergency Diesel Alternator - Page 1 of 2
Gaz de France
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2.2.7 EMERGENCY DI ESEL ALTERNATOR
Alternator
Model: LSAM 49.1 M7, 4 pole
Type: Two bearing, brushless, self-exiting, self-regulating
with revolving field, in-ventilated and drip proof
Voltage: 440V, 3 phase
Output: 600kW, 750kVA, 984A, 0.8 p.f
Speed: 1,800 rpm, 60Hz
Enclosure: IP 23
Weight: 1,670kg
Heating: 230V
I ntroduction
The emergency diesel generator set is a self-contained unit comprising a diesel
engine and a close coupled 600kW alternator. It is located in the emergency
generator roomon the port side of deck 1 and is for use in an emergency or
for during a refit. The generator is of the self-excited, brushless type and can
be set for manual or automatic operation. Automatic will be normally selected,
with the manual setting being used for testing the generator.
The emergency switchboard is normally supplied fromeither of the main 440V
switchboards TP1F or TP2F. When automatic mode is selected, the emergency
generator is started automatically by detecting zero volts on the emergency
switchboard busbars. The emergency generator circuit breaker will connect
automatically to the emergency switchboard after confirming the continuation
of no-voltage.
The emergency generator is designed to restore power to the emergency
switchboard within 45 seconds of zero volts being detected at the emergency
switchboard busbar. The bus-tie breakers on the emergency switchboard,
which connect to the main 440V switchboards, are opened automatically when
zero volts is detected on the switchboards.
The generators automatic voltage regulator (AVR) is fitted within the
alternator terminal cover. There is a potentiometer inside the generator cubicle
to enable the voltage to be manually adjusted.
The generator is fitted with a space heater to prevent condensation when the
generator is stationary or idling. The heater is interlocked with the generator
circuit breaker.
The generator has sufficient capacity to enable the starting of the required
machinery to power up the vessel froma dead condition.
The AVR used is an R448 model employing AREP excitation. The electronic
AVR is powered by two auxiliary windings which are independent of the
voltage detection circuit. The first winding (X1,X2) has a voltage proportional
to that of the alternator (shunt characteristic). The second winding (Z1,Z2) has
a voltage proportional to the stator current (compound characteristic: booster
effect). The power supply voltage is rectified and filtered before being used by
the AVR monitoring transistor. As a result, the machine has good immunity to
distortions generated by load variations.

2.2.6 Emergency Diesel Alternator - Page 2 of 2
Gaz de France
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2.2.8 PREFERENTI AL TRI PPI NG AND SEQUENTI AL
RESTART
Preferential Tripping text to insert here when details are known
Sequential Restart
The IAS systemwill automatically restart the required machinery to restore
power to the vessel. To fulfil this requirement, the 6.6kV main switchboards
TP1HT and TP2HT must be in remote, the 440V main switchboards TP1F and
TP2F must be in remote and the BLACKOUT RECOVERY soft button on the
PMS and DG PARAMETERS SETTING IAS screen mimic must be on.
The essential machinery is started automatically according to the following
sequence:
Chronology 0
Auxiliaries without changeover which are linked with the running of the diesel
generators.
I tem Designation Loop
I tem
Starter Time
SSS1A DGP1 sea water pump 1661 DGF13 -
SSS1B DGP2 sea water pump 1662 DGF13 -
SSS1C DGP3 sea water pump 1663 DGF14 -
SSS1D DGP4 sea water pump 1664 DGF14 -
VSM10 Starboard generator room
fresh air fan
1715 DF1 -
VSM11 Starboard generator room
fresh air fan
1716 DF3 -
VSM12 Port generator room fresh
air fan
1700 DF2 -
VSM13 Port generator room fresh
air fan
171 DF4 -

Chronology 1
Auxiliaries without changeover which are supplied from 440V main
switchboard TP1F.
I tem
Starter Time
VSM12A Starboard generator room
fresh air fan
1683 DGFxx 0
VSM12B Starboard generator room
fresh air fan
1717 DGF11 0
VEM12A Starboard generator room
exhaust air fan
1708 DF5 0
VEM12B Starboard generator room
exhaust air fan
1693 DF7 0
AAA6A DGP2 exhaust gas boiler
circulation pump
1506 DGF13 0
ILT1A Fire sea water pump 1 1611 DGF5 0
PRR6050 Hydrocarbon detector 6050 TE130 0
CGM1A Oxidiser 1 1523 TP1F 2
VSM1 Electric propulsion room
supply fan
1684 DGF1 8
VEM4 Inert gas roomexhaust fan 1681 DGF9 10
VEM5 Bosuns store exhaust fan 1682 DGF9 10
VEM6 Steering gear roomexhaust
fan
1689 DGF7 10
VSM10 Inert gas roomsupply fan 1690 DGF9 8
VSM11 Bosun store supply fan 1682 DGF9 10
VSM12 Steering gear roomsupply
fan
1689 DGF11 10
VSM7A Flat 3 technical roomfresh
air fan
1703 DGF9 10
VEM7 Flat 3 technical room
exhaust fan
171 DGF9 10
VSM2 Purifier roomsupply fan 1698 DGF11 10
VEM19A Oxidiser room low part
exhaust fan
1706 DGF9 10
VEM17 Electric roomexhaust fan 1696 DGF9 10
VEM3 Boiler roomexhaust fan 1692 DGF5 10
VS010 Thruster roomfresh air fan 1674 DGF15 12
VEM16 Incinerator room exhaust
fan
1685 DGF9 12
VEM8 N2 roomexhaust fan 1695 DGF9 12
VS006 Cargo machinery fresh air
fan
1670 DGFC1 12
VE007 Duct keel exhaust fan 1673 DGFC1 12
VE009 Starboard
passageway exhaust fan
1677 DGFC1 12
DGT1A Grey water pump 1 1578 DGF7 16
SNT1A Distribution fresh water
pump 1
1653 DGF7 16
SNT2A Hot fresh water circulation
pump 1
1655 DGF7 20
PRC1A Glycol water pump 1 1627 DGFC1 20
PRC8AT Glycol water heater 6720 TP1F 20
2.2.8 Preferential Tripping and Sequential Restart - Page 1 of 3
Gaz de France
SURYDO\V
Chronology 2
Auxiliaries without changeover which are supplied from 440V main
switchboard TP2F.
I tem
Starter Time
VSM15A Port generator room
fresh air fan
1699 DGFxx 0
VSM15B Port generator room
fresh air fan
1719 DGF12 0
VEM15A Port generator room
exhaust air fan
1702 DF6 0
VEM15B Port generator room
exhaust air fan
1710 DF8 0
AAA6B DGP3 exhaust gas boiler
circulation pump
1506 DGF14 0
AAA6C DGP4 exhaust gas boiler
circulation pump
1507 DGF14 0
ILT1B Fire sea water pump 2 1612 DGF6 0
CGM1B Oxidiser 2 1524 TP2F 2
VEM1 Electric propulsion room
exhaust fan
1694 DGF2 8
VSM4 Inert gas roomfresh air fan 1690 DGF10 10
VSM5 Bosuns store fresh air fan 1712 DGF10 10
VS011 Bosuns store fresh air fan 1678 DGF16 10
VSM6 Steering gear room fresh
air fan
1709 DGF8 10
VSM7B Flat 3 technical roomfresh
air fan
1720 DGF10 10
VEM2 Purifier roomexhaust fan 1697 DGF12 10
VEM19B Oxidiser room low part
exhaust fan
1705 DGF10 10
VEM20 Oxidiser room high part
exhaust fan
1711 DGF10 10
VSM3 Boiler roomfresh air fan 1691 DGF6 10
VE010 Thruster roomfresh air fan 1672 DGF16 12
VE006 Cargo machinery fresh air
fan
1670 DGFC1 12
VE008 Port passageway exhaust
fan
1676 DGFC2 12
VSM9 Deck store fresh air fan 1680 DGF10 12
VEM9 Deck store exhaust fan 1714 DGF10 12
DGT1B Grey water pump 2 1579 DGF8 16
SNT1B Distribution fresh water
pump 2
1654 DGF8 16
SNT2B Hot fresh water circulation
pump 2
1656 DGF8 20
PRC1B Glycol water pump 2 1627 DGFC1 20
EPL1 Cargo spray pump 1591 DFC6 20
Chronology 3
Auxiliaries which have a changeover with another auxiliary supply fromthe
other network.
Power is supplied from440V main switchboards TP1F or TP2F.
In the event of a half blackout, the changeover function is not interlocked.
In the event of a total blackout, the auxiliary starting sequence will be initiated
when the power returns to the first switchboard. The changeover interlock is
maintained for 5 seconds after the start order to the auxiliary that was running
before the blackout.
I tem
Starter Swbd Time
AAA5A Electrical boiler feed pump
1
1503 DGF5 TP1F 2
AAA5B Electrical boiler feed pump
2
1504 DGF6 TP2F 2
SDD1A General service fresh water
pump 1
1647 DGF9 TP1F 2
SDD1B General service fresh water
pump 2
1648 DGF10 TP2F 2
SLL1A PEM fresh water pump 1 1650 DGF1 TP1F 2
SLL1B PEM fresh water pump 2 1651 DGF2 TP2F 2
SSS10A PEM sea water pump 1 1659 DGF3 TP1F 2
SSS10B PEM sea water pump 2 1660 DGF4 TP2F 2
SSS4A General service sea water
pump 1
1667 DGF5 TP1F 2
SSS4B General service sea water
pump 2
1668 DGF6 TP2F 2
Chronology 4
Auxiliaries which have a changeover with another auxiliary supply fromthe
other network.
Power is supplied from440V emergency switchboard TPFS or the port main
440V switchboard TP2F.
In the event of a half blackout, the changeover function is not interlocked.
In the event of a total blackout, the auxiliary starting sequence will be initiated
when the power returns to the first switchboard. The changeover interlock is
maintained for 5 seconds after the start order to the auxiliary that was running
before the blackout.
I tem
Starter Swbd Time
GCC2A Stern tube LO pump 1 1593 DGFS1 TPFS 2
GCC2B Stern tube LO pump 2 1594 DGF6 TP2F 2
Chronology 5
Auxiliaries without changeover which are supplied fromthe 440V starboard
switchboard TP1F and the 440V emergency switchboard TPFS.
I tem
Starter Time
CGM5A DGP1/2 gas duct exhaust
fan
1530 DGFS1 10
Chronology 6
Auxiliaries without changeover which are supplied from the 440V port
I tem
Starter Time
VEM18 Emergency diesel generator
roomexhaust fan
1701 DGFS2 8
CGM5B DGP 3/4 gas duct exhaust
fan
1533 DGFS2 10
Gaz de France
SURYDO\V
Chronology 7
Auxiliaries without changeover which are supplied from the 440V port
I tem
Starter Time
ILT13 Fire sea water pump 1613 DFS20 0
Chronology 8
Electric boiler supplied fromthe 440V boiler switchboard PFEB1.
I tem
Starter Time
QFEB1 Electric boiler 1 circuit
breaker
1215 PFEB1 8
Chronology 9
Electric boiler supplied fromthe 440V boiler switchboard PFEB2.
I tem
Starter Time
QFEB2 Electric boiler 2 circuit
breaker
1227 PFEB2 8
Chronology 10
Electric boiler 1 alarmcubicle is reset after a blackout when the circuit breakers
QHT16 and QPFEB1 are closed.
I tem
Starter Time
VA1A Electric boiler alarmreset 1295 VA1AT 8
Chronology 11
The following auxiliary control cubicle is reset after a blackout when voltage
returns to the starboard 440V main switchboard TP1F.
I tem
Cubicle Time
CGM1A Oxydiser 1 811 CGM1A1AT 1
Chronology 12
The following auxiliary control cubicle is reset after a blackout when voltage
returns to the port 440V main switchboard TP2F.
I tem
Cubicle Time
CGM1B Oxidiser 2 1311 CGM1B1AT 1
Chronology 13
The following auxiliary control cubicles are reset after a blackout when voltage
returns to the port or starboard 440V main switchboards TP2F or TP1F.
I tem
Cubicle Time
CLG4A LD compressor 1 1276 CLG4AAT 1
CLG4B LD compressor 2 1277 CLG4BAT 1
CLGECH Gas heaters 1261 CLGECHAT 2
CLG5A HD compressor 1 1278 CLG5AAT 5
CLG5B HD compressor 2 1279 CLG5BAT 5
Gaz de France
SURYDO\V
IIIustration 2.2.9a TransitionaI Converter and Switchboard Distribution
QF1
Battery Circuit
Breaker Box
Battery
nterlock
Q4S
Q5N Fuse Fuse
Q3BP
Transformer T22
440/400V
40kVA
Transformer T30
400/230V
30kVA
Galaxy PW 30kVA UPS
Auxiliary Cubicle
Static Bypass
Module
Manual Bypass
QET1 TET1 Engine Room Transitional Lighting Switchboard 1
QET2 TET2 Engine Room Transitional Lighting Switchboard 2
QET3 TET3 Forward Transitional Lighting Switchboard
QET4 TET4 Transitional Switchboard
Q01ETA 230V Lighting Feeder
Q05ETA 230V External Lighting Feeder
Q6ET CAC701 Lift Machinery 230V Lighting
Q7ET SMA Engine Call System and General Alarm Board
Q8ET TWF Main Walkie Talkie Unit

TWEA Walkie Talkie and Paging System Socket
Q9ET SCNA Anti ntrusion Main Panel
Q12ET 101MSP08 Wheelhouse Electrical Room Emergency Fan SF004
Q13ET NNMT Whistles Signal Controller
Q14ET NNMT Air Whistle Emergency Valve
Q15ET 101MSP05 Cargo Control Room Emergency Fan SF003
Q16ET TSAD Cargo Room Deck Access
Q17ET TTNA Ship/Shore Link Main Board
Q19ET DDG3A Accommodation Duct Keel Oxidiser Gas Detection Rack 1
Q20ET PTRCR01 Bow Thruster Cabinet Rectifier Transformer
Q21ET MSNMT Steering Gear Main Control Panel Rectifier
Q22ET HPJB1 Galley Hi Fog Junction Box
Q23ET Accommodation Duct Keel Oxidiser Gas Detection Rack 2
Spare
Spare
Spare
Rectifier nverter
440VAC Supply
From Emergency
Switchboard TPFS
Breaker QFS202
230VAC Supply
From Emergency
Switchboard TPES
Breaker QF200ES
Q10ET MSNMT Magnetic Compass Lighting
Q11ET NPNMT Navigation and Signalling Lights
Q18ET DDG1 nsulated Spaces Gas Detection Control Box
Author's Note: UPS Layout To Be Confirmed
2.2.9 UPS and Battery Systems - Page 1 of 5
Gaz de France
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2.2.9 UNI NTERRUPTI BLE POWER SUPPLI ES AND BATTERY
SYSTEMS
I ntroduction
The vessels essential consumers are fed froma number of uninterruptible
power supply (UPS) units and battery systems as follows:
The 230VAC transitional converter CCET and switchboard
located in the whelhouse electrical technical room.
The starboard and port propulsion motor UPS units, UPS1MPE
and UPS2MPE. UPS1MPE is located in the starboard converter
roomwhile UPS2MPE is in the port converter room.
The four diesel generator UPS units DG1S, DG2S, DG3S
and DG4S. UPSDG1 and 2 are located in the starboard main
switchboard electrical roomwhile UPSDG3 and 4 are located
in the port main switchboard electrical room.
The IAS is fed fromthree independent UPS units, the forward
IAS UPS1A located in the forward deck area, the aft IAS
UPS2A located in the starboard cargo electrical equipment
roomand the aft IAS UPS2B unit in the port cargo electrical
equipment room.
The starboard and port 24VDC engine roomrectifier/chargers,
RB1 and RB2. RB1 is located in the starboard main switchboard
roomand RB2 in the port main switchboard room.
The emergency switchboard rectifier/charger RBE located in
the emergency switchboard room.
The emergency generator starter. A separate 24V battery and
charger systemhas been provided in the emergency generator
roomfor the emergency generator starting arrangements.
The navigation UPS unit UPS46 in the wheelhouse electrical
technical room.
The public address UPS unit, HAD.
The radio/GMDSS equipment. These are backed up by a
dedicated GMDSS battery/UPS system.
The port and starboard lifeboat batteries and chargers.
The UPS units ensure a smooth uninterrupted transition to a battery backed
power supply in the event of a failure of the vessels main or emergency
supplies.
230VAC Transitional Converter and Switchboard CCET
Manufacturer: MGE UPS Systems
Type: ??
Input: 440VAC, 60Hz, 3 phase and 230VAC, 60Hz, 3
phase
Power rating: ??kVA
Output voltage: 230V AC (total)
Batteries
Manufacturer: ??
Type: ??
Capacity: ??
Voltage per cell: 12V DC
Number of cells: ??
The transitional converter and switchboard CCET consists of 230VAC
distribution board backed up by two 400V battery banks, bank A and bank
B (Check). The battery banks are located in the battery roomon the port side
of deck 6 between frames 50 and 52 and the converter and switchboards are
located in the wheelhouse electrical room. The batteries are normally on a
floating charge with the UPS being fed fromthe 440V emergency switchboard
TPFS (breaker QFS202). The 440V is transformed down to 400V before
being rectified and then inverted. The 400V AC then passes into an auxiliary
cubicle where it is transformed down to 230VAC to supply the load. A second
230V supply fromthe emergency 230V switchboard (breaker Q200ES) is
also provided in the auxilliary cubicle and is interlocked with the 230V feed
fromthe UPS unit. Under normal conditions the 230V supply fromthe UPS
unit will supply the consumers. The 230V supply fromthe 230V emergency
switchboard enabling the possibility of totally isolating the UPS unit whilst
still maintaining supply to the transitional switchboard consumers.
In the event of mains failure, the battery banks will supply the load via the
inverter. Upon recovery of mains power, the battery charge cycle takes place
in two steps:
Step 1: The battery is recharged at a constant current limited to
1/10th of the battery capacity specified for a 10 hour discharge.
The DC voltage increases with the battery charge until the
charge level is reached.
Step 2: The battery is recharged at constant voltage equal to
the charge level (maximumvalue 463V). The charging current
gradually decreases until reaching a specified low value
(floating charge).
The switchboard supplies equipment such as transitional lighting, steering gear
and bow thruster control panels, wheelhouse propulsion remote control and
other navigation equipment. A layout of the transitional converter switchboard
and the equipment supplied is shown in illustration 2.2.9a.
Electric Propulsion Motor UPS Units UPS1MPE and UPS2MPE
Manufacturer: MGE UPS Units
Type: ??
Input: 230VAC, 60Hz, 1 phase
Power rating: ??kVA
Output voltage: 230VAC
The electric propulsion motor UPS units consist of two separate units,
UPS1MPE and UPS2MPE, each having a main 230V supply and a 230V
battery bank. The main 230V supply for the starboard propulsion motor UPS
(UPS1MPE) is fromthe 230V switchboard TE130 (breaker 23E130) and the
main 230V supply for the port propulsion motor UPS (UPS2MPE) is from
the 230V switchboard TE230 (breaker 22E300). UPS1MPE is located in the
starboard converter roomwhile UPS2MPE is in the port converter room.
The 230VAC supply is rectified and inverted before passing through an
isolation transformer to feed the consumers.
In the event of loss of the main 230V supply the battery bank will be connected
and will supply the UPS consumers with 230VAC via the inverter.
Diesel Generator UPS Units DG1UPS, DG2UPS, DG3UPS and DG4UPS
Type: Pulsar Extreme 3kVA
Power rating: 3kVA
Output voltage: 230VAC
The diesel generator UPS units consist of four separate UPS units, UPSDG1,
UPSDG2, UPSDG3 and UPSDG4. Each UPS unit has a main 440V supply and
a 230V battery bank. The main 440V supply for UPSDG1 and UPSDG2 is from
the 440V engine roomdistribution starboard emergency switchboard PFS110
(breakers Q4FS110 and Q5FS110). The main 440V supply for UPSDG3
and UPSDG4 is fromthe 440V engine roomdistribution port emergency
switchboard PFS210 (breakers Q4FS210 and Q5FS210). UPSDG1 and 2 are
located in the starboard main switchboard electrical roomwhile UPSDG3 and
4 are located in the port main switchboard electrical room.
Gaz de France
SURYDO\V
The 440VAC supply is transformed down to 230V before being rectified and
then inverted. The 230VAC then feeds the load.
and will supply the consumers with 230VAC via the inverter.
I AS UPS Units I ASUPS1A(forward I AS UPS 1), I ASUPS2A (aft I AS UPS
1) and I AS UPS2B (Aft I AS UPS 2)
Type: ?? (IASUPS1A), ?? (aft IASUPS1 and aft
IASUPS2)
Input: 230VAC (IASUPS1A), 440VAC (aft IASUPS1 and
aft IASUPS2)
Power rating: ??kVA (forward IASUPS1A), ??kVA (aft IASUPS1
and aft IASUPS2)
Output voltage: 230VAC ??
Starboard and Port Main Switchboard Thyristor Rectifiers RB1 and
RB2
Manufacturer: Benning
Rating DC 24V continuous
Type: Thyristor rectifier type Thyrotronic III
Output voltage: DC 24V (total)
Batteries
Manufacturer: Sonnenschein
Rating/capacity (each): 12V 115Ah (3 banks of 2 cells each to give a total of
24V 345Ah)
Type: Lead acid sealed maintenance free
Model: Maintenance free dryfit A500
Floating voltage: 27.3V
The starboard and port main switchboard thyristor rectifiers consist of a
thyristor rectifier unit type D440 G24/160 BWru-Dtg (24VDC/160A). The
units are fed with a 440VAC 3 phase supply, the starboard engine roomunit
RB1 is fed fromthe 440V engine roomdistribution starboard emergency
switchboard PFS110 (breaker Q2FS110) and the port engine roomunit RB2
is fed fromthe engine roomdistribution port emergency switchboard PFS210
(breaker Q2FS210). RB1 is located in the starboard switchboard roomon the
engine room2nd deck and RB2 is located in the port switchboard roomon the
engine room2nd deck.
The 440VAC is transformed and rectified to supply the load with 24VDC.
The thyristor rectifier is connected to a 24V battery unit consisting of three
blocks of batteries, two 12V batteries in each block, connected to give 24V
output. The batteries are located in the bottomof the two rectifier cabinets.
The batteries are on a floating charge with the load being supplied fromthe
main 440V supply. In the event of the loss of the 440VAC input, the battery
unit will automatically take over supplying the load.
RB1 provides the control voltage for the 440V main switchboard TP1F, the
6.6kV main switchboard TP1HT and the 440V cargo switchboard TPCF. It
also supplies the 24VDC for the vessels dampers and the quick-closing valves
cubicle.
RB2 provides the control voltage for the 440V main switchboard TP2F and the
6.6kV main switchboard TP2HT. It also supplies the 24VDC for the vessels
dampers and the steering gear alarmunit control.
Emergency Switchboard Thyristor Rectifier RBE
Manufacturer: Benning
Rating DC 24V continuous
Type: Thyristor rectifier type Thyrotronic III
Output voltage: DC 24V (total)
Batteries
Manufacturer: Sonnenschein
Rating/capacity (each): 12V 60Ah (2 blocks of cells to give a total of 24V
60Ah)
Type: Lead acid sealed maintenance free
Model: Maintenance free dryfit A500
Floating voltage: 27.3V
The emergency switchboard thyristor rectifier consists of a thyristor rectifier
unit type D230 G24/30 BWru-Dtg (24VDC/30A). The unit is supplied with
230VAC fromemergency 230V switchboard T70ES (breaker Q870ES).
The 230VAC is transformed and rectified by the rectifier module to supply the
load with 24VDC.
The rectifier also supplies a 24V battery unit consisting of two maintenance
free sealed 12V batteries located in the bottomof the rectifier cabinet. The
batteries are normally on a floating charge with the load being supplied from
the main 230V supply. In the event of loss of the 230VAC input, the battery
unit will automatically take over supplying the load.
RBE provides the control voltage for the 440V emergency switchboard
TPFS.
Emergency Generator Starting Batteries and Charger
Battery Charger
Manufacturer: ??
Rating: ??
Model: ??
Input voltage: 230V AC ??
Output voltage: 24V DC ??
Equalising voltage: ??
Floating voltage: ??
Battery
Manufacturer: ??
Rating/capacity: ??
Type: Gel type
Model: ??
Voltage (nominal): 12V (two batteries connected to give 24VDC)
These batteries are charged froma battery charger located in the emergency
generator room. The 24V charger is fitted with an ammeter and voltmeter to
monitor the charging supply.
The charger is automatic in operation with floating and equalising charging
modes, indicated by lamps on the front panel. If the battery is discharged, the
charger automatically transfers to the equalising mode and rapidly charges the
battery. As soon as the battery becomes fully charged, it reverts to a floating
charge. The charge performed after the recovery froma power interruption
is controlled by the automatic control system, which protects the battery and
charging circuits fromexcess current. The mode may also be manually selected
via a toggle switch on the front panel. The charger is fitted with a battery low
voltage alarmwhich will raise an alarmvia the emergency generator local
control panel in the event of any abnormal conditions. Charger failure alarms
are also raised via the generator control panel.
Gaz de France
SURYDO\V
IIIustration 2.2.9b Navigation UPS Unit, UPS46
QF10
Battery
Static Bypass
Module
Q1ET46 Manta 2300 ECDS Console Display No.1 and Processor
Q2ET46 Manta 2300 ECDS Console Display No.2 and Processor
Q3ET46 Manta 2300 Radar Display and Processor No.1
Q4ET46 Manta 2300 Radar Display and Processor No.2
Q5ET46 Gyro Supply and nterface No.1
Q6ET46 Gyro Supply and nterface No.2
Q7ET46 Rudder Angle AC/DC Power Supply Unit
Q8ET46 BAS and WAS Power System
Rectifier nverter
230VAC Supply
From 230V Switchboard
TES46
Breaker Q1ES46
Navigation UPS Unit UPS46
solation Transformer TFO
230/230V 5kVA
Q9ET46 Echo Sounder Display Unit No.1
Q10ET46 Echo Sounder Display Unit No.2
Q11ET46 SSAS AC/DC Power Supply Unit
Q12ET46 Satcom Fleet 77 Power Supply
Q13ET46 Satcom Mini M AC Power Supply
Q14ET46 AS Power Supply
Q15ET46 BATOS System Junction Box
Q16ET46 Autopilot System
Q17ET46 Sal Log T2 Electronic Unit
Q18ET46 Log Processing Unit
Q19ET46 Sal Log R1 Electronic Unit
Q20ET46 25kW Band Receiver
QSP2 Spare
Q17ET46 Spare
Authors Note: Confirmation of the UPS Iayout required
Gaz de France
SURYDO\V
Navigation UPS, UPS46
Type: ??
Input: 230V AC, 60Hz, 1 phase
Power rating ??
Output voltage: 230V AC
The navigation UPS unit UPS46 is supplied with a main 230V supply and a
230V battery bank. The main 230V supply is fromthe wheelhouse emergency
230V switchboard TES46 (breaker Q32ES46)). The UPS unit is located in the
wheelhouse electrical equipment room.
The 230V AC supply is rectified and inverted before passing through an
isolation transformer to feed the consumers.
and will supply the UPS consumers with 230V AC via the inverter.
Public Address UPS, HAD
Manufacturer: ??
Type: ??
Power rating ??
Output voltage: ??

Gaz de France
SURYDO\V
IIIustration 2.2.10a Cathodic Protection System
150A Anode
(Port)
Remote Monitoring
Panel (n Engine Room)
Aft
Electric
Panel
440V Supply
From 440V
Engine Room
Switchboard
PF330
Way Q6F330
440V Supply
From ???
Forward
Electric
Panel
Reference Cell
(Port)
Reference Cell
(Starboard)
Reference Cell
(Port)
Reference Cell
(Starboard)
Reference Vendor Manual: N32 140 T101 - Marmipress mpressed Current Cathodic Protection System
Aft System Schematic Wiring Forward System Schematic Wiring
150A Anode
(Starboard)
125A Anode
(Port)
125A Anode
(Starboard)
Panel
Detail
To
Be
Added
Panel
Detail
To
Be
Added
Panel
Detail
To
Be
Added
Steering
Gear
Room
Aft Dry
Compartment
Water Ballast
Tank
Engine
Store
Elec.
Room
Master
Conf. Room
Senior
Off.
Officer
Lounge
Archive
Galley
HVAC
LO Tank
Tech. Room
Engine Room
Electric Motor
S.C
Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
Cargo Tank No. 3 Cargo Tank No. 4
C
o
ff
e
r
d
a
m
C
o
ff
e
r
d
a
m
C
o
ff
e
r
d
a
m
C
o
ff
e
r
d
a
m
C
o
ff
e
r
d
a
m
Deck Store
Cargo Tank No. 2 Cargo Tank No. 1
Bosun Store Rope Store
Heavy fuel
Oil Storage
Tank
MDO
Transfer
Pump
Room Bow
Thruster
Room
Fore
Peak
Crew
Lounge
Officer
CCR
ECR
Crew
Library
Gym
Cargo El.
Equip.
Cargo
Swbd.
Room
W/House
Dk 7
Dk 6
Dk 5
Dk 4
Dk 3
Dk 2
Dk 1
Main Dk
Flat 3
Flat 2
Flat 1
Rudder Stock
Bonding
Shaft Slip Ring
Brush Assembly
and Monitoring Unit
Reference Cell
Located at Frame ??
Reference Cell
Located at Frame ??
150A Titanium Anodes
Located at Frame ??
125A Titanium Anodes
Located at Frame ??
Aft Electric Panel
nput: 440V AC, 60Hz
Located at ??
Remote Monitoring Panel
Forward
Electric Panel
nput: 440V AC, 60Hz
Located at ??
2.2.10 Cathodic Protection System - Page 1 of 3
Gaz de France
SURYDO\V
2.2.10 CATHODI C PROTECTI ON SYSTEM
Cathodic Protection Equipment
Manufacturer: Azienda Chimica Genovese.
Type: Impressed current, Marimpress ICCP 300A and
Marimpress 250A
Power supply: AC 440V, 60Hz,
Main Components
2 electric (monitoring) cabinets (1 forward, 1 aft)
4 titaniumanodes ( 2 x 125A forward port and starboard, 2 x
150A aft port and starboard)
4 reference cells (2 forward port and starboard, 2 aft port and
starboard)
1 remote control panel
1 shaft slip ring assembly and monitoring panel
1 rudder stock earthing assembly
I ntroduction
The vessel is provided with two separate Impressed Current Cathodic Protection
(ICCP) system, one forward and one aft. This method of corrosion protection
automatically controls electrochemical corrosion of the ships hull structure
below the waterline. Cathodic protection can be compared to a simple battery
cell, consisting of two plates in an electrolyte. One of the battery plates in the
electrolyte will waste away through the action of the flow of electrical current,
if the two battery electrodes are connected electrically. When two metals are
immersed in sea water, which acts as the electrolyte, one of the metals acts as
the anode and will waste away. Which metal, in any pair, acts as the anode
depends upon their relative positions in the electrochemical series but steel will
act as an anode to copper, brass or bronze. The strength of the electric current
generated in the corrosion cell, and hence the rate at which wastage takes
place, depends upon the metals involved and the strength of the electrolyte.
If a third electrode is added to the cell and current is forced to flow, the third
electrode acts as the cathode and the old anode will act as the new cathode.
This is how an impressed current cathodic protection systemfunctions. When a
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential
more negative that the surrounding sea water. For this reason, loading and
discharging terminals normally comply with the ISGOTT Recommendation
20.6, Earthing, Bonding and Cathodic Protection. This states, referring to IMO
recommendations for the safe transport, handling and storage of dangerous
substances in port areas, that ship/shore bonding cables should be discouraged.
Hence, high currents that can occur in earthing cables and metallic connections
are avoided. These are due to potential differences between ship and terminal
structure particularly due to the residual potential difference that can exist for
up to 24 hours after the shipboard ICCP has been switched off. These terminals
usually utilise insulating flanges on hose connections to electrically isolate the
ship and terminal structure. During preparations for berthing at terminals where
such insulation is not employed, or where earth connections are mandatory by
local regulation, or when bunker barges come alongside, the ICCP should be
switched off at least 24 hours in advance.
Fresh Water Operation
When the vessel enters a river estuary, the fresh or brackish water may limit
the spread of current fromthe anodes, due to the higher resistance of the water.
Normally, the voltage output increases to compensate for this and would be
accompanied by very low current levels and the reference electrode potentials
may indicate under-protection. However, in this system, the output is adjusted
automatically and the systemreturns the hull to the optimumprotection level
when the vessel returns to sea water. (Confirm)
Principle of Operation
Protection is achieved by passing low voltage DC current between the hull
metal and anodes, insulated fromthe hull, but in contact with the sea water.
The electrical potential of the hull is maintained more negative than the
anodes, ie, cathodic. In this condition corrosion is minimised. Careful control
is necessary over the flow of impressed current, which will vary with the ships
speed, salinity and temperature of the sea water and the condition of the hull
paint work. If the potential of the hull is made too negative with respect to
the anode, then damage to the paint filmcan occur electrolytically or through
the evolution of hydrogen gas between hull steel and paint. The systemon
this vessel controls the impressed electrical current automatically to ensure
optimumprotection. Current is fed through titaniumanodes situated port and
starboard on the ship. Fixed zinc reference electrodes, port and starboard, are
used to compare the potential of the hull with that normally found between
unprotected steel and zinc electrodes. Sufficient current is impressed via the
anodes to reduce this to a level of between 200 and 220mV.
Operation
Once the unit is switched on, the units transformer rectifier converts the
ships 440V AC supply to a low voltage, finely controlled DC current. The DC
positive is connected to the anodes and the DC negative is connected to the
ships hull. The systemis completely automatic in normal use. In the normal
operating mode the display will show the following readings:
Anode current and voltage
Reference cell millivolt reading
The systemshould be regularly monitored and the readings taken once a day.
Electrical I nstallation
The systemconsists of two electrical (monitoring) cabinets and one remote
monitoring panel. The electrical cabinets, one forward and one aft, are wired
to port and starboard reference electrodes and port and starboard anodes. The
cabinets are also equipped with facilities to raise an external alarmto give
warning of any systemabnormalities, via the main alarmand monitoring
system.

The forward systemis fed fromNo.2 440V switchboard feeder section, via
breaker number P-2M-10.
The aft systemis fed fromengine room440V distribution switchboard PF330,
via breaker number Q6F330.
Propeller and Rudder Stock Earthing
To avoid electrolytic corrosion of the propeller shaft, a slip ring is clamped
to the shaft and is earthed to the hull via brushes. A second set of brushes,
insulated fromearth, monitors the shaft mV potential and this signal is fed to a
millivolt meter. To ensure efficient bonding, the slip ring should be cleaned on
a regular basis. The shaft potential value should ideally remain below 80mV.
The rudder stock is also earthed for protection via a 70mm
2
flexible earth cable
between the deckhead and rudder stock to minimise any electrolytic potential
across the bearings and bushes.
Recommended Routine Checks
Record the output current and all voltages on a daily basis
Check the reference electrode voltage on a daily basis
Check and clean the propeller shaft slip ring and brushes every
week
Inspect the rudder stock earth strap every month
Return completed log sheets to the manufacturer for scrutiny
every month
Inspect and clean the electric cabinet cooling fans and grills
every three months
The anodes and reference cells must be externally inspected every dry dock
period. The anodes are fitted with an insulating shield cover to prevent
excessive local over-protection and the condition of this shield must be closely
inspected at this time.
Detailed instructions are available in the manufacturers manual.
Gaz de France
SURYDO\V
Anti-Fouling System
Builders reference: SSS
Manufacturer: Azienda Chimica Genovese
Supply: 230V, 1 phase, 60Hz
Authors Note: Details to be added when known
Gaz de France

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