tetml={filename={D:\drim\repository\projects\drim_25_0\metadata\e\4\e47de89ac29db1bd58dd0e519dc11f57\e47de89ac29db1bd58dd0e519dc11f57.tet.xml} elements={annotations=false bookmarks=false destinations=false fields=false javascripts = false} } granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 1 - INTRODUCTION The present document describes the enquiry for five (5) Medium Speed Dual Fuel Generator Engines with SCRtobeinstalled on board of an ocean-going Cruise Passenger Vessel for world- wide cruises. DF Generator Enginesshall be certified for installation in Gas Safe Machinery Space. Accessibility to ordinary maintenance tasks shall be granted at each component that needs particular inspection / overhauling. Interfaces with the external systems shall be according Builder standards and following detailed engineering of the Builder. The entire scope of supply shall be following all the specific requirement stated in this document and relevant references, plus what is specifically necessary accordingly to the standard design of the equipmentto grant the relevant safe and reliable operation. The Scope of the Work hasto include: granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 3.0 - SCOPE OF SUPPLY 3.1 - RESPONSIBILITIES Ancillaries & associated systems WBS I L010 REFERENCE SPECS DESIGN FUNCTIONAL s Piping system (inside the engine/ packages) SY External piping system s Electrical systems (internal engine/ packages or panels)) SY External electrical systems s Purchasing technical specification s Class approval CO-ORDINATION SY Coordination plans supply s Check and approval ( if necessary/required ) SY Building plans supply s Check and approval ( if necessary/required ) DETAILED s Dimensional/lay-out drawings s Equipment & material lists & spares according to Spares section s As built SUPPLY s Equipment s Material s Cable for connections (internal engines/packages or panels)) SY Cable for all external connections s Piping for connections & accessories (internal engine/packages) SY External piping connections & accessories SPARE PARTS & TOOLS s Spare parts shall be delivered in accordance with Recommendation by Classification Societv and as oer Soare Parts and Tools section ERECTION SY Installation granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 3.2 - DESCRIPTION OF THE ACTIVITIES INCLUDED IN THE SCOPE The Supplier will be responsible of the following activities: 3.2.1 - DESIGN Functional and executive designs of the system and its components. The Supplier has also to provide all the necessary indications for correct erections and interconnection of the main units and packages and for correct interface between the supplied system and the others ship systems (mechanical and electrical ones). For the equipment selection and design, the Supplier shall consider the maximum allowed dimensions related to the available spaces on board according to the following arrangement. 3.2.2 – RISK ASSESSMENT The Ship will be equipped with an LNG Storage and Supply System that will undergo a Risk Assessment process. Considering that Dual Fuel Engines are part of the LNG System, Supplier is requested to participate to all the Risk Assessment steps and will provide, in his area of responsibility, all the information, documentation and studies deemed necessary for the Risk Assessment itself. Main phases foreseen for Risk Assessment are : � HAZID � FMEA � HAZOP 3.3 - SUPPLY The supply of a complete system as follows: � Number three (3) 12 cylinders V Dual Fuel Engine with Selective Catalytic Reduction System (S.C.R.) and Gas Valve Unit F/C tag : o Engines XB/274 B - D - E o SCR XA/253 B - D – E o GVU XD/274 B – D - E � Number two (2) 9 cylinders L Dual Fuel Engine with Selective Catalytic Reduction System (S.C.R.) and Gas Valve Unit F/C tag : o Engines XB/274 A – C o SCR XA/253 A – C o GVU XD/274 A – C granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} manufacturing. A detailed schedule to be foreseen for project monitoring after purchase order. Preliminary P&l or enriched process flow With offer diagrams ELECTRICAL DRAWINGS — BLOCK With offer DIAGRAM Double wall equipmentventilation With offer preliminary pressure loss curves Performance curves VS Methane Number With offer ENGINEERING DELIVERABLES With offer PRELIMINARY PROJECT SCHEDULE With offer Anyoffer without the above mentioned documentation will not be considered acceptable. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 3.4.2 - DEVIATIONS Any deviation from Ship Specification, inquiry specification and documents mentionedin it must be clearly listed using the relevant form attached (Tab F) for discussion and acceptance Deviation list agreed will be part of purchase technical specification (E5). Any deviation of the supply not managed by meansof the above mentioned procedurewill be treated as defect. TAB F DEVIATION LIST 3.4.3 - DOCUMENTATION TO BE PROVIDED AFTER ORDER All drawingsshall be clearly marked with the reference numberandtitle/description assigned by Fincantieri according to the following table. The time schedule for all the documents foreseen after the order is indicated andit shall be agreed between parties before the order placement. The final agreed scheduling will be included in the Technical Specification for Order and will be considered as anintegral part of the contract. Drawing description Time schedule Dimensional drawing ofall the items included in the scope with piping connections and foundation complete with seatings and resilient mounting arrangementfor foundations. 3D CAD model for equipment and main components Piping and instrumentation diagram (P&ID) complete with 30 day after order e component& instrumentlist 30 day after order e mass & heat balancecalculations e evidence ofbattery limits Electrical and automation drawings complete with e Componentlist e Signallist e Dimensions of panels and main electrical components 60 day after order Details drawings and accessories booklet 30 day after order granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Dimensional drawing of all the items included in the scope for SCR with piping connections and foundation complete with seatings and resilient mounting arrangement for foundations. 3D CAD model for equipment and main components Piping and instrumentation diagram (P&ID) for SCR complete with • component & instrument list • mass & heat balance calculations evidence of battery limits Electrical and automation drawings for SCR complete with • Component list • Signal list • Dimensions of panels and main electrical components Main Diesel Engine and SCR Blockdiagram C) FAT procedure Operating I Instruction manuals (copies and formats as per ATN340301) Procedure for delivery and test of units onboard In addition to above the following to be included: 30 day after order 30 day after order 60 day after order 30 day after order According to ATN340301 Within the delivery of the units to the Ship Yard 30 days after FAT • List of engineering deliverables shared between parties to be updated on a regular basis • Project scheduling shared between parties to be updated on a regular basis • Quality Control Plan granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 4.0 – GENERAL DESCRIPTION OF THE ENQUIRY 4.1 - SHIP SITE CONDITIONS According to Tab.A1 attached. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 1.1.4 CYBERSECURITY RISK MITIGATION MEASURES A concept for implementation of Cyber Security prevention is to be developed by Buyer with the Builder and the systems suppliers at early design stage and consequently applied to the entire system architecture. Cybersecurity risk mitigation measuresshall be identified, implemented andverified for the following systemsandall related or interfaced subsystems: ESD HVACAutomation IAMCS SMCS INS any other Class relevant Safety Systems Propulsion Control System Stability Computer System VDR Dynamictrim and support system The design and systemarchitecture of the systems is to respect and support the requirements of Cyber Security prevention. The IEC62443is to be used byall parties as a guideline for assessment, implementation andverification. The Builder and system suppliers are to provide an asset inventory ofall involved components as a basis for the cyber security assessment. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 1.2 ENERGY BALANCES 1.2.1 GENERAL The Builder is to provide preliminary steam and electrical energy balances as detailed in Appendix XXV and Appendix XXVI. According to Article 1.8 of the Contract, Builder shall procure that a certificate, issued by the Classification Society, is provided confirming the Vessel’s Energy Efficiency Design Index (EEDI). The method ofcalculating and verifying the EEDIshall be according to IMO resolution MEPC.245(66) as amended by MEPC.281(70), and MEPC.254(67) as amended by MEPC.261(68). The exclusionof diesel-electric propulsion from calculating the EEDI formula referred to in MEPC 245(56) shall not be applicable in this instance. Forclarification, the terminology of MEPC 245(66) with respect to the SFC of the ‘auxiliary generators’ shall be taken as referring to the SFC of the main generators ofthe Vessel. A preliminary value of the EEDIis shownin the calculation given in Appendix XXII of the Specification. The procedure for the development of and verification of the EEDI shall be carried out with the Classification Society according to the procedures given in MEPC.254(67) as amended by MEPC.261(68). The calculation of the EEDI submitted to the Classification Society shall be submitted to Owner prior to the start of ship construction. The approved value of the EEDI shall be the newreference for the verification and certification process. See Section 7.1 for more details for electrical load balance requirements. 1.2.2 OPERATIVE ENGINE CONDITIONS At a draft of 9.30m when running the dual fuel main engines on LNG with a methane number (“MN”) of 70 (at engine inlet with charge air receiver temperature of 45 deg. C) the Vessel shall: e achieve a speed ofnot less than 15.0 knots with a sea margin of 15% with four (4) main engines running (one (1) of the largest engines out of service) on an MCRnotexceeding 80%,(see condition “Navigation operational” in Appendix XXV) achieve a speed ofnot less than 20.5 knots with a sea margin of 15% on an MCRofnot exceeding 90%, (see condition “Navigation design” in Appendix XXV) Be able to operate with one engine only in harbour operating conditions. Eg an 9 cylinder rather than a 12 cylinder engine . (see Appendix XXV) in each case the available engine power when running between MN 80 and 70(at engine inlet with charge air receiver temperature of 45 deg. C) shall not be less than whatis provided in Section 15 LNG Storage and Supply System. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 1.12 INSPECTIONS, TESTS AND TRIALS 1.12.5.1 FACTORY ACCEPTANCETESTS(FAT) Builder will submit, for approval, a schedule detailing all the FAT’s proposed for the Project no later than six (6) months after signing of the contract. The schedule, once agreed, will be transformed to the FAT table containing all the details, such as: equipment type, serial number, dates, procedures submitted, remarks status, FAT completion For managementof the remarks, the Factory Acceptance test will be considered as an inspectioncall and therefore relevant remarks, if any, will be addedto the inspectioncall database with a proper codein orderto grant a proper trackingofits status. The FATtable will be updated by the yard and forwarded to the Buyer monthly showing information on progress made,issues, if any, found and relevantaction to be taken. Builder will provide FAT date confirmation 30 days in advance inorderto arrange attendance. In addition the communication willalso include: e Acopy of the FAT procedure e Reference drawings In case of equipment supposedto be identical to the one of the reference vessel Builder will ask to the supplier to highlight all the changes and will provide the informationto Buyer accordingly Machinery and equipment is to be tested according to the manufacturer’s standard procedure to demonstrate compliance with the Contract and/or Specification. The specific fuel consumption of the main diesel engines 1s to be ascertained during the engines shoptrials and testing is to include the followingtests: - Official fuel consumption tests at 85% MCR - Functional and fuel consumption measurementsat the following part loads 35%, 50%, 75%, 100%and (110% only in MGO mode) MCR. After each shop test the engine is to be dismantled to allow the examination of one cylinder line inits entirely and to examinethe fuel injection system. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 1.12.5.2 DOCK/QUAY TESTS AND TRIALS Dock/quay tests and trials are to be performed to demonstrate that the performance requirements and functionality of equipment and systems as described in the approved design documentation, the Specification and in the Contract are met, to the extent such compliance can be demonstrated without requiring the Vesselto be at sea. After installation on board the ship, and prior to sea trial taking place, the engine/alternatorsets are to be tested with electrical load provided by the ship’s services and/or resistance load tanks and are to include the following tests: Full load testing of each engine Testing of the safety system for each engine Testing of the engine over-speed trip devices Testing of the engine speed control for response. Testing and the change-over from “normal” to back-up speed control operation and testing of response with the back-up speed control. Testing of the alternator and relevant cubicles switchboard protection devices. Preliminary setting verification ofthe alternator voltage regulator. Dockside Trials necessary for the Sea Trial are to be completed before the vessel proceeds to sea. The trial is to demonstrate that all available systems have been commissioned. All systems associated with the safety of the vessel at sea are to be commissioned and tested and accepted by Local Authority (e.g. RINa) to obtain permission for the vessel to proceedto sea. 1.12.7 SEA TRIALS Sea trials are to be performed to demonstrate that the performance requirements and functionality of the equipment and systems as described in the Specification and in the Contract are met and this requires the Vessel to be at sea. An Initial Sea Trial is to be carried out during which the Builder makesfinal adjustments to the vessel’s systems under sea going conditions. During said Initial Sea Trial Official Tests will be carried out. The Sea Trialis to be carried out in accordance with an agreed schedule. A description ofthetrials, the time allocated to eachtrial, the form of the report to be used, the location of the trial area will be submitted by the Builder at least 6 weeks priorto the sea-trials for Owner’s approval The method of measuring ship’s speed and shaft power is to be agreed by the Buyer prior to thestart of this sea trial. During the Sea Trial the vessel is to be loaded to reach, as far as possible, the design draught and trimmedto even keel. Thetrials carried out is to include, but is to be not limitedto, the following: granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Crash stop and astern Crash stop (100% MCR) g Duration of astern running a) lower point at a) One double run about 35% b) 53% power setting Contractual Service Speed Trials b) Two double runs c) 75% power setting ©) Two double runs d) Contractual Maximum Speed Trial d) Two double runs to be agreed Oneachrun, the shaft power and the rev/min are to be measured simultaneously e) Log calibration f) Endurancetrial 6 hours at 100% MCR g) UMStest Propulsion Motors 13. Noise and vibration At one speed Refer to relevant Section measurements of Specification 14. Navigational Asappropriate during equipment trials Thermographic As appropriate during survey of main trials engines, boilers and exhaust ducts within engine room granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} During the course of the Acceptance Sea Trial, the effectiveness of the fuel transfer and treatment system is to be demonstrated using the highest viscosity fuel oil which is available, within the specified maximumviscosity. The lubricating oil purifiers is to be tested using oil at the viscosity which would apply with handling the specified fuels. The results of the Acceptance Sea Trial together with calibration data and correction calculations is to be delivered to the Owner in preliminary formno later than 1 week after completion oftrials for the Owner approval. The approved results in triplicate, is to be delivered to the Owner at delivery of the vessel. 1.12.8 POST SEA TRIAL INSPECTIONS On completionofsea trials the Builderis to open up for inspectionin the presence of the Owner's representative, a number of machinery items and carry out tests as may be requested by the Owner. These inspections andtests are to include butnotlimitedto: — On each maindiesel engine one complete cylinder line including its main and big end bearings and if any defects are found the other cylinder units of this engine. - Any machinery or equipment which has been found to be deficientin its operation or for which abnormaloperating conditions have been observed. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 1.16 SPARE PARTS AND SPECIAL TOOLS Spare parts and special tools are to be supplied by the Builder in accordance with the recommendationsstated in the applicable Rules and Regulations and as follows: Spare Parts and Special Tools are to be provided in accordance with the equipment manufacturers recommendations on the basisof the following documents and adjusted in accordance with the Technical Specification of the Vessel: . (006232 A3 N230 310 Accommodation Areas Outfitting Spare Parts . 006310 A2 N220 302 Outfitting Spare Parts And Tools List . 006310 A6 N280 301 Electrical Spare Parts And Special Tools List . 006310 AS N270 302 Mechanical Spare Parts & Tools Where applicable, the quantity of spare parts or material shell be increased by a factor to be mutually agreed taking intoaccount the larger size of the vessel. Spare Parts for Pods are to be provided in accordance with the manufacturer recommendations, as per the corresponding spare parts for the Pod system provided on Hull 6310 Sun Princess. Note: no spare turbochargeris included in the scope of supply of the spare parts list. 1.21 TRAINING A series oflectures is to be arranged by the Builder to familiarize the ship staff with the machinery, equipment and systems. The lectures are to be given, by specialists of the subcontractors, for the following subjects: granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 2.3 -EXHAUST EMISSIONS 2.3.1 - SMOKE OPACITY MEASUREMENTS Smokeobscurity meters (opacimeters) are to be fitted in the exhaust gas ducts of the diesel engines and of the Oil Fired Boilers. The analogue signals from the Diesel engine opacimeters are to be interfaced withthe digital display of the smoke obscurity and the repeater panels are to be mstalled in ECR SECTION6 — Machinery granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.1 — Machinery Design Concepts The twin screwpropelling machinery is to be located aft in various rooms arranged in accordance with the General Arrangement and Machinery Arrangement drawings. The roomswill contain the electric generating sets, their auxiliaries, the auxiliary boilers, with their associated auxiliary equipment. Two fully azimuthing propulsion units are provided. All electrical machinery and associated auxiliary equipment are to be designed for 45°C ambientair temperature and 36°C fresh water cooling temperature. Main machinery is divided into two independently operating parts. Each part includes the main engines with necessary Marine Gas Oil feed module/ Gas Valve Units, lubricating oil and cooling systems. All pumpsare to be locatedinorder to maximize the net positive suction headat the pumpintake andto facilitate the self-venting of the system and to avoid cavitation. The lay-out of the gratings in way of pumpsis to allow unimpeded access for maintenance. Pump glands will be accessible from the plate level without moving plates. Where this is not possible (e.g. gland => 300 mm belowplate level) an unrestricted access will be provided with, if necessary, a ladder and platform. The pump gauge boardswill be positioned facing the walkway. The plant will include but not be limited to: Two (2) Azimuthing Podded Propulsion (APP) units. Five (5)_main generators driven by dual fuel diesel engines (manufacturer to be confirmed) Two (2) emergencyradiator cooled diesel driven generators. LNGstorage and supply systems suitable for the dual fuel engines and dual fuel fired steam boilers (as defined in Section 15 - LNG Specification), Auxiliary machinery for machinery andhull services. Two (2) dual fuel auxiliary boilers, complete with natural gas / marine gasoil burning plants Five (5) exhaust gas economizers using the exhaust gas of the main diesel generatingsets. Five (5) RO plants Pipes, exhaust gas ducts, silencers and spark-arresters Floors, gratings, ladders, etc. Various tanks (as defined in 6.13.5.) Metering and control instruments Workshopsandstores (as defined in Sec 6.13.3) Lifting gear granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.2 — Electric generatorsets 6.2.1 — Main generator Five (5) main A.C. generating sets will be installed, driven by: 1. 3x 12 cyl. V dual fuel engines, 2. 2x9 cyl. L dual fuel engines, The engines shall be rated at 1.3MW/cyl. MCR power, 600 rpm, 11 kV, 60 Hz, IMO Tier 3 compliant (LNG or MGO plus SCR) Engine with associated systems shall be capable to run on Natural Gas or MGO fuel with viscosity not lower than 2 cSt before the fuel pumps. The required performanceis to be achievable in tropical conditions i.e. 32°C sea water temp. 36°C low temperature fresh water central cooling system and 45°C air temperature. The summer and winter harbour load of the vessel must be able to be achieved with one 12 cylinder DG only at a maximum power of 85% MCR with Natural Gas having a MN = 80. . All SFC figures are to be based on factory test bed results of the Vessels engines, corrected in accordance with ISO 3046-1. The engines are to be tuned to achieve maximumefficiency at the following fuel mode: - GAS mode 100% MCR - MGO mode 85% MCR. Each generator set will consist of a four stroke diesel engine driving the alternator througha flexible coupling. The generating sets are to be arranged with the diesel engine located on resilient mountings and alternator rigidly mounted on the ship’s structure, driven by “dry” rubber element coupling. Withthis arrangement the engine oil drain tank is arranged in the double bottom such that no convention valves are required between the drain tank and the engine crankcase. The drain tanks are to be designed to the recommendations indicated by the Engine Manufacturer. Flexible connections on all engine terminal points are to be of a type and make approved by the Engine Manufacturer. The engine specification is to include the manufacturer’s options for engine monitoring and maintenance. Engines will be started by compressedair. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} DGs are to be capable of emergency black-outself start without externalelectrical power. If electrical power is neededthis is to be fed from the engine room UPS The engines will be designed for continuous operation at all loads, stopping and starting with Marine Gas Oil to ISO 8217: 2017. Natural Gas starting according to Class requirements. The engines are to be completed with all equipment according to the manufacturer’s standard, including for each engine: : Turbocharging equipment (turbo blowers and air coolers) including a turbocharger turbine cleaning system and intercooler and turbocharger compressor water washing system (if required by the turbocharger manufacturer) Flywheel with electric turning gear Torsional vibration damper, if required Exhaust gas manifold suitably lagged, with lagging capable of being removed and replaced without detrimentto the insulation MGO,lubeoil, cooling water and compressed air piping Engine driven lubricating oil pump Engine Driven LT cooling water pump Engine Driven HT cooling water pump Compressed air starting-up equipment, pressure 30 bar including slow turn facility Control safety and monitoring instrumentation Oil mist detector multipoint with failure localization and bearing temp monitoring system for crankshaft area Bearing temperature monitoring sensor for camshaft area Two (2) automatic independent over-speed trips linked to different speed sensors DG exhaust pressure drop including SCR, EGB andsilencer is not to exceed engine manufactures’ recommended maximum Automatic slow turning to be operator selected between 30 minutes and 12 hours. Timing to be agreed with the engine supplier. The final slowturning philosophyis to be defined during plan approval’trials process. Double wallflexible fuel hoses with leakage monitoring via [IAMCS granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Engine monitoring and safety system is to be to the latest engine manufacturer standard together with any interfacing cabinets whichare required for integration with IAMCS. Main components: - Engine safety module for shut-down of engine according to Class requirements - Main control module for internal engine control functions - Input/output modules for handling of sensordata. Mainfunctions: Shut-downs (e.g. lubricating oil pressure, over-speed) Start blockings(e.g. lubricating oil pressure, turning gear) Measuring of engine and turbocharger speed Normalstart and stop of the engine Engine speed control Other internal engine control functions as applicable Signal processing of engine monitoring and alarm sensors Data communication with ships alarm & monitoring system Hardwiredinterface with external systems for control functions such as remote start and stop. The following indicationsare available on the LCP: Engine rpm Turbocharger rpm Running hours HT water temperature Lubricating oil pressure granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} The LCP is equipped withat least but not limited to the following control switches and pushbuttons: Sensors LOCAL/REMOTE control mode switch Local START/STOP Shut-down RESET Emergency stop pushbutton Manualslowturn function ° Alarm, safety and measuring sensors according to engine maker and Class requirements. ° Connections for testing of pressure sensors except for turbine charger cooling pressure sensor, intake air pressure sensor at turbocharger, differential pressure switches lube oil/fuel oil, VVT load indication pressure sensors, rail pressure, charge air pressure, pressure switchesstart/stop air. Main cabinet for Engine Automation/Control should be supplied loose and installed separated from the engine block. For the A.C. generator characteristics, see Section 7.3. For control and monitoring, see Section 11.4. One complete set of tools to facilitate maintenance, including, but not limited to, fuel valve pneumatic for pilot and main nozzle testing rig and hydraulic tightening devices for tightening or loosening the cylinder head nuts and for othertie-bolt nuts, crankshaft deflection gauge, peak pressure indicator_with spares for hydraulic tools according to Diesel Manufacturer ToolsList. For spares refer to Sect. 1.16 - Spare Parts and Special Tools The following tools also to be supplied: One (1) special cylinder liner pneumatic honing One (1) cylinder head manipulators Two(2) dial indicator type cylinder liner gauging tools, with extended rods One (1) tool for HT water pressure test cylinder head granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.3 — Steam System 6.3.1 — Design concept Steam will be usually produced by the exhaust gas economizers and will be supplemented, when and if required by the dual/fuel fired boilers. The steam system designpressure is to be 9 bar G. 6.3.6 — Steam and condensate system Steam system, designed asring, will supply these mainservices but not limitedto: e Mainengine fresh water heaters 6.4 — Fueloil System 6.4.1 — Design concepts The following FO systems are to be provided for the main generating set engines, boiler and incinerator services: FOservice systems FO purifying systems FOtransfer systems FOdrains system - Sludge system The machinery and piping installation including FO transfer and purification system will be designed for operation on the following fuels: Marinedistillate fuel to ISO 8217:2017 Fuel Standard type DMA withviscosity 2 cSt. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.4.2 - Service system Main diesel generator The five (5) main engine fuel oil systems are to be divided into two groups, one designed to supply two 12V engines, one to supply two 9LO and one 12V engines, -modules are arranged with dedicated pumps for each engine type. The systems are to be designed to supply the maximum capacity of fuel for all connected engines at 100%capacity at a condition as indicated in the engine manufacturer’s project data book. Two (2) high pressure pumping system skids are to be provided. One unit is to feed two (2) 12V diesel engines, one is to feed two (2) 9Land one (1) 12V diesel engines. Eachskidis to include the following: Two (2) supply pumps with magnetic coupling and with suction filter for each pump One (1) mass fuel meter interfaced with IAMCSat the supply pumpssuction Simplex suction filter for each pump One(1) deareation tank One (1) high efficiency automatic back- flushing filter with manual back up filter One (1) dedicated circulating pump with magnetic coupling for each engine plus one stand-by circulating pump for each engine type. Circulating pumps to be fitted with VFD One(1) viscosity sensor One (1) cooler, double wall type AISI 316, fed by chilled water, installed on circulation side. The cooler is designed for the related engines running at 100% of the MCR inorder to cool the MGO to guarantee the engine supplier’s required viscosity at the engine inlet with a bunkered fuel of 2.0 cSt @ 40°C,if fed by chilled water. One(1) cooler, double wall type AISI 316 fed by LT system cooling water, installed on supply side Dedicated sample cocksat delivery line to the engines Emergency feed pumpfor black out operation Consumption measurements of engines main fuel will be provided to the LAMCS from the SFOC cabinet. One (1) pneumatic FO shut off valve to be installed at each engine fuel oil inlet and outlet for a total of ten (10) valves. Inlet and outlet valves are to be interlocked each other and are to be manually activated (closing) through push buttons located in ECR and engine room. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} The engine fuel spills are to return to the appropriate buffer tank or service tank. In the event of a black out a "quick recovery" fuel system is to be provided by emergency fuel supply by a pneumatic pump with dedicated air bottle sufficient for 5 minutes running of the pump or anelectric pump with UPSalso sufficient for 5 minutes running. Design and selection of system to be adopted to be agreed between Builder, Engine Supplier and Owner. 6.4.3 - Treatment system Two (2) groups of two (2) MGO purifiers are to be provided, one (1) group for two (2) 12V diesel engines, one (1) group for two (2) 9Land one (1) 12V diesel engines. Fueloil settling and service tanks for each system to be arrangedas follows: e One(1) diesel oil service tank e One (1) diesel oil settling tank Two MGO clean engines leakage collecting double bottom tanks (one per the fwd engines and one for the aft engines). One (1) pumpis to be installed to transfer the clean leakage from the DB tanksto one (1) of the settling tanks. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.5 — Lubricating oil System 6.5.1 — Design concepts Followinglube oil systems are to be provided for the main generating sets engines and auxiliary machinery: Service system Purifying system Transfer system (including storage tanks) Vent system Drain system Sludge system 6.5.2 - Service system The generallubrication of each main D/G engineisto be effected by means of one engine driven pump. Each engine system is to be independent. In additionto this, each engineis to be provided with an electrically driven priming pump, supplied via an automatic changeover switch from normal and emergency power supplies. Five (5) in number generator engine-driven lubrication oil pump suction filters, one to each engine lubrication oil system. Five (5) generator engine lubricating oil automatic filters to be installed one in each engine lubricating oil system. Thefilters are to be of the continuous, automatic, back flush type, multi candle filters to comply with requirements of Engine Manufacturer and to have differential pressure indicator and alarm contact interfaced with IAMCS. Backflushing is to be continuous by anelectrically driven motorso that the back flush oil is returned to the lubricating oil sump. Filter elements are to comprisea filter frame andfilter screen. The filter housing is to be made in Nodular castironor steel. Filter sieve material to be of stainless steel with mesh size according to engine manufacturer recommendation. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Additionalengine lubrication oil filtration to be provided only if required by the engine manufacturer. Five (5) generator engine lubricating oil indicating filters (Duplex) are to be installed in each engine lubricating oil system separated from the Engines. Filter is to be of full flow doublefilter type, equipped with remote differential pressure indicator and alarm contact on [AMCS. Design arrangement and operational safety of the filter must comply with the requirements of the Classification Society. Filter to be fitted with magnetic staves beforefilter element. Sampling points are to be positioned before and after every filter and purifier. Sampling points are to be fitted with isolating cocks and needle valves. Five (5) stainless steel plate type coolers, each with a capacity of 100% ofthe total required capacity of one engine, for the cooling of the main DG engineslubricating oil with 15%fouling factor in addition to the engine manufacturer’s specification. The temperature of lubricating oil at the main engine inlet is to be automatically controlled by the thermostatic control valves. Dependent upon which engine is selected, the lube oil cooler may be engine manufacturer supplied and mounted separated from_the Engines. The cooling medium is to be low temperature fresh cooling water. The cooler to be sized for the maximum LT water temperature at the cooler inlet with the relevant engine running at 100% MCR. Alternators bearings are to be fitted with jacking pumps (each with dedicated suction line) complete with simplex filters and, if required by the bearing manufacturer, a cooling system served by the relevant engine LT FWsystem. 6.5.3 - Treatment system Five (5) centrifugal, , self-cleaning total discharge electric motor driven purifiers disc type, suitable for continuous automatic service and of a type with in line monitoring and control of the water content of the lubricating oil are provided for lube oil purifying of the main D/G engines sump tank content. The LO purifiers are to be connected in such a wayas to allow LO purifying in a continuous way and to permit suction and delivery from the LO sumptanks, and renovating oil tanks and dirty oil tanks. 6.5.4 - Transfer system granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Each main generator engine is to have a separate LO circulating system. The five (5) systems are to be replenished with clean oil from the DG LO Storage Tanks, fromthe LO Renovating Tank, and directly from shore via the bunkerstations. 6.5.5 - Vent system Provision is to be made for venting the engine crankcases and lubricating oil sump tanks. Each crankcase ventis to be led independently to atmosphere positioned as high as possible on the funnel “cat walk”. The dirty LO tanks and the clean LO tanks are to be vented to separate collectors in the casing and then to atmosphere. The emergency diesel engines LO sumptanks and crankcasesare to be vented independently. Eachoil ventis to be fitted with condensate traps and flamearresters. Horizontallines should be avoided. If not possible the lines to be inclined in such way to avoid vapour/condensation stagnation. Access hatches are to be provided on the horizontal lines to allowinspection & cleaning. The drainsare to be led to the leakage oil system. The location and design of the vent terminations are to be arranged avoid pressurization of the systems by wind or exhaust ventilation pressures, access is to be provided for cleaning the flame arresters and avoidance of rain water ingress and staining of the funnel. 6.6 —- QUICK CLOSING VALVES SYSTEM In addition each main engineis to be provided with a quick closing valveat the fuel inlet and fuel outlet . granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.8 — Machinery cooling water systems 6.8.1 — Design concepts Centralized fresh_water cooling systems are to be installed for the main diesel generating sets, for auxiliary systems, for the Azimuthing Podded Propulsion (APP) units and for the thruster. The engine associated systems are to be designed in accordance with the engine manufacturer’s project guidelines. The propulsion and auxiliary cooling systems are to be sized in accordance with data received from the individual associated equipment suppliers. Each central cooling system will consist of one sea water circuit and a low temperature fresh water circuit. High temperature fresh water circuits are to be provided for the main engine jackets.. The HT systems to be cooled by LT mixing with three way valve and to be provided with HT recovery heat exchanger.. Nozzle cooling systemis to be provided as per engine manufacturer recommendations. 6.8.2 — Cooling water pumps - 2 sets of vertical motor driven centrifugal pumps. for the sea water circulation in the FW coolers of the main D/Gsets of the aft and forward Engine Room,,. Each pump is to be driven by a Variable Speed Drive (VSD) controlled by IAMCS.The sets to be composed by one working pump for each engine and one commonstand by pump for each system, three (3) pumps for the engine room with two engines and four (4) pumps for the engine room with three engines.. 6.8.3 — Coolers The following coolers are to be provided: - 2 sets of three (3) main D/G LT FW cooler (two working and oneinstand by), each cooler sized for 50 % of the required cooling capacity of each group of DD/GG sets,,. Coolers are to be of the plate type with titanium plates for the main D/G sets, auxiliary systems propulsion motor system coolers and thrusters, designed for operation with sea water at 32°C, with 15% fouling factor (in heat exchange area). 6.8.4 — Headertanks The following header tanks are to be provided: two (2) diesel generators LT FW system granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Header tanks to be coated (coating to be agreed with Owner) Two fresh cooling water drain tanks are to be arranged in the double bottom for draining fresh cooling water from the main engines, for maintenance purposes. Provisions are provided to drain all LT header tanks to the double bottom recovery tanks. 6.8.6 - Main generator system LT FW cooling system Each DG LT FWcooling systemis to be a closed circuit system which serves the following: Engine charge air cooler Alternatorair coolers Alternator pedestal bearings DG LO coolers. Engines nozzle coolers, if required by Engine manufacturer HT coolers (Jacket and HT Charge Air Coolers) by LT water mixing LNG Glycol Heat Exchanger Heat extracted by the systemis to be transferred to sea water and overboard through the DG LT FW coolers. The selected pumps will restart automatically on restoration of power supplies following a black-out. The LT cooling water temperature at the inlet to the pumpsis to be controlled at 36°C by temperature control valves located at the outlet from the coolers, one for each group of coolers. The system is to be designed to automatically shut off cooling water to the above equipment following an operator set time delay and the cooling water is to be restored on a start-up commandboth locally and by [AMCS. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.8.9 - Heat Recovery System The waste heat of the HT system will be transferred via a separate circulation system to the following users: e Absorption chillers e preheating the HVACreheating system e preheating the the hot potable water system Onededicated plate heat exchangers (5 heat exchangersin total) to befitted for recovery of HT FWrejected heat of each engine. Onecirculation pump for each engine (five pumpsin total) will be provided. Pumpscapacity to be definedin the designstage. Header tank to be fitted. Automatic Corrosion inhibitor to be provided All plate heat exchangers for users in the heat recovery system are to be fitted with temperature control three way valves. Temperature transmitters will be provided on: pumpdelivery, plate type heat exchangers (PHE) heaters outlet on heat recovery side Inlet of main HT recovery PHE Inlet /outlet of heated fluids Inlet / outlet ofHT heating water Pressure transmitters will be provided on: e Inlet /outlet of both fluids of heat recovery systemheaters The three way valves will be controlled according to the temperature of heated fluid. A pressure transmitter will be installed on pumpdelivery. 6.10 - Demineralized Water System Demineralized water will be supplied from two reverse osmosis plant or from shore and collected in the distilled water tanks and in the boiler feed water tanks. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Supplies are to be also provided for various Engine Roomsystemsincluding: - DD.GG. FW HT Header Tanks - DD.GG./Propulsion FW LT Header Tanks 6.11 — Compressedair system The compressed air system is to supply air for the starting of the generator diesel engines, for instrument/control and for general ship services. 6.11.1 — Air compressors The following air compressors are to be provided: Two (2) starting air compressor of the reciprocating, two-stage, single-acting, water-cooled by the Auxiliary FW Central Cooling System, electrically driven type with a capacity and filling time as required by the Rules with a working pressure of 30 bar. Two(2) starting air compressorof the reciprocating, three -stage, single-acting, air-cooled, electrically driven type with a capacity and filling time as required by the Rules_with a working pressure of 30bar. Serving the enginesas follows: FWD engines group (1x12V + 2x9L): one water cooled compressor and one air-cooled compressor ( connected to the emergency switchboard via manual changeoverswitch for the dead ship start duty.) AFTengines group ( 2x12V): one water cooled compressor and oneair- cooled compressor (connected to the emergency switchboard via manual changeover switchfor the dead ship start duty.) granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Two (2) L.P. air compressors, screw type, water cooled, and equipped with suction air filter, after cooler, moisture separator with drain trap at 8 bar about 500 m?/h for the “Instrument & Control” “Ship Services” and SCRair. Automatic loading / unloading to be arranged to maintain Ship service air receiver pressure. 6.11.2 — Air receivers Two (2) main DG enginesair receivers, cylindrical in shape, built of welded steel plates with dished ends, maximum working pressure 30 bar, capacity as required by the Rules fitted with manholes and fittings. The internal surface is to be coated with suitable paint to ensure long terminternal protection against corrosion. Two (2) SCRairreceivers, capacity to be defined by Engine Manufacturer, at 8 bar Two(2) air receivers for the emergency diesel generators, maximum working pressure 30 bar, capacity as required by the Rules. Two(2) generalservice air receivers of 5 m? at 8 bar Two(2) controlair receivers of 1 m? at 8 bar fed through a running or stand-by air dryer having the following characteristics: Flow: 189 m3/h Inlet Pressure: 8 bar Dewpoint: +3°C Arr inlet temperature: +45°C Air outlet temperature: +35°C Units to be fitted with hot gas by-pass to control refrigerant capacity between zero and 100% load. Control panel running parameters in accordance with Sec. 11 Electric activated drains are controlled by a programmable logic control. Unit to be supplied with copper heat exchanger coils. Engine room ventilation system to be arranged such that refrigerated dryer unit is adequately ventilated and cooled. Install two (2) high efficiency coalescing type oil removalfilters. Automatic condensate trap to beinstalled. The filling of the “Instrument & Control”_and “Ship service ” air receivers is to be provided in emergency for the AFT Engine room bythe main starting air receivers with a reduction valve from30 bar to 8 bar (fitted with safety valve) and for the FWD Engine Roombythe by the main starting air receivers with a reduction valve (fitted with safety valve)" Valves arrangement will be designed to allowsurvey ofclass receivers isolating valves and receiver without compromising service and safe operation of the system. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.12 — Exhaust gas System 6.12.1 — Exhaustpipes andsilencers The exhaust gases from the main and emergency diesel generator engines are to be led to atmosphere at funnel top through duct systems with welded joints except for thoseat the engine, one joint at the top and bottomof the economizers, silencers, SCR. Flexible exhaust bellows are to be of the welded double skinned stainless steel type with internal sleeve. Each main generator engine exhaust gas system is to include one (1) exhaust economizer for heat recovery. Due to the LNG operation each Main generator Engine and eachboiler, if required by the supplier, is to be fitted with an Exhaust gas ventilation unit with a fan for purging exhaust gas system withair, to be mounted as close to the engineas possible. Gasventilation unit fitted with following main components: - Centrifugal fan - Flowswitch - Shutoff valve, pneumatically actuated, with position feedback - Flexible connections - Counter flanges Relief valves for gas engines Relief valves to be installed in the exhaust gas system Each emergency generator engine is to be provided with one (1) silencer with spark arrester, and a drain connected to the appropriate main DG drain system. All silencers are to be fabricated in “Corten” steel and provided with inspection and cleaning doors. The silencers are to be executed with manholes, drains and spark arresters. The silencers shell plate thickness to be 6 mmand the top and bottom plates to be 10 mm. The exhaust gas ducts and silencers for main generator engines and boilers up-takes are to be entirely in “Corten”steel. The exhaust gas ducts for emergency generator engines and emergencydiesel driven air compressor, are to be entirely in “Stainlesssteel”. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Silencer attenuation to be sufficient to achieve the open deck noise limitations as laid down in section 1.10.2. Exhaust ducting for all main generator engines, boilers and incinerators are to incorporate rain catchments (on the upper part of the exhaust) and associated drain piping. D.G.exhaust ducts, as well as waste heat economizers and silencers are to be installed on resilient supports to minimize noise transmission throughthe structure. Access holes with covers and separate heat insulation mat to be provided for cleaning and inspectionof the main exhaustpipesat base of the funnel. Exhausts are to be completely insulated along their entire length to the extreme end of the exhaust outlet_, in accordance with Annex XIV Piping Specification, with the thicknessof insulation for the final 10 mto be double the stated thickness.. Builder and Ownerwill agree final configuration of the arrangementof the system above inorderto reduce the soot falling on decks and superstructures around the funnel. 6.12.4 - Exhaust Gas Cleaning system (EGCS) Inorderto reduce the emission ofNOx at the IMO Tier IIT level when the engines are running on MGO,a reducer system will be installed on the exhaust gas duct of each main engine. The operation of the reducer system is based onnitrogen oxide abatement by Selective Catalytic Reduction (SCR). The NOx abatement process works by injecting a solution of water and urea into the exhaust gas before it passes through a catalytic converter. Urea storage tank to be dimensioned for 156 hours with three 12 cyl. engines at 85% MCRin navigation / manoeuyering plus 120 hours with one 12 cyl. engine at 85% MCRin port. Theselection of the SCR systemwill be done according to the recommendation of the main diesel engine manufacturer. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 6.13 — Miscellaneous 6.13.1 — Floors, gratings and ladders Generator foundations to be designed to allowaccess for inspection and maintenance under the machinery. The required deck area for main engine service work is to be in accordance with the Manufacturer’s Project Guide. 6.13.2 — Lifting gear Gantry cranes of 2-speed electric type for overhauling the main generator engines to be arranged. Single beam between the main engines to be provided for the transportation of the engines parts from the overhead craneto the platform to be the lowered to deck 1 level avoidingall the removable gratings around the engines Lifting beams and trolleys to be arranged for overhauling alternators, engine turbocharger, charge air coolers, emergency alternator set, and furthermore, lifting The largest pieces of equipment envisaged for the main engine are cylinder cover, cylinderliner, piston assembly and complete turbocharger assemblies Predisposition is to be made for removing each generator engine crankshaft from the machinery spaces for transport ashore according GAP. 6.13.3 — Workshops & miscellaneous spaces e One fuel valve injector test bench to include an injector test set with the appropriate air supply for the main engine injectors testing in accordance with the engine maker recommendations SECTION 7 — Electrical granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 7.2 — DISTRIBUTION 7.2.1 — DISTRIBUTION SYSTEMS The distribution systemis to be arranged as per the one-line diagram, Appendix XXIV. The ship’s electric generating plant is to consist of five dual fuel engine driven synchronous generators capable of supplying the ship’s electric load and the propulsion electric motors. The generator sets are to be named DDG1, DDG2, DDG3,DDG4 and DDGSandeach will generate power up to their maximumcontinuousrating (MCR)at 11000 V, 60 Hz,3- phase. 7.3 — POWER GENERATION 7.3.1 — MAIN DIESEL DRIVEN GENERATORS (DDGS) The ship’s electric generating plant is to consist of five dual fuel engine driven synchronousgenerators, star connected withthe starpoint led out to an accessible terminal which is connected to earth by meansofresistors. The five generators shall be capable of supplying the ship’s electric load and the propulsionelectric motors (see Appendix XXXIV). The generators sets will generate power at 11 kV, 60 Hz, 3-phase. The generators are to be designed for continuous parallel running and suitable for converter load. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 1) Main features Type Enclosure up to/above the shaft Cooling system Rated outputs Rated frequency Rated powerfactor Revolutions Service ratings Efficiency Exciting system Insulation/over temperature Connection No.of bearings No.ofsets Prime mover 2) Construction Synchronous IP 56 / IP 54 Watercooled with air/water heat exchanger IAWprime mover powerrated voltage/No of phases 11000 V /3-phase 60 Hz 0.85 IAWPrime mover continuous Notless than 97.5% at rated p.f. at 100% load for the large and medium ones Notless than 97.0%at rated p.f. at 100% load for the small ones with voltage droop - brushless type class F/F star two five dual fuel engine The stator frame is to be made of welded steel, plates and cross members: the pedestals for the bearings are to be of fabricated steel, split to facilitate disassembly. One water drain hole and plugis to be providedat the lower part of the machine frame. Alternators mounting arrangement shall be IM 7301 (in accordance with IEC Publication 34-7 with extended forged shaft, with coupling type cylindrical shaft end with key_). The machine is to be coupled to the dual fuel engine througha flexible coupling. Two pedestal sleeve self aligning bearings with self lubrication provided for running. A lube granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} oil pressure (jacking) pump is to be provided for each alternator bearing for each generating set slowturning and turning with the engine turning gear. Thestarters of the lubricating pumpsare to be interlocked to prevent turning the generators without the pump running. Bearings are to be so designed such that stopping andstarting can be achieved without damagein the event ofjacking pumpfailure. If necessary theoil is to be cooled by circulating fresh water through a cupro-nickel coil in the oil bath. Alternatively, if a lubrication system is required, each bearingisto befitted with two pumps (one working and onein stand-by). The oil is to be circulated through an oil cooler (fresh water cooled by associated LT circuit). Oil flow switches (level switch type) are to be fitted in each oil delivery line. Onebearing is to be of the double thrust axial type sized to absorb the thrust produced when the vessel is pitching to the maximumallowedvalue, and the axial thrust produced by the flexible coupling. The bearing sleeveis to be of split type soasto facilitate disassembly. The housings are to be madeofcastiron. The bearing type and Manufacturer are to be submitted to the Buyer for approval. Insulation liners are to be provided to avoid damage to the bearing due to the shaft currents. The stator windings are to be composed of copper bars globally impregnated (vacuum process). The rotor is to be in accordance with Mfr standard and provided with a damper cage for correct operation undertransient and unbalanced load conditions. The rotor is to have removable poles (bolted poles). Removable covers are to be fully bolted with gaskets and earthing straps. 3) Excitation equipment The rotary exciter is to be an AC generator ofthe stationary field and rotating armature type. The automatic voltage regulator (AVR) is to be of the solid state type. The brushless exciter is to be fitted inside the generatorframe. The equipment is to be capable of over-exciting the alternator, under short circuit conditions, in order to maintain the short circuit current at least 3 times the rated current and to be cut-out automatically in case of short circuit upstream of the generator CB, by the differential protection device. The exciter solid state equipmentis to be fitted in separate cabinets one for FWD ER and one for AFT ER. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 4) Excitation equipment performance When the main generator is running at rated speed (frequency) and is giving its rated voltage, the systemis to be capable of maintaining: - In steady state conditions: The voltage within + 1.5% orits rated value, for every balanced load between zero and rated load at rated power factor and for every frequency between + 5% ofits rated value. In transient conditions: The voltage within -15% and +20% ofits rated value, when a balanced load (kVA) equal to 60% of the smaller generators’ rated value with power factor between 0.4 and 0 lagging (starting from no load) is suddenly applied and/or taken off. The voltage within -15% of its rated value when a balanced load (kVA) corresponding to the starting current of the 11 kV motors is suddenly applied with a pre-load (kVA) equal to 75% of the generator’s rated capacity with rated power factor. The above performances are to be complied with for starting one HVAC compressor motor with one generator and one thruster motor withFWD-orthe two medium main generators or three (any) running in parallel. Such performances may not be complied with for starting of a variable-speed HVACchiller with a bypassed VFD as described in 7.10.2.6. In that case, greater connected generating capability may be needed. The voltageis to be restored in the above cases within + 3% ofits rated value in less than 1.5 seconds. During parallel operation the voltage droop of 3%between no load and full load ensures correct sharing of the reactive power. 5) Cooling system Generators are to be self-ventilated in closed circuit with two fresh water coolers. Heat exchangers are to be sized for 36°C inlet water temperature. Reduced load operation up to 75%is to be possible, without the water cooling facility available, by removal of panels or similar measures. For this eventuality, mesh panels are to be provided for the opened sections of casing. The cooler is to be of double tube type, with inner tube made of Copper/Nickel and external finned tube of copper orbrass. Inspection doors are to be provided. 6) Parallel operation Main DDGsets are to be capable of automatic continuous parallel operation, with the active and reactive loads equally shared withinthe limits of+_5% and + 10% respectively. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 7.9 —- SWITCHBOARDS, SUBSTATIONS AND DISTRIBUTION BOARDS 7.9.1.6 — PREFERENTIAL TRIPPING (11000 V NETWORK PROTECTION) With one or more DDGsin service, network protection is to be provided with a Preferential Tripping System, included in the MVSWB. Non-essentialcircuits are to be arranged for preferential tripping in three stages. Preferentialcircuits are to be fitted with adjustable electronic timers. Automatic tripping to be arranged whenthe generator protection devices indicate an overloadsituation. Alarmsand indication oftripping to be provided. Preferential tripping stages: 1) AC compressors (on the MV switchboard) 2) Galley substations (on the MV switchboard) and Laundry (on ER-SUB) 3) HVAC(ACstations CBs in Accommodation Substations) Automatic tripping of all three steps with no delay will take place in case of underfrequency detection. To improve the performance ofthe traditional PT, an additionalfast preferential tripping (FPT)is to be included and based on: DDGG circuit breaker trip signals; PMSincluding a load monitoring functionality. SECTION 11 — Integrated Alarm Monitoring and Control System (IAMCS) granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 11.1 -GENERAL 11.1.1 -OVERALL DESCRIPTION OF IAMCS The following systems — but not limited to — are to be integrated or interfaced with the IAMCSasagreed with the Buyer: Power management system including modeselection system Mainengines Thruster system Emergency diesel engine Mediumvoltage switchboards Lowvoltage switchboards Pumpsand fans Remote control valves Temperature controllers Viscosity controllers Tank monitoring and remote level gauging Interface to the “Dynamic Trim Support System” Management of all auxiliary and electrical systems as listed within the ship specification The following systemsare to be interfaced with the IAMCSviaserial lines(the serial lines are to be provided with back-up by hard-wired commonalarm): - Diesel Engines Safety and Control System(redundantserial link from each engine) for monitoring functions only, while Hardwired I/Qsare to be used for control function and key monitoring functions. 11.2 -IAMCS DETAILED DESCRIPTION 11.2.2 -SYSTEM ARCHITECTURE granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} For each DDG, the main and reserveserial lines are to be connected to the main and reserve PMS-processcontrolstation, respectively. 11.2.3.9 GROUP ALARM AND WATCH RESPONSIBILITY SYSTEM(U.MLS.) The engine alarm systemhas to be extended with a group alarm and watchresponsibility system for unattended machinery spaces operation. The system to be composed of Unmanned Machinery Spaces (UMS)panels, according to Classification requirements. AnExtension Alarm System (EAS) shall be available through the UMSpanels. The responsibility system to have the following options: granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 11.3 -PPOWER MANAGEMENT SYSTEM 11.3.1 - GENERAL A power management system is to be provided to carry out the following control functions: - Automatic limitation of the power consumed by the propulsion system according to the poweravailable from the network (included in PEM control system) Automatic control of the re-generation of the propulsion motors during reversing/slow down manoeuvres (included in PEM control system) Automatic starting, synchronizing and load sharing of stand-by generator set on failure of a running machine Automatic load dependentstart/stop of generator sets, including sequence control Monitoring of automatic load shedding (preferential tripping) of consumers according to power demand from network (load shedding included in the MSWB logic, see Section 7) Interface with MSWB forselection of users to be disconnected by Fast Preferential Tripping (see also Section 7) Warning and pre-warning of abnormalload conditions at switchboard Status indication of electrical generating system and medium voltage distribution system Remote control of the medium voltage switchboard ACB’s Measuring and monitoring of frequencies, powers, currents, voltages, power factors and insulation of medium voltage suppliers and consumers, within the limits indicated in Section 11 Monitoring of both main switchboards and display of all MSWB measured values and alarms, within the limits indicated in Section 11 Remote control of synchronizing and load sharing ofmain alternators from LAMCS terminals Operatorfixed load control for one DDGat the time, for maintenance purposes Operatorload limit control for one DDGat the time, for maintenance purposes Measuring and monitoring of electrical conditions for the propulsion converters, transformers, excitation system, DC link reactors and motors within the limits indicated later on (remote control in the PCS) Status reporting and event logging(i.e. stopping andstarting machinery, alarm, and data logging). Control of the electrical power supply and distribution of the ship network consisting of two 11 kV main switchboards (MSWB), forward (FWD) and aft (AFT) Overall control of diesel driven generators granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Heavy LoadStart Programfor heavy consumers inthe individualparts ofthe ships’ electrical network accordingto the actual selected configuration on the MSWB for the: ° Thrusters ° AC compressors Once started according to limitations detailed in 7.3.1-4, and according to the relevant power reserve, one thrusteris allowed to run when in port mode. 11kV shore connection automatic control, monitoring and indication Automatic restoration of the ship network after a black-out Automatic switching over between the four defined main switchboard configurations under the commandofthe operators (Port mode / Maneouvre mode / Sea mode / Anchor mode) Selection of minimum number of DDG connected, according to the selected operating mode DDGsetsstarting interlock for CO? release Automatic control ofDDG auxiliaries, including pre-lubricating pumps,alternator jacking oil pumps, pre-heating, various PID control loops Other functions and signals as per reference ship. 11.3.2 — EQUIPMENT The functions are to be performed by PMSprocesscontrolstations except those related to the PEMswhichare to be performed by the Propulsion control system. The Propulsion control system and the IAMCSprocesscontrolstations are to be connected via serial links for exchanging data. 11.3.3 -CONTROL FUNCTIONS The DDG sets are to be able to be remotely started manually and automatically. They are to be able to be connected to the network manually and automatically. Load sharing and frequency regulation are to be performed automatically. One or more DDG sets are to be on stand-by and available for automatic starting in a pre- set sequencein the event of failure of a running machine. When the load on the network reaches a maximumpreset level, a stand-by DDGsetis to be primedand started automatically and then connected and loaded automatically. When the network load is reduced to a selected pre-settable level, a DDGset is to be disconnected and stopped automatically after a pre-settable time delay. The maximum and minimum load limits used for starting/stopping of DDG’s are to be calculated according to the number of DDG’s inoperation. The PMSisto start a DDG for high current on one or more running DDG’sas well. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} The PCSis to monitor the number of DDGsets in service and thus control the power available for propulsion. The overloading of DDGsetsin service is always to be prevented if the operator requests a ship’s speed which requires more powerthan is available through the network. Thus the power increase of the propulsion motors is to be prevented by PCSuntil another DDGsetis started, connected to network, and sharing load evenly with the other DDG sets. The overloading of DDGsets in service is also to be prevented by PMSif the operator requests the starting of a large consumer (HVAC compressor motors, thruster motor). This is to be achieved using the heavy load start program. One DDGatthe time canbeset at fixed poweror load limitation with setpoint in [AMCS for maintenance purposes. 11.4 —- DIESEL GENERATOR OPERATION AND CONTROL 11.4.1 —- GENERAL With one or more of the main diesel generators (DDGs) running, the others are normally on stand-by and ready to be automatically started in case of power demand from the network or in case of failure of a DDG in service, depending on the main switchboard’s selected configuration. The control system for the DDGsis to be designed to perform the following operating modes: Automatic remote control through [AMCS Manual remote control through the IAMCSoperatorstations Manual remote control from the ECR electric console Remote manualcontrol (speed control/synchronization/loadsharing) at the MSWB Manuallocal controlat the engine. 11.4.2 — DDG SAFETY, CONTROL AND MONITORING SYSTEM Each main diesel engine is to be provided with an individual and independentsafety, control, speed and load sharing governor and monitoring system. System is to be provided granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} based on microprocessor controllers or PLC. Main diesel engine safety, control speed and load sharing governor and monitoring system is to be part of the delivery of the main diesel engine manufacturer. The electric over-speed device is to have a fail-safe operation as required by the Classification Societies. Fail safe operation is to be provided in case of speed control electronicfailure. The racks and control panels for the safety, control, speed and load sharing governor and monitoring system of the DDGsareto be fitted in a position to be agreed with the Buyer according to the standard of the chosen Engine manufacturer. For each main diesel engine one individuallocal operator cubicle is to be provided. Check-synchronizers are to be provided at the main 11 kV switchboards and at the emergency switchboard. Each check-synchronizer is to be able to be overridden only locally on the relevant switchboard via a switch (Section 7). DDGs’ Alarm, Monitoring and Safety System details Safety system based on microprocessor controllers is to be provided for each individual main engine and is to consist at leastof: e Fueloil pressure/temperature/leakage monitoring e LNGinjection and combustion monitoring e Lubrication oil pressure/temperature/level monitoring Lubrication automatic oil filter failure Lubrication oil filter differential pressure high alarm Starting and control air pressure monitoring HT water pressure/temperature/level monitoring LT water pressure/temperature monitoring Nozzles cooling water pressure and temperature monitoring if required Chargeair pressure/temperature monitoring Oil mist monitoring Bearing temperature monitoring Cylinder fuel injection pressure granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Exhaust gas temperature monitoring, including average temperature Exhaust gas temperature deviation monitoring Engine and turbocharger speed monitoring Turbocharger filter differential pressure Start blocking monitoring Load position monitoring Slowturning monitoring and control Sensor failure alarms Other signals and functions as per reference ship. Vibration monitoring system for diesel engines’ turbochargers (if available by the Diesel engine’s Manufacturer), to be installed and relevant signals per each turbocharger to be connected to the IAMCS. DDGs’ Speed Control System details DDGs’Speed control system providing droop, load control and isochronous loadsharing via electronic microprocessor based controller is to be provided for each individual main diesel engine. Speed control signals up/down are to be hardwired connected to each individual generator panel in the 11kKV main switchboards. DDGs’ Alarm Processing System details All alarm processing, loggings, settings, blockings etc. are to be done in the main diesel engine safety, control and monitoring system.All alarmsare to be transferred via redundant (if supported by the chosen engine’s Mfr.) serial line interface to the LAMCSforindication in the machinery automation system. Hardwired common alarm, shut-down, slow-down, blocking, reset signals etc. are to be connected to the IAMCS/PMSfor back-up reasons. DDGs’ Interfaces details Each main diesel engine safety, control and monitoring systemis to be interfaced with: e The IAMCS/PMS via hardwired signals for all essential signal control and monitoring functions e The IAMCS machinery automation via redundant serial line for monitoring functions, alarms and status information. 11.4.3 -DDG SETS OPERATING MODES See also Section 11.4.1. At each main DDGthere 1s to be local/remote selector switches fitted on the local control stands. The EDDGis to have a manual/automatic test selector switch. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 11.4.3.2 — OPERATION OF DDG SETS BY REMOTE CONTROL FROM IAMCS/MSWB’S In this condition all local engine controls are to be interlocked and the DDG sets are to be remotely controlled from IAMCS. When an engineis to be started, the slow turning sequence is to be followed prior to admitting full starting air to take the engine upto firing speed.If the engine performscyclic slowturning sequences, it can be started directly without slowturning. If the slowturning fails the engine starting is to be blocked and an alarmis raised. With the engine running and all safety systems in service, the DDG is to be connected to the network: Automatically via LAMCS(paralleling sequenceinitiated by LAMCS) Manually via IAMCS operator station (paralleling sequence initiated by the operator but carried out by synchronizing device) Manually, acting directly on the speed controller, and using synchronizing instruments and ACBcontrols available on MSWB’s. DDGsets are to be disconnected from the network and stopped through the IAMCS. In case of serious fault conditions, the diesel engines are to be stopped automatically by their safety systems. All necessary signals for remote control of DDGs from IAMCS/PMSareto be hardwired and monitored for wire faults if necessary. Remote control from IAMCS/PMSis to be independentof the serial line interface to IAMCS. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 11.4.3.3 -OPERATION OF DDG SETS BY LOCAL MANUAL CONTROL With all remote controls out of operation, the operatoris to be able to start/stop the DDG sets by using the relevant mechanical controls and instruments provided onthe engines. The safety systems are to remain in service. The paralleling operation for generators is to be carried out manually using the speed governor controls, check synchronizer, instruments and ACB controls at the main 11 kV switchboard. Onegraphical indication/operation panelis to be provided for indicationofall enginestatus information, engine speed, turbocharger speed, alarms, measuring values (including exhaust gas temperature in/out), shut-downand slow-down alarms,start blockings etc. The panelis to beinstalled close to each maindiesel engine on the local operator cubicle. Local operationis to be totally independent of the remote control. 11.4.4 — CHANGE-OVER OF DDG SETS OPERATIONS WITH FAULT CONDITIONS The followingsituations are anticipated which requires DDGsetsto be started or changed over: 11.4.4.1 — POWER DEMAND BY NETWORK With one or more generating set selected for stand-by and automatic starting, if the power demanded by the network increases to a level which requires another generating set, the first selected generating set is to be automatically started and connected to the network, andis to share load equally with the other generatingsets. If the load increases further than another generatingset, if available, is to be automatically started and connected to the network and share load equally with the other generating sets. The PCSisto limit the output of the propulsion motors to suit the poweravailable fromthe network, as described in Section 11.3. When the network load is reduced to a level which permits the stopping of one generating set, the LAMCSis to perform such operation with an adjustable hysteresis, according to the number and configuration of DDG’s. The rate at which the load is increased on an incoming machine isto be fixed, according to a pre-set ramp characteristic of load versustime. Fast loadingis to be available via the IAMCS. 11.4.4.2 - NON-CRITICAL FAULT CONDITIONS The IAMCSisto start and connect a stand-by generating set, if available, then unload disconnect and stop the faulty set. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 11.4.4.4-—- BLACK-OUT CONDITIONS AND RECOVERY During a black-out, the emergency lighting is to be maintained by means of the emergency transitional lighting system until an EDDG isstarted. In order to recover froma black-out, the following operations are to be performed: - Automatic starting and connection to the emergency switchboard of the EDDG’s by meansofits automatic starting system;this is to restore power to the emergency network Automatic starting ofDDG set auxiliary services Automatic starting of one main DDGset and connection to the voltage-free 11 kV network. This is to provide power to the 11kV/690 VACtransformers and to the 690 VAC ER-SUB Manually instigated synchronizing and paralleling of the emergency switchboard with the ER-SUB from the IAMCS;whenthe two switchboardsare connected, after a brief delay the EDDGcircuit breaker opens automatically and the engine remains running until it is stopped locally, or remotely from the LAMCS(if accepted by Class, otherwise it is to be stopped only locally) Dedicated “Blackout mimic pages”are to be providedin orderto assist the operator at recovery from blackout. Automatic control of black-out M.G.O.valves or air operated pumpsorelectric pumps(see Section 13) is provided in order to allowautomatic starting of main DDGset without the need of the EDDGto be running(“short black-out solving”). 11.4.4.5 - DEAD SHIP CONDITION Thestarting of the ship from dead conditions is performed as follows: - Manualstarting of the EDDG using compressedairorstarting battery. This is to supply the emergency network and, by over-riding the relevant interlocks, one of the two 690 V ERsubstations. Starting of main air compressors and auxiliary services for the main DDG sets. Starting of the boilers, raising steam, heating engines and manualstarting of a main DDGset. 11.11 - CONTROL STATIONS AND CONSOLES 11.11.1 -ECR AND HCR MAIN CONTROL CONSOLE granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Main engine modeselector alarm panel 11.11.2. -ECR ELECTRIC MIMIC SYSTEM The ECRelectric mimic is an independent system whichdisplays on a Large Display Unit (LDU)the overviewofthe Electric Generating Plant via a customized set of soft mimics and allows remote control of Diesel Generators and relevant circuit breakers, MV transformer breakers and ESWB interconnection breakers. The design of the system to comply with Safe Return to Port regulations:in particular total loss of the ECRis not to affect the DDG and MSWB local control and remote control from PMS.Atleast the following functionsare to be provided: Synchronizing and connecting generators via request to DG synchronizing units (“synch & close”). Manual load sharing and load control among generators by manually increase/decrease in droop mode. Manual recovery after black out(i.e. possibility to close the generators on dead bus). Selector soft switch to enable control from mimic with feedback “Control Here” Main DGset remote control functions (start, stop, shut down indication, various indications) Electrical interlocks logics to prevent unsafe breaker closing Diesel engines features (5 DG’s): e Enginestart/stop commands, black-out mode selection e Engine remote, running/stopped (two colour), ready status indications e Engine shutdown, start failure alarm indications 11.12 —-PREPARATION OF SFOC CABINET (OWNERSUPPY) INSTALLATION Serial interface cable Modbus RTU between IAMCSandterminals in the ECR console (serial link will be used for SFOC cabinetat later time). The serial line interface between IAMCS and SFOCcabinet will be used also for Engine's Gas Valve Units (GVUs) gas flow meters indication. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} SECTION 13 — Fluid Handling and Auxiliary Systems 13.1 - FLUID HANDLING SYSTEM 13.1.2 - PIPING DESIGN - FUNCTIONAL CRITERIA All resiliently mounted equipmentis to have flexible connections between the equipment and its associated piping. Flexible metallic and rubber bellows are to be fitted strictly in accordance with the manufacturer’s instructions in terms of alignment. Where no solid spool pieces of the same dimensionsas the approvedinstallation dimensionsof the bellows is used to prove the accuracy of the imstallation of the interconnecting pipe work, the printed manufacturer’s standard and tolerances is to be provided to the Buyers representativeat the relevantcall and inspection. sews ewes ee pap seem Se et ene wee wey wee eee wenn: = All nuts, bolts and washers used for pipe flanges and brackets/supports are to be galvanized. Cast valve chests are not to be used. Arrangements are to be provided to permit Class survey of pressure vessels and attached valves without compromising the operation of the remainder of the system (Double isolation with the drain in between criteria to be followed) Heat exchangers, filters and control valves are to be provided withisolating valves, such thatit is only necessary to draina limited part ofthe systemin order to carry out maintenance on the components within the system. 13.1.5.2 - PLATE HEAT EXCHANGERS AND MATERIAL The designis to incorporate a feature which ensures correctplate spacing whenthe nuts, which hold the assembly together, are tightened. Thermometers to be fitted at inlet as well as outlet sides of heat exchangers fitted in pocket. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} All plate heat exchangers to be arranged with connections for in place chemical cleaning facilities. Where possible, the tensioning, or back plates of all sea water cooled heat exchangers are to be provided, if feasible, with blank flanges in way of the sea water inlet and outlet passages to permit easy emergencycleaning to be carried out. Port type filters are to be provided onall sea water plate coolers (with capability for cleaning or replacing). Backflushingfacility to be provided for sea water plate heat exchangers (only sea water side). Is possible that Heat exchangers, supplied by a particular supplier, are not fitted with back-flushing function. CIP connections have been foreseen for cleaning. The minimum numberoftightening bolts on which the plates are assembled is to be provided and they are to be of sufficient length to ensure that all the plates can be assembled by ship’s personnel without requiring the use of any special tools different from the hydraulic tightening tool provided by Yard. Pressure plates weighing more than 100 kg are to be provided withrollers. Where drain cocks and the necessary connections for pressure testing and venting both the hot and cold sides of the plates cannot be accommodated onthe heat exchanger, the Yardis to arrange provision of these cocks and connections in the associated piping. manufacturer is in addition to any other design margins to use a 15% of fouling factor The materials of the heat exchangers to be as follows: Plate type heat exchangers for lube oil: e Frame Mild steel e Plate Stainless steel 316 e Others As per Manufacturer's standard All heater inlet and outlet connections to be made with tap bolts or machine screwsto ensure pipes or valves may be readily removed for cleaning, maintenance, etc. All heat exchangers to be arranged with by-pass valves to enable work to be carried out on any heat exchanger sheet without shutting down the complete system. Stainless steel covers to be provided to protect all heat exchanger plate stacks. Such covers mustbein place before coolers are installed in the ship. Saveall with drain to be fitted underneath each exchanger. Capabilities to divert the drain via isolating valve, to a portable collecting tank during washing/maintenance granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 13.1.6 - FILTERS AND STRAINERS In the selection and design offilters, due attention is to be paidto: e Maximumratio of effective element area to container bulk. e Robustness of element design. e Effective andreliable jointing between the elementandthe filter bow]orstrainer house to prevent bypassing of unfiltered fluids. Easy replacement of expendable filter elements by ship'sstaff. Manualcleaning capability by ship’s staff for filter re-use (where allowed by the filter Supplier) e Minimumcost and bulk of spare components required. The direction of flowof liquid through filter elements is to be suchthat all sludge will be removed with the element whenit is withdrawn for cleaning. Strainer and filter elements are to be capable of withstanding, without mechanical failure, the maximum pressure difference which can be imposed upon them under any condition of operation specified for the units. Where an integral automatic by-pass arrangement is incorporated it is to be so constructed that: e Carry over of sludge does not occur whenthe by-pass is in operation. e Leakage dueto the presence of dirt betweensealing faces is minimized. e There is visual indication and alarmthat the by-pass is in operation. Strainers for sea water system are to beofflat plate or basket type of fabricated or cast construction and ofsuitable non-ferrous material. Strainer plates/baskets are to have mesh size 20% less than apertures which are to be protected. The open areas for suctionstrainers are to be as follows: e 3.5 times the area of the pipe for pipes up to 50 mm. e 3 timesthe area of the pipes of 65 to 100 mm. e 2.5 times the area of the pipes of 125 mmand above. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} An on/off ventilation cock or ball valve and ventilation pipe are to be provided on the high point of eachstrainer. For filters installed on skids of same particular supplierthis functionality is not available. The ventilation cock or valve is to be mounted directly on the strainer. The strainer bodyis to have a drain plugat the bottom. Strainers for fuel pump and lubricating pump suction pipes to be with 1 mm holes and with an area notless than 2.5 times the area of the suction pipes. Final sizing of the hole diameters shall be decided taking into consideration the fluid and flowconditions and pumpdesign. Filters for fuel oil and lubricating oil are to be strictly in accordance with the engine Manufacturer’s specification and the filter bowl to be provided with on/off ventilation and drain cocks. The drain cocks to be placed readily accessible and connected with a drainpipe led to hopperso that flowfromthe drainis visible to the operator. Fuel and lubricatingoilfilters are to be of the mechanical type and notof the disposable type. Non-automaticfilters to be arranged as Duplexfilter units. The main lubricating oil and fuel oil filters to be of automatic back flushing design. Wherenecessary,filters are to be provided with heating arrangement Filters and strainers not provided with an integral bypass system to be provided with a piped bypass complete with isolating and shut off valves. This does not apply to services and systems where redundancyis already foreseen. Unless stated otherwise, all micron filtrations are stated in “ABSOLUTE”terms. Save all with drain to be fitted underneath each filter and strainer associated with fuel and lube oil. 13.1.7 - PUMPS Each pumpisto be provided with a manometer or a compound manometer onthe suction and a manometer onthe discharge. The pumprevolutions to be constrained to within 1800 RPM, unless the following systems: granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} Vertically mounted centrifugal pumpsto permit removalofthe rotating elements without dismounting the electrically motors or pipe flanges. Pumps extending into tanks are not to be installed. For horizontally mounted pumps the pumpcasingsto be either e split on the horizontalcentre line or e provided with end cover to permit removal of the elements without dismantling the electrically motors. Sufficient working spaceto be left around pumpsfor ease of maintenance. All pumpsto be supplied with renewable impeller wear rings. A spacer shaft with flexible couplingis to be installed between the pump shaft and motor drive shaft. Thethrust forces are not allowedto be transferred from the pumprotorto the drive motor bearings. Pumpsused for pumping hotliquid to be manufactured from suitable materials. Close coupled or mono block pumps can only be installed with Owners! approval and will not be considered for pumps with a capacity greater than 30 m3/hr. Unless otherwise specified or approved, glands for pump shafts and spindles are to be mechanicalseals. Where mechanicalseals are not employed, renewable sleeves in way ofstuffing boxes are to be provided. Mechanicalseals to be of Crane Type 502 or suitable approved equivalent, with silicone carbide seal face and seat material For electric motors driving rotary pumps, the rated motor power is to be adequate in providing the powerrequired overthe entire operating range of the pump. Variables to be considered in this respect are to include: Specific gravity of the fluid. The viscosity of the fluid. The fluid pressure and temperature at suction. The fluid pressure and temperature at the discharge The influence of any relief valve or bypassrating. Motorsto be rated approximately 10% above maximumdesigned duty. 13.1.7.1 - PUMPS MATERIALS granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} — FRESH WATER PUMPS Pumpcasing: Cast iron Impeller: Al Bronze to DIN 1714 Cu AI 10 Ni ASTM B148C95800 Shaft: Stainless steel AISI 316L, AISI 329 Wearing ring: Phosphor bronze Seal: Mechanical “Crane” Type 502 or similar Materials for the oil pumpsto be asfollows: — SCREW TYPE PUMPS Casing: Cast iron Screw: Steel Shaft: Steel Seal: Mechanical of “Crane” Type 502 or similar 13.2 - AUXILIARY SYSTEMS 13.2.2.2 - FRESH WATER GENERATION 13.2.2.2.1 - REVERSE OSMOSIS UNITS Five (5) disc-tube or spiral type membranefiltration sea water de-salination reverse osmosis plant, each capable of producing 1100 tons with TDS not more than 250 PPM (double pass) of fresh water per day at a sea water temperature of +25 deg. C and operating in a fully automatic mode, to be provided. The units are to be able to produce water worldwide. Two (2) units of five, arranged in two different SRtP areas are to be provided with a second outlet of demineralised water at 5 ppm for demineralised technical water users. SECTION 14 — Safe return to Port granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 14.0 - SUBJECT Aimofthis documentis to summarize the design principles adopted on this Vessel in order to accomplish the requirements of SOLASSafe Returnto Port. 14.1 - DESIGN ASSUMPTIONS 14.1.1 - MAIN REQUIREMENTS The Ship’s critical Systems as defined by MSC Cire. 1369 will be divided in two separate subsystems “A” and “B” with suffixes to identify the particular system involved. In case any space (“A” or “B’’) is damaged duetofire or flooding, only the sub-system to which that space belongs will be affected by the casualty (“A” or “B”), while the other sub-system (“B”or “A”) will remain operational. Electrical load balances will be developed to assess the power requirements in SRtP in the worst case scenarios, for both active and reactive power, on the following cases: e One Power Generation and Propulsion system (“Ap” or “Bp”, see Par. 3.1) in service (one azimuth unit with shaft locked, the other running) One Power Generation and Propulsion system (“Ap” or “Bp”) in service with any one generatorout ofservice. Oneof the two alternative Safe Areas provided with all the required services (see Par. 14.3). A fuel consumptionbalance will be provided to assess the capability of the vessel to reach the SRtP range, on the basis of the electrical load balance in SRtP (see Par. 2.1) and fuel consumption of 210 g/kWHr. 14.2 - SHIP DESCRIPTIONIN SAFE RETURN TO PORT(REG.21 AND 8-1) 14.2.1 - POWER GENERATION, DISTRIBUTION AND PROPULSION Base: The adopted design criterion is the separation of the Propulsion and Power Generation systems, together with all their relevant ancillaries and the necessary electrical and mechanicalcircuits, in two sub-systems, named “Ap” and “Bp” granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} System Ap: Fwd Engine/Generators, Fwd HV and LV MainSwitchboard and relevant auxiliaries, Propulsion equipmentand relevant auxiliaries System Bp: Aft Engine/Generators, Aft HV and LV Main Switchboard and relevant auxiliaries, Propulsion equipment and relevant auxiliaries A third Emergency Generating System (System "E"), constituted by the Emergency D/Gs and Emergency Switchboard, will be available in case of loss of either System “Ap” or System “Bp”: e System E: Emergency Generator, Emergency Switchboard and relevant auxiliaries Availability of users belonging to Propulsion and Power Generation Systemthat are considered to be available when: e notdirectly affected by fire or flooding in SRtP scenario is obtained through power supply from its own Generating Systems (and from Emergency Generating System, when needed). Propulsion and Generation cables belonging to Systems Ap and Bp are protected by separate routing, keeping essential cable trays all inside the area of the Subsystem to which the cable belongs. granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 9.6 - PAINTING Note: (1) To Maker account 1st Treatment 2nd Treatment 3rd Treatment ALKYD PRIMER ALKYD ENAMEL ALKYD ENAMEL GLOSS GLOSS Coat No. Coat No Coat No. thickness Of thickness of thickness of Coats coats coats (2) See paragraph Outfitting Items (3) Supplier painting standard could be accepted RAL 6017 (4) Painting system below machinery and equipment to be completed before the installation; RAL 6021 (5) RAL 6033for electrical cabinets/panels granularity=word contentanalysis={punctuationbreaks=false dehyphenate=false} layoutanalysis={tabledetect=0 layoutdetect=0} 7 - ANNEXES 7.1-TAB. A1—SHIP CONDITIONS Tab. A1 SHIP CONDITIONS WORKING NOMINAL DESCRIPTION PRESSURE PRESSURE TEMPERATURE c [PN] Pe] oO ANSI 300 i 2 r] =z eo gg a) 2 Ss! e Ww oO E a Nn b [barg] = o o Ww oa w & o Oo = cs st) 3 : Ww WwW NO oO o = o Engine Room Temperature [°C] Maximum allowed surface temperature [°C] = 2s °o Diesel engine Maximum allowed surface temperature [°C] a 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