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F

REVISION DESCRIPTION DRAWN CHECK

DATE OF DISTRIBUTION APPROVED

OWNER 1/7/11

CLASS. SOCIETY 1/7/11

SHIPPING INSP.

WVB
ELECTRICAL
1/7/11
MANUFACTURER
TK 1/7/11

Wärtsilä 1/7/11

REVISION 0 A B C D E F G H

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OFFSHORE & MARINE B.V. Marine B.V.” All rights reserved. This document or any
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DPS-2 Failure Mode and Effect Analysis (FMEA) Neptune

SIZE: A4 ORDER-SYSTEM.NR. -SHEET

SCALE: - DRAW.NR. 723-019-30-001


DRAWN: RWO 29-6-2011 Number of sheets:

CHECKED
GVZ 29-6-2011 REVISION 0
:
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

IHC Offshore & Marine

Neptune (building number 723)

DPS-2

DP FMEA

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Contents
1 Executive summary............................................................................................................. 5
1.1 Scope............................................................................................................................ 5
1.2 FMEA analysis.............................................................................................................. 5
1.3 Sea trial findings ........................................................................................................... 6
1.4 Allowable redundancy .................................................................................................. 6
1.5 Worst case failures ....................................................................................................... 6
1.6 Conclusions .................................................................................................................. 6
1.7 Definitions ..................................................................................................................... 7
2 Introduction ....................................................................................................................... 10
2.1 General ....................................................................................................................... 10
2.2 Purpose ...................................................................................................................... 10
2.3 Scope.......................................................................................................................... 10
2.4 Vessel application and particulars .............................................................................. 10
2.5 References ................................................................................................................. 11
3 Method of analysis ............................................................................................................ 13
4 Propulsion system............................................................................................................. 14
4.1 Thruster engines......................................................................................................... 14
4.2 Thruster engine systems ............................................................................................ 15
4.3 Thruster engine alarm systems and safety shutdowns .............................................. 18
4.4 Thrusters..................................................................................................................... 19
4.5 Thruster Control system ............................................................................................. 20
5 Auxiliary systems .............................................................................................................. 23
5.1 Fuel oil storage, transfer and distribution system....................................................... 23
5.2 Lubrication oil storage and transfer system................................................................ 25
5.3 Seawater cooling system............................................................................................ 26
5.4 Auxiliary fresh water cooling system .......................................................................... 29
5.5 Main fresh water cooling system ................................................................................ 30
5.6 Control air system....................................................................................................... 33
5.7 Ventilation system ...................................................................................................... 34
6 Power generation .............................................................................................................. 36
6.1 Main generator sets.................................................................................................... 36
6.2 Main generator engine systems ................................................................................. 37
6.3 Alarm systems and safety shutdowns ........................................................................ 39
6.4 Emergency/ Harbor Generator ................................................................................... 40
7 Power management .......................................................................................................... 43
8 Power distribution.............................................................................................................. 45

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8.1 440V AC system......................................................................................................... 45


8.2 Emergency power....................................................................................................... 45
8.3 230V AC system......................................................................................................... 46
8.4 24V DC system........................................................................................................... 47
9 Description of DP Control system ..................................................................................... 49
10 Appendices ....................................................................................................................... 54
Appendix A: FMEA propulsion system ................................................................................ 55
Appendix B: FMEA auxiliary system .................................................................................. 123
Appendix C: FMEA Power system..................................................................................... 157
Appendix D: FMEA DP system .......................................................................................... 164
Appendix E: Related diagrams .......................................................................................... 179

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1 Executive summary

1.1 Scope
This FMEA Manual is meant as an analysis of the system and how it reacts when failures
occur. Assumptions made in the FMEA are to be tested during the DP Sea Trial.

1.2 FMEA analysis


This FMEA is based on the initial drawings, supplied by the yard and its subcontractors. The
vessel is to operate in DP Class 2 mode and is intended to operate with the 440V bus-tie bar
closed. Providing the switchboard and breaker protection systems are functioning correctly
whilst operating in this mode operating with closed main bus-tie is allowable.

The vessel is diesel-direct driven by four thruster/ thruster engine systems which act
independently. All systems necessary for a thruster to function are driven by the designated
thruster engine.

The design worst case is the loss of power from one thruster. If one thruster loses power, it is
still possible to keep position. Analysis of all systems found that there were no areas where a
single failure would cause significant degradation of station keeping. There are no single point
failures which can lead to a loss of power from two or more thrusters.

The Dynamic position control system (K-Pos) for DPS-2 is supplied by Kongsberg. The FMEA
of this system is provided by Kongsberg and is restricted to a study of the DP control system
to be installed on yard number 723 Neptune.

The various system elements have been analyzed with respect to effects if a single failure
should occur. In addition to this analysis, all major DP control system hardware equipment are
subject to detailed FMEAs, as a part of Kongsberg Maritimes development process.

The analysis has not revealed any single failure in the main system that could have critical
consequences with regards to personnel or operational safety.

The most serious single points that are detected through the analysis are loss of one RMP
module. Failure in these different modules may cause a loss of one generator / thruster and
may cause reduction of positioning performance, dependent on weather / force conditions.
Operator intervention may be needed to maintain DP-function.

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A single joystick is provided and is independent of the other control systems. The system is
hardwired to each thruster and operates independent of the dual network.

A single change-over switch switches between the different modes; DP, independent joystick
and Manual levers. In case of failure of the switch, it may not be possible to switch between
different modes. The criticality of this depends on the current operating mode before failure. If
none of the modes are functioning, you have to operate each thruster manually. The reliability
for this change-over switch is, however, considered high and the probability for critical failure
is low.

On the basis of compliance with IMO/ IMCA Guidelines and Recommendations, the vessel
meets the requirements for Class 2 DP operations within the normal operational limits of the
vessel.

1.3 Sea trial findings


Sea trials will be held begin 2012. Results of the sea trial are to be found in document number
‘723-019.30-002’

1.4 Allowable redundancy


One of the four thrusters is allowed to fail without losing the capability of position keeping.

1.5 Worst case failures


There is sufficient redundancy to prevent more than one azimuth thruster to fail as a result of
a single failure. The worse case single point failure is defined to be the loss of power of one
azimuth thruster.

1.6 Conclusions
Based on the initial drawing analysis of all systems by IHC Offshore & Marine it is found that
there were no areas where a single failure would cause significant degradation of position
keeping.

Assumptions made in the FMEA are to be tested during the DP Sea Trial.

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1.7 Definitions

Active component
An active component is defined as a component of which the parts are moving at normal duty.
Examples of active components are generators, thrusters, switchboards, remote controlled
valves etc.

Consequence analysis
An automatic monitoring function in the DP Control System, checking the ability of the vessel
to maintain position under current weather conditions if the worst-case single point failure
should occur

DP control system
All control systems and components, hardware and software necessary to dynamically
position the vessel. The DP Control system consists of the following:
• Position control system (computer)
• Sensor system
• Display system
• Position reference system
• Associated cabling and cable routing

Dynamic positioning system (DP system)


The complete installation necessary for dynamically positioning a vessel comprises of the
following systems:
• Power system
• Thruster system
• DP control system

Dynamically positioned vessel (DP vessel)


A vessel, which automatically maintains its position, exclusively by means of thruster force,
propulsion and steering. This could either be a fixed location or a predetermined track.

Failure
An occurrence in a component or system causing one or both of the following effects: -
• Loss of component or system function
• Deterioration of functional capability to such an extent that the safety of the vessel,
personnel, or environment is significantly reduced.

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Joystick
The independent Joystick Controller calculates the thrust required in response to operator
commands or to maintain heading of the vessel and transfers these thrust references over
serial links to the thruster field stations mounted in each of the DP Controller Cabinets.

Operational mode
The DP system may be operated as mentioned below:
• Joystick mode (manual positioning using the three-axis joystick)
• Mixed joystick / auto mode (enabling the operator to select any of the three degrees
of vessel movements as manual or auto control)
• Automatic heading mode (accurate control of selected vessel heading)
• Automatic positioning mode (station keeping with control of selected vessel heading
and position)
• Auto track (low-speed) mode (track keeping in low speeds with DP control strategy)
• Autopilot mode.

Position keeping
Maintaining a desired position within the normal excursions of the control system and the
environmental conditions.

Position reference systems


All hardware, software and sensors that supply information and, or corrections necessary to
give positions heading reference, including the power supply.

Power system
All systems and components required for supplying the DP system with power. The power
system includes:
• Prime movers with necessary auxiliary systems including piping
• Generators
• Switchboards
• UPS and batteries
• Distribution system including cabling and cabling routing

Redundancy
The ability of a component or system to maintain or restore its required function, when a
single point failure has occurred. Redundancy can be achieved, for instance, by installation of
multiple components, systems or alternative means of performing a function.

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Single point failure


A single point failure is where a loss could occur from one component loss, human error or
other single untimely and undesirable event. Single point failure criteria include:
• Any active component or system.
• Any normally static component which is not properly documented with respect to
protection and reliability.
• A single inadvertent act of operation, if such an act is reasonably probable.
• Systematic failures or faults that can be hidden until a new fault appears.

Static component
Examples of a static components are cables, pipes, manual valves, etc.

Thruster system
All components and systems necessary to supply the DP system with adequate thrust force in
longitudinal and lateral directions, so as to provide yawing moment for heading control. The
thruster system includes:
• Thruster with drive units and necessary auxiliary systems including piping
• Thruster control
• Associated cabling and cable routing
• Main propellers and rudders

Worst case failure


A failure where loss of propulsion will occur in the event of a single point failure in any active
component or system. This failure is applied as the basis for the design of a DP vessel, which
would later be proved by the respective FMEA. A worst case failure also relates to a number
of thrusters and generators that can simultaneously fail in the event of a single point failure.

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2 Introduction

2.1 General
By choosing this chapter sequence, it will become clear that each thruster has its own
separate system. In chapter one, the assumptions and results are summarized. In chapter
two, a brief introduction is given. Chapter three describes the method of analysis. In chapter
four, the thruster engines, systems, alarm systems and safety shutdowns and thrusters are
described. Chapter five contains the description of the auxiliary systems. The systems
described in this chapter are related to the thruster engines as well as to the generator sets.
In chapter six, the power generators are described. Chapter seven deals with the power
management whereas chapter eight deals with the power distribution. In chapter nine, the DP
system is described. In appendix A-C, the actual FMEA worksheets are to be found.

2.2 Purpose
The purpose of this FMEA is to show that the vessel with yard number 723 is able to operate
in a dual redundant Dynamic Positioning modus. This document gives a description of the
different failure modes of all the items of equipment in respect of their functional objectives.

2.3 Scope
This document covers the dynamic positioning system and all the associated machinery and
equipment which, should it fail, would affect the position keeping ability of the vessel.

The FMEA of the DP control system has been performed by Kongsberg Maritime and
separately submitted for classification society approval.

It is desired that the vessel is to be considered as an IMO equipment class 2 vessel (ABS
DPS-2 Class notation) and thus, according to IMO Guidelines and ABS Rules for Equipment
Class 2, a loss of position is not to occur in the event of a single fault in any component or
system.

2.4 Vessel application and particulars


The vessel is a four-legged general purpose self-elevating unit, GustoMSC type SEA2500
provided with a pedestal mounted heavy lift crane and suitable for future installation of a
helideck for operation of a Super Puma or equivalent.

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MAIN CHARACTERISTICS
Hull
Length 60.0 m
Breadth 38.0 m
Distance between leg centers:
Longitudinal 47.20 m
Transverse 31.00 m
Depth 6.0 m
Design draft hull 3.90 m

2.5 References
4.1/ 4.2 641.00-057_0 P&ID Cat3512C
4.1/ 4.2 641.00-055_0 Technical specification Caterpillar
4.1/ 4.2 641.00-072_C Elec. Drawings eng. 3512C prop.
4.3 641.00-055_0 Technical specification Caterpillar
4.3 641.00-072_C Elec. Drawings eng. 3512C prop.
4.4 641.00-050_0 Technical specification thrusters
4.4 714.00-001_C Service - control air diagram
4.4 641.00-063_C Hydraulic diagram steering system
4.4 641.00-065_B Lubrication / pitch diagram
4.5 641.00-078_B Remote control system Lipstronic 7000/t’
5.1 721.00-001_C Fuel oil transfer diagram
5.1 724.00-001_A Fuel oil service diagram
5.2 731.00-001_B Lubrication oil transfer diagram – engines
5.2 731.00-003_A Lubrication oil transfer diagram – thrusters
5.2 641.00-057_0 P&ID cat 3512C
5.2 650.01-051_0 P&ID Aux. genset
5.3 750.00-001_C Sea cooling water diagram
5.4 760.00-001_B Fresh water cooling diagram
5.5 760.00-001_B Fresh water cooling diagram
5.6 714.00-001_C service- control air diagram
5.7 361.01-055_D HVAC Manual (pag.264 & 265)
6.1 650.01-051_0 P&ID Aux. genset
6.1 641.00-055_0 Technical specification Caterpillar
6.1 650.01-057_C Elec. Drawings eng. C32 gen.
6.3 650.01-057_C Elec. Drawings eng. C32 gen.
6.4 650.03-051_0 P&ID emergency genset

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6.4 641.00-055_0 Technical specification Caterpillar


8.1 512-00-052_C One line diagram main supply
8.2 512.00-053_C One line diagram Emergency supply
8.3 512-00-052_C One line diagram main supply
8.4 515.00-050_C One line diagram Service Batteries
9.1 533.00-080_0 FMEA Kongsberg DP System

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3 Method of analysis

Failure modes
The following failures are considered in this FMEA:
• Mechanical failure
• Power failure
• Feedback failure
• Equipment or machinery unit out of action, due to various fault conditions

Analysis conditions
For the purpose of this analysis, the vessel is assumed to be in DP mode, i.e.:
• Two generators running
• Bustie breakers all closed
• Four thruster engines running, powering the thrusters
• All gyros, VRS and wind sensors online
• 2x Operator Stations working
• No errors present

FMEA analysis
The failure modes that could possibly be critical are analyzed in FMEA worksheets. The
worksheets are numbered according to the chapters numbers and are to be found in the
appendix.

The purpose of the FMEA is to allow ships commander to be appraised of any possible
problems before they occur and to ensure all single point failures are prevented and taken
into consideration.

FMEA worksheet
An FMEA worksheet is compiled for each equipment failure assessment. Each worksheet
explains the function of the equipment, the failure mode, cause, effect and how the failure is
detected. Furthermore it is to be seen if there are compensating provisions to ensure the
function keeps being fulfilled.

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4 Propulsion system

4.1 Thruster engines

Drawing reference:
This analysis is based on drawings 723-641.00-057_0: ‘P&ID Cat C3512C’, 723-641.00-
055_0: ‘Technical specification Caterpillar’, 723-641.00-072_C: ‘Elec. Drawings eng. 3512C
prop.’ and 723-760.00-021_0: ‘Cooling water sys heat balance aux sys’.

Location
The thruster engines are located within the thruster room on the forward and on the aft.

Description and redundancy concept


There are four thruster engines in total, designated thruster engine one (PS fore), two (SB
fore), three (PS aft) and four (SB aft). Thruster engine one and two are located in the thruster
room fwd. Thruster engines three and four are located in the thruster room aft. Numbering of
the engines is done from port to starboard. Each thruster engine has its own dedicated
systems.

The thruster engines have the following specifications:


Make: Caterpillar
Type: 3512C HD Dita
Power: 1678 bkW @ 1800 RPM

The thruster engine is monitored via the integrated automation system and provides the
following information:
• Engine speed
• Engine lube oil pressure
• Engine lube oil temperature
• Engine HT cooling water temperature
• Engine HT cooling water level
• Engine fuel oil pressure
• Engine fuel oil filter differential pressure
• Engine fuel oil temperature
• Engine boost pressure
• Engine intake manifold temperature
• Engine LT cooling water temperature

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• Engine LT cooling water level


• Engine exhaust temperatures left and right
• Engine service meter (engine running hours)
• System DC voltage
• Percent engine load
• Instantaneous fuel consumption (calculated)
• Total fuel consumed (calculated)
• Coolant level (alarm only)
• Overspeed

4.2 Thruster engine systems

Thruster engine HT and LT cooling system


The thruster engine freshwater cooling system comprises of a separate high temperature and
low temperature cooling system. The high temperature freshwater cooling system services
the engine jacket cooler and the lubrication oil cooler. The low temperature freshwater cooling
system services the engine air cooler, the fuel oil cooler, the thruster lubrication oil cooler, the
steering system oil cooler and the pitch system oil cooler.

Each of the thruster engine heat exchangers (engine jacket cooler, lubrication oil cooler, air
cooler, fuel cooler) is capable of supplying 100% of the cooling requirements demanded by
their specific system, specifically a single thruster engine and its systems.

The temperature of the high temperature freshwater cooling system is maintained at a value
of 82 degrees Celsius and controlled via an internal thermostatic valve. The temperature of
the low temperature freshwater cooling system is maintained at a value of 38 degrees Celsius
and controlled by an external thermostatic valve.

Each freshwater cooling system is serviced by independent engine driven freshwater supply
pumps, designated the high temperature freshwater supply pump and the low temperature
freshwater supply pump. Each of the freshwater supply pumps is capable of supplying 100%
of the flow requirements for their specific circuit of each thruster engine.

Engine fuel oil system


The fuel oil, which is used to supply the thruster engines, is required to meet the international
standard ISO 8217:1986(E) class F specifications of marine fuels DMA.

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Each thruster engine is provided with its own fuel oil service system, separated from the other
thruster engines. Table 4-1 shows the configuration of day tanks and engines. One thruster
engine is only capable of drawing fuel out of its designated day tank, and one day tank only
delivers fuel oil to its designated thruster engine. Exceptions on the latter rule are the thruster
engine three and four, which share their day tanks with respective the auxiliary generator set
one and two.

Day tank Designated engines


Day Tank 1 Thruster engine 3, aux genset 1 (PS aft)
Day Tank 2 Thruster engine 4, aux genset 2 (SB aft)
Day Tank 3 Thruster engine 1 (PS fore)
Day Tank 4 Thruster engine 2 (SB fore)

Table 4-1: Fuel oil day tanks and their designated engines

Each engine has one engine driven fuel oil supply pump, which is mounted on the engine.
This pump is capable of delivering 100% of the demand. If the fuel oil supply pump fails, this
will result in the worst case failure.

Each of the thruster engines has a fuel oil coarse filter situated near the day tank in the fuel oil
supply line. Thereafter, on the suction side of the fuel oil pump, a duplex water separator is
mounted. On the pressure side, a duplex fine filter is mounted. After that, the fuel enters the
fuel supply manifold. The duplex fuel oil cooler is mounted in the discharge line, before the
fuel re-enters the day tank.

In the engine fuel supply system, a self acting back-pressure regulator is fitted to assure the
pressure stays within a safe range which is determined by the engine maker.

Figure 4-1: Simplified diagram thruster engine fuel supply

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Engine lubrication system


Each of the engines lubrication oil systems services the piston cooling jets, the main bearings,
the camshaft and the turbocharger. The system is serviced by an engine driven pump that is
capable of supplying 100% of the flow requirements.

The engine lubrication oil is taken from the engine sump via a coarse filter, located on the
engine. If the pressure of the lubrication system is low, an alarm will be given. If it is too low,
the engine alarm system encounters and will shut down the engine. For the case that the
pressure gets too high, pressure relieve valves are installed before the duplex filter.

For starting up, an electric motor driven pre-lubrication pump is installed on each thruster
engine. This pump cannot be used as a standby pump. The engine pre-lubrication oil pumps
are arranged with power supplies as shown below in Table 4-2.
Unit Distribution Part of MSB
Pre lub. Oil pump thr. eng. 1 PDB4 Panel 5 SB
Pre lub. Oil pump thr. eng. 2 PDB3 Panel 4 PS
Pre lub. Oil pump thr. eng. 3 Panel 1 PS
Pre lub. Oil pump thr. eng. 4 Panel 7 SB

Table 4-2: Power supply arrangement thruster pre-lubrication pumps

Figure 4-2: Simplified diagram thruster engine lubrication

Engine starting system


The engines are started using a dual electric starting motor (24V). The power source for the
starting motor is a starting battery of 380 Ah. Each thruster engine has its own set of starting

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batteries which is fed by a charger, connected to the main switchboard. When the engine is
running, the batteries are charged by means of a built-on dynamo. The diesel control unit has
a backup supply fed by a converter which is connected to the MSB.

Engine charge air and exhaust system


The engine charge air and exhaust gas system comprises an air filter, a turbocharger and the
charge air heat exchanger. The exhaust gas from each of the engine cylinders is routed to the
turbocharger to be used to drive the turbocharger compressor. The charge air is admitted to
each of the engine cylinders.

4.3 Thruster engine alarm systems and safety shutdowns

Drawing reference
This analysis is based on drawing 723-641.00-072_C: ‘Elec. Drawings eng. 3512C prop.’ and
723-641.00-055_0: ‘Technical specification Caterpillar’.

Description of engine control system


The thruster engines are arranged with status alarm conditions as shown below in Table 4-3.
Alarm condition name Initiation condition
Fuel water separator High
Expansion tank water level HTC/ LTC Low
Oil pressure Low
HTC outlet temperature High
LTC cooling water temperature High
Engine overload -

Table 4-3: Engine alarm conditions

Engine safety shutdowns


The thruster engines are arranged with safety shutdown conditions as shown below in Table
4-4.
Alarm condition name Initiation condition
Oil pressure Low
HTC outlet temperature High
Overspeed -

Table 4-4: Engine safety shutdown conditions

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4.4 Thrusters

Drawing reference
This analysis is based on drawings 723-641.00-050_0 ‘Technical specification thrusters’, 723-
714.00-001_C ‘Service - control air diagram’, 723-641.00-063_C: ‘Hydraulic diagram steering
system’ and 723-641.00-065_B: ‘Lubrication / pitch diagram’.

Description and redundancy concept


The ship has a total of four identical azimuth thrusters with a variable pitch and steering
angle. The thrusters installed have particulars as follows;
Type: Lips CS250-S WN-K
Drive type: Diesel
Power 1678kW
Propeller diameter 2400 mm

Each thruster is driven by its own thruster engine.

The engine is connected to the upper gearbox. This connection consists of a horizontal shaft.
After that, a vertical shaft connects the upper gearbox with the propeller gearbox.

The coupling between a thruster and its motor will be done with an air operated clutch, which
is fitted on the upper gearbox on the side of the horizontal shaft. The clutch is pressure
applied and spring released. To avoid pressure loss, a non-return valve and an accumulator
are installed. If the air supply fails, the clutch will stay pressurized.

The steering and pitch angle is actuated hydraulically. The hydraulic pump for steering angle
and the pitch pump are mounted on and direct driven by the designated thruster engine.

Lubrication of the gearboxes


The lubrication oil system consists of two circuits:
• Circulation of lubrication oil in the upper gearbox
• Circulation of lubrication in propeller gearbox

Each circuit is served by a separate pump with one common oil tank.

During start-up, the upper gearbox pump pumps oil out of the upper gearbox to the lube oil
header tank until the oil within the upper gearbox it has reached its operation level. The
propeller gearbox will be completely filled with oil during operation. The upper gearbox and

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the propeller gearbox are foreseen with a separate filter set which continuously filter oil during
operation. The pitch actuation system inside the propeller gearbox is not fully sealed against
the propeller gearbox lubrication oil. Some pitch actuation oil will be flowing into the upper
gearbox. As a result of that, the upper gearbox tank will be filled up during operation. If the
level of the lube oil header tank reaches a predefined level, the oil flows to the pitch oil tank,
which contains the same oil as is used for lubrication.

The lubrication oil system pumps are arranged with power supplies as shown below in Table
4-5.
Unit Distribution Part of MSB
Lubrication oil pump upper gearbox 1-4 Belt driven by engine 1-4
Lubrication oil pump lower gearbox 1 PDB4 Panel 5 SB
Lubrication oil pump lower gearbox 2 PDB3 Panel 4 PS
Lubrication oil pump lower gearbox 3 MSB Panel 1 PS
Lubrication oil pump lower gearbox 4 MSB Panel 7 SB

Table 4-5: Power supply arrangement of thruster lubrication oil pumps

If the electric pump fails, the thruster can remain in operation without restrictions for a
minimum of 100 operating hours.

Location
Two of the thrusters are located on the bow; one port, one starboard. The other two are
located on the aft; one port, one starboard.

4.5 Thruster Control system

Drawing reference
This analysis is based on drawing 641.00-078_B: ‘Remote control system Lipstronic 7000/t’.

Control of the thrusters


Each thruster is remotely controlled by a Lipstronic control cabinet, which is capable of
controlling the steering angle and the pitch angle.

The Lipstronic control cabinets are connected to the 230V main supply network and the 24V
starting batteries as a back-up.

The DP interface includes handshaking between propulsion control system and DP system.
The steering angle and thrust are handed over to the DP system. With the thrust given by the
DP system, the Lipstronic control system determines and controls the pitch angle.

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The following signals are sent to the DP system:


• Steering angle feedback
• Pitch angle feedback
• Propeller RPM feedback
• Potential free contact ‘ready for DP’

The following signals are received from the DP system:


• Steering angle demand
• Thrust demand

The request for DP signal is sent from an independent mode selector switch.

Name Code Description From


Low pressure lube oil LGB PSAL 461.02 Open in case of alarm JB10
Clogged filter PSAH 463.01 Open in case of alarm JB10
Lube oil temp LGB PSAH 475.01 Open in case of alarm JB10
Clogged pitch oil pressure filter PSAH 157 Open in case of alarm JB11
Low pressure pitch oil PSAL 158 Open in case of alarm JB11
High pressure pitch oil PSAH 160 Open in case of alarm JB11
Too high oil temperature in tank TSAH 167 Open in case of alarm JB11
Low level pitch oil LSAL 150 Open in case of alarm JB11
Filter external by-pass PSAH 154.03 Open in case of alarm JB11
Low pressure lube oil upper gearbox PSAL 460.02 Open in case of alarm JB12
High temperature upper gearbox TSAH 475.02 Open in case of alarm JB12
Clogged lube oil filter PSAH 464.01 Open in case of alarm JB12
Low air pressure clutch PSAL 652.01 Open in case of alarm JB12
High temperature steering oil TSAH 298 Open in case of alarm Thr. unit
Clogged steering oil return filter PSAH 273.01 Open in case of alarm Thr. Unit
Low level steering oil tank LSAL 271 Open in case of alarm Thr. Unit
Low pressure steering oil PSAL 273.12 Open in case of alarm Thr. Unit
Clogged steering oil pressure filter PSAH 273.10 Open in case of alarm Thr. Unit
Low level lube oil LSAL 450.01 Open in case of alarm Thr. Unit
E-power failure Open in case of alarm Lipstronic
FU major failure steering Open in case of alarm Lipstronic
FU major failure pitch Open in case of alarm Lipstronic
FU minor failure Open in case of alarm Lipstronic

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NFU failure Open in case of alarm Lipstronic


Clutch slip failure Open in case of alarm Lipstronic
Clutch slip warning Open in case of alarm Lipstronic
Main power failure Open in case of alarm Lipstronic
Backup power failure Open in case of alarm Lipstronic
Power fail Open in case of alarm SB lube
Overload Open in case of alarm SB lube

Table 4-6: Alarm interfaces with the alarm/ monitoring system

To hand over control from Lipstronic to DP, a 3 stand switch is positioned to ‘DP control’. If
the thruster is ‘ready for DP’, the control will be handed over. As long as thruster system is not
‘ready for DP’, the thruster control neglects the pitch and azimuth command from DP for the
concerning thrusters. The following conditions are checked for the ‘ready for DP’ signal:
• DP Request
• Bridge in service
• No wire break DP steering demand
• No wire break DP pitch demand
• No wire break steering feedback
• No wire break pitch feedback
• No pushbutton control (no NFU)
• No joystick control
• Steering oil pressure available
• Pitch oil pressure available
• Clutch engaged
• Engine running at nominal speed
• No PLC failure

If during DP mode a failure occurs, the ‘ready for DP’ contact will be released to inform the
DP system. The actual settings will be frozen on a wire break of the demands or feedback.
The operator can gain manual control over the thruster by selecting NFU control at the
applicable wheelhouse panel or deselect the thruster from DP.

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5 Auxiliary systems

5.1 Fuel oil storage, transfer and distribution system

Drawing reference:
This analysis is based on drawings 723-721.00-001_C: ‘Fuel oil transfer diagram’ and 724.00-
001_A: ‘Fuel oil service diagram.

Redundancy concept
The fuel oil storage consists of four bunker tanks, an overflow tank, four day tanks and an
emergency diesel generator fuel tank, shown in Table 5-1.
Fuel oil tank Location Capacity (m3)
FO 01 Port 72
FO 02 Central 96
FO 03 Starboard 86.1
FO 04 Central, aft 69.1
F OV Central 16.5
DT 1 Port, Aft 12
DT 2 Starboard, Aft 12
DT 3 Port, Fwd 6
DT 4 Starboard, Fwd 6
EDG FO TANK 2.35

Table 5-1: List of Fuel Oil tanks.

The bunker tanks contain the main fuel supply of the vessel. In these tanks, the fuel is stored
until a day tank has to be filled.

If a low level alarm is given, the day tank has to be filled out of one of the bunker tanks. Only
one day tank is allowed to be filled by a bunker tank at a certain moment during DP operation.
Filling of the day tanks is done via two independent manually operated fuel oil transfer pumps,
each with a capacity of 100% of the demand. During normal operation, only one transfer
pump is operating. In case of failure, the other one can be used. On the suction side of the
pumps, a manifold is situated, to which all the bunker tanks are connected. On the pressure
side of the pumps, a manifold leads the fuel to the day tank which needs to be filled. The
manifolds are operated manually.

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Emptying of the day tanks is done via gravity. The day tanks could only be emptied in the
overflow tank thus it is not possible to return fuel from the day tank into the bunker tank.

The fuel oil transfer system components are arranged with power supplies as shown below in
Table 5-2.
Unit Distribution Part of MSB
FO transfer pump 1 PDB1 Panel 1 PS
FO transfer pump 2 PDB2 Panel 2 SB

Table 5-2: Power supply arrangement of Fuel Oil transfer pumps

Location
The fuel oil transfer pumps are located in the pump room. Pipes travel through the vessel to
the day- overflow- and storage tanks.

Configuration for DP
For the purposes of this analysis, the fuel oil transfer system is assumed to be operating in
the configuration shown in 723-721.00-001_C and 724.00-001_A with all fuel oil storage tanks
and system components isolated and the system set up specifically for use. After use, the
system components are returned to their isolated configuration.

Fuel system quick closing valves


There are quick closing valves contained throughout the fuel oil system, totaling seven
individual units, the details of which are shown below within Table 5-3. The valves are
remotely closed from three safety stations; The engines on the aft are operated from room
02110, the engines on the forward from room 01417 and the emergency generator set is
closed from the room next to the emergency generator room, on the maindeck.
Engine Quick closing valve
Thruster 3 (PS aft) DT 1 – 1023
Thruster 4 (SB aft) DT 1 – 1034
Main genset 1 (PS aft) DT 2 – 1045
Main genset 2 (SB aft) DT 2 – 1056
Thruster 1 (PS fwd) DT 3 – 1001
Thruster 2 (SB fwd) DT 4 – 1012
Emergency genset EDG FO Tank – 1067

Table 5-3: Fuel oil system quick closing valves

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5.2 Lubrication oil storage and transfer system

Drawing reference
This analysis is based on drawings 723-731.00-001_ B: ‘Lubrication oil transfer diagram –
engines’, 723-731.00-003_A: ‘Lubrication oil transfer diagram – thrusters’, 723-641.00-057_0:
‘P&ID cat 3512C’ and 723-650.01-051_0: ‘P&ID Aux. genset’.

Redundancy concept
Lubrication oil is transferred from the storage tank to the service tanks as required.

Two types of lubrication oil are applied. One is used for the thrusters, the other for the thruster
engines and generator sets.

There is one lubrication oil transfer pump that is used to transfer both types of lubrication oil.
The pump has a capacity of 100% of the demand.

On the suction side of the lubrication oil transfer pump, the oil is filtered.

Manually operated valves allow the system to be configured for different modes of operation,
either to be a transfer system for the thruster lubrication oil, or to be a transfer system for the
engine lubrication oil.

Setting up the system for transfer from the service tanks to the engine crank case is done
manually.

The lubrication oil system pump is arranged with power supply as shown below in Table 5-4.

Unit Distribution Part of MSB


LO Transfer pump PDB1 Panel 1 PS

Table 5-4: Power supply arrangement of lubrication oil pump

Location
The lubrication oil transfer pump is situated in the pump room. Supply and discharge lines
travel to the lubrication oil storage and service tanks as required.

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Configuration for DP
For the purpose of this analysis, the lubrication oil system is assumed to be operating in a
configuration with the lubrication oil transfer pump isolated, lubrication oil storage tanks
isolated.

Lubrication oil storage


As shown in the Table 5-5 below, there are six lubrication oil tanks in total; two lubrication oil
storage tanks and four lubrication oil service tanks.
Lub. oil tank Purpose Location Capacity (m3)
LO1 Service tank main prop. engine 1 & 2 Fwd 2
LO2 Service tank main prop. engine 3 & 4 Aft 2
+ gen. set 1 & 2
LO3 Service tank thruster 1 & 2 Fwd 1.2
LO4 Service tank thruster 3 & 4 Aft 0.72
LO5 Storage tank thruster lub oil Central double bottom 4.5
LO6 Storage tank engines lub oil Central double bottom 9

Table 5-5: List of Lubrication Oil tanks

LO5 and LO6 are the lubrication oil main storage tanks, each dedicated for storage of its own
type of oil.

Lubrication oil system quick closing valves


There are quick closing valves contained throughout the lubrication oil system, totaling four
individual units, the details of which are shown below within Table 5-6. For the lubrication oil
system, two safety stations are used; the engines and thrusters on the aft are operated from
room 02110 and the engines and thrusters on the forward from room 01417.
System Quick closing valve
Engines fwd LO1 – 1014
Engines / generators aft LO2 – 1009
Thrusters fwd LO3 – 1616
Thrusters aft LO4 – 1607

Table 5-6: Lubrication oil system quick closing valves

5.3 Seawater cooling system

Drawing reference
This analysis is based on drawings 723-750.00-001_C ‘Sea cooling water diagram’.

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Redundancy concept
The following Figure 5-1 illustrates the sea water cooling system

Figure 5-1: Sea water cooling diagram

The seawater cooling system supplies the heat exchangers, providing cooling for the main
generators and the auxiliary system consumers. The main components and systems that are
dependent on the seawater cooling system are as follows;

Main fresh water cooling system:


• Main generators HT & LT

Auxiliary freshwater system:


• Air conditioning units
• Provision plant
• HPU Jacking system
• HPU winches

Two independent pumps, capable of being submersed into the sea (350 m3/hr, 3.5 bar), are
to pump water to a buffer tank in jack-up position. These pumps are mounted on a hose reel
which keeps the pump on a steady depth of 3 meters.

In non-jacked up position, for DP operation, water enters the ship through the moon pool.
Thereafter, the seawater enters the buffer tank via the seawater inlet valve which is
connected to the moon pool.

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The size of the buffer tank is 87.4 m3. A small amount of the water in the buffer tank is
reserved for fire fighting purposes. The rest can be used for cooling purposes.

After that, two independent sea cooling water circulation pumps, designated seawater cooling
pump 1 and seawater cooling pump 2 (320 m3/hr, 2 bar) draw sea water from the buffer tank
and pump it to the tube and shell coolers. Normally, one of the pumps is running, whereas the
other stands by.

There are six tube and shell coolers, designated Aux. systems cooler No. 1 and No. 2, Aux.
genset No.1 HT FW Cooler, Aux genset No.1 LT FW Cooler, Aux genset No.2 HT FW Cooler,
Aux genset No.2 LT FW Cooler. All tube and shell coolers are located in the pump room.

The seawater cooling pumps are arranged with power supplies as shown below in Table 5-7.
Unit Distribution Part of MSB
Seawater cooling pump 1 PDB1 Panel 1 PS
Seawater cooling pump 2 PDB 2 Panel 2 SB
Submersible seawater pump 1 Panel 1 PS
Submersible seawater pump 2 Panel 7 SB

Table 5-7: Power supply arrangement of seawater cooling pumps

Manually operated valves allow the system to be configured for different modes of operation,
normally configured with pump valves left open to allow for automatic operation, with the non-
return valves preventing backflow when the pumps are stopped.

On the pressure side of the seawater pumps, a pressure switch is mounted. If the pressure
drops, the other pump can take over.

It is to be highlighted that the Seawater cooling system is necessary to keep the main
generators running. However, the main generators and the main switchboard are not needed
for position keeping.

Location
The seawater cooling system is located in the buffer tank and in the pump room, with supply
and discharge lines traveling to the pumproom to supply individual its consumers as required.

Configuration for DP
For the purpose of this analysis, the seawater cooling system is assumed to be operating in
the configuration shown in Figure 5-1 with the seawater inlet valve opened, the submersible
seawater pumps stopped, seawater cooling pump one running, seawater cooling pump two

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on standby, the seawater buffer tank filled above the minimum level required for firefighting
purposes, tube and shell coolers running and the system valves in the positions shown.

5.4 Auxiliary fresh water cooling system

Drawing reference
This analysis is based on drawings 723-760.00-001_B ‘Fresh water cooling diagram’.

Redundancy concept
The following Figure 5-2 illustrates the auxiliary fresh water cooling system.

Figure 5-2: Auxiliary freshwater system diagram

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The auxiliary system contains the heat exchangers for the HVAC, provision plant, HPU
winches and jacking oil coolers, in one system.

Two independent fresh water pumps (102 m3/hr, 2.5 bar), each capable of supplying 100% of
the demand, circulate the fresh water through the system.

The auxiliary freshwater cooling system pumps are arranged with power supplies as shown
below in Table 5-8.
Unit Distribution Part of MSB
Freshwater cooling pump 1 PDB 1 Panel 1 PS
Freshwater cooling pump 2 PDB 2 Panel 2 SB

Table 5-8: Power supply arrangement freshwater pumps

The two tube and shell coolers in the auxiliary system have a capacity of 50% of the demand,
with a fouling margin of 20%

Location
The auxiliary freshwater cooling system pumps and coolers are located in the pump room,
with supply and discharge lines to supply the individual consumers as required.

Configuration for DP
For the purpose of this analysis, the auxiliary freshwater cooling system is assumed to be
operating in the configuration shown in Figure 5-2 with freshwater cooling pump 1 running,
freshwater pump 2 on standby, tube and shell cooler one and two both operating,
temperature control valve running and valves in the positions shown.

Manually operated valves allow the system to be configured for different modes of operation,
normally configured with standby freshwater pump, with the non-return valves preventing
backflow when the pumps are stopped.

5.5 Main fresh water cooling system

Drawing reference
This analysis is based on drawings 723-760.00-001_B ‘Fresh water cooling diagram’.

Redundancy concept
The following Figure 5-3 and Figure 5-4 illustrates the main fresh water cooling system.

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Figure 5-3: Freshwater cooling diagram thruster engines

Figure 5-4: Freshwater cooling diagram generator set

There are six fresh water cooling systems. Each thruster set and each generator set has its
own separated fresh water cooling system. Thruster sets are cooled by box coolers,
generator sets by tube and shell coolers.

There are four box coolers, designated boxcooler one, two, three and four. There are four
tube and shell coolers in the main freshwater cooling system, designated tube and shell
cooler one HT, one LT, two HT and two LT.

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Each combination of thruster and thruster engine has a separated LT and HT circuit. Although
the systems are separated, they are combined in one cooler unit. The HT and LT tube and
shell coolers are separate units.

The freshwater circulation pumps (HT and LT) are mounted on the engine and engine driven.
Each system has its own pump which is capable of supplying 100% of the demand.

The thruster engine LT cooler services the upper gear box of the thruster, the fuel oil cooler,
the steering system oil cooler, the pitch system oil cooler and the air cooler. The HT cooler
services the jacket cooler and the lubrication oil cooler.

In the LT cooling circuit for the thrusters and thruster engines, an AMOT temperature control
valve is mounted, which keeps the temperature within the system on 38 degrees Celsius.

For the generators, the LT cooling system services the fuel oil cooler and the air cooler. The
HT system services the jacket cooler and the lubrication oil cooler.

Each of the box coolers is capable of supplying 100% of the cooling requirements for one
thruster engine. The HT coolers have a fouling margin of 50%, where the LT coolers have a
margin of 23%.

Each of the main freshwater tube and shell coolers is capable of supplying 100% of the
cooling requirements for one generator set. HT coolers have a fouling margin of 24%, and LT
coolers have a margin of 26%.

Location
Box cooler one and two are located on the forward in the sea chest, respective port and
starboard. Box cooler three and four are located on the aft ship under the thruster rooms,
respective port and starboard. The tube and shell coolers are located in the pump room.

Configuration for DP
For the purposes of this analysis, the freshwater cooling system is assumed to be operating in
the configuration shown in Figure 5-3 and Figure 5-4 with the low temperature and high
temperature freshwater cooling pumps operating on each engine and the main pipe- and box
coolers operating.

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5.6 Control air system

Drawing reference
This analysis is based on drawing 723-714.00-001_C ‘service- control air diagram’.

Redundancy concept
On vessel 723, pressurized air is used as working air and as control air, in one system. In this
FMEA, only the control air is relevant.

The compressed air system comprises of two compressors (38 m3/hr each, 10 bar), one air
dryer (65 m3/hr, 10 bar) and one air receiver (500 liters, 10 bar). One compressor is used as
master, the other one as slave in case extra capacity is needed. This configuration alternates
automatically after a pre-defined amount of time.

The air will be dried by a desiccant compressed air dryer with two tubes. If the first tube is
saturated, it will be automatically dried and the compressed air will be lead to the second
tube. It is possible to lead the compressed air from the compressors, around the air dryer, to
the air receiver.

To make sure that control air will always be available for the thruster clutch and break, buffer
vessels (capacity 20 liters) are added near the thrusters. By doing this, the clutch can be
operated four times if the control air system does not function for some reason.

The working and control air system is arranged with a number of users as shown below in
Table 5-9.
Unit Flow
Bilge/ ballast/ em. fifi pump 1 Only control air
Bilge/ ballast/ em. fifi pump 2 Only control air
Bilge oily water separator Only control air
Fire fighting pump Only control air
Fresh water hydrophore unit Only control air
Sewage unit Only control air
Thruster 1 (PS fore) Only control air
Thruster 2 (SB fore) Only control air
Thruster 3 (PS aft) Only control air
Thruster 4 (SB aft) Only control air

Table 5-9: List of users of the working- and control air system

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5.7 Ventilation system

Drawing reference
This analysis is based on drawing 361.01-055_D ‘HVAC Manual’.

Redundancy concept
The ventilation system is laid out to cool the engines and to provide them with the necessary
combustion air. The thrusters have a combustion air demand of 9.108 m3/hr each, whereas
the generators have a demand of 4.300 m3/hr each.

The thruster room aft is supplied via three thruster room ventilation supply fans, all located at
the starboard side of the thruster room. The thruster room ventilation fans are of two differing
specifications. All of the thruster room ventilation supply fans are of an axial flow type. Two of
the fans have a capacity of 37.000 m3/hr each and are hydraulically driven by its designated
thruster engine. One of the fans has a capacity of 49.000 m3/hr and is electrically driven.

The thruster room exhausted air is discharged by natural flow upwards via the louvers located
on portside.

A diagram of the aft engine room is given in Figure 5-5.

Figure 5-5: diagram of the aft engine room

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The thruster room fwd is supplied via three thruster room ventilation supply fans, of two
differing specifications. The main fans are hydraulically driven and supply 37.000 m3/hr of air.
The other fan is electrically driven and supplies for 3.000 m3/hr of air.

The thruster room exhausted air is discharged by natural flow upwards via the louvers located
on starboard and on portside.

A diagram of the fwd engine room is given in Figure 5-6.

Figure 5-6: diagram of the fwd thruster room

Configuration for DP
For the purposes of this analysis, the ventilation system is assumed to be operating in the
configuration shown in Figure 5-5 and Figure 5-6 with all electrical and all hydraulic fans
running.

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6 Power generation

6.1 Main generator sets

Drawing reference:
This analysis is based on drawings 723-650.01-051_0: ‘P&ID Aux. genset’, 723-641.00-
055_0: ‘Technical specification Caterpillar’ and 723-650.01-057_C: ‘Elec. Drawings eng. C32
gen.’.

Location
The main diesel driven generator sets are located within the thruster room on the aft.

Description and redundancy concept


There are two main generator sets in total, designated Main Generator PS and Main
Generator SB. The main generator sets PS and SB are located in the thruster room on the
aft. Numbering of the generators is done from port to starboard.

The generator sets have the following specifications:


Make: Caterpillar
Type: C32 Acert
Power: 944 ekW @ 1800 RPM
Capacity: 1180 kVA, 440 V, 60 Hz

The generator sets are monitored via the integrated automation system and provides the
following information;
• 24 V DC supply
• speed
• lube oil pressure
• lub oil temperature
• jacket water temperature
• jacket water level in expansion tank
• jacket water pump differential pressure
• fuel oil pressure
• cooling water temperature
• overspeed
• running indication

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6.2 Main generator engine systems

Generator set HT and LT cooling system


The generator set freshwater cooling system is composed of a separate high temperature and
low temperature cooling system. The high temperature freshwater cooling system services
the generator set jacket cooler and the lubrication oil cooler. The low temperature freshwater
cooling system services the generator set low temperature air cooler and the fuel oil cooler.

Each of the generator set heat exchangers is capable of supplying 100% of the cooling
requirements demanded by their specific system, specifically a single generator set.

The temperature of the high temperature freshwater cooling system is maintained at a value
of 74 degrees Celsius and controlled via an internal thermostatic valve. The temperature of
the low temperature freshwater cooling system is maintained at a value of 45 degrees Celsius
and controlled internally from the generator set.

Each freshwater cooling system is serviced by independent engine driven freshwater supply
pumps, designated the high temperature freshwater supply pump and the low temperature
freshwater supply pump. Each of the freshwater supply pumps is capable of supplying 100%
of the flow requirements for their specific circuit of each generator set.

Engine fuel oil system


The fuel oil, which is used to supply the generator sets, is required to meet the international
standard ISO 8217:1986(E) class F specifications of marine fuels DMA.

The generator sets draw their fuel from day tank 1 and day tank 2, the respective day tanks of
thruster three and four (aft). Table 4-1 shows the configuration of day tanks and engines. One
engine is only capable of drawing fuel out of its designated day tank.

Each generator set has one engine driven fuel oil supply pump, which is mounted on the
engine. This pump is capable of delivering 100% of the demand.

Each of the diesel engine generator sets has a fuel oil coarse filter situated near the day tank
in the fuel oil supply line. Thereafter, on the suction side of the fuel oil pump, a duplex water
separator is mounted. On the pressure side, a duplex fine filter is mounted. After that, the fuel
enters the fuel supply manifold. The duplex fuel oil cooler is mounted in the discharge line,
before the fuel re-enters the day tank.

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In the engine fuel supply system, a self acting back-pressure regulator is fitted to assure the
pressure stays within a safe range which is determined by the engine maker.

Engine lubrication system


Each of the engines lubrication oil systems services the piston cooling jets, the main bearings,
the camshaft and the turbocharger. The lubrication oil system is serviced by an engine driven
pump that is capable of supplying 100% of the flow requirements.

The generator engine lubrication oil is taken from the engine sump via a coarse filter, located
on the engine. If the pressure of the lubrication system is low, an alarm will be given. If it is
too low, the engine alarm system encounters and will shut down the engine. For the case that
the pressure gets too high, pressure relieve valves are installed before the duplex filter.

For starting up, an electric motor driven pre-lubrication pump is installed on each generator
engine. This pump cannot be used as a standby pump. The engine pre-lubrication oil pumps
are arranged with power supplies as shown below in Table 6-1.
Unit Distribution Part of MSB
Pre lub. Oil pump gen. 1 MSB Panel 1 PS
Pre lub. Oil pump gen. 2 MSB Panel 7 SB

Table 6-1: Power supply arrangement pre-lubrication pumps

Figure 6-1: Simplified diagram generator engine lubrication

Engine starting system


The engines are started using a dual electric starting motor (24V).

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The power source for the starting motor is a starting battery of 380 Ah. Each generator set
has its own set of starting batteries which is fed by a charger, connected to the main
switchboard. When the engine is running, the batteries are charged by means of a built-on
dynamo. The diesel control unit has a backup supply fed by a converter which is connected to
the MSB for the PS generator engine and to the ESB for the SB generator engine.

Engine charge air and exhaust system


The engine charge air and exhaust gas system is composed of an air filter, a turbocharger,
the charge air heat exchanger.

The exhaust gas from each of the engine cylinders is routed to the turbocharger to be used to
drive the turbocharger compressor. The charge air is admitted to each of the engine cylinders.

6.3 Alarm systems and safety shutdowns

Drawing reference
This analysis is based on drawing 723-650.01-057_C: ‘Elec. Drawings eng. C32 gen.’

Description of engine control system


The generator sets are arranged with status alarm conditions as shown below in Table 6-2.
Alarm condition name Initiation condition
Fuel water separator High
Expansion tank water level HTC Low
Expansion tank water level LTC Low
Oil pressure Low
HTC outlet temperature High
Oil temperature High
General engine -
Fuel pressure Low

Table 6-2: Engine alarm conditions

Engine safety shutdowns


The generator sets are arranged with safety shutdown conditions as shown below in Table
6-3.
Alarm condition name Initiation condition
Oil pressure Low
HTC outlet temperature High
Overspeed -

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Table 6-3: Engine safety shutdown conditions

6.4 Emergency/ Harbor Generator

Drawing reference:
This analysis is based on drawing 723-650.03-051_0: ‘P&ID emergency genset’ and 723-
641.00-055_0: ‘Technical specification Caterpillar’.

Description and redundancy concept


There is one emergency/ harbor generator, which could function as an emergency generator
or could be connected to the main switchboard for use as a harbor generator.

The emergency generator set has the following specification:


Make: Caterpillar
Type: C9DI-TA
Power: 238 ekW @ 1800 RPM
Capacity: 297.5 kVA, 440V, 60Hz

This generator is normally stopped and maintained in a standby start status. It should start
automatically within 30 seconds of the switchboard blacking-out, and when the alternator
voltage is correct the interconnecting breaker should close automatically to energize the
emergency switchboard.

Location
The ships emergency generator is located in a dedicated room on main deck, port side on the
aft, close to the jackhouse. The generator is self contained with all services available and
isolated from the other vessel systems.

Engine and systems


The emergency/ harbour generator is radiator cooled by a motor-driven fan which is capable
of supplying 100% of the requirements for cooling and combustion air.

The emergency generator has its own fuel oil system, independent from the other fuel oil
systems. See Figure 6-2.

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Figure 6-2: Fuel oil diagram emergency generator room

The dedicated fuel oil service tank is located within the emergency generator room.

The emergency generator set has one fuel oil supply pump, which is mounted on the engine.
This pump is capable of delivering 100% of the demand.

A fuel oil hand pump can be used for deaeration at startup.

The fuel oil transfer system components are all driven by the engine it serves.

The emergency generator set has a fuel oil coarse filter situated near the day tank in the fuel
oil supply line. Thereafter, on the suction side of the fuel oil pump, a duplex water separator is
mounted. On the pressure side, a duplex fine filter is mounted. After that, the fuel enters the
fuel supply manifold.

The fuel oil cooler (radiator cooled) is mounted in the discharge line, before the fuel re-enters
the day tank. The engines lubrication oil system services the piston cooling jets, the main
bearings, the camshaft and the turbocharger. The engine lubrication oil is taken from the
engine sump via a coarse filter, located on the engine. The lubrication oil system is serviced
by an engine driven pump that is capable of supplying 100% of the flow requirements.

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Figure 6-3: Simplified diagram emergency generator engine lubrication

The emergency generator is started using a dual electric starting motor (24V). The power
source for the starting motor is a starting battery of 380 Ah. The emergency generator has its
own set of starting batteries, which are fed by a charger, connected to the emergency
switchboard. When the engine is running, the batteries are charged by means of a built on
dynamo. The diesel control unit is fed by the starting batteries and by the ships 24V system
as a back-up.

The engine charge air and exhaust gas system is composed of an air filter, a turbocharger,
the charge air heat exchanger.

The exhaust gas from each of the engine cylinders is routed to the turbocharger to be used to
drive the turbocharger compressor. The charge air is admitted to each of the engine cylinders.

Configuration for DP
For the purpose of this analysis, the emergency generator is assumed to be on standby.

Regular planned maintenance and testing of this machine is essential to ensure that its
reliability is assured.

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7 Power management

Drawing reference
This analysis is based on drawing 723-512-00-058_0: ‘Functional design spec. MSB’ and
723-512-00-059_0: ‘Functional design spec. ESB’.

Description and redundancy concept


The main switchboard is designed to operate with the bus-tie breaker ‘normally’ closed. The
bus bars PS and SB are connected and one or both generators, shore supply or ESB in
harbor mode feeds the bus bars PS and SB.

When the selector switch on the ESB is in ‘remote’ position and the emergency generator is
at standstill but ready to start, the emergency generator has a standby status. If a blackout
occurs when the emergency generator has a standby status, the engine will be started
automatically and the breaker will be closed as soon as voltage and frequency are within
operating limits.

Before the shore connection can be used, the hard wired electrical system will check if the PS
& SB generator breakers are turned off, and if the emergency generator is not in ‘Harbour
mode’.

The generator circuit breaker can either be closed manually or automatically. In each case,
the synchroscope should allow closing, thus the RPM of both generators should be equal.
Each generator set has its own synchronizer.

A breaker will open automatically when no voltage is available. This means that a breaker can
only be closed when there is a voltage available. If the current is too high, the breaker opens
and the trip contact is closed to indicate the over current. The over current trip contact has to
be reset by the operator.

If there is not sufficient power available for the main switchboard, non-essential consumers
will first be switched off. After non-essential trip, the operator must reset each consumer
manually inside the main switchboard, when there is enough power available. Consumers will
switch off in five steps and are to be reset inside the main switchboard. The following steps
are provided:

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1. Galley
2. HVAC compressors
3. HVAC users 230V
4. HVAC users 440V
5. HVAC units

In order to make sure there will be sufficient power to start a consumer, a number of
consumers will be blocked if not all power is available.

For essential components according to class, UPS’s are installed which automatically powers
components if the switchboard to which it is connected fails for a time period of minimal 30
minutes. Table 7-1 shows an overview of essential UPS’s and their users.

UPS1 (DP) 3 kVA / 230V UPS2 (DP) 3 kVA / 230V


DPC-2 DPC-2
K-Pos OS 1 K-Pos OS
Alarm printer 1 Wind sensor/ display 2
Fanbeam PSU Gyro 2
Fanbeam monitor Gyro 3
Wind sensor/ display 1 DGPS 2
Wind sensor/ display 3
Gyro 1
DGPS 1

Table 7-1: List of DP related users and their UPS’s

Configuration for DP
For the purpose of this analysis, two generators are running and the bus-tie breaker is closed.
This means no consumers are blocked and all breakers are closed. Emergency switchboard
will be in standby mode. All UPS’s are online.

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8 Power distribution
In this chapter, a brief overview of the power supply of all DP related equipment is given. For
a full overview of the power distribution and all its users, the reader is directed to the one line
diagram of the concerned system.

8.1 440V AC system

Drawing reference
This analysis is based on drawing 512-00-052_C ‘One line diagram main supply’.

Description and redundancy concept


There is one 440V/60Hz main switchboard, divided into two sections by a circuit breaker. The
switchboard feeds the emergency switchboard and various distribution boards.

Supplies for DP related equipment are split in line with the redundancy concept. A list of DP
related users is given in Table 8-1. These users are not critical for DP.

User Part of MSB


Working air compressor 1 PS
SW cooling pump 1 PS
Lub oil pump thruster 1 (PS fore) PS
Lub oil pump thruster 3 (SB fore) PS
Lub oil pump thruster 2 (PS aft) SB
Lub oil pump thruster 4 (SB aft) SB
SW cooling pump 2 SB

Table 8-1: List of DP related users of the 440V system

Location
The 440V/ 60Hz main switchboard (MSB) will be located in the electrical workshop.

8.2 Emergency power

Drawing reference
This analysis is based on drawing 512.00-053_B ‘One line diagram Emergency supply’.

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Description and redundancy concept


The emergency switchboard has two sources of supply. The normal supply is from the 440V/
60Hz main switchboard. The second source of power comes from the emergency generator.
The consumers of the emergency switchboard which relate to the DP system are listed in
Table 8-2 below.

User Distribution
Working air compressor 2 ESB Panel 3 (440v)
Working air dryer MELDB (230v)
UPS 2 DP system MELDB (230v)
Battery charger emergency generator MELDB (230V)
Back-up generator control (PS) MELDB( 230v)

Table 8-2: List of DP related Emergency switchboard users

In case the emergency generator is switched to harbor mode, it delivers power to the main
switchboard, as well as to its own consumers. The main consumers on the main switchboard
will be interlocked.

Location
The emergency switchboard is located in the emergency generator room on the aft, main
deck.

Configuration for DP
During DP, the Emergency switchboard will be supplied by the Main Switchboard (panel 8)

8.3 230V AC system

Drawing reference
This analysis is based on drawing 512-00-052_C ‘One line diagram main supply’.

Description and redundancy concept


There is one 230V/60Hz main switchboard and there are various 230V/ 60Hz distribution
boards.

Supplies for DP critical equipment are split in line with the redundancy concept so that failure
of any switchboard section will only affect equipment related to that switchboard section.

User Distribution Part of MSB


Back-up thruster engine control 1 (PS fore) APDB4 Panel 3 PS

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Back-up thruster engine control 2 (SB fore) APDB4 Panel 3 PS


Back-up thruster engine control 3 (PS aft) MLDB PS
Back-up thruster engine control 4 (SB aft) MLDB PS
Back-up generator control (PS) MLDB PS
Lipstronic supply thruster 1(PS fore) APDB 4 Panel 3 PS
Lipstronic supply thruster 2(SB fore) APDB 4 Panel 3 PS
Lipstronic supply thruster 3 (PS aft) MLDB PS
Lipstronic supply thruster 4 (SB aft) MLDB PS
Battery charger thruster engine 1(PS fore) APDB 4 Panel 3 PS
Battery charger thruster engine 2(SB fore) APDB 4 Panel 3 PS
Battery charger thruster engine 3 (PS aft) MLDB PS
Battery charger thruster engine 4 (SB afti) MLDB PS
Battery charger generator 1 (PS aft) MLDB PS
Battery charger generator 2 (SB afti) MLDB PS
UPS 1 DP system MLDB PS

Table 8-3: List of DP related 230V system users

Location
The 230V/ 60Hz main switchboard (MLDB) will be located in the electrical workshop. The
APDB 4 will be located in the technical space.

8.4 24V DC system

Drawing reference
This analysis is based on drawing 515.00-050_B ‘One line diagram Service Batteries’.

Description of the service batteries


The service batteries are fed by the 230V emergency switchboard. The users of the service
batteries are listed below in Table 8-4.
User
Back-up supply emergency generator
DP alert system

Table 8-4: List of DP related service battery users

Description of the starting batteries


Each thruster engine and generator set has its own set of starting batteries (seven sets in
total) which is fed by a charger, connected to the 230V main switchboard. The starting battery

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for the emergency generator is fed by the 230V ESB. All the starting batteries are also fed by
a dynamo, driven by the engine it starts.

The users of the starting batteries are listed in Table 8-5 below:

User Battery
Engine control system All engine batteries
Engine starting All engine batteries
Back-up supply thruster control All thruster engine batteries

Table 8-5: List of DP related engine starting battery users

Location
The service batteries are located next to the wheelhouse on deck. Each starting battery is
located near the engine it serves.

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9 Description of DP Control system

Drawing reference
This analysis is based on drawing 533.00-050_0 ‘Dynamic position control system’ and the
Kongsberg ‘Failure mode and Effect analysis’

Description and redundancy concept


The vessel is fitted with a redundant dynamic position control and monitoring system of make
Kongsberg. It consists of a dual redundant controller unit (K-Pos DPC-2), two operator
stations (K-Pos OS) and two battery backed up power supply systems (UPS) each supplying
a DP computer system. A block diagram of the DP system is shown in Figure 9-1.

The DP system is to be capable of maintaining station in the following environmental


conditions:
• Wind Velocity 11 m/sec
• Wave Height 1,5 m sig. ±30° off the bow or stern.
• Current 2 knots ±10° off the bow or stern.
• Legs 35 m below bottom keel

Mode switch
The system allows the following unit control functions;
• Manual joystick mode
• Mixed manual/auto mode
• Auto Heading Mode
• Auto Position Mode
• Auto Track (slow speed) Mode
• Autopilot (normal speed) Mode

To switch between the different operational modes, a mode switch is installed. This is one
switch for the entire system, which is considered to be highly reliable. Failure of one contact
cannot result in failure of the entire system.

DP-power supply
The DP system is fitted with a dual UPS system. Those units will not only supply the DP
systems, but also all sensors needed for operation the DP system. The configuration of the
power supply to the DP components is listed in Table 7-1. As to be seen, essential
components are divided over both UPS’s.

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DP operator station
The K-pos consist of two operator stations; one is installed in the navigation console, and one
is installed in the platform operation console. Both operator stations consisting of Windows
XP marine computer with dual LAN interface, a 3-axis joystick, heading wheel, trackball,
buttons, status lamps (for thruster and sensor selection) and a 23” TFT monitor.

The operator stations are designed in such a way that the standby unit receives the same DP
data as the main operator station, so that it can take over without loss of position in case the
main operator station fails. The main- and standby operator station are equal and can both be
used as either main or standby operator station.

DP computers and network


The vessel is fitted with a dual redundant DPC-2 computer for control of the DP system. A
DPC-1 system is available for the C-joy system.

Both operator stations are connected to both DPC-2 units and the DPC-1 unit.

The DPC-2 is designed in such a way that the standby part of the unit receives the same DP
data as the main part, so that it can take over without loss of position in case one part of the
DPC-2 station fails. The main- and standby part of the DPC-2 are equal.

DP-sensors
The DP sensor system consists of three gyrocompasses, two MRU’s, three wind sensors and
four jack-up leg interfaces.

There are three Gyrocompasses installed; Two Sperry Marine Navigat X MK1, and one
Octans fibre optic gyro. All gyrocompasses are located in the AC-room.

Normally, all the available gyrocompasses will be running and enabled for use. The system
then receives and compares the signals from all the gyrocompasses, but uses only one of
them to calculate the vessel’s heading. The operator can specify which gyrocompass is
preferred for use by the system. When two gyrocompasses are enabled, the system will use
the preferred gyrocompass. If the difference between the value read from a gyrocompass and
the model value exceeds a predefined limit, an alarm is displayed. If this error is for the
gyrocompass that is in use, the system will change automatically to the other gyrocompass.
When three gyrocompasses are enabled, the system will normally use the preferred
gyrocompass. If the difference between the measurement from one of the gyrocompasses
and the median value exceeds a predefined limit, the measurements from this gyrocompass

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are rejected and an alarm will be given. If necessary, the system will change to another
gyrocompass.

There are two MRU’s installed, designated MRU 1 and MRU 2. MRU 1 is supplied by
Kongsberg Maritime. MRU 2 is integrated in the Octans gyrocompass and supplied by SAM
electronics. The MRU system uses solid state devices to measure the roll and pitch. The
MRU 2 can also measure heave. Both MRU’s are located in the AC room.

Normally, all the available MRU’s will be enabled for use. The system then receives and
compares the signals from all the MRU’s, but uses only one of them. The operator can specify
which MRU is preferred for use by the system. If no errors are detected in the MRU
measurements, the system will always use the operator-preferred sensor.

There are three wind sensors of two different types. Wind sensor 1 and 2 are of make Gill
ultrasonic and wind sensor 3 is of make Observator OMC 160. All wind sensors on the vessel
are supplied with heating and will be mounted in the vessels mast.

Normally, input from all the available wind sensors will be enabled. The system then receives
and compares the signals from all the sensors, but uses only one of them to calculate the
wind force acting on the vessel. The operator can specify which wind sensor is preferred for
use by the system. If no errors are detected in the wind sensor measurements, the system
will always use the operator-preferred sensor. If measurements from a wind sensor are not
accepted by the system, a message is given with information about the failure. The message
may define the faulty sensor directly, or it may indicate only that there is a difference between
the measurements from the available sensors.

There are four jack-up leg interfaces of make, delivered by MSC. These interfaces measure
the position of the legs so the DP-system can adapt the aero-/ hydrodynamic model. There
are four cables for four analogue signals.

Furthermore, one speedlog of make Skipper will be installed. This interface is meant to
measure the current when the vessel is jacking down.

DP Position reference systems


The position reference system consists of two DGPS’s and one Fanbeam.

There are two Differential Global Positioning Systems (DGPS); one of make Septentrio and
one of make Saab. The antennas are both mounted on top of the wheelhouse.

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The fanbeam is of make Kongsberg and type MK4 is a laser based position reference system,
which can input the vessels relative position from a fixed structure, into the DP system, to be
used in conjunction with other position reference systems. The system uses the principle of
laser range findings by measuring the time taken for a pulse of laser light to travel from the
laser source to a target and back to the detector. This information is then put into the DP
system.

The fanbeam is located on such a position that it allows a clear line of sight in all directions
where the targets are to be installed. The location of the fanbeam will vary depending on the
location of the target. There will be two possible locations.

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Figure 9-1: Kongsberg DP Lay-out drawing

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10 Appendices

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Appendix A: FMEA propulsion system

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Worksheet 4.2.1

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-760.00-001)
Component HT fresh cooling water supply pump

Function Transfer of fresh cooling water to thruster engine

Failure mode No pump pressure

Failure cause Mechanical failure

Failure detection Engine gives alarm (CP1)

Failure effect Temperature will rise


If the temperature reaches a predefined value, the engine automatically
shuts down
DP: Loss of power from one thruster
Compensating
provisions

Remarks

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Worksheet 4.2.2

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-760.00-001)
Component LT fresh cooling water supply pump

Function Transfer of fresh cooling water to thruster engine

Failure mode No pump pressure

Failure cause Mechanical failure

Failure detection No LT cooling water flow.


Engine gives alarm (CP1)

Failure effect Temperature will rise


If too long, engine stops
DP: Loss of power from one thruster

Compensating
provisions

Remarks

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Worksheet 4.2.3

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-760.00-001)
Component The HT temperature control valve

Function Temperature control of thruster HT cooling system

Failure mode Stops operating

Failure cause Thermostatic control defect

Failure detection Engine gives alarm on high temperature

Failure effect Increase or decrease of temperature in thruster HT cooling system


In case of too high temperature, thruster engine will automatically shut
down.
DP: Loss of power from one thruster
Compensating
provisions

Remarks

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Worksheet 4.2.4

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-724.00-001)
Component The fuel oil supply pump

Function Supplies propulsion engine with fuel

Failure mode No pump pressure

Failure cause Mechanical failure

Failure detection Engine gives a low fuel pressure alarm (EIP)

Failure effect
Engine stops running
DP: Loss of power from one thruster

Compensating
provisions

Remarks

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Worksheet 4.2.5

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-724.00-001)
Component Duplex filter/ water separator

Function Cleaning of the Fuel oil

Failure mode Reduced fuel oil flow

Failure cause High water level

Failure detection Engine gives an alarm, (CP1)

Failure effect Water in fuel possible

DP: No effect

Compensating Switch over the filter (The saturaterd filter can be isolated and cleaned
provisions while the engine gives full power.

Remarks operators interference needed for switching

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Worksheet 4.2.6

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-724.00-001)
Component The fuel oil coarse filter

Function Filtering of fuel oil

Failure mode Reduced fuel oil flow

Failure cause Dirt in filtter

Failure detection An engine fuel oil low pressure alarm is given

Failure effect Fuel oil flow will decrease


Reduction of power
DP: Reduction of power of one thruster engine

Compensating
provisions

Remarks

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Worksheet 4.2.7

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-724.00-001)
Component The fuel oil fine filter

Function Filtering of fuel oil

Failure mode Reduced fuel oil flow

Failure cause Dirt in filter

Failure detection A pressure alarm will be given (CP1)

Failure effect Fuel oil flow can be guided to the other filter element (operator)
No effect on engine
DP: No effect, if action is taken

Compensating The dirty filter can be isolated and cleaned while the engine gives full
provisions power.

Remarks

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Worksheet 4.2.8

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-724.00-001)
Component Fuel oil injection valve (MEUI)

Function Injects fuel

Failure mode Blocks

Failure cause Dirt in fuel

Failure detection Temperature of exhaust gas of the concerned cylinder will be very low.
Service mechanics can read it on the ECM.

Failure effect Less fuel is injected in cylinder


Reduction of power from one engine
DP: No effect

Compensating
provisions

Remarks If injector is blocked, there is a high probability this will be the case in all
the cylinders. In this case the engine will shut down and the power of one
thruster will be lost.

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Worksheet 4.2.9

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-724.00-001)
Component Fuel oil day tank

Function Contain fuel

Failure mode Low level

Failure cause Leakage

Failure detection Low level alarm

Failure effect FO day tank empties


Without intervention, engine stops
DP: Loss of power of one thruster engine

Compensating
provisions

Remarks

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Worksheet 4.2.10

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-724.00-001)
Component FO Cooler

Function Cooling of the fuel oil

Failure mode Fuel oil temperature rises

Failure cause Mechanical failure

Failure detection LT cooling water temperature will rise, an alarm will be given

Failure effect The cooler is located after the engine, thus the temperature rise will be
insignificant.

DP: No effect
Compensating
provisions

Remarks

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Worksheet 4.2.11

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057 (723-724.00-001)
Component Flexible fuel oil hose

Function Guides the fuel from the pipes to the engine, eliminates vibrations

Failure mode Connection ruptures

Failure cause Mechanical failure

Failure detection Engine stops

Failure effect Fuel oil is not transported to the engine


Engine stops
DP: Loss power from one thruster

Compensating
provisions

Remarks

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Worksheet 4.2.12

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Thruster engine sump

Function Contains engine lubrication oil

Failure mode Decreasing oil level

Failure cause Leakage

Failure detection Low level alarm

Failure effect No lubrication oil available


Engine will automatically shutdown
DP: Loss of power from one thruster

Compensating
provisions

Remarks

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Worksheet 4.2.13

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Lubrication oil course filter

Function Coarse filtering of lubrication oil

Failure mode Reduced oil flow

Failure cause Dirt in filter

Failure detection Alarm will be given if lubrication oil pressure is too low

Failure effect Less lubrication oil will be transferred within the engine
If the lube oil pressure is below a predefined limit, the engine will shut
down
DP: Loss of power from one thruster
Compensating The filter should be cleaned if the engine is not in service.
provisions

Remarks The probability that the course filter will block is small because the oil will
be filtered during transfer to the sump.

Page 68 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.2.14

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Lubrication oil filter

Function Fine filtering of lubrication oil

Failure mode Reduced oil flow

Failure cause Dirt in filter

Failure detection An ‘filter full’ alarm will be given (EIP)

Failure effect Lubrication oil flow will be guided to the other filter element
No effect on engine
DP: No effect, if action is taken

Compensating The dirty filter can be isolated and cleaned while the engine gives full
provisions power.

Remarks

Page 69 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.2.15

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Lubrication oil cooler

Function Cooling of lubrication oil

Failure mode Cooler does not function properly

Failure cause Mechanical failure

Failure detection Temperature rise in lubrication oil/ fall in LT cooling circuit

Failure effect Lubrication oil temperature rises


If the temperature is above a predefined value, the engine will
automatically shutdown.
DP: Loss power from one thruster
Compensating
provisions

Remarks

Page 70 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.2.16

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Lub oil Pressure switch

Function Checking lubrication oil pressure

Failure mode Wire break

Failure cause Mechanical/ electrical failure

Failure detection A wire break alarm will be given

Failure effect -
-
DP: No effect

Compensating
provisions

Remarks

Page 71 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.2.17

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Pre-lubrication oil pump

Function Transfer of lubrication oil to thruster engine before starting

Failure mode No pump pressure

Failure cause Mechanical/ electrical failure

Failure detection

Failure effect Engine cannot be pre-lubricated


Engine can still be started

Compensating
provisions

Remarks Pump will be used during starting only

Page 72 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.2.18

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Lubrication oil pump

Function Transfer of lubrication oil to thruster engine during service

Failure mode No pump pressure

Failure cause Mechanical failure

Failure detection Engine gives alarm (CP1)

Failure effect Low lubrication oil pressure


Engine will automatically shut down
DP: Loss of power of one thruster engine

Compensating
provisions

Remarks

Page 73 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.2.19

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Charge air filter

Function Filtering charge air

Failure mode Reduced air flow

Failure cause Dirt in filter

Failure detection An alarm is given (EIP)

Failure effect Increasing backpressure


Reduced power
DP: Reduced power of one thruster engine

Compensating
provisions

Remarks

Page 74 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.2.20

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster engine system
DRAWING : 723-641.00-057
Component Turbo

Function Connecting the compressor to the turbine

Failure mode Reduced inlet air pressure

Failure cause Mechanical failure

Failure detection Reduced air flow

Failure effect Reduced inlet air pressure


Reduced power
DP: Reduced power from one thruster engine

Compensating
provisions

Remarks The probability is very low.

Page 75 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.21

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component Electric lubrication oil pump (LGB) (422.2)

Function Lubrication of propeller gearbox

Failure mode No pump pressure

Failure cause Electrical/ mechanical failure

Failure detection Low pressure lub oil LGB alarm: PSAL 461.02

Failure effect No lubrication oil can be pumped to the LGB


No effect on thruster
DP: No effect

Compensating LGB can run for 100 hours without electric lubrication oil pump
provisions

Remarks

Page 76 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.22

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component LGB/ UGB lubrication system

Function Lubrication of propeller- and upper gearbox

Failure mode Low level lub oil header tank

Failure cause Leakage

Failure detection Low level lube oil alarm: LSAL 450.01

Failure effect DP: No effect

Compensating
provisions

Remarks

Page 77 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.23

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component LGB lubrication oil filter set

Function Filtering of lubrication oil for the LGB

Failure mode Performance degradation

Failure cause Fouling

Failure detection Clogged filter alarm: PSAH 463.01

Failure effect Gradual decrease of lube oil cleanliness

DP: No effect

Compensating
provisions

Remarks Operator should notice and intervene

Page 78 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.24

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component UGB oil cooler fails

Function Cooling of the UGB

Failure mode Cooler does not function properly

Failure cause Fouling

Failure detection High temperature UGB alarm: TSAH 475.02

Failure effect Temperature will rise


Excessive wear

Compensating
provisions

Remarks

Page 79 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.25

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component UGB lubrication oil filter set

Function Filtering of lubrication oil for the UGB

Failure mode Performance degradation

Failure cause Fouling

Failure detection Clogged lube oil filter alarm: PSAH 464.01

Failure effect Gradual decrease of lube oil cleanliness


Thruster can remain in operation at reduced speed

Compensating
provisions

Remarks Operator should notice and intervene

Page 80 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.26

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component UGB level pump (425)

Function Holds the lube oil level within predefined limits

Failure mode No pump pressure

Failure cause Mechanical failure

Failure detection Low level alert lub oil header tank

Failure effect UGB level will rise


Temperature within UGB will rise, speed cannot be maintained
DP: Partial loss of power from one thruster engine

Compensating Service can be continued at lower RPM.


provisions

Remarks

Page 81 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.27

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component UGB circulation pump (422.01)

Function Circulates lube oil

Failure mode No pump pressure

Failure cause Mechanical failure

Failure detection Low pressure lube oil UGB alarm: PSAL 460.02

Failure effect Circulation flow stops

DP: Loss of power from one thruster engine

Compensating Thruster has to be stopped.


provisions After refilling the UGB (could be done by stopping the level pump), service
can be continued at lower RPM.

Remarks

Page 82 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.28

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-065
Component Lubrication oil tank level sensor (450.01)

Function Measures level of lub oil in tank

Failure mode Wire break

Failure cause Electrical failure

Failure detection Wire break alarm

Failure effect DP: No effect

Compensating
provisions

Remarks

Page 83 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.29

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-063
Component Belt drive PTO

Function Transfers power to UGB level and circulation pumps

Failure mode Breaks

Failure cause Mechanical failure

Failure detection Low pressure lube oil UGB alarm: PSAL 460.02

Failure effect UGB level will rise


Temperature within UGB will rise, speed cannot be maintained
DP: Partial loss of power from one thruster engine

Compensating
provisions

Remarks

Page 84 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.30

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component Hydraulic pump for pitch (123.01)

Function Actuating the pitch angle of the azimuth thruster

Failure mode No oil pressure

Failure cause Mechanical failure

Failure detection Low pressure pitch oil alarm: PSAL 158

Failure effect Pitch oil cannot be pumped


Pitch angle freezes.
DP: Vessel stays in DP, with loss of pitch actuation

Compensating If no pitch actuation is possible, the engine can be stopped from the
provisions wheelhouse.

Remarks

Page 85 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.31

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component Pitch oil system

Function Actuating the pitch of the propellers

Failure mode Low level pitch oil tank

Failure cause Leakage

Failure detection Low level pitch oil alarm: LSAL 150

Failure effect If the tank is empty, the pitch angle cannot be adapted
loss of pitch control
DP: Vessel stays in DP, with loss of pitch actuation

Compensating The tank should be refilled or repaired. There is time to prevent loss of
provisions pitch actuation. If no pitch actuation is possible, the engine can be
stopped from the wheelhouse.

Remarks

Page 86 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.32

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component Pitch oil filter set

Function Filtering of pitch oil

Failure mode Performance degradation

Failure cause Fouling

Failure detection Clogged filter alarm: PSAH 157

Failure effect Gradual decrease of pitch oil cleanliness

DP: No effect

Compensating
provisions

Remarks Operator should notice and intervene

Page 87 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.33

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component Pitch control valve AH (Y101A)

Function Rotate pitch ahead

Failure mode Wire break / actuator broken

Failure cause Electrical / mechanical failure

Failure detection Major alarm

Failure effect Pitch angle cannot be adapted in ahead direction


Pitch angle in ahead direction freezes
DP: Vessel stays in DP but for one thruster it is not possible to increase
force in ahead direction or to decrease force in astern direction.
Compensating Thruster engine can be stopped from the wheelhouse
provisions

Remarks

Page 88 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.34

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-065
Component Pitch control valve AS (Y101B)

Function Rotate pitch astern

Failure mode Wire break / actuator broken

Failure cause Electrical / mechanical failure

Failure detection Major alarm

Failure effect Pitch angle cannot be adapted in astern direction


Pitch angle in astern direction freezes
DP: Vessel stays in DP but for one thruster it is not possible to increase
force in astern direction or to decrease force in ahead direction.
Compensating Thruster engine can be stopped from the wheelhouse
provisions

Remarks

Page 89 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.35

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-063
Component Hydraulic pumps for steering:
Main pump (240.01)
Booster pump

Function Actuating the steering angle of the azimuth thruster

Failure mode No oil pressure

Failure cause Mechanical failure

Failure detection Low steering oil pressure alarm: PSAL 273.12

Failure effect Hydraulic oil cannot be pumped


Thruster is not capable of steering
DP: Vessel stays in DP, with loss of steering angle actuation

Compensating The operator could switch to NFU for this thruster and set the pitch to
provisions zero. The operator could stop the engine from wheelhouse.

Remarks

Page 90 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.36

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-063
Component Steering oil system

Function Actuating the steering angle of the propellers

Failure mode Low level steering oil tank

Failure cause Leakage

Failure detection Low level steering oil alarm: LSAL 271

Failure effect Temperature will rise


If too low, steering angle cannot be adapted
DP: Vessel stays in DP, with loss of steering angle actuation

Compensating The operator could switch to NFU for this thruster and set the pitch to
provisions zero. The operator could stop the engine from wheelhouse.

Remarks

Page 91 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.37

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-063
Component Steering oil filter set (pressure filter (250.2) and return filter)

Function Filtering of steering oil

Failure mode Performance degradation

Failure cause Fouling

Failure detection Clogged filter alarm: PSAH 273.01


Clogged filter alarm: PSAH 273.10

Failure effect Gradual decrease of steering oil cleanliness


If pressure is above a predefined value, a bypass will open
DP: No effect

Compensating
provisions

Remarks Operator should notice and intervene

Page 92 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.38

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING : 723-641.00-063
Component One of the steering motors

Function Actuating the steering angle

Failure mode Breaks

Failure cause Mechanical failure

Failure detection Alarm

Failure effect Hydraulic oil cannot be pumped


Thruster steering angle is uncontrollable
DP: Vessel stays in DP, with loss of power of one thruster.

Compensating The engine is to be stopped from the wheelhouse.


provisions

Remarks

Page 93 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.39

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-063
Component Steering control valve cw (Y201A)

Function Actuating the steering angle of the azimuth thruster in clockwise direction

Failure mode Wire break / actuator broken

Failure cause Mechanical/ Electrical failure

Failure detection Major alarm

Failure effect Steering angle cannot be adapted in clockwise direction


Steering angle in clockwise direction freezes
DP: Vessel stays in DP but for one thruster it is not possible to rotate
clockwise.
Compensating Thruster engine can be stopped from the wheelhouse or switched to NFU
provisions and manually set to zero pitch.

Remarks

Page 94 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.40

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-063
Component Steering control valve ccw (Y201B)

Function Actuating the steering angle of the azimuth thruster in counterclockwise


direction

Failure mode Wire break / actuator broken

Failure cause Mechanical/ Electrical failure

Failure detection Major alarm

Failure effect Steering angle cannot be adapted in counterclockwise direction


Steering angle in counterclockwise direction freezes
DP: Vessel stays in DP but for one thruster it is not possible to rotate
counterclockwise.
Compensating Thruster engine can be stopped from the wheelhouse or switched to NFU
provisions and manually set to zero pitch.

Remarks

Page 95 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.41

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster system
DRAWING :
Component Steering system planetary gearbox

Function Steering of the thruster

Failure mode Blocks

Failure cause Mechanical failure

Failure detection Alarm is given (follow fail steering). Before the gearbox fails (due to wear),
temperature and noise will rise.

Failure effect Steering is not possible

DP: Vessel stays in DP, with loss of steering angle actuation.

Compensating Thruster can be switched to NFU control and manually set to zero pitch.
provisions

Remarks

Page 96 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.42

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING :
Component Clutch

Function Coupling of engine shaft to thruster shaft

Failure mode Slips (3% < x < 9%)

Failure cause Low pressure

Failure detection Low air pressure clutch alarm: PSAL 652.01


Clutch slip warning

Failure effect An alarm is given


DP: No effect

Compensating Operator could clutch out and engine shutdown


provisions

Remarks

Page 97 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.4.43

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING :
Component Clutch

Function Coupling of engine shaft to thruster shaft

Failure mode Slips (>9%)

Failure cause Low pressure

Failure detection Low air pressure clutch alarm: PSAL 652.01


Clutch slip failure

Failure effect Clutch will automatically disengage


DP: loss of power from one thruster

Compensating Clutch out and engine shutdown


provisions

Remarks

Page 98 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.44

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet

Function Control of thruster system

Failure mode Power supply fails

Failure cause Electrical failure

Failure detection Alarm: Main power failure

Failure effect Cabinet automatically switches to redundant power supply (starting


batteries of engine)

Compensating
provisions

Remarks

Page 99 of 179
FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.45

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (alarms from cabinet to AMS)

Function Detection of failures


Failure mode False alarm on one of the following signals:
E-power failure
FU major failure steering
FU major failure pitch
FU minor failure
NFU failure
Clutch slip failure
Clutch slip warning
Main power ok
Backup power ok

Failure cause Wire break


Failure detection False alarm is given

Failure effect False alarm is given


No automatic shutdowns
DP: No effect

Compensating
provisions

Remarks Operator should detect the false alarm

Page 100 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.46

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (alarms from thrusters to AMS)

Function Detection of failures


Failure mode False alarm on one of the following signals:
Low pressure lube oil LGB Clogged lube oil filter UGB
Clogged filter LGB Low air pressure clutch
Lube oil temp LGB High temperature steering oil
Clogged pitch oil pres. Filter Clogged steering oil return filter
High pressure pitch oil Low level steering oil tank
Too high pressure pitch oil Low pressure steering oil
Too high oil temp. in tank Clogged steering oil pressure filter
Low level pitch oil Low level lube oil
Filter external by-pass Phase failure lube pump
Low pressure lube oil UGB Power failure lube pump
High temperature UGB Overload lube pump
Failure cause Wire break
Failure detection Minor alarm

Failure effect False alarm is given


No automatic shutdowns
DP: No effect

Compensating
provisions

Remarks Operator should detect the false alarm

Page 101 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.47

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ‘pitch angle FB control’ signal

Failure cause Wire break

Failure detection Major alarm (GCR2)

Failure effect Lipstronic cabinet has no input on actual pitch angle


The pitch angle freezes
DP: Vessel stays in DP, but adaptation of force of one thruster engine is
impossible
Compensating Thruster can be set in NFU control and manually set to zero position.
provisions

Remarks

Page 102 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.48

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ‘pitch angle indication’ signal


No ‘pitch oil pressure available’ signal

Failure cause Wire break

Failure detection Wire break alarm GCR2/ pitch oil pressure alarm PSL156

Failure effect Lipstronic pitch angle indicator does not function/ pitch oil pressure seems
unavailable
DP: No effect

Compensating
provisions

Remarks When the pitch oil pressure signal suffers a wire break, the ready for DP
signal is lost. The DP system still sends its demand signals and the
Lipstronic system still follows.

Page 103 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.49

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ‘steering angle FB control’ signal

Failure cause Wire break

Failure detection Major alarm (GCR10)

Failure effect Lipstronic cabinet has no input on actual steering angle


The steering angle freezes
DP: Vessel stays in DP, but adaptation of direction of one thruster engine
is impossible
Compensating Thruster could be deselected by operator
provisions

Remarks

Page 104 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.50

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ‘steering angle FB indication’ signal


No ‘steering angle FB’ signal
No ‘pilot pressure available’ signal

Failure cause Wire break

Failure detection Minor alarm GCR12/ GCR16/ PSL 273.11

Failure effect Lipstronic steering angle indicator does not function/ steering oil pressure
seems unavailable
DP: No effect

Compensating
provisions

Remarks

Page 105 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.51

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ‘start lube oil pump’ signal


No ‘stop lube oil pump’ signal

Failure cause Wire break

Failure detection Wire break alarm

Failure effect Lube oil pump cannot be started or stopped. During DP, the lube oil pump
is already started so there is no effect.
DP: No effect

Compensating
provisions

Remarks

Page 106 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.52

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ‘blocking pin engaged’ signal


No ’blocking pin disengaged’ signal
No ’lube oil pump running’ signal

Failure cause Wire break

Failure detection Wire break alarm

Failure effect Status of lube oil pump / blocking pin is not known
DP: No effect

Compensating
provisions

Remarks

Page 107 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.53

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ‘lube oil pressure available UGB’ signal

Failure cause Wire break

Failure detection Alarm

Failure effect lube oil pressure seems low


clutch will be disengaged and engine shutdown
DP: Loss of power from one thruster

Compensating
provisions

Remarks

Page 108 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.54

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode Engage clutch solenoid fails


Disengage clutch solenoid fails

Failure cause Wire break

Failure detection Alarm

Failure effect If vessel is in DP, clutch is already engaged and should not be
disengaged. Both solenoids are not needed.
DP: No effect

Compensating
provisions

Remarks

Page 109 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.55

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ’clutch engaged’ signal


No ’clutch disengaged’ signal
No ’clutch engaging pressure available’ signal

Failure cause Wire break

Failure detection Alarm

Failure effect An error seems to occur, but the clutch will not be disengaged if there is
no actual slip.
DP: No effect

Compensating
provisions

Remarks

Page 110 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.56

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with thruster)

Function Control of thruster system

Failure mode No ‘engine RPM’ signal


No ‘gearbox RPM’ signal

Failure cause Wire break

Failure detection Alarm

Failure effect Both signals are redundant. Clutch will not automatically be disengaged if
a single sensor fails.
DP: No effect

Compensating
provisions

Remarks

Page 111 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.57

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (alarms from engine to cabinet)

Function Detection of failures


Failure mode False alarm on one of the following signals:
Common alarm

Failure cause Wire break


Failure detection False alarm is given

Failure effect False alarm is given


No automatic shutdowns
DP: No effect

Compensating
provisions

Remarks Operator should detect the false alarm

Page 112 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.58

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with engine)

Function Control of thruster system


Failure mode One of the following control signals fails:
Engine ready
Engine remote control

Failure cause Wire break


Failure detection Major alarm

Failure effect Engine ready signals have no effect when engine is already started.
Remote control signal and engine running signal can cause Lipstronic to
think the engine is shut off.
DP: No effect
Compensating
provisions

Remarks

Page 113 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.59

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with engine)

Function Control of thruster system


Failure mode Loss of Engine running signal

Failure cause Wire break


Failure detection Major alarm

Failure effect No effect if in reality the engine is running. This will be checked with the
RPM sensor.
DP: No effect

Compensating
provisions

Remarks

Page 114 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.60

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with engine)

Function Control of thruster system


Failure mode PLC failure

Failure cause Electrical failure


Failure detection Major alarm

Failure effect Depending on the cause of the failure, the pitch and or steering angle
might freeze
DP: Steering angle and/ or pitch angle cannot be adapted

Compensating Clutch out and engine shutdown


provisions

Remarks

Page 115 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.61

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with engine)

Function Control of thruster system


Failure mode No ‘engine common shutdown’ signal
No ‘engine load feedback’ signal
No ‘engine actual engine speed RPM’ signal

Failure cause Wire break


Failure detection Minor alarm

Failure effect DP: No effect

Compensating
provisions

Remarks Common shutdown signal is normally closed, so wirebreak has no effect


on engine.
The engine load feedback signal is only used to hold back on pitch if it
reaches values of higher than 100%

Page 116 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.62

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with engine)

Function Control of thruster system

Failure mode No ‘start engine’ signal


No ‘stop main engine’ signal
No ‘start interlock’ signal
No ‘emergency stop’ signal
No ‘RPM order’ signal

Failure cause Wire break

Failure detection Wire break alarm


Failure effect When in DP, only the RPM order matters. In case of wire break, RPM
demand freezes
DP: No effect

Compensating
provisions

Remarks The engine runs at a constant 1800 RPM. The RPM demand is only used
for starting up the engine.

Page 117 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.63

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with DP)

Function Control of thruster system

Failure mode No ‘pitch demand’ signal

Failure cause Wire break

Failure detection Major alarm pitch

Failure effect There is no input on pitch demand signal


The pitch freezes
DP: Force of one thruster cannot be adapted

Compensating
provisions

Remarks

Page 118 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.64

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with DP)

Function Control of thruster system

Failure mode No ‘steering demand’ signal

Failure cause Wire break

Failure detection Major alarm steering

Failure effect There is no input on steering demand signal


The steering angle freezes
DP: Steering angle of one thruster cannot be adapted

Compensating
provisions

Remarks

Page 119 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.65

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with DP)

Function Control of thruster system

Failure mode No ‘ready for DP’ signal

Failure cause Wire break

Failure detection alarm

Failure effect DP: It is not possible to go into DP modus. If vessel is already in DP, the
thruster will still follow the DP signals.

Compensating
provisions

Remarks If the engine ready signal fails, the signals from the DP system are still
sent to the thrusters, they will still follow.

Page 120 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.66

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with Mode switch)

Function Control of thruster system

Failure mode No ‘request DP’ signal

Failure cause Wire break

Failure detection alarm

Failure effect Thruster will be deselected from DP


Thruster will not follow DP signals
DP: loss of power from one thruster

Compensating
provisions

Remarks

Page 121 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 4.5.67

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Propulsion system
SUBSYSTEM : Thruster control system
DRAWING : 723-641.00-078
Component Lipstronic cabinet (interface with DP)

Function Control of thruster system

Failure mode No ‘steering angle FB DP’ signal


No ‘actual pitch FB DP’ signal
No ‘actual prop rpm’ signal

Failure cause Wire break

Failure detection Alarm: R8/R9/minor

Failure effect DP system does not know steering / pitch angle or prop RPM.
DP system calculates the values and stays in DP.
DP: No (short time) effect

Compensating
provisions

Remarks

Page 122 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Appendix B: FMEA auxiliary system

Page 123 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.1.68

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Fuel oil transfer system
DRAWING : 723-724.00-001
Component Fuel oil day tank

Function Contains fuel oil

Failure mode Fuel oil level decreases

Failure cause Fuel oil leakage

Failure detection Low level alarm will sound but it is to vigilance of operator to notice
leakage

Failure effect Decreasing fuel oil level (Fire hazard)


Engine will stop if level too low
DP: Loss of power from one thruster

Compensating
provisions

Remarks

Page 124 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.1.69

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Fuel oil transfer system
DRAWING : 723-724.00-001
Component Fuel oil day tank quick closing valve

Function Closing the fuel oil day tank in case of emergency

Failure mode Operates unexpectedly

Failure cause Mechanical failure

Failure detection No fuel oil flow


Alarm

Failure effect No fuel oil flow


engine will shut down
DP: Loss of power from one thruster

Compensating
provisions

Remarks Failure of quick closing valves is improbable, there is no possibility for


common failure.

Page 125 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.1.70

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Fuel oil transfer system
DRAWING : 723-721.00-001
Component Coarse filter (perforation 0.25mm)

Function Filtering fuel oil

Failure mode Reduced oil flow

Failure cause Dirt in filter

Failure detection

Failure effect No transfer possible


-
DP: No effect

Compensating
provisions

Remarks

Page 126 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.1.71

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Fuel oil transfer system
DRAWING : 723-721.00-001
Component Fuel oil fine filter (perforation 0.04mm)

Function Filtering fuel oil

Failure mode Reduced oil flow

Failure cause Dirt in filter

Failure detection

Failure effect No transfer possible


-
DP: No effect

Compensating
provisions

Remarks

Page 127 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.1.72

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Fuel oil transfer system
DRAWING : 723-721.00-001
Component Non-return valve allows backflow

Function Allows only flow in one direction

Failure mode Allows backflow

Failure cause Mechanical failure

Failure detection A negative pressure difference over inactive fuel oil pump

Failure effect Fuel transfer slows down


-
DP: No effect

Compensating
provisions

Remarks

Page 128 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.1.73

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Fuel oil transfer system
DRAWING : 723-721.00-001
Component Fuel oil transfer Manifold

Function

Failure mode Valve broken

Failure cause Mechanical failure

Failure detection

Failure effect Fuel cannot be transported to dedicated tank


-
DP: No effect

Compensating
provisions

Remarks

Page 129 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.2.74

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Lubrication oil transfer system
DRAWING : 723-731.00-001
Component Lubrication oil transfer pump

Function Transfer of lubrication oil to carter

Failure mode No pump pressure

Failure cause Mechanical / electrical

Failure detection No oil flow

Failure effect Engine or thruster lubrication oil cannot be transported


Engine and thruster cannot be filled with lubrication oil
DP: No effect

Compensating -
provisions

Remarks

Page 130 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.2.75

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Lubrication oil transfer system
DRAWING : 723-731.00-001
Component Engine lubrication oil quick closing valve

Function Closing the engine lubrication oil service tank in case of emergency

Failure mode Operates unexpectedly

Failure cause Mechanical failure

Failure detection No engine lubrication oil flow

Failure effect Engine lubrication oil cannot be transported


Engine cannot be filled with lubrication oil
DP: No effect

Compensating
provisions

Remarks

Page 131 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.2.76

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Lubrication oil transfer system
DRAWING : 723-731.00-003
Component Thruster lubrication oil quick closing valve

Function Closing the thruster lubrication oil service tank in case of emergency

Failure mode Operates unexpectedly

Failure cause Mechanical failure

Failure detection No thruster lubrication oil flow

Failure effect Thruster lubrication oil cannot be transported


Thruster cannot be filled with lubrication oil
DP: No effect

Compensating
provisions

Remarks

Page 132 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.2.77

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Lubrication oil transfer system
DRAWING : 723-731.00-001
Component Lubrication oil transfer filter

Function Filtering of lubrication oil

Failure mode Reduced fuel oil flow

Failure cause Dirt in filter

Failure detection No lubrication oil flow

Failure effect Engine or thruster lubrication oil cannot be transported


Engine and thruster cannot be filled with lubrication oil
DP: No effect

Compensating
provisions

Remarks

Page 133 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.3.78

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Sea water cooling system
DRAWING : 723-750.00-001
Component Seawater circulating pump

Function Transfer of seawater from buffertank to pipecoolers

Failure mode No pump pressure

Failure cause Mechanical/ electrical

Failure detection No seawater flow


If temperature rises, an alarm is given

Failure effect Sea cooling water stops flowing


Automatic changeover to standby pump
DP: No effect

Compensating Automatic changeover


provisions

Remarks

Page 134 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.3.79

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Sea water cooling system
DRAWING : 723-750.00-001
Component Standby seawater circulating pump

Function To take over if the operating seawater cooling pump fails

Failure mode Operates unexpectedly

Failure cause Electrical failure


Sea cooling water temperature after coolers decreases
Temperature aux system decreases

Failure detection

Failure effect Coolwater flow increases, temperature control valve will control
temperature.
-
DP: no effect
Compensating
provisions

Remarks

Page 135 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.3.80

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Sea water cooling system
DRAWING : 723-750.00-001
Component Seawater inlet filter

Function Filtering of seawater before entering the buffertank

Failure mode Reduced sea water flow

Failure cause Dirt in filter

Failure detection No seawater flow to buffertank


If buffertank level decreases, an alarm is given.

Failure effect Sea cooling water stops flowing to the buffertank


Temperature rises, if too long, the main generators will shut down.
No immediate effect on DP, UPS will take over if generator stops

Compensating The filter should be cleaned as soon as possible


provisions

Remarks

Page 136 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.3.81

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Sea water cooling system
DRAWING : 723-750.00-001
Component Standby circulating pump non-return valve

Function Allows only flow in one direction

Failure mode Allows backflow

Failure cause Mechanical failure

Failure detection Pressure on pressure gauge (pressure side of standby pump) is higher
than expected.

Failure effect Reduced seawater flow


Increase of sea/fresh cooling water temperature
DP: No effect

Compensating The standby cooling pump can be isolated by butterfly valves with hand
provisions wheel.

Remarks

Page 137 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.3.82

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Sea water cooling system
DRAWING : 723-750.00-001
Component Aux systems pipe cooler
Aux genset pipe cooler

Function Transportation of heat from the freshwater cooling system to the seawater
cooling system

Failure mode

Failure cause Fouling of the SW circuit

Failure detection Freshwater temperature rises, flow decreases. A failure of this type should
occur gradually

Failure effect Less heat is transported


Freshwater temperature will rise slightly
DP: No effect

Compensating
provisions

Remarks Operator should clean the heat exchangers after DP if he notices fouling
of the heat exchangers. This is however considered as a part of normal
maintenance.

Page 138 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.4.83

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Auxiliary freshwater cooling system
DRAWING : 723-760.00-001
Component Freshwater cooling circulation pump

Function Transfer of freshwater to the auxiliary heat exchangers

Failure mode No pump pressure

Failure cause Mechanical/ electrical failure

Failure detection No freshwater flow


If temperature rises, an alarm is given

Failure effect Freshwater stops flowing


Automatic changeover to standby pump.
DP: No effect

Compensating Automatic changeover.


provisions

Remarks

Page 139 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.4.84

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Auxiliary freshwater cooling system
DRAWING : 723-760.00-001
Component Standby freshwater cooling circulation pump

Function To take over if the operating freshwater cooling pump fails

Failure mode Operates unexpectedly

Failure cause Electrical failure

Failure detection Both pressure side Pressure gauges give a high pressure

Failure effect FW flow increases


Temperature aux system decreases
DP: no effect

Compensating
provisions

Remarks

Page 140 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.4.85

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Auxiliary freshwater cooling system
DRAWING : 723-760.00-001
Component Standby freshwater cooling circulation pump non-return valve

Function Allows only flow in one direction

Failure mode Allows backflow

Failure cause Mechanical failure

Failure detection Increase of temperature due to a lower effective flow

Failure effect Reduced freshwater flow, increase of FW temperature


Increase of aux systems temperature
DP: No effect

Compensating The standby cooling pump can be isolated by butterfly valves with hand
provisions wheel.

Remarks

Page 141 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.4.86

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Auxiliary freshwater cooling system
DRAWING : 723-760.00-001
Component Auxiliary systems pipe cooler

Function Transportation of heat from the freshwater cooling system to the seawater
cooling system

Failure mode Reduced flow

Failure cause Fouling of the FW circuit

Failure detection Freshwater temperature rises, flow decreases. A failure of this type should
occur gradually

Failure effect Less heat is transported


Freshwater temperature will rise slightly
DP: No effect

Compensating
provisions

Remarks Operator should clean the heat exchangers after DP if he notices fouling
of the heat exchangers. This is however considered as a part of normal
maintenance. The probability that the FW part gets fouled is considered
low.

Page 142 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.4.87

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Auxiliary freshwater cooling system
DRAWING : 723-760.00-001
Component Temperature control valve

Function Temperature control of aux. freshwater system

Failure mode Stops operating

Failure cause Thermostatic control defect

Failure detection Temperature indication

Failure effect Increase or decrease of temperature in aux. FW cooling system


In case of too high temperature, aux. systems should be stopped.
DP: No effect

Compensating
provisions

Remarks

Page 143 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.5.88

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Main freshwater cooling system
DRAWING : 723-760.00-001
Component The LT temperature control valve

Function Temperature control of thruster/ thruster engine LT cooling system

Failure mode Stops operating

Failure cause Thermostatic control defect

Failure detection Temperature indication

Failure effect Increase or decrease of temperature in thruster LT cooling system


In case of too high temperature, thruster engine should be stopped.
DP: Loss of power from one thruster

Compensating
provisions

Remarks

Page 144 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.5.89

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Main freshwater cooling system
DRAWING :
Component Aux genset HT freshwater pipecooler
Aux genset LT freshwater pipecooler

Function Transportation of heat from the main freshwater cooling system to the sea
water cooling system

Failure mode Reduced flow

Failure cause Fouling of the FW circuit

Failure detection Freshwater temperature rises, flow decreases. A failure of this type should
occur gradually

Failure effect Less heat is transported


Freshwater temperature will rise slightly
DP: No effect

Compensating
provisions

Remarks Operator should clean the heat exchangers after DP if he notices fouling
of the heat exchangers. This is however considered as a part of normal
maintenance. The probability that the FW part gets fouled is considered
low.

Page 145 of 179


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IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.5.90

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Main freshwater cooling system
DRAWING : 723-760.00-001
Component Thruster LT/HT boxcooler

Function Transfer of heat from thruster freshwater cooling system to the seawater
in the seachest

Failure mode Reduced heat transfer

Failure cause Fouling

Failure detection

Failure effect Less heat will be transported


Thruster engine temperature will rise, if too long, thruster engine will
shutdown.
DP: Loss of power of one thruster engine
Compensating Normally it only happens gradually so operator could intervine.
provisions

Remarks

Page 146 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.6.91

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Control air system
DRAWING : 723-714.00-001
Component Working air compressor

Function Compresses air

Failure mode Pressure is lost

Failure cause Mechanical/ electrical failure

Failure detection A pressure alarm will be given

Failure effect The standby compressor starts automatically


Control air system has no effect
DP: no effect

Compensating Standby compressor


provisions

Remarks

Page 147 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.6.92

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Control air system
DRAWING : 723-714.00-001
Component Working air dryer

Function Dries air

Failure mode Does not allow air to pass

Failure cause Blockage

Failure detection A pressure alarm will be given

Failure effect Control air pressure is lost, compressors will shut down
Air controlled equipment does not function
DP: no effect

Compensating The operator should take action to bypass the air dryer
provisions

Remarks

Page 148 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.6.93

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Control air system
DRAWING : 723-714.00-001
Component Working air receiver

Function Maintains control air system on a constant pressure

Failure mode Pressure is lost

Failure cause Leakage

Failure detection A pressure alarm will be given

Failure effect Pressure in vessel decreases


Control air pressure is lost
DP: no effect

Compensating The accumulator vessels near the clutch will keep the clutch pressurized.
provisions

Remarks

Page 149 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.6.94

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Control air system
DRAWING : 723-714.00-001
Component Working air receiver

Function Maintains control air system on a constant pressure

Failure mode Pressure decreases

Failure cause Too high demand of working air equipment

Failure detection A pressure alarm will be given

Failure effect Pressure in vessel decreases


Control air pressure is lost
DP: no effect

Compensating The accumulator vessels near the clutch will keep the clutch pressurized.
provisions

Remarks

Page 150 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.6.95

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Control air system
DRAWING : 723-714.00-001
Component Accumulator vessel

Function Secures pressure to keep the clutch pressurized in case the of failure in
the working/ control air system

Failure mode Pressure is lost

Failure cause Leakage

Failure detection No

Failure effect Pressure in vessel decreases


The entire system will leak, but the accumulators of the other thrusters
keep the thrusters pressurized
DP: Loss of power from one thruster engine
Compensating Accumulator vessels of remaining thrusters
provisions

Remarks Accumulator vessel is only used if the compressed air system is not
functioning.

Page 151 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.6.96

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Control air system
DRAWING : 723-714.00-001
Component Control unit

Function Control of compressors

Failure mode No control signal is given

Failure cause Electrical failure

Failure detection Alarm is given

Failure effect One of the compressors is not able to function


Control air system has no effect
DP: no effect

Compensating Operator can switch manually to the other control unit


provisions

Remarks

Page 152 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.7.97

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Ventilation system
DRAWING : 723-361.01-055
Component Hydraulic thruster room (aft) ventilation supply fan

Function To cool the generators and thruster engines and to provide them with the
necessary combustion air.

Failure mode One of the engine room ventilation supply fan stops

Failure cause Mechanical failure

Failure detection

Failure effect A decrease in air supply to the engine room


The engines could get too warm but this will probably not be a problem.
DP: No effect

Compensating The air used for combustion will be delivered by the other fans.
provisions

Remarks

Page 153 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.7.98

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Ventilation system
DRAWING : 723-361.01-055
Component Hydraulic thruster room (fwd) ventilation supply fan

Function To cool the thruster engines and to provide them with the necessary
combustion air.

Failure mode One of the thruster room ventilation supply fan stops

Failure cause Mechanical failure

Failure detection

Failure effect A decrease in air supply to the thruster room


After some time, the engines could get too warm
DP: No effect

Compensating
provisions

Remarks

Page 154 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.7.99

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Ventilation system
DRAWING : 723-361.01-055
Component Engine room ventilation fire damper

Function To close the engine room air-tight in case of fire

Failure mode Inadvertent closure of a single engine room ventilation fire damper

Failure cause Human failure

Failure detection

Failure effect Less air will flow to the generator / thruster engines
-
DP: No effect

Compensating
provisions

Remarks

Page 155 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 5.7.100

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Auxiliary systems
SUBSYSTEM : Ventilation system
DRAWING : 723-361.01-055
Component Thruster room ventilation fire damper

Function To close the engine room air-tight in case of fire

Failure mode Inadvertent closure of a single thruster room ventilation fire damper

Failure cause Human failure

Failure detection

Failure effect Less air will flow to the generator / thruster engines
-
DP: No effect

Compensating
provisions

Remarks

Page 156 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Appendix C: FMEA Power system

Page 157 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 6.1.101

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Power system
SUBSYSTEM : Power generation
DRAWING : 723-512.00-052
Component Generator set

Function Supplies MSB with power

Failure mode One of the generator sets fails

Failure cause Mechanical failure

Failure detection Alarms

Failure effect Generator shuts down


The power supply is halved: Non-essential groups will trip
DP: No effect

Compensating
provisions

Remarks

Page 158 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 6.1.102

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Power system
SUBSYSTEM : Power generation
DRAWING : 723-512.00-052
Component Generator set

Function Supplies MSB with power

Failure mode One of the generators supplies MSB with excessive power

Failure cause Control system failure

Failure detection Alarm

Failure effect Generator will be disconnected from MSB and shuts down
The power supply is halved: Non-essential groups will trip
DP: No effect

Compensating
provisions

Remarks

Page 159 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 8.1.103

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Power system
SUBSYSTEM : Power distribution
DRAWING : 723-512.00-052
Component Bustie breaker/ converter 440V Æ 230V

Function Converts 440V to 230V and connects the busbars of the high- and low
voltage MSB switchboard

Failure mode Opens spontaneously

Failure cause Mechanical failure

Failure detection alert

Failure effect 230V part of MSB without power


Batteries &UPS take over essential services for 30 mins.
DP: No effect

Compensating Batteries and UPS, for 30 minutes.


provisions Redundant system with UPS on other switchboard

Remarks

Page 160 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 8.1.104

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Power system
SUBSYSTEM : Power distribution
DRAWING : 723-512.00-052
Component Bustie breaker 440V MSB

Function Connects the two high voltage busbars

Failure mode Opens spontaneously

Failure cause Mechanical failure

Failure detection alert

Failure effect Two parts of the main generator are separated


Both parts are powered if two generators are online
DP: No effect

Compensating
provisions

Remarks If only one generator is online, one of the busbars without power. The
configuration for DP is that two generators are online.

Page 161 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 8.1.105

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Power system
SUBSYSTEM : Power distribution
DRAWING : 723-512.00-052
Component Bustie breaker MSB Æ ESB

Function Connects the MSB to the ESB

Failure mode Opens spontaneously

Failure cause Mechanical failure

Failure detection Alert

Failure effect ESB without power


Essential groups for DP will be supplied by UPS
DP: No effect

Compensating Emergency generator


provisions

Remarks

Page 162 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 8.2.106

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : Power system
SUBSYSTEM : Power distribution
DRAWING : 723-512.00-052
Component Bustie breaker/ converter ESB 440V Æ 230V

Function Converts 440V to 230V and connects the busbars of the high- and low
voltage ESB switchboard

Failure mode Opens spontaneously

Failure cause Mechanical failure

Failure detection alert

Failure effect 230V part of ESB without power


Essential groups for DP will be supplied by UPS. Furthermore, other
provisions on MSB are made to make sure that DP can be continued.
DP: No effect
Compensating
provisions

Remarks Bustie breaker should be repaired / closed

Page 163 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Appendix D: FMEA DP system

Page 164 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.107

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component Operating system 1 or 2

Function Operating the DP system

Failure mode Power failure

Failure cause Electrical failure or wire break in signal cable

Failure detection Alarm on redundant OS

Failure effect OS does not function


Redundant OS takes over
DP: No effect

Compensating
provisions

Remarks

Page 165 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.108

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component K-Pos network

Function Operating the DP system

Failure mode Power / function failure

Failure cause Electrical failure or wire break in signal cable

Failure detection Alarm on redundant OS

Failure effect Redundant network takes over


DP: No effect

Compensating
provisions

Remarks

Page 166 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.109

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component UPS 1 or 2

Function Supply the DP system with uninterruptible power

Failure mode Power failure

Failure cause Electrical failure

Failure detection Alarm

Failure effect Units connected to failing UPS are not powered


Other UPS powers sufficient equipment to maintain DP function
DP: Vessel stays in DP, but redundancy is lost

Compensating
provisions

Remarks

Page 167 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.110

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component DPC-2

Function Control of DP system

Failure mode One of the power cables is not powered


Both of the power cables are not powered

Failure cause Electrical failure

Failure detection Alarm

Failure effect If one supply cable fails, the internal redundant part of the DPC-2 system
takes over. If both fail, the DPC-1 takes over. This however is highly
improbable.
DP: No effect
Compensating
provisions

Remarks

Page 168 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.111

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component DPC-2

Function Control of DP system

Failure mode Loss of RMP analogue and digital input and output (all modules)

Failure cause Electrical failure

Failure detection Alarm

Failure effect DP: Loss of power of one thruster engine

Compensating
provisions

Remarks

Page 169 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.112

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component DPC-2

Function Control of DP system

Failure mode Loss of RSER serial data input and output (all modules)

Failure cause Electrical failure

Failure detection Alarm

Failure effect DP: No effect

Compensating Other units with same information are still available and connected to
provisions other modules.

Remarks

Page 170 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.113

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component DPC-2

Function Control of DP system

Failure mode RCU A&B failure

Failure cause Common root failure

Failure detection Alarm

Failure effect DP: No control possible for DP system

Compensating Switch to other control system


provisions

Remarks Experience shows that the probability of such common root cause failure
is very small and is therefore not treated further.

Page 171 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.114

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component Change over switch

Function Switch between thruster control systems

Failure mode Power failure


Stuck at current position
Stuck between positions

Failure cause Mechanical / electrical failure

Failure detection Observation/ alarm

Failure effect Power loss will result in a loss of power to the lamp indicators. If the switch
is stuck in a position, it is not possible to change control system. If the
switch is stuck between positions, there is no system in control of the
thrusters.
Compensating
provisions

Remarks The reliability in the change over switch is very high, thus the probability of
failing is very low. Furthremore: If the ship is in DP, there is no need to
operate the switch.

Page 172 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.115

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component DGPS

Function Acquiring GPS position data for the DP system.

Failure mode Power failure


Signal failure

Failure cause Mechanical/ electrical failure

Failure detection Alarm

Failure effect System detects wrong or no signal


DP: No effect

Compensating There are two DGPS units


provisions

Remarks

Page 173 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.116

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component Gyrocompass

Function Finding the ships orientation for the DP system

Failure mode Power failure


Sensor failure

Failure cause Mechanical / electrical failure

Failure detection Alarm

Failure effect Power failure of the preferred gyrocompass results in use of a second or
third gyrocompass. In case of a faulty signal, the gyrocompass is disabled
DP: No effect

Compensating There are three gyrocompasses


provisions

Remarks

Page 174 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.117

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component Wind sensor 1/2/3

Function Provide wind direction and speed

Failure mode Power failure


Sensor failure

Failure cause Electrical / mechanical failure

Failure detection Alarm

Failure effect System detects wrong or no signal


DP: No effect

Compensating
provisions

Remarks

Page 175 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.118

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component MRU 1 or 2

Function Provide pitch and roll data

Failure mode Power failure


Sensor failure

Failure cause Mechanica/ electrical failure

Failure detection Alarm

Failure effect

Compensating
provisions

Remarks

Page 176 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.119

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component Fanbeam

Function Provide position reference data

Failure mode Power failure


Gives faulty data

Failure cause Mechanical/ electrical failure

Failure detection Warning / alarm

Failure effect System detects wrong or no signal


DP: No effect

Compensating The DP system uses data of the DGPS units


provisions

Remarks

Page 177 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Worksheet 9.1.120

PROJECT : Self-elevating heavy lift jack-up vessel, Yard number 723


SYSTEM : DP system
SUBSYSTEM :
DRAWING : 723-533.00-080
Component Jack-up leg interface

Function Gives information on position jack-up legs

Failure mode One of the legs sensor does not give a signal

Failure cause Electrical failure

Failure detection Alarm

Failure effect Position of one of the legs is unknown

DP: No effect

Compensating Operator could define the input values manually into the DP system.
provisions

Remarks

Page 178 of 179


FMEA Neptune Doc. No.: 723-019.30-001
IHC Offshore & Marine Revision: 0
Date: July 1, 2011

Appendix E: Related diagrams

723-361.01-055_D HVAC Manual (pag.264 & 265)


723-512-00-052_C One line diagram main supply
723-512.00-053_C One line diagram Emergency supply
723-515.00-050_C One line diagram Service Batteries
723-533.00-080_0 FMEA Kongsberg DP System
723-641.00-050_0 Technical specification thrusters
723-641.00-055_0 Technical specification Caterpillar
723-641.00-057_0 P&ID Cat3512C
723-641.00-063_C Hydraulic diagram steering system
723-641.00-065_B Lubrication / pitch diagram
723-641.00-072_C Elec. Drawings eng. 3512C prop.
723-641.00-078_B Remote control system Lipstronic 7000/t’
723-650.01-051_0 P&ID Aux. genset
723-650.01-057_C Elec. Drawings eng. C32 gen.
723-650.03-051_0 P&ID emergency genset
723-714.00-001_C Service - control air diagram
723-721.00-001_C Fuel oil transfer diagram
723-724.00-001_A Fuel oil service diagram
723-731.00-001_B Lubrication oil transfer diagram – engines
723-731.00-003_A Lubrication oil transfer diagram – thrusters
723-750.00-001_C Sea cooling water diagram
723-760.00-001_B Fresh water cooling diagram

Page 179 of 179


723-361-01-055_D
page 263 & 264
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-512-00-052_C.pdf
Date: 23 juni 2011
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-512-00-053_C.pdf
Date: 23 juni 2011
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-515-00-050_C.pdf
Date: 23 juni 2011
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-533-00-080_0.pdf
Date: 06 mei 2011

FMEA Document
K-Pos DP-21 and cJoy
GeoSea GSS5010 Jack-Up

Project: 66758 GeoSea GSS5010 Jack-Up

Product K-Pos DP-21 and cJoy

Synopsis: FMEA for the Kongsberg Maritime delivery.


Classification society: ABS DPS-2

Document number: 1162490 Revision: A

Customer doc number: Document version: 0.1

Contract number: Number of pages: 79

Rev. Date Reason for issue Made by Checked Approved

A 10.01.2011 First issue. THB EG EG


Kongsberg Maritime AS

History
Revision Description of Change

A No change information.

KONGSBERG MARITIME AS
Kirkegårdsveien 45, Carpus Telephone: +47 32 28 50 00
P.O.Box 483 N-3601 Telefax: +47 32 28 50 10
3616 Kongsberg www.kongsberg.com
Norway
Kongsberg Maritime AS

Table of contents
1 ABOUT THIS DOCUMENT ...........................................................................................7

1.1 Document history .................................................................................................................. 7

1.2 References............................................................................................................................. 7

1.3 Definitions / Abbreviations .................................................................................................... 7

2 INTRODUCTION ............................................................................................................9

2.1 Purpose ................................................................................................................................. 9

2.2 Scope..................................................................................................................................... 9

2.3 Assumptions and limitations .................................................................................................. 9

3 ANALYSIS METHOD AND TOOLS........................................................................... 11

3.1 Analysis approach.................................................................................................................11


3.1.1 Top level FMEA using the Preliminary Safety Analysis (PSA) .................................................. 11
3.1.2 Detailed FMEA on component level....................................................................................... 11

3.2 Description of Forms.............................................................................................................12


3.2.1 PSA Form ............................................................................................................................... 12
3.2.2 FME(C)A Form........................................................................................................................ 13

3.3 Primary failure modes addressed ..........................................................................................15

4 SYSTEM DESCRIPTION............................................................................................. 16

4.1 Outline of the system............................................................................................................16


4.1.1 Operator Stations .................................................................................................................. 16
4.1.2 Controllers ............................................................................................................................. 16
4.1.3 Power supply ......................................................................................................................... 17
4.1.4 Network................................................................................................................................. 17
4.1.5 Position reference systems and sensors................................................................................. 17

4.2 Dynamic Positioning .............................................................................................................17


4.2.1 Software control in the DP system ......................................................................................... 17
4.2.2 Experienced reliability for DP control system software .......................................................... 18

1162490 / A / Page 3 of 79
Kongsberg Maritime AS

5 RESULT OF FMEA....................................................................................................... 19

5.1 PSA: OS, Networks and UPS systems ....................................................................................20


5.1.1 K-Pos OS 1/2 .......................................................................................................................... 20
5.1.2 K-Pos Network ....................................................................................................................... 22
5.1.3 UPS 1/2.................................................................................................................................. 24

5.2 PSA: Dynamic Positioning Controller ....................................................................................25


5.2.1 DPC-2..................................................................................................................................... 25

5.3 PSA: Independent Control System ........................................................................................31


5.3.1 DPC-1..................................................................................................................................... 31

5.4 PSA: Change Over Switch .....................................................................................................34

5.5 PSA: Reference systems .......................................................................................................36


5.5.1 Fanbeam 1 ............................................................................................................................. 36

5.6 PSA: Sensors ........................................................................................................................38


5.6.1 Wind Sensor 1/2/3................................................................................................................. 38
5.6.2 MRU 1.................................................................................................................................... 40

APPENDIX A LAYOUT DRAWING .................................................................................. 42

APPENDIX B I/O SPECIFICATION ................................................................................. 45

APPENDIX C TECHNICAL DRAWINGS .......................................................................... 62

APPENDIX D REDUNDANT DPC FAULT CONSIDERATIONS .................................. 78

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Table of figures
Figure 1: Cable layout, DPC-2 System ....................................................................................... 42
Figure 2: Cable layout, Joystick System ..................................................................................... 43
Figure 3: Cable layout, DPC-2 System, Ref. System.................................................................. 44
Figure 4: Layout Drawing DPC-2, 115/230 VAC ...................................................................... 62
Figure 5: Layout Drawing, DPC-1, 115/230 VAC ..................................................................... 63
Figure 6: Power and Wiring Diagram DPC-2, 115/230 VAC .................................................... 64
Figure 7: Power and Wiring Diagram R-BUS, A-Section of Cabinet, DPC-2 ........................... 65
Figure 8: Power and Wiring Diagram, DPC-1, 115/230 VAC ................................................... 66
Figure 9: Power and Wiring Diagram, R-BUS, DPC-1 .............................................................. 67
Figure 10: Termination Diagram, 88 Channel I/O Serial, Channel 1-8, A-Section, DPC-1....... 68
Figure 11: Termination Diagram, 88 CH I/O Serial CH 1-8 A-Section, DPC-2 ........................ 69
Figure 12: Termination Diagram, 88 CH I/O Serial CH 9-16 B-Section, DPC-2....................... 70
Figure 13: Power and Wiring Diagram, Network Structure, Triple System, OS-DP/DP Cab. ... 71
Figure 14: Termination Diagram, 88 Channel I/O, 8 Channel Serial, B-Section, DPC-1 .......... 72
Figure 15: Power and Wiring Diagram, Network Structure, Double System, OS-650-DP/DP
Cabinets....................................................................................................................................... 73
Figure 16: DPC-1 Block Diagram Details .................................................................................. 74
Figure 17: DPC-2BlockDia.Details............................................................................................. 75
Figure 18: DPC-1Block Dia.Overview ....................................................................................... 76
Figure 19: DPC-2Block Dia.Overview ....................................................................................... 77

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Summary and Conclusions


This report documents the Failure Mode and Effect Analysis performed for KM delivery.
The various system elements have been analysed with respect to effects if a single failure should
occur.
In addition to this analysis, all major hardware equipment are subject to detailed FMEAs, as a
part of Kongsberg Maritimes development process.

The analysis has not revealed any single failure in the main system that could have critical
consequences with regards to personnel or operational safety.
The most serious single points that are detected through the analysis are loss of one RMP
module. Failure in these different modules may cause a loss of one generator / thruster and may
cause reduction of positioning performance, dependent on weather / force conditions. Operator
intervention may be needed to maintain DP-function.

A single joystick is provided and is independent of the other control systems. The system is
hardwired to each thruster and operates independent of the dual network.

A single change-over switch switches between the different modes; DP, independent joystick
and Manual levers. In case of failure of the switch, it may not be possible to switch between
different modes. The criticality of this depends on the current operating mode before failure. If
none of the modes are functioning, you have to operate each thruster manually. The reliability
for this change-over switch is, however, considered high and the probability for critical failure is
low.

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1 ABOUT THIS DOCUMENT

1.1 Document history

Revision Description of Change

A First issue

1.2 References

Documentation used for the FMEA is included in the appendix of this report.
In addition, product descriptions for the generic products are used.

1.3 Definitions / Abbreviations


AI Analogue Input

AIO Analogue Input Output

AO Analogue Output

cJoy Compact Joystick

DGPS Differential Global Positioning System

DO Digital Output

DI Digital Input

DPC Dynamic Positioning Controller

FMEA Failure Mode and Effect Analysis

FME(c)A Failure mode and Effect (criticality) Analysis

FS Field Station (Cabinet with controller and/or RIO modules)

IAS Integrated Automation System

I/O Input / output

JC Joystick Cabinet

KM Kongsberg Maritime

K-POS Kongsberg Positioning System

LAN Local Area Network

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LCL Lever Communication Link

MTTF Mean Time To Failure

MTTR Mean Time to Repair

MRU Motion Reference Unit

N/A Not Applicable

NC Normally Closed

NDU Net Distribution Unit

NO Normally Open

OS Operator Station

PMS Power Management System

PSA Preliminary Safety Analysis

RBUS Remote serial data BUS

RCS Remote Control System

RCU Remote Controller Unit

RDUM RMP Dummy module

RHUB RBUS HUB module

RIO Remote Input Output Unit

RPB Remote Push Button

RSER Remote Serial I/O module

TC Thruster Control

SBC Single Board Computer

SDP Kongsberg (Simrad) Dynamic Positioning

STBD Starboard

SW Software

TB Terminal Board

TBAI TB (Analogue Input)

TBAIO TB (Analogue Input and Output)

TBAO TB (Analogue Output)

TBDI TB (Digital Input)

TBDO TB (Digital Output)

TBSS TB (Serial line)

THR Thruster

UPS Uninterruptible Power Supply

VRS Vertical Reference Unit

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2 INTRODUCTION

2.1 Purpose
This document is a Failure Mode and Effect Analysis (FMEA) for KM delivery. This document
covers some general information in addition to the project specific FMEA.

2.2 Scope
The scope of the analysis is Kongsberg Maritimes delivery. Which sensors and position
reference systems that are KM delivery, is presented in section 4.1.5. Interfaces are prepared for
the sensors and systems that are not delivered by KM, but they are not included in the analysis.
The software, thrusters and ship supply are not part of the analysis.

2.3 Assumptions and limitations


The basis for the FMEA is:
• Vessel fully operational
• All operator stations (OS’s) working
• All control systems operational
• No errors present prior to analysis

The control system in the computers has not been analysed, as it is a part of the computer's
software. Ideally, it could be assumed that after the system is tuned up and tested, no errors will
arise from the computer software. This is however not always true, but there are no requirement
that this assessment should be included in the FMEA.
As software errors are difficult to predict within a reasonable confidence level, the software
error probabilities are based on experienced data from similar systems and applications.
This is among others due to the nature of the software, and to the fact that there is no known
good method for calculation of predicted software reliability data. Reference is made to section
4.2.2 Experienced reliability for DP control system software.
Hardware is discussed on a detail level represented by failure modes which in each case is
considered being relevant and sufficient for the item in question with respect to critical effect on
primary functions.
Only functions / items that are considered to have influence on vital functions are analysed,
hence peripheral equipment like printers, data logging equipment etc. are not analysed.
Units with redundancy like reference systems, sensors etc. are discussed in the same manner, as
there are backup systems / units for each of them.
The dynamic positioning controller A and B is discussed on block level. Blocks that in the pre
analysis (PSA) are found to have common components are analysed further for potential
common mode/cause failures.

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The “Autopilot” is not analysed.


Possible failures that may be caused by external environmental influences like lightning,
collisions by other vessels, sabotage etc. are not considered here.

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3 ANALYSIS METHOD AND TOOLS


This section gives an introduction to the FMEA method and tools used to perform the analysis.

3.1 Analysis approach


The purpose of the FMEA is to give a description of different failure modes of the equipment
referred to their functional objectives, and to detect possible critical points in the system at
block level.
The monitoring and control systems and their subsystems are broken down to block level. The
breakdown is performed to such a level of detail that the main system units are shown.

The analysis is performed in two major steps:

1. Top level Failure Mode and Effect Analysis (FMEA) utilising the Preliminary
Safety Analysis (PSA) method (described in section 3.1.1) and if relevant:
2. Detailed FMEA on component level (described in section 3.1.2)

As a general rule a detailed FMEA is performed on component level on all Kongsberg Maritime
equipment that builds the systems.

3.1.1 Top level FMEA using the Preliminary Safety


Analysis (PSA)
In systems with a fair degree of redundancy a “top down” approach is initially used to identify
the most critical system blocks with regard to system integrity.
The first step is to analyse on the block / unit level where the relevant failure modes of the block
are identified, partly based on some standard failure modes, and partly based on knowledge and
experience with similar equipment, in other words:
PSA is an initiating, systematic screening of the subsystems at block level in order to identify if
there can be any failure modes present which may have a critical effect on system level (i.e.
possible loss of station keeping capability for given operating conditions).
If no critical failure modes are detected on block level, a more detailed FMEA of this block is
not performed.
If critical failure modes/points are detected, these are notified in the PSA table, for further
investigation in the detailed FMEA table.

3.1.2 Detailed FMEA on component level


The failure modes that were found to be critical in the PSA are further analysed in the detailed
FMEA table.

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The analysis includes a description of each physically and functionally independent item, its
mode of operation, the associated failure modes with their possible failure causes, a description
of the subsequent effect of each failure mode locally and of the primary function and barriers to
compensate the failure effect.
The FMEA is based on a standard form. The following paragraphs give brief instructions on
how the form is used.

3.2 Description of Forms


The FMEAs are based on standard forms. The following paragraphs give brief description on
how the forms are defined.

3.2.1 PSA Form


PSA: “The analysed unit / item”
Element: “The analysed unit / item”
Function: ________________________
Fig.: ________________________

Table 1 – PSA Form

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO

(1) (2) (3) (4) (5) (6) (7) (8)

Unit/ Function Redun- Failure Failure Failure Compensating Detailed


dancy mode conse- measures FMEA
Module detection
(Y/N) quence
(Y/N)

The PSA is as shown in Table 1 divided in 3 major parts; Item description, Failure description
and Additional info. The meaning of the different parameters is explained below:

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Table 2 – PSA parameters

Main part Parameters Description

Item Unit/Module Subunit/module being analysed


description
Function Main function of the subunit/module

Redundancy Ticked as Yes if there is one, or more than one, identical unit
providing full redundancy function

Failure Failure mode Main failure modes addressed in the PSA are:
description
 Power failure (too high, too low etc.)
 Power fuse faulty
 Signal missing/faulty
 Unit/Module faulty (loss of main function)
Additional failure modes are used where relevant as listed in
chapter 3.3

Failure detection Main failure detection method, e.g. if failure is evident (e.g.
alarm) or dormant (revealed when operated/tested)

Failure consequence Immediate consequence on DP- system capability

Additional Compensating Measures available for eliminating or reducing the


info measures consequence on the DP-system capability (e.g. redundancy)

Detailed FMEA Ticked as Yes if detailed FMEA is carried out, otherwise No

3.2.2 FME(C)A Form


The form gives a description of the physically and functionally independent item to be
analysed. The item is here most commonly a unit or a subsystem.
An evaluation of the criticality of each failure is not required for the DP and thruster control
system. An FMECA is therefore not performed.
The parameters analysed and their meaning is shown in Table 3.

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Table 3 – FMEA parameters

A: ELEMENT LEVEL: B: FUNCTION


The analysed element (unit, component or group
Element main function
of components).

PARAMETER DESCRIPTION
1. Item/Component ident. (or The analysed item/component (Compartment) identified by a number
Compartment ident.) or by name.
2. Function Main function of the analyzed component
3. Mode of operation Assumed operational mode of the item before failure occurs or the
event phase in which the failure occurs.
4. Failure mode Failure modes associated with the element.
5. Failure cause(s) Failure cause(s)/mechanism(s) of each failure mode.
6. Detection method Method by which the failure mode is normally detected. It should in
particular be stated whether the failure will be immediately detected
(e.g. alarm) or only be detected upon testing or on-demand (hidden
failure).
7. Failure effect locally (or Local effects of failure mode (on Component/ Item level)
other)
8. Failure Effect on Primary Effect of a failure mode on the performance of functions of higher
(DP) Functions
level, normally the DP-function. A column explaining “Other effects”
may also be included where relevant.
9. Compensating provisions How the failure mode may be compensated for (e.g. redundancy,
safety devices etc.)
10. Comments Additional information as deemed required for assessing the effect of
this failure.
Examples: (1) Recommended additional measures to eliminate a
failure mode or minimise its effect on main functions. (2) Possible
pre-planned alternative methods of operation.

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3.3 Primary failure modes addressed


Standard failure modes used in the FMEA are:

− Power failure (or too low power)


− Open circuit
− Short circuit
− Overload
− Fail to start/activate (upon command)
− Fail to stop
− Spurious stop/closure
− Spurious start/activation
− Fail to close
− Fail to open
− Function failure, i.e. primary function of the unit fails or do not perform as intended
− Signal failure (additionally specify type of signal, e.g. input, output, command)
− Common cause failure
In addition to the standard failure modes, there will most probably be necessary to define other
failure modes that are relevant for the actual situation.

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4 SYSTEM DESCRIPTION
This section includes an outline of the specific system in addition to some general information
on the Kongsberg Maritime systems.

4.1 Outline of the system


The major system areas and functions subject to this analysis are:
• Dynamic Positioning Control system
• Independent Joystick

Table 4 Thrusters and generators

Thruster name Thruster no. Generator/Motor

Aft Port Azimuth 1 ME 1

Aft Stbd Azimuth 2 ME 2

Bow port Azimuth 3 ME 3

Bow Stbd Azimuth 4 ME 4

4.1.1 Operator Stations


The following operator stations are installed on this vessel:
• 2 DP Operator Stations
• cJoy Operator Terminal

4.1.2 Controllers
The following controllers are installed on this vessel:
• dual DP controller
• joystick controller (independent joystick system)

All logic with respect to safety, control and monitoring is located in the controllers.

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4.1.3 Power supply


The redundant DPC have dual power supplies. Two 115/230 VAC feeders (from UPSs) are fed
to two (100 %) 24 V DC power supplies. There are two UPSs for the main system (UPS 1 and
UPS 2).

4.1.4 Network
There is a redundant network, with Net A and Net B. This is shown in Appendix C. Net
switch for Net A is located in DP OS 1, and net switch for Net B is located in DP OS 2.

4.1.5 Position reference systems and sensors


The following systems are installed:
Table 5 Reference systems and sensors

‘KM delivery’ of ‘total’

DGPS 0 of 2

Fanbeam 1 of 1

Gyros 0 of 3

Wind sensors 3 of 3

MRU (VRS) 1 of 2

4.2 Dynamic Positioning


4.2.1 Software control in the DP system
In the Kongsberg Maritime Dynamic Positioning Control System the redundancy is
implemented by having two or three controller computers working in parallel. Within each
controller computer there is no software module redundancy. The required reliability is
achieved by the implemented diagnostics system that monitors all input signals to the system.
All critical results that are computed, such as position estimate, are also checked between the
computers. System diagnostics are further described in the Product Description for K-Pos.
In a dual redundant system there will be an automatic change-over to the other computer if a
critical software or hardware error occurs. The operator can also at any time initiate a bumpless
switch-over to the other computer as well as force the off-line computer equal to the on-line
computer.

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4.2.2 Experienced reliability for DP control system


software
This is a new generation of DP system, however this is based on previous generation of DP
Control systems
To obtain average critical software failure rate, the accumulated effective running system hours
(estimated to 20% of full time) in 2006 is 1.749.300 hours.
During this year there were registered 4 specific critical software failures. (Half of the
unspecified failures are also included).
Hence, the average critical software failure rate is 2.28 E-06 per hour (0.020 failures per year).
However, one should be aware that such figures are only indicative, never absolute.

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5 RESULT OF FMEA

In the following the system is broken down into manageable sub systems/functions and a Top
Level FMEA (PSA) for each main system/function is performed. This is done using the PSA as
a tool to determine if a detailed FMEA is needed for any of these.

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5.1 PSA: OS, Networks and UPS systems


5.1.1 K-Pos OS 1/2

Element: K-Pos Operator Station 1/2 Element function: Operator communication with the DP-controllers

DESCRIPTION FAILURE ASSESSMENT ADDITIONAL INFO

(1) (2) (3) (4) (5) (6) (7) (8)


Module/ Function Redun- Failure mode Failure Failure consequence
Compensating Detailed
unit dancy detection
measures FMEA
(Y/N)
OS 1/2 Main Yes 1. Power Alarm reported Not critical. The other OS is supplied No
operator failure from other OS. The OS will loose its power and is from other source and is
interface (115/230 still operating.
Alarm buzzer on not operating.
VAC) effected OS
activated.
OS 1/2 Main Yes 2. Function Alarm Not critical. The other OS is No
operator failure OS is not operating. functioning as normal.
interface
Computer Comm- Yes 3. Loose plug Alarm Not critical. Other OS is functioning No
USB cable to unication (open Panel system is not operating. as normal.
panel system with panel loop) Operator input is not possible.
system

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DESCRIPTION FAILURE ASSESSMENT ADDITIONAL INFO

(1) (2) (3) (4) (5) (6) (7) (8)


Module/ Function Redun- Failure mode Failure Failure consequence
Compensating Detailed
unit dancy detection
measures FMEA
(Y/N)
PSU 24VDC Yes 4. Power Alarm Not critical. Other OS is functioning No
power failure Panel system is not operating. as normal.
supply Operator input is not possible.
Joystick Operator Yes 5. Loose wire Alarm Not Critical. Other OS is functioning No
input to DP (open Joystick input disabled by system. as normal.
loop) In autopilot mode, last valid
setpoint is used by system.
In all other modes, zero setpoint
form joystick is used by system.
Comments:

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5.1.2 K-Pos Network

Element: Network A/B Element function: Communication between system components

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Net switch A Power No 1. Power Alarm Not critical. Power to each net switch is No
or B failure from separate sources.
The other net is functioning.
Net switch A Network Yes 2. Functio Alarm Not critical. The other net is functioning. No
or B n failure
Net cable, Electrical Yes 3. Functio Alarm Not critical. The other net is functioning. No
Net A or B connection n failure
Network A or Network Yes 4. Functio Alarm Not critical.1) The other net is functioning. No
B n failure.
(“Network
Storm”)

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Comments:
Equipment not delivered by KM is connected to Net C (Adm. Net.) through a router or firewall.

1)
All applications are carefully tested regarding network load. It is also proved that the distributed solution will work with a very high network load, although this
is not the normal case.
Periodic network verification will also be done to ensure that both networks with their components are ok. Hence, the probability for such a double failure is
considered to be very small, and is not treated further here.
Data provided from field experience statistics for IAS (Integrated systems) networks shows that the MTTF is about 100 years. This is based on experienced
critical failures on 100 installations during the last 5 years

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5.1.3 UPS 1/2

Element: UPS (Uniterruptable Power Supply) 1/2 Element function: Electrical power supply

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO

(1) (2) (3) (4) (5) (6) (7) (8)


Module/unit Function Redun- Failure Failure Failure consequence Compensating measures Detailed
dancy mode detection FMEA
(Y/N) (Y/N)
UPS 1/2 Power No 1.Power Alarm Not critical. The other UPS maintain the DP No
supply failure function.
Redundancy is lost.

Units connected to UPS 1 Units connected to UPS 2

• DPC- A • Fanbeam • DPC- B • DGPS 2


• DP OS 1 • DGPS 1 • DP OS 2 • Gyro 3
• Alarm Printer • Wind 3 • Gyro 2
• Gyro 1 • Wind 2
• Wind 1

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5.2 PSA: Dynamic Positioning Controller


5.2.1 DPC-2

Element: Main Controller (DPC-2) Element function: Control of DP functions

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Power input 1 Power Yes 1. Power Alarm Not critical. The other unit is supplied No
or 2 supply failure External loads (e.g. MRU, cJoy from other input source and
and cWing) powered from DPC is still operating. External
will lose power. loads powered from other
unit are still operational.
All DPC modules have
redundant power supplies
and are operational.
Net filter (for Input power Yes 2. Function Alarm Not critical. The other unit is supplied No
power input 1 filter failure External loads (e.g. MRU, cJoy from other input source and
or 2) and cWing) powered from DPC is still operating. External
will lose power. loads powered from other
unit are still operational.
All DPC modules have
redundant power supplies
and are operational.

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
PSU 1/2 or 3/4 24VDC Yes 3. Power Alarm Not critical. The other unit is supplied No
Power failure External loads (e.g. MRU, cJoy from other input source and
supply and cWing) powered from DPC is still operating. External
will lose power. loads powered from other
unit are still operational.
All DPC modules have
redundant power supplies
and are operational.

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Fuse in X11, Power Yes 4. Short circuit Alarm Not critical. The other distribution is No
X13, X81 or distribution in wiring Load in circuit is now single supplied from other input
X83 from fuse powered. source and is not affected.
External loads (single powered) All DPC modules and
on same power supply may reset external loads powered
due to power dip. from other distribution are
not affected.
RCU A or B Processing Yes 5. Function Alarm Not critical. The other unit is processing No
controller failure as normal.
RCU A and B Processing Yes 6. Common Alarm Critical. Switch to other control No
controller cause If both units stop at the same time system.
failure due to a common root cause Experience data shows that
failure. the probability of such
No processing / control of main common root cause failure
DP control system. is very small and is
therefore not treated
further. (ref. 4.2.2)
RCU Rednet Inter RCU Yes 7. Plug P10 or Alarm Not Critical. Other network is No
Cable Next or network for P11 is loose functioning as normal.
Previous redundancy (open loop)
data
RCU Network Process Yes 8. Plug P8 or Alarm Not Critical. Other network is No
cable A or B network P9 is loose functioning as normal.
(open loop)
RHUB A or B RBUS Yes 9. Function Alarm Not Critical. Other unit communicating No
Network Hub failure as normal.

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
RHUB A or B RBUS Yes 10. Plug P1 or Alarm Not Critical. Other unit communicating No
upstream cable Network Hub P2 is loose as normal.
(open loop)
RHUB A or B RBUS Yes 11. Plug P4, P5, Alarm Not Critical. Other unit communicating No
downstream Network Hub P6 or P7 is as normal.
cable loose (open
loop)
RBUS A or B Prevent Yes 12. Loose end Alarm is Not Critical. Other RBUS functioning as No
end termination reflection of terminator reported if Communication on affected leg normal.
signals at (open loop) too many may be unreliable 1).
end of RBUS. data
packets are
lost.

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
RSER (all Serial data Yes 13. Function Alarm Not Critical. Other units with same No
modules) input and failure (one information are still
output module at a available and connected to
time) other modules, see IO spec.
RMP (all Analogue No 14. Function Alarm Not Critical. This may cause reduction No
modules) and digital failure Loss of one Generator / Thruster. of positioning performance,
input and dependent on weather /
output force conditions. See IO
spec.

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Comments:
Voltage output signal failure may not be detected directly. Voltage input signal failure will not be detected directly. Prediction Error alarm will be given when
setpoint and feedback differ over time.
Current input/output signal (4-20mA) failures will be detected by loop monitoring and cause loss of ready signals from thrusters or rudders.

For more detailed fault considerations concerning the DPC, refer to Appendix D.

1) The probability of unreliable communication on the internal RBUS is small due to the short length of the cable.

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5.3 PSA: Independent Control System


5.3.1 DPC-1

Element: Main Controller (DPC-1) Element function: Control of DP functions

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Power input Power No 1. Power failure Alarm Critical. Switch to manual levers. No
supply Controller not operating.
Net filter Input power No 2. Function Alarm Critical. Switch to manual levers. No
filter failure Controller not operating.
PSU 1/2 24VDC No 3. Power failure Alarm Critical. Switch to manual levers. No
Power Controller not operating.
supply
RCU A Processing No 4. Function Alarm Critical. Switch to manual levers. No
controller failure Controller not operating.
RCU network Process No 5. Plug P8 is Alarm Critical. Switch to manual levers. No
cable A network loose (open No communication with
loop) controller.
RHUB A RBUS No 6. Function Alarm Critical. Switch to manual levers. No
Network Hub failure No communication between

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
controller and RMP modules
(I/O).
RHUB A RBUS No 7. Plug P1 is Alarm Critical. Switch to manual levers. No
upstream cable comm.- loose (open No communication between
unication loop) controller and RMP modules
(I/O).
RHUB A RBUS No 8. Plug P4, P5, Alarm Critical. Other half of system No
downstream comm.- P6 or P7 is Loss of up to half of system I/O, functioning as normal.
cable unication loose (open see I/O-Spec for details. Switch to manual levers.
loop) No communication between
controller and affected RMP
modules (I/O).
RBUS A end Prevent No 9. Loose end Alarm is Critical. Other half of system I/O No
termination reflection of terminator reported if Communication on affected leg functioning as normal.
signals at (open loop) too many may be unreliable 1). Loss of up to Switch to manual levers.
end of RBUS. data half of system I/O, see I/O-Spec
packets are for details.
lost.

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
RSER (all Serial data No 10. Function Alarm Critical. Switch to manual levers. No
modules) input and failure (one See I/O-Spec for details.
output module at a Loss of gyro or reference system
time) is critical.
RMP (all Analogue No 11. Function Alarm Critical. Switch to manual levers. No
modules) and digital failure (one See I/O-Spec for details.
input and module at a Loss of gyro is critical.
output time) Loss of Generator/Thruster/
Rudder may be critical or reduce
station keeping ability (vessel
dependant).
cJoy Operator cJoy Yes 12. Function Alarm Not Critical. Other operating positions No
Terminal Operator failure available.
Terminal
Comments:
Voltage output signal failure may not be detected directly. Voltage input signal failure will not be detected directly. Prediction Error alarm will be given when
setpoint and feedback differ over time.
Current input/output signal (4-20mA) failures will be detected by loop monitoring and cause loss of ready signals from thrusters or rudders.

1) The probability of unreliable communication on the internal RBUS is small due to the short length of the cable.

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5.4 PSA: Change Over Switch

Element: Change Over Switch Element function: Switch between thruster control systems

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Power input Power to No 1. Power Observation Not critical. Only power to lamp No
(24VDC) lamp failure indicators will be lost.
indicators
Mechanical Switch No 2. Stuck at Observation Critical. Take control of individual No
switch between current Not possible to change control thrusters.
thruster position system.
control
systems
Mechanical Switch No 3. Stuck Observation Critical. Take control of individual No
switch between between No system in control of thrusters.
thruster positions. thrusters.
control
systems
Mechanical Switch No 4. Spurious out Alarm or Critical. Lost ready signal from No
switch between of position observation Spuriously no system controlling thrusters.
thruster the thrusters. Take control of individual
control thrusters.
systems

Comments:

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A single change over switch switches between the different modes; DP, independent joystick and manual levers (The fire backup switch switches between main
DP and backup DP systems). In case of failure of the switch, it may not be possible to switch between different modes. The criticality of this depends on the
current operating mode before failure. If none of the modes are functioning, you have to operate each thruster manually. The reliability for this change over
switch is, however, considered high and the probability for critical failure is low.
If fault in one contact, only one thruster will be lost.

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5.5 PSA: Reference systems


5.5.1 Fanbeam 1

Element: Fanbeam 1 Element function: Provide position reference data

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Power supply Provide No 1. Power Alarm Data not available to the DP The system uses pos. ref. No
el.power to failure system. data from the other
the Fanbeam reference sensors
Fanbeam Provide No 2. Sensor Alarm Faulty data not used by DP The system uses pos. ref. No
position input failure – system. data from the other
Invalid reference sensors.
telegram
Fanbeam Provide No 3. Signal Warning Result depends on overall mixture The system uses pos. ref. No
position input failure - of Position Reference Systems data from the other
Output and their relative weight. The reference sensors.
signal freeze faulty position reference data (Automatic or based on
1)
might be rejected by the DP operator interaction if
system, but the DP system might needed).
also reject the valid position
reference systems.

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


Fanbeam Provide No 4. Signal Warning Result depends on magnitude and The system uses pos. ref. No
position input failure - speed of drift and the overall data from the other
Output mixture of Position Reference reference sensors.
signal drift Systems and their relative weight. (Automatic or based on
The faulty position reference data operator interaction if
might be rejected by the DP needed).
system, but the DP system might
also reject the valid position
reference systems.
Fanbeam Provide No 5. Signal Warning The faulty data is rejected by the The system uses pos. ref. No
position input failure - DP system data from the other
Output reference sensors
signal jump
Fanbeam Provide No 6. Signal Alarm. Data not available to the DP The system uses pos. ref. No
position input failure – system data from the other
Output reference sensors.
signal lost
Comments:
1)
Frozen position data is a very unlikely error mode due to the nature of the measuring system; any such situation would result in an error of type #6

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5.6 PSA: Sensors


5.6.1 Wind Sensor 1/2/3

Element: Wind sensor 1/2/3 Element function: Provide wind direction and speed

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Power supply Provide No 1. Power Alarm Lost sensor, but each sensor is System uses the other No
el.power to the failure sensor.
supplied from different UPS
Wind sensor

Wind sensor Provide wind, Yes 2. Sensor Alarm Wind sensor different. Operator has to select No
speed and failure - correct sensor.
direction Freeze The system uses data from
signal the other Wind sensor.
Wind sensor Provide wind, Yes 3. Sensor Alarm Wind sensor different. Operator has to select No
speed and failure – correct sensor.
direction Slow The system uses data from
signal drifting the other Wind sensor.

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Wind sensor Provide wind, Yes 4. Sensor Alarm Failed sensor is rejected. The system uses data from No
speed and failure – the other Wind sensor.
direction Jump or
signal fast drifting
Wind sensor Provide wind, Yes 5. Sensor Alarm Data not available to the system. The system uses data from No
speed and failure - the other Wind sensor.
direction Lost
signal

Comments:
If only one wind sensor is enabled by the operator, difference alarm and automatic switch over to other sensor is not possible.
Operator intervention is required.

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5.6.2 MRU 1

Element: MRU 1 Element function: Provide Pitch and Roll data

ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
Power supply Provide No 1. Power Alarm Lost sensor The system uses data from No
el.power to the failure the other MRU.
MRU
MRU Provide pitch, Yes 2. Sensor Alarm MRU’s different. Operator has to select No
roll signal failure - correct sensor.
Freeze The system uses data from
the selected MRU.
MRU Provide pitch, Yes 3. Sensor Alarm MRU’s different. Operator has to select No
roll signal failure - correct sensor.
Drifting The system uses data from
the selected MRU.
MRU Provide pitch, Yes 4. Sensor Alarm Faulty sensor is rejected. The system uses data from No
roll signal failure - the other MRU.
Jump

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ITEM DESCRIPTION FAILURE DESCRIPTION ADDITIONAL INFO


(1) (2) (3) (4) (5) (6) (7) (8)
Module/unit Function Redun- Failure mode Failure Failure consequence Compensating measures Detailed
dancy detection FMEA
(Y/N) (Y/N)
MRU Provide pitch, Yes 5. Sensor Alarm MRU’s different. Ready signal Operator has to select No
roll signal failure - OK. The system may use the correct sensor.
Lost faulty sensor, similar to failure The system uses data from
mode #2 the other MRU.

MRU MRU ready Yes 6. Signal Alarm. Loss of Ready signal. The faulty The system uses data from No
failure MRU is rejected by the system. the other MRU.

Comments:
If three MRU’s are available, the faulty MRU is excluded by the voting.

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APPENDIX A LAYOUT DRAWING


Figure 1: Cable layout, DPC-2 System

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Figure 2: Cable layout, Joystick System

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Figure 3: Cable layout, DPC-2 System, Ref. System

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APPENDIX B I/O SPECIFICATION

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IOSpecification_66758_KPos-2

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IOSpecification_66758_cJoy

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APPENDIX C TECHNICAL DRAWINGS


Figure 4: Layout Drawing DPC-2, 115/230 VAC

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Figure 5: Layout Drawing, DPC-1, 115/230 VAC

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Figure 6: Power and Wiring Diagram DPC-2, 115/230 VAC

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Figure 7: Power and Wiring Diagram R-BUS, A-Section of Cabinet, DPC-2

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Figure 8: Power and Wiring Diagram, DPC-1, 115/230 VAC

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Figure 9: Power and Wiring Diagram, R-BUS, DPC-1

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Figure 10: Termination Diagram, 88 Channel I/O Serial, Channel 1-8, A-Section, DPC-1

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Figure 11: Termination Diagram, 88 CH I/O Serial CH 1-8 A-Section, DPC-2

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Figure 12: Termination Diagram, 88 CH I/O Serial CH 9-16 B-Section, DPC-2

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Figure 13: Power and Wiring Diagram, Network Structure, Triple System, OS-DP/DP Cab.

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Figure 14: Termination Diagram, 88 Channel I/O, 8 Channel Serial, B-Section, DPC-1

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Figure 15: Power and Wiring Diagram, Network Structure, Double System, OS-650-DP/DP
Cabinets

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Figure 16: DPC-1 Block Diagram Details

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Figure 17: DPC-2BlockDia.Details

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Figure 18: DPC-1Block Dia.Overview

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Figure 19: DPC-2Block Dia.Overview

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APPENDIX D REDUNDANT DPC FAULT


CONSIDERATIONS

D.1 Power supply configurations


All modules (RCU, RMP, RSER and RHUB) in a redundant DPC have redundant powering.
The external loads (e.g. cJoy, MRU etc.) are fed from either WU1 or WU8 of the DPC. A DPC
is normally delivered with PSU 1 and 3 (refer to Technical Drawings appendix). In this
configuration the two fuse banks in each section can be looked upon as one bank in each
section.
A short circuit in any leg of the distribution, single fault, will blow the corresponding fuse. At
the same time the PSU supplying the fuse may dip due to the high current drawn for a short
period. This is not considered to be a problem due to the redundant powering in the DPC. This
fault is similar to a PSU failure only that in this case the PSU recovers.
The reason for the option of using four PSU’s is to be able to power the maximum number of
RMP modules the DPC can handle. In this configuration the power distribution is divided into
four banks. Two and two banks originate from the same line-power. A side effect of this is
better segregation of the power system. The four PSU option should be considered when the
system is extended to RBUS 2 or 4, or when additional external loads are added to basis.

D.2 Module internal semiconductor fault


All redundantly powered components in DPC (RCU, RHUB, RSER and RMP) have internal
semiconductors that connect the two power inputs together. These semiconductors can fail in
one of two ways, either open or short circuit. Either fault is not directly detectable by the
system. A normal redundancy test (shutting down one power system at a time) will reveal this
fault.
The semiconductors have a MTTF of approximately 172.000 years (NS, 35). There can be a
maximum of 62 such semiconductors in a DPC system (2 semiconductors pr. module). MTTF
would be approximately 2.770 years and is therefore not treated further. For more details, refer
to FMEA document for each module.

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D.3 Module internal short circuit


An internal short circuit between power and ground (behind the internal diodes and before the
internal current limiter) on a module PCB is considered to be highly unlikely. In a system with
two PSU’s such a fault will cause both A and B fuses for the short circuited module to blow,
and both 24 VDC supplies may dip. Depending on fuse selectivity, this may result in complete
reset of the DPC. All modules not connected to the blown fuses will return online. This fault is
less likely than the above mentioned semiconductor fault, and is therefore not treated further.
For more details, refer to FMEA document for each module.
In a DPC-2 system with four PSU’s, the powering is separated so that, in the case of worst
failure, half of the system will be unaffected. Worst case failure in a DPC-3 system with four
power supplies, will leave one RCU and half of the I/O unaffected. All modules not connected
to the blown fuses will return online.

D.4 Broken contact between TBUS and module


RMP, RSER and RHUB modules all receive power through the TBUS contacts in the DIN-rails
to which they are mounted. RMP and RSER both monitor that power is available on A and B
rails, and give an alarm if a power should fail (blown fuse etc.). RHUB does not have this
function, but is always mounted on the same rails as other RSER and RMP modules.
The possibility of a bad connection between the TBUS contact and the PCB inside a module is
very small. The reason for this is:
- TBUS has double spring action (pressing on both sides of the PCB)
- TBUS and PCB are gold plated
- PCB has connection surfaces on both sides
- Phoenix Contact has tested the connection between TBUS and PCB which is described
in their document LDB_270961. Tests include vibration at 4g, temperature and
corrosion tests. All tests were passed.
However, if such a fault should occur on one of the RHUB rail connections, it would not be
detected, and could be classified as a “sleeping fault”. A normal redundancy test (shutting down
one power system at a time) will reveal this fault. For this type of sleeping fault to enable a
critical failure for the system, there would have to be identical sleeping faults on both RHUB’s
combined with a single failure. It is highly improbable for such a double sleeping fault to occur
on the RHUBs, rather than a single fault (which is detected) on a RMP or RSER.

1162490 / A / Page 79 of 79
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 1(10)

TECHNICAL
SPECIFICATION
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-641-00-050_A.pdf
Customer: Date: 30 mrt 2011
IHC Offshore & Marine BV

Customer Reference:

Description:
GeoSea GS-5010 BN723 60 meters

Number
SP/00110 –rev3

Date
02 Feb 2011
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 2(10)

Revision Control
Rev. nr. Date Paragraph Description
1 2010-Dec-12 1 - General Arrangement drawing update
1.1.1 - FSP ring
1.1.1 - 5yrs anode protection
1.4.1 - Colour inboard parts (RAL5019)
1.7 - PDF file technical documentation
- Hydraulics:
1.3 • UGB cooler is loose supply; due to lack of space on
the thruster
1.3.2 • LGB pump set is loose supply; due to lack of space on
the thruster
1.3.1 • Steering cooler is not built on the steering header tank
1.3.1 • Fan drive supply added with safety device
• Steering header tank will be 250 dm3 supply (instead
1.3.1 of 180 dm3) due to additional function of fan drive
• Coolers are selected for use with 50% glycol
1
1 • Coolers are selected for max. 0,1 bar pressure drop
1.3.1 • Locking device on the steering motor
1.3.3 • Blocking device on pitch setting in towing condition
- Controls:
1 • Emergency condition control
1.5.2 & 1.5.3 • Control Panels on bridge and one indicator box in
control cabinet ECR
1.5.1 • Colour of cabinet (RAL5019)
2 2011-Jan-07 1.1.1 Text adjustment on the mounting of the stem section for bow
and aft units
1.3.1 Text adjustment on the fan drive and safety device valve
1.3.3 Text adjustments power pack tank a loose supplied cooler
1.5.1 Text adjustments Local indicator box will be mounted in the
control cabinet door
1.7 Added text: FMEA input for equipment

3 2011-Feb-02 1.1.1 Text adjustment to state that mounting will be done from above
1.5.2 Exclusion of Engine control station

Content of Technical Specification

Revision Control ......................................................................................................................................2


1 Steerable Thruster system ...................................................................................................................3
1.1 Steerable Thruster .............................................................................................................................3
1.2 Power transmission ...........................................................................................................................5
1.3 Auxiliary systems ...............................................................................................................................6
1.4 Miscellaneous ....................................................................................................................................7
1.5 Control system ..................................................................................................................................8
1.6 Tools and spare parts ......................................................................................................................10
1.7 Technical documentation ................................................................................................................10
1.8 Commissioning ................................................................................................................................10
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 3(10)

1 Steerable Thruster system


Below mentioned data is provided by the purchaser or estimated on behalf of the
purchaser, and has been taken into account for the design of the installation:

Classification
Classification society .....................American Bureau of Shipping
Class notation..........................................+A1 Self Elevating Unit
................................................+PAS +DPS-2 Restricted Service
...............................................CRC Manned during infield moves
Ice class ...............................................................................None

Vessel particulars
Type of vessel..............................Windfarm Maintenance Vessel
.............................................................................Jack-up Vessel

Information and drawings


Thruster arrangement, drawing nr ........DAAK014377, 01 and 02 rev. D

Power supply available


For E-motors (if applicable)
Voltage ...................................................................................440 V
Frequency.................................................................................60 Hz
Type...........................................................................AC 3 phase
For controls
Voltage ...................................................................................230 V
Type ........................................................................................AC
For controls in emergency conditions
Voltage .....................................................................................24 V
Type ...................................................DC floating battery backup
Quality to Classification Society requirements.

Ambient temperature and cooling requirements available


Cooling water requirements.
Maximum temperature..............................................................38 °C
Pressure .....................................................................................3 bar
Type...........................................................................Fresh water

Note that effects the cooler arrangement for Wärtsilä equipment:


Cooling water has 50% glycol additive
The pressure drop on the cooler is 0.1 bars

Pipe connections
External pipe connections are according ISO / DIN standards.

1.1 Steerable Thruster


General
Type.............................................................Lips CS250-S/WN-K
Drive type ...........................................................................Diesel
Input power/ speed ......................................................1678/1800 kW/rpm
Propeller diameter ...............................................................2400 mm
Nozzle type ......................................................................Lips HR
Control system ...........................................................Lipstronic /t

Application
Design and lay-out of the steerable thruster has been based on the utilisation for
propulsion, manoeuvring and dynamic positioning.
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 4(10)

1.1.1 LIPS Compact Thruster CS250-S/WN-K 4

The thruster is supplied as one complete assembled unit.


Reduction ratio (total) ........................................................6.7748
Propeller Arm Length ...........acc. thrusters arrangement drawing
Direction of rotation of Propeller...................................Clockwise
(looking from aft)
Direction of rotation of input shaft.................................Clockwise
(looking at input shaft)
Mass thruster unit (empty)..................................................19000 kg

Controllable Pitch Propeller Hub


Hub type.............................................................................4D650
Material...............................................................................Cunial

The hub contains a hydraulically operated cylinder yoke for propeller blade adjustment.
The hub is oil lubricated.

Controllable Pitch Propeller Blades


Propeller diameter ........... .....................................................2400 mm
Number of blades ........... ............................................................4
Material blades ............... ....................................................Cunial
Blade manufacturing ....... ....................................ISO 484 class 1
Blade surface finish........... ..................................ISO 484 class 1

Nozzle, bolted to propeller gearbox


The nozzle is a steel welded construction. At the top the nozzle has a bolted connection
to the steering pipe, while the lower part is bolted to the propeller gearbox by a U-shaped
strut.
Nozzle type ......................................................................Lips HR
Material............................................................................Steel 52
Material inner plating ....................................................................
................................Stainless steel 316L, cylinder and exit flare

Propeller gearbox
Streamlined pod with built-in right-angle gear transmission, is fitted with spiral bevel
gears, made of special high quality forged steel, case hardened and finish-machined
after hardening (H.P.G. process) to Class 6 - DIN 3965 or better. The bevel gear wheel
as well as the pinion are independently supported on both sides by anti-friction type
bearings to minimise deflections and to assure optimal teeth contact under all load
conditions. Separate anti-friction bearings are fitted to take axial loads.

Material of pod..................................................Cast Iron GGG40

Propeller shaft seal


Make......................................................................................JMT
Type ...........................................................................MK2M 280
Material of seal rings ............................................................Viton
Material of liner ............................Ceramic coated stainless steel
FSP-ring in front of the MK2M seals as protection against sandy waters

Rope guard
Type .................................................................................2/2 split
Material............................................................................Steel 52

Mounted between the propeller gearbox and propeller hub.


Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 5(10)

Net cutter
Number or knives per set ...........................................................4
Material..................................................................Stainless steel

Cathodic protection
The outboard parts of the thruster are protected with anodes:
Material anodes ...........................................................Aluminium
Protected for at least ..................................................................5 years

Name plates
Name plates in English

Weld-in stem unit


The thruster is supplied in split delivery in order to mount the stem section without propeller
gearbox (forward) or complete (aft) from above in a round opening in the structure of the
vessel.

Diameter of upper stembox flange .......................................2100 mm

The thruster is provided with a heavy round upper stem box flange and vertical stiffening
plates with oversize at bottom ends, which are suitable for welding to the structure of the
vessel.

Material ............................................................grade A ship steel


Number of circumferentially
stiffening plates.........................................................................10

Steering arrangement
The propeller gearbox is bolted to the steering pipe, which is carried on roller bearings inside
the stem box and rotates around its vertical axis by the steering gearwheel. The steering
gearwheel is driven by geared hydraulic motors connected in parallel.
A standard triple NBR lip seal, running at a steel liner with ceramic coating, is provided
between the rotating steering pipe and the stationary stem box.

Upper gearbox
The upper gearbox is also fitted with spiral bevel gears, made of special high quality forged
steel, case hardened and finish-machined after hardening (H.P.G. process) to Class 6 - DIN
3965 or better.
Special provisions are made for forced lubrication of the bearings and gears and to prevent
condensation within the upper gearbox.

Name plates
Name plates in English.

1.2 Power transmission

Power transmission between PGB / UGB


Fwd Units, Type ......................................................Floating shaft
Aft Units, Type ...................................................Flexible coupling

The elastic coupling between prime mover and thruster Upper gearbox is not included in
the scope of supply. Wartsila will provide relevant data for making a torsional vibration
analysis to the supplier of the prime mover.
NICAL SPECIFICATION
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 6(10)

1.2.1 On/Off clutch 4

An air-operated soft on/off clutch is fitted at the input shaft of the thruster.
Make.................................................................Wärtsilä standard
Type ..............................................air-operated multiple dry plate
Air supply must be available at ............................min 8 – max 10 bar

The clutch is operated at idle engine speed by compressed air supplied by an electric /
pneumatic control box.
Air supply to be clean and dry according to ISO8573-1 class 3.4.3.

1.2.2 Floating shafting 4

Floating shaft between PGB/UGB forward units


The floating shaft consists of two curved tooth couplings with connecting shaft.
Make................................................................................Wärtsilä
Length...................................acc. Thruster arrangement drawing

Flexible coupling between PGB/UGB aft units


Transmission of power from UGB to PGB is effected by flexible coupling:
Make................................................................................Wärtsilä
Coupling half at UGB side ...............................finished machined
Coupling half at PGB side ...............................finished machined
Size.......................................acc. Thruster arrangement drawing

1.3 Auxiliary systems


1.3.1 Steering system 4
Number of hydraulic steering motors..........................................2
(mounted on the thruster)
Steering speed ........................................................................2.0 RPM
Hydraulic pump(s) ..........................................................1x100%
Drive....................................Mechanical, by PTO of prime mover
Power consumption, approx...............................................45 kW

Tube type oil cooler is separate from the steering oil tank (250 liter) and are loose supplied.
Oil cooler is used for steering and fan drive combined.

The steering motors contain a locking device which will be engaged for a thruster that is not in
operation during towing condition.

Piping between thruster and loose supplied components is not included.

Fan Drive
The fan drive is integrated in the Wartsila scope of supply and consists of a pump in tandem
with the steering- and pitch pump, and a loose supplied safety device valve
Make................................................................................Wärtsilä

1.3.2 Lubrication oil system 4


All components for the lubrication system are readily built together in subassemblies.
The lubrication system consists of two circuits:
- Circulation of lubrication oil in upper gearbox
- Circulation of oil in propeller gearbox and stem section over filter, this circuit
also pressurises the propeller gearbox.
Each circuit is served by a separate pump with one common oil tank. The oil tank (400liter) is
loose supply.
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 7(10)

Propeller gearbox lubrication system is loose supply.

The upper gearbox is flooded with lube oil to prevent condensation when the thruster is
switched off. When the thruster is in operation a level pump drains the upper gearbox to a
pre-set level.

Drive upper gearbox circuit......................Mechanical, belt driven (on UGB side)


Power consumption, approx ....................................................8.5 kW
Drive propeller gearbox circuit .......................................Electrical
Power consumption, approx ....................................................1,5 kW

If the mechanical pump fails the thruster can remain in operation at reduced speed.
The oil temperature should not exceed 80 °C.

If the electric pump fails the thruster can remain in operation without restrictions for approx.
100 operating hours.

Tube type oil cooler for the upper gearbox circuit is loose supply

1.3.3 Pitch actuation system 4


The hydraulic pitch actuating system consists of a Hydraulic power pack tank
provided with, low level switch, combined respiration device and filling
connection, drain plug, dip-stick.
Solenoid operated 4/3-way proportional valve for pitch control, built on the power
pack tank,
Load sensing valve, built on the power pack tank
Return filter with accessories like: pressure safety valve, pressure switches,
temperature switch, and pressure gauge

The pump for the pitch actuating system is placed in tandem with the pump for the steering
system. The lubrication oil is also used for the pitch actuating system.
Pitch actuation time (full stroke) ...............................................20 sec
Drive.................................Mechanical by PTO from prime mover (loose supply)
Power consumption, approx .......................................................9 kW

The oil for pitch actuating is supplied by the pitch pump through a proportional control valve to
the actuating cylinder in the hub of the propeller. The control valve is set by the control
system.

The BK-valve will lock the thrusters to the maximum pitch setting when a thruster is not used,
in towing condition.

Oil Cooler is loose supply.

1.4 Miscellaneous
1.4.1 Painting and preservation 4

The thruster unit and auxiliaries are painted according DEME paint specification 192.4
as received from yard dd. 14.09.2010.

Finish:
Inboard parts .................................................................RAL5019
Outboard parts..........................................Aluminium grey 19870

The equipment is packed for storage during 6 months in a ventilated warehouse with a
solid roof of sufficient extent.
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 8(10)

1.5 Control system


1.5.1 Lipstronic /t 4

General
The LIPSTRONIC®/7000t remote control system is PLC based and designed to control the
steering angle, pitch angle and the speed setting (RPM) of a steerable thruster.

Control Cabinet
Control cabinet with programmable logic controllers for follow-up and non-follow-up:
- Programs for follow-up and non-follow-up steering angle control.
- Programs for follow-up and non-follow-up pitch angle control.
- Program for speed setting to diesel engine governor

Note:
- A transformator is placed inside the control cabinet to create 24V from the 230V input.
- The locking device on the steering motors will be engaged for a thruster that is not in
operation during free sailing condition.

Control cabinet alarms


At the terminal strip the following alarm contacts are available:
- Major Alarm
- Minor Alarm
- E-power failure
- Clutch slip failure alarm
- Clutch slip warning alarm
The alarm contacts are potential free and open in case of alarm and have to be connected to
the vessel’s alarm/monitoring system by the Yard.

Local indicator box


Loose supplied indicator box with Steering and RPM indicator. Indicator sizes 144 x
144. To be mounted near the thrusters for local emergency control.

VDR interface
The following signals are sent to the VDR system:
- Steering angle demand 4-20 mA signal for -180/+180 degrees
- Steering angle feedback 4–20 mA signal for -180/+180 degrees
- Lever demand 4-20 mA signal for full astern/full ahead
- Pitch angle feedback 4-20 mA signal for full astern/full ahead
- Propeller RPM feedback 4-20 mA signal for zero/max RPM
- Engine RPM feedback 4-20 mA signal for idle/max RPM
- Potential free contact BCS in service
- Potential free contact DP in service
All other alarms mandatory for VDR are already given to Central Alarm System. CAS
has to multiply those alarms and provide them for VDR.

DP Interface
The DP interface includes handshaking between propulsion control system and DP
system. The steering angle and thrust are handed over to the DP system.

The following signals are sent to the DP system:


- Steering angle feedback 4–20 mA signal for -180/+180 degrees
- Pitch angle feedback 4-20 mA signal for full astern/full ahead
- Propeller RPM feedback 4-20 mA signal for zero/max RPM
- Potential free contact ready for DP
- Potential free contact acknowledge

The following signals are sent by the DP system:


- Steering angle demand 4-20 mA signal for -180/+180 degrees
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 9(10)

- Lever demand* 4-20 mA signal for full astern/full ahead


- Potential free contact accept DP

Note* Pitch/RPM schedules are inside the control system.

Notes
- Control Cabinet colour is RAL5019, capri blue IP44. Cable entries are located at the
bottom. Control cabinet to be installed near the thrusters by Yard.
- Control Station panels will be in colour RAL 9005, dull black. Text plates will be in
the English language. Panel are wired up to a terminal strip with 2 meters of cable.
- Local indicator box colour is RAL 9005, dull black.
- Analogue signals are supposed to be galvanically isolated by supplier of signal
- Binary signals are potential free contacts up to 500 mA with 24 Vdc

1.5.3 Bridge Control Station 4


Bridge Control Station (BCS) panel provided with:
- Jog-switch for non-follow-up (back-up) control of steering angle and
pitch angle
- Push-buttons and lamps for clutch control (in/out)
- Push-button to switch between combinator and fixed speed mode
- Push-button with lamp for non-follow-up (back-up) control selection
- Steering angle indicator
- Pitch indicator
- Propeller RPM indicator
- Emergency stop push-button
- Signal lamps
- Lamp test push-button
- Dimmer
- Rotatable lever unit for follow-up control of steering angle and follow-
up control of pitch angle combined with main engine RPM setting by
analogue signal
- Push-button with lamp and buzzer for control transfer from / to other
control stations
- Signal lamp DP in service
Panels for port and starboard thruster are mirrored.
Description Specification number Date Revision Page
GeoSea GS-5010 BN723 60 meters 02316901B-06 02 FEB 2011 3 10(10)

1.6 Tools and spare parts


1.6.1 Tools (Steerable thruster) 4

Standard tools
- Wrench and socket for the propeller blade bolts
- Toolbox with grease gun

1.6.2 Spares 4
A set of filter elements and to be used during commissioning. A set of filter elements
and fuses and lamps.
ICATION
1.7 Technical documentation
1.7.1 Instruction manuals (LCT) 1

Instruction Manual
4 Instruction manuals in the English language as PDF file. The instruction manual contains
sufficient information for assembly and adjustment, operation and maintenance, exchange of
propeller(blades) and propeller shaft, as well as system descriptions, fault finding suggestions
and remedies, and drawings and diagrams to support same; information beyond the above is
subject to negotiation.

For the FMEA Wartsila will supply necessary input for single failure effects on Wartsila
equipment, however complete FMEA responsibility is at yard side

1.8 Commissioning
1.8.1 Start-up support 40 man-days in 0 trips (STT) 1
Commissioning support
Support for commissioning of the installation and participation in sea trials, including lodging
costs but excluding travelling costs. Commissioning support included for maximum:

38 man-days at yard
2 man-days during sea trials

Buyer shall notify Wärtsilä at least two (2) weeks before mobilization of personnel is required.

Commissioning support exceeding the contracted


If required commissioning support, due to reasons attributable to Buyer, exceeds the
contractual amount based on ten (10) hours per day, Wärtsilä has the right to charge Buyer
for overtime, man days and travel expenses exceeding the contractual amount according to
the valid Wärtsilä Propulsion Price List.

Conditions related to commissioning


Wärtsilä personnel shall only be employed for consulting purposes and technical advice in
connection with commissioning work.

Time required for checking the installation prior to start of equipment shall be reserved by
Buyer. During this installation check, no other major jobs are allowed in the relevant
machinery space. No welding or spray painting, or other activities that influence the progress
or quality of the commissioning, may be done above or next to the equipment, unless agreed
in writing with Wärtsilä representative.

Wärtsilä personnel shall not assume responsibility for the engine room and other equipment
in connection with vessel operation. For this purpose qualified personnel responsible for the
vessel shall be present at the expense and initiative of the Buyer.
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no. Pon Power BV
723-641-00-055_0.PDF Ketelweg 20
Date: 29 sept 2010 3356 LE Papendrecht
P.O. Box 61
3350 AB Papendrecht
T. +31 78 64 20 420
F. +31 78 61 57 122
www.pon-cat.com
IHC Offshore & Marine B.V.
Att. Mr. J. Blijdestein & Mr. H. Nijenhuijzen
P.O. box 5
3370 AA Hardinxveld-Giessendam

Date Subject
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s
Our reference Enclosures
P37135A - Technical specifications
Your reference - SELF 5393 warranty statement
Yardnr. 723 - Caterpillar installation instructions
Copy to Direct number
+31 78 6420 486
E-Mail
Roel.wiewel@pon-cat.com
Dear sirs,

With reference to the meeting September 14 2010, we send you with our order confirmation for
the delivery of the following equipment and services, provided the end-user GeoSea accepts the
technical specifications on September 22 2010 at the latest.

A. 4 x 1 CATERPILLAR MARINE DIESEL ENGINE FOR PROPULSION, MODEL 3512C HD


with Heavy Duty power output of 1678 bkW at 1800 rpm.
B. 2 x 1 CATERPILLAR/CUSTOMER MARINE GENERATOR SET, (each) consisting of:
1 -Caterpillar marine Diesel Engine, model C32 ACERT
1 - Stamford Marine Generator, model PM734C2
Prime Power Rating: 944 ekW, 1180 kVA, 440 Volt, 60 Hz.
C. 1 x 1 CATERPILLAR RADIATOR COOLED MARINE GENERATOR SET, (each) consisting of:
1 - Caterpillar marine Diesel Engine, model C9
1 – Caterpillar Marine Generator, model LSAM
Prime Power Rating: 238 ekW with fan, 298 kVA, 440 Volt, 60 Hz.

We would like to thank you for your order and we assure you that your order will be performed to
your satisfaction

Pon Power BV

Roel Wiewel
Account Manager

All legal relations of Pon Power will be governed by our general conditions and they will
upon request be made available without charge. The conditions are deposited at the
Chamber of Commerce Rotterdam. Pon Power rejects explicitly the applicability of any
general terms and conditions which its contractual parties may use. Jurisdiction: District
Court Dordrecht, Netherlands.

Chamber of Commerce Rotterdam 23060463 VAT NL0086.95.428.B01


ABN AMRO 45 72 72 597 BIC RBOSNL2A
ING 28 81 74 IBAN NL96RBOS0457272597
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 2 - 31

PRICES AND TERMS

PRICES
A. 4 x 1 CATERPILLAR MARINE DIESEL ENGINE FOR PROPULSION, MODEL 3512C HD
with Heavy Duty power output of 1678 bkW at 1800 rpm
For technical specification, see attached technical specification A
Rock bottom price for four (4) units, excluding witness test -
4x 1 Vulkan ISS 4012 + Gewes cardan shaft for off-line alignment, total
4x 1 Extra hydraulic pump PTO lower LH front, customized for small 7 kW pump,
total
Rock bottom price for four (4) units, excluding witness test

B. 2 x 1 CATERPILLAR/CUSTOMER MARINE GENERATOR SET, (each) consisting of:


1 -Caterpillar marine Diesel Engine, model C32 ACERT
1 - Stamford Marine Generator, model PM734C2
Prime Power Rating: 944 ekW, 1180 kVA, 440 Volt, 60 Hz.
For technical specification, see attached technical specification B
Rock bottom price for two (2) units, as part of total lumsum order
Optional incl. 2x Stamford generator PM734C2, power 944 ekW, 1180 kVA, 440
V, IP44 with air filter, including witness load test

C 1 x 1 CATERPILLAR RADIATOR COOLED MARINE GENERATOR SET, (each) consisting of:


. 1 - Caterpillar marine Diesel Engine, model C9
1 – Caterpillar Marine Generator, model LSAM
Prime Power Rating: 238 ekW with fan, 298 kVA, 440 Volt, 60 Hz.
For technical specification, see attached technical specification C
Rock bottom price, including standard C9 generator, witness load test
*) Rock bottom total price, as agreed, without Stamford generators for C32
**) Rock bottom total price, as agreed, incl. Stamford generators for C32
The aforementioned prices are for decision ultimate October 1 2010 by buyer for *) or **).

TERMS OF PAYMENT
100 % of the above-stated total price after workshop load test and before shipment, but no later
than the original contractually agreed delivery date, whichever comes first.

If the payment period is exceeded, the legal commercial interest rate will be charged, as specified
in Article 6:119A of the Dutch Civil Code. All payments must be made without any discount and/or
adjustment. In case of any delay in delivery not caused by Pon Power BV, Pon Power BV will be
entitled to a reasonable adjustment in the contractual price and to charge storage and handling
costs.
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 3 - 31

Interest, storage and handling costs will be charged monthly and are due 14 days after invoice
date.
- The above-mentioned prices do not include VAT and apply to deliveries shipped DDU -
Delivered Duty Unpaid (Krimpen aan den Ijssel) in accordance with Incoterms 2000.
Pon Power will send the instalment invoice(s) at least 60 days prior to the ultimate payment date
in order to enable your administration to process them. Failure to send the relevant instalment
invoice(s) or to send them on time does not absolve the Purchaser of its payment obligation(s).

VALIDITY OF QUOTATION/ORDER
This order/quotation remains valid for end-user’s acceptance of technical specifications on
September 22 2010 at the latest.

DELIVERY DATE
The delivery dates for technical data are:
1. P & ID (schematics) ultimate Sept 28 2010
2. Design data sheets ultimate Sept 21 2010
3. Mechanical drawing 3512C, ultimate Oct 5 2010
4. E-data and schematics, ultimate Oct 26 2010
5. Mechanical drawing C32 gen sets & C9 gen set, ultimate Oct 26 2010
Penalty of 0,5% per week of the total order shall be given in case of exceeding this time period.
Goods: fixed on April 26 2011
For late delivery additional costs caused by late deliveries and/or cancellation will be passed on
from IHC Offshore & Marine B.V. to Pon Power BV.

The indicated delivery date is only valid if all payments have been made on time and the
commercial and/or technical details are fully known and clarified within 2 (two) weeks of signing.
If the originally agreed delivery date is delayed as a result of the Purchaser’s doings, the delivery
date will be adjusted by Pon Power BV and made known to the Purchaser; the originally agreed
upon payment date(s) will however remain in effect. Pon Power BV cannot be held liable for any
losses due to delayed delivery.

Postponement and cancellation


If the Purchaser fails to meet the payment obligations of this Contract, we will be entitled without
notice of default or judicial authorisation to suspend the performance of this Contract for up to 6
months or to dissolve it in whole or in part without any obligation to pay damages.
During the suspension, we are entitled, and at the end of it required to choose to resume
performance of the suspended Contract(s) or to fully or partly dissolve it / them.
In case of suspension and/or dissolution, the agreed price is immediately payable with deduction
of any previously paid instalment and costs that were saved as a result of the suspension and/or
dissolution. The Purchaser is not entitled to demand dissolution of the Contract with retrospective
effect.
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 4 - 31

CUSTOMS DOCUMENTS
In determining the sales price (not including import duties), we assume that the goods to be
delivered will be installed in an ocean-going vessel and the recipient of the goods is in
possession of a valid particular end-use import permit. In this case, we will send the Purchaser a
T5 form. This form must be furnished with the required official markings and received by Pon
Power within the stated period.

If, when the T5 form is received, it turns out not to have the required official markings, or if it is not
received on time or in its entirety, we will be required to charge the Purchaser an additional
amount for delivery including import duties and the VAT due.
This additional amount and any VAT charged to the Purchaser must be paid within 30 days of the
invoice date.

CHANGE IN THE SCOPE OF THE DELIVERY


The Purchaser is entitled at any time to make a request to change the agreed scope of delivery. If
such a change can be granted and has consequences for the contractual price and/or delivery
date, Pon Power BV is entitled to make adjustments to them. Pon Power BV is not required to
continue with the modified or unmodified delivery until the revised contractual price and/or
delivery date are agreed in writing.

PRESERVATION
The diesel engine(s) is/are prepared for a medium storage period (6 months) under
controlled environmental conditions.

RESILIENT MOUNTING
This engine installation includes adjustable resilient mounts; the alignment of the engines should
be checked after one week, after 3 months and then annually. Any adjustments to be made to the
alignment, as a result of these checks, are considered as normal maintenance.

MARKINGS
Markings of loose items is included, with labels and packing list submitted on forehand for
customer warehouse check-in.

PACKING
Packing of loose items in carton boxes is included.

DELIVERY ADDRESS
The goods to be supplied will be delivered to the following locations (except for deliveries EXW
Papendrecht):
Name : IHC Offshore & Marine B.V.
Attn./Location :
Address : Schaardijk 24
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 5 - 31

Postal code : 2921 LG


Location : Krimpen aan den IJssel.

INSURANCE
Shipment will be insured by us up to and including any delivery address indicated in this
document. The risk is assumed by the Purchaser from the moment of unloading.

GENERAL TERMS / LIABILITY


Delivery will be made in accordance with the future mutual agreed Pon Power – IHC conditions.

Except for gross negligence, Pon Power BV refuses all liability for indirect losses such as loss of
business, reduced turnover or income, the inability to make full use of the installation, costs of
replacement installation(s) or supplementary power, costs of a production disruption, other
consequential damage or damage resulting from liability to third parties. All rights to action on the
basis of the Contract expire at the end of twelve months. All claims lapse at the end of two years.

INSTALLATION CHECK AND COMMISSIONING


Installation check, commissioning and sea trials in Krimpen are included (estimated at approx. 16
normal working days per vessel.

If, due to external circumstances, the installation check and commissioning cannot be completed
within the indicated number of workdays, the extra days will be charged to the Purchaser on the
basis of subsequent costing at the applicable rates. Initial start up in the Netherlands will include
travel and accommodation costs.

TORSIONAL VIBRATION CALCULATION


The flexible coupling has been selected for the maximum engine torque. If the torsion vibration
calculation reveals that another flexible coupling or other modifications such as a vibration
damper must be implemented, we reserve the right to charge the Purchaser for any additional
costs, if this flexible coupling comes under the scope of our delivery. Failure by the Purchaser to
provide the information concerning the torsion vibration calculation within 4 weeks of placing an
order and at least 5 months prior to delivery may result in delivery delays. Refer to what has
further been stated on this subject in the "Delivery Date" section.

DOCUMENTATION
According GeoSea yard number 723 outline specification

TRAINING
Training by Pon Power instructor on engine maintenance for 3 persons is included in this scope
of supply
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 6 - 31

CLASSIFICATION
Adjustments to delivery resulting from changes to classification requirements that arise after the
order has been placed, will be implemented under consultation and charged to the Purchaser.

INSPECTION
For a visual inspection by the Purchasers representative in our workshop/warehouse before
dispatching the goods, please contact our Project Manager in due time.

WARRANTY
Warranty is applicable for 12 months on Caterpillar parts, labour and travel costs in accordance
with the conditions in mutual IHC Beaver Dredgers B.V. / Engineering Services B.V. – Pon Power
BV agreement and with the “Caterpillar Limited Warranty Marine Products Worldwide, effective
January 1, 2006”, reference number SELF5393 or newer version.
For non-Caterpillar parts, there is a 12 months warranty on parts or the corresponding
manufacturer’s warranty.
The warranty period starts after initial start up and as soon as the vessel has been handed over
to the operator, however ultimately 18 months after delivery of the goods or in any case and if
applicable, after 100 operating hours of the item in question.

PROJECT MANAGEMENT
The above-mentioned order is registered as number P37135, and we kindly request the
Purchaser to indicate this number in all future correspondence. The project will be handled by our
Project Manager Mr.Ad de Bruin, contacts details: telephone number +31 78 6 420 582 or by
email ad.de.bruin@pon-cat.com.

Pon Power BV

Roel Wiewel
Account Manager

Date: Sept 16 2010


Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 7 - 31

TECHNICAL SPECIFICATION A

4 X 1 CATERPILLAR MARINE DIESEL ENGINE FOR PROPULSION,


MODEL 3512C-HD (HIGH DISPLACEMENT)

This is a four stroke diesel engine, turbocharged and aftercooled, with electronically controlled
fuel injection system.

ENGINE DATA
Number of cylinders : 12
Cylinder configuration : V
Cylinder bore : 170 mm
Piston stroke : 215 mm
Engine displacement : 58 liter
Rotation : Counterclockwise when facing flywheel

AMBIENT CONDITIONS : Up to 50°C air inlet temperature at air cleaners


32°C seawater temperature
100 kPA air pressure

RATING
Heavy Duty : 1678 bkW at 1800 rpm (B-rating)

FLUID RECOMMENDATIONS
Fuel oil specification Fuels meeting international standard ISO 8217:1986 (E) class F
specifications of marine fuels DMA may be used. Each engine and
0
related equipment is designed for a fuel viscosity of up to 7 cST/40 C.
Lube oil specification Engines are suitable for operation with Caterpillar DEO lubricating oil
having a viscosity class of SAE 15W-40 (CJ-4 quality).
Coolant specification Engines are suitable for operation with Caterpillar ELC coolant.

EMISSION REGULATIONS
IMO The engine meets the current IMO emission standards for the year
2000 as defined by regulation 13 of annex VI to the international
convention for the prevention of pollution from ships, 1973, as modified
by the protocol of 1978.
IMO Tier II The engine is designed to meet the expected IMO II emission
standards for the year 2011 as to be defined by the international
convention for the prevention of pollution from ships, 1973, as modified
by the protocol of 1978.
EPA Tier II The engine complies with the U.S. Environmental Protection Agency
(EPA) Marine Tier II Emission Limits, in force since January 1, 2007 for
U.S. flagged vessels.
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 8 - 31

CCNR Stage II The engine meets CCNR stage II (applicable for Rhine Inland
Waterways) in force since July 1, 2007.
EU Stage IIIA The engine meets the Inland Waterway Commercial Directive, which
complies with 97/68/EC Stage II (EU Stage IIIA) in force since January
1, 2009.

EMISSION CERTIFICATION
IMO certificate by Germanischer Lloyd. This certificate includes a serial number specific technical
file certified by Germanischer Lloyd and a Germanischer Lloyd Statement of Compliance

MARINE CLASSIFICATION SOCIETY


The configuration complies with the following Marine Classification Society:
Type approval : American Bureau of Shipping
Notation : ABS cross A1, Self Elevating Unit, cross PAS, cross DPS-2, Restricted
Service
Additional notation: CRC
Spare parts, special tools, stand-by and spare pumps, which may be recommended or required by
the Marine Classification Society or others, are not included.

Shielded connections in compliance with SOLAS regulations.

MARINE CLASSIFICATION SOCIETY CERTIFICATION


The engine meets the requirements of above mentioned Marine Classification Society regulations.
A serial number specific certificate issued by ABS is included.

COOLING SYSTEM
High temperature cooling circuit (HT): With box cooling (yard supply) for engine jacket water
Low temperature cooling circuit (LT): With separate circuit box cooling for aftercooler (yard
boxcooler supply) for maximum LT temperature see
technical data sheet)
GENERAL
- Service side: right hand side (RH) on the engine when facing flywheel
- Paint finish in Caterpillar yellow
- 21” Flywheel (183 teeth) with flywheel housing SAE no. 00
- Torsional vibration damper on crankshaft with protection cover
- Barring tool, manually operated, flywheel housing mounted
- Lifting eyes

AIR INLET AND EXHAUST SYSTEM


- Two air cleaners, dry type, with maintenance monitoring
- Aftercooler, separate circuit with corrosion resistant coated air side
- Two exhaust manifolds, dry, gas tight with heat shields
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 9 - 31

- Two exhaust turbochargers, with water cooled bearings and heat shield
- Combined exhaust outlet with heat shield, diameter 12”, flanged vertical outlet
- Exhaust expander, with Cat flange on both sides, diameter 12" to 16”, including gaskets, bolts,
washers and nuts (insulation not included)
- Stainless steel expansion joint, double acting, with Cat flange at engine side and PN10 flange
at the other side, diameter 16”, including PN10 counter flange, gaskets, bolts, washers and
nuts [type approved] (shipped loose) (insulation not included)
- Exhaust gas temperature gauge for mounting in exhaust stack (shipped loose)
- Exhaust silencer with spark arrestor, attenuation 45 dB(A), marine type, diameter 18”, including
counter flanges, gaskets, bolts, washers and nuts (shipped loose) (insulation not included)-

FUEL SYSTEM
- Mechanically actuated electronically controlled unit injectors (MEUI)
- Fuel priming pump, manually operated (RH)
- Fuel transfer pump, gear driven
- Fuel filter, duplex change over with maintenance monitoring (fixed on LH)
- Fuel filter drip tray
- Primary fuel filter/ fuel water separator, duplex change over, with metal bowl and level alarm, type
approved (shipped loose)
- Fuel cooler, tubular type, full flow, to be installed in LT cooling water supply line, 3” flanged
connections, including counter flanges, gaskets, bolts, washers and nuts, (shipped loose)
- Flexible connections, stainless steel armoured for fuel lines diameter ¾”, including compression
fitting (Ermeto) for 25 mm for standard piping OD pipe end, type approved (RH)

ENGINE CONTROL
- Dual (primary and secondary) Caterpillar ECM, ADEM III electronic engine control unit
- Local speed control via potentiometer
- Local/remote selection switch for speed control
- Remote speed control for use with 4-20 mA throttle input signal

LUBRICATING SYSTEM
- Crankcase breather with flexible connection for customer fumes disposal line
- Lube oil filter, duplex change over with maintenance monitoring (fixed on LH)
- Lube oil filter drip tray
- Lube oil sump, deep type, for maximum oil change interval
 Quick release coupling (female 1”connection) at service side for engine sump oil discharge
(steel line below oil level)
- Quick release coupling counter connection (male 1” connection) (shipped loose)
- Pre-lubrication oil pump, electrical motor driven 440 V AC, 3 phases, 60 Hz, IP55, mounted on
engine support rail and connected to associated lines (RH), including manual/automatic start-
stop logic, in an engine pre-lubrication/heater (if heater is applicable) control box
- Lube oil filler (service side)
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 10 - 31

- Lube oil level dipstick (service side), calibrated for tilt angle
- Lube oil cooler
- Lube oil pump, gear driven
- Crankcase explosion relief valves

STARTING SYSTEM
Electric starting system, consisting of:
- Electric starting motor, dual, 24V DC (fixed at LH)
- Start solenoid
- Start switch on engine control panel
- Charging alternator 24V DC, 60 Amp, belt driven, heavy duty, brushless, insulated (RH)
Starting battery 380 Ah (1300 CCA), maintenance free (shipped loose) (cables and battery box
are not included)

COOLING SYSTEM
HT cooling water system consisting of:
- HT cooling water pump, gear driven, centrifugal
- HT section of dual (HT/LT) expansion tank (shipped loose) including pressure cap, level gauge
and level switch
- Thermostats and housing
- Air separator (deaerator) including counter flange, gaskets, bolts, washers and nuts (shipped
loose)
- Cooling water inlet and outlet connections, diameter 5”, including counter flanges, gaskets, bolts,
washers and nuts
- Flexible connections for cooling waterlines, diameter 2 x 5”, [rubber bellow type with pipe ends
with dual clamps (shipped loose), type approved (shipped loose)
Flexible connection for filling line, diameter (1 x 1”), rubber bellow type with pipe ends with dual
clamps, type approved (shipped loose)
- Flexible connection for dearation line, rubber hose, 10 mm OD pipe end
- Jacket water heater, total power 2 x 4.5 kW, 440V AC, three phases, wired to junction box (200
x 300 x 160 mm hxwxd), including manual/automatic start-stop logic and indication, in an
engine mounted heater/pre-lubrication (if pre-lubrication is applicable) control box
- Two temperature gauges for mounting in HT cooling water lines (range 0–120°C) (shipped
loose)
- Cooling water drain valve

LT cooling water system consisting of:


- Cooling water pump, gear driven, centrifugal
- LT section of dual (HT/LT) expansion tank (shipped loose) including pressure cap, level gauge
and level switch
- Thermostat and housing
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 11 - 31

- Cooling water inlet and outlet connections, diameter 3”, LH, including counter flanges, gaskets,
bolts, washers and nuts
- Flexible connections for cooling waterlines, diameter 2 x 3”, [rubber bellow type with pipe ends
with dual clamps (shipped loose), type
- Flexible connection for filling line, diameter (1 x 1”), rubber bellow type with pipe ends with dual
clamps, type (shipped loose)
- Flexible connection for dearation line, rubber hose, 10 mm OD pipe end
- Two temperature gauges for mounting in LT cooling water lines (range 0 – 100°C) (shipped
loose)
Note:
Fuel cooler and customer azimuth gear oil cooler to be installed by yard in 38ºC fresh cooling
return line from LT boxcooler to engine mounted aftercooler thermostat.

ELECTRONIC CONTROL SYSTEM


The electronic control system is being controlled by a microprocessor (ECM), performing the
following main tasks:
- Control of the engine rpm
- Control of the engine torque
- Cold start procedure
- Control of the fuel injection timing and duration, depending on various factors
- Engine diagnostics

The following parameters can be programmed:


- Fuel-air ratio control
- Low idle rpm
- Cold mode cylinder cut-out which minimizes white smoke at cold start
- Cold mode timing transition for smoother engine transition from cold mode to normal engine
timing

The electronic system includes a back up for:


- Engine speed sensor
- Timing sensor
- ECM

The engine and electronic system are monitored on the following parameters, faults are
annunciate through a diagnostic code on the engine instrument panel, engine will derate and/or
stopped if required:
- Unit injectors
- Fuel pressure
- Lube oil pressure
- Cooling water temperature
- RPM/timing sensors
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 12 - 31

- Micro processors
- Turbo exhaust pressure
- Atmospheric pressure
- Turbo inlet pressure, left/right
- Unfiltered fuel pressure
- Unfiltered lube oil pressure
- Exhaust temperature before turbo, left/right
- Air inlet temperature
- Crankcase pressure
- Cooling water level
- Transmission oil temperature
- Transmission oil pressure
- Air inlet pressure
- Engine oil temperature

Alarms values, derate values and safety values are programmable, with time delays.

The electronic systems registers and saves all events which occur, this history can be retrieved
with Caterpillar Electro Technician (optional).

Regarding the use of the engine the following data is registered:


- Current fuel rate (calculated)
- Average fuel consumption (calculated)
- Total fuel consumption (calculated)
- Total running hours
- Total low idle rpm hours
- Total low idle rpm fuel consumption (calculated)
- Average load factor
- Total hours micro processor

Per trip the following data is registered:


- Fuel consumption (calculated)
- Low idle rpm hours
- Fuel load rpm hours
- Running hours

The electronic system has interfaces for:


- Caterpillar engine monitoring systems
- Service tools
- External alarm system for:
- Low oil pressure (engine speed dependent)
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 13 - 31

- High HT coolant temperature


- Low HT coolant level
- General engine alarm
- Maintenance due
- Engine diagnostic Data link according SAE J1939, for engine parameters

ALARM & SAFETY SYSTEM


For the alarm and safety system to be in compliance with the rules of the applicable MCS
regulation, separate/additional sensors (type approved) are mounted on the engine.

Alarms & Safety shutdown according to ABS notation by means of Diesel control Unit model
DCU305
The control box is further equipped with:
- Start push button
- Stop push button
- Emergency stop button
- Reset push button
- Safety switch
- Local/remote speed control - selector switch
- Local speed control via potentiometer
The Caterpillar alarm and safety systems on the Marine Power Display are overridden by the above
mentioned alarm and safety system.
The visible or audible annunciation of the alarms and safeties is not included.

The wiring is numbered. The dimensions of the control box are 600 x 600 x 210 mm (hxwxd) The
control box will be shipped loose and is connected to the engine by a wiring loom of 3 meters;
exit point from the engine is at the flywheel house opposite to service side, including connector.

MONITORING SYSTEM

INSTRUMENT PANEL on diesel engine


A Caterpillar Marine Power Display, electronic display for monitoring engine [and transmission]
parameters, integrated in engine control panel.
The high-resolution screen (320 by 240 pixels) is a fully graphic transflective positive image LCD
with adjustable illumination levels. Red LED edge lighting for gauges and function buttons
provides low light visibility.

The alarm and internal components are sealed to 34.48 kPa and will operate in a temperature
range of -20° to 70°C.
An SAE J1939 data link provides information from the engine ECM to the display module. The
screen can be customized for three different users. The following information can be displayed in
gauge, digital or bar graph formats. The layout can be programmed with screen builder software
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 14 - 31

(is included in the delivery):


- Engine speed
- Engine lube oil pressure
- Engine lube oil temperature
- Engine HT cooling water temperature
- Engine HT cooling water level
- Engine fuel oil pressure
- Engine fuel oil filter differential pressure
- Engine fuel oil temperature
- Engine boost pressure
- Engine intake manifold temperature
- Engine LT cooling water temperature
- Engine LT cooling water level (only with KC)
- Engine exhaust temperatures left and right
- Engine service meter (engine running hours)
- System DC voltage
- Transmission lube oil pressure (for use with installed transmission pressure sensor)
- Transmission lube oil temperature (for use with installed transmission pressure sensor)
- Percent engine load
- Instantaneous fuel consumption (calculated)
- Total fuel consumed (calculated)
- Coolant level (alarm only)
- Overspeed

Further total and trip data are available on the display for:
- Engine hours
- Idle hours
- Consumed fuel (calculated)
- Consumed fuel at idle (calculated)
- Average load factor
- Average fuel consumption (calculated)

The MPD will display a visual warning for active events and diagnostics, as far as has been
programmed. Indicators are available for:
- Diagnostics
- Maintenance due
- Alarm

Furthermore a pyrometer is integrated in the instrument panel. The pyrometer is an electronic


scanner for exhaust gas temperatures. An LCD displays the number of the channel (cylinder)
and the temperature. The scanner provides, monitoring exhaust gas temperatures (stack and
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 15 - 31

cylinders) and alarms for deviation (cylinders) and high stack temperature. Both alarms are
wired to the control panel.

The instrument panel is further equipped with:


− Engine control switch with the following positions:
- Manual start
- Remote start
- Switched off
- Stop with programmable cool down logic
− Emergency stop push button
− Selector switch for local or remote control
− Local speed controller via potentiometer
− Alarm buzzer
− Backup ECM ready status lamp (amber)
− Backup ECM in control status lamp (green)
− Overspeed shut down notification lamp (red)
− Emergency stop notification lamp (red)

FLEXIBLE COUPLING WITH SHAFT


Flexible coupling with SAE 00 bell housing supported cardan-shaft for off-line drive, suitable for
mounting against flywheel / flywheel housing and flanged to azimuth clutch:
Make : elastic coupling Vulkan / cardan-shaft GEWES
Model : Vulkan ISS 4012 / GEWES 4356-86-32/03x0610-2.0
Total length : approx 1200? mm, final to be agreed
Alignment: : flexible mounted engine does NOT need precise alignment or
maintenance.
Weight : Cardan 135 kgs. No shaft weight on flywheel / 67.5 kgs on thruster clutch

POWER TAKE OFF


SAE C hydraulic pump drive, mounted at upper LH front, facing forward (Cat. ref. 8N-9166),
pump drive speed is 1,33 x engine speed (suitable for 80 kW hydraulic power pack pump power)
and ; direction of pump drive speed is opposite to rotation of engine, the hydraulic pump (free
issued by customer) to be installed including brackets and mounting hardware.
SAE C hydraulic pump drive to be customized for 7 kW (hydraulic powered fan) hydraulic pump
power, mounted at lower LH front, facing forward, pump drive speed is 1,33 x engine speed;
direction of pump drive is equal to rotation of engine, including special adapter plate as bracket
support of pump to engine.

MOUNTING
Engine supports, reinforced ledge type mounting rails
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 16 - 31

The engine is resilient mounted with 4x vibration isolators (shipped loose), adjustable with levelling
screws and equipped with deflexion limiters, vertical limit stops, type approved. 4x- Welding
plates, steel for vibration isolator (shipped loose)

DOCUMENTATION
According to yard number 723 outline specification

End of specification A
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 17 - 31

TECHNICAL SPECIFICATION B

2 x 1 - FRESH WATER COOLED MARINE GENERATOR SET


Each consisting of

CATERPILLAR MARINE GENERATOR SET ENGINE, MODEL C32 DI-TTA ACERT

This is a four stroke, diesel engine, equipped with two turbochargers, an inlet air aftercooler and an
electronic engine management system, which is integrated with an electronically controlled fuel
injection system.

ENGINE DATA
Number of cylinders : 12
Cylinder configuration : V
Cylinder boring : 145 mm
Piston stroke : 162 mm
Cylinder displacement : 32.1 liter
Rotation : Counterclockwise when facing flywheel

AMBIENT CONDITIONS : Up to 50°C air inlet temperature at air cleaners

PRIME POWER RATING : Max. electrical continuous 994 bkW @ 1800 rpm

EMISSION REGULATIONS
IMO The engine meets the current IMO emission standards for the year
2000 as defined by regulation 13 of annex VI to the international
convention for the prevention of pollution from ships, 1973, as modified
by the protocol of 1978.
IMO Tier II The engine is designed to meet the expected IMO II emission
standards for the year 2011 as to be defined by the international
convention for the prevention of pollution from ships, 1973, as modified
by the protocol of 1978.
EPA Tier II The engine complies with the U.S. Environmental Protection Agency
(EPA) Marine Tier II Emission Limits, in force since January 1, 2007 for
U.S. flagged vessels.
EU Stage IIIA The engine meets the Inland Waterway Commercial Directive, which
complies with 97/68/EC Stage II (EU Stage IIIA) in force since January
1, 2009.

EMISSION CERTIFICATION
IMO certificate by Germanischer Lloyd. This certificate includes a serial number specific technical
file certified by Germanischer Lloyd and a Germanischer Lloyd Statement of Compliance
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 18 - 31

MARINE CLASSIFICATION SOCIETY


The configuration complies with the following Marine Classification Society:
Type approval: American Bureau of Shipping
Notation: ABS cross A1, Self Elevating Unit, cross PAS, cross DPS-2, Restricted
Service
Additional notation: CRC

Spare parts, special tools, stand-by and spare pumps, which may be recommended or required by
the Marine Classification Society or others, are not included.

Shielded connections in compliance with SOLAS regulations.

MARINE CLASSIFICATION SOCIETY CERTIFICATION


The engine meets the requirements of above mentioned Marine Classification Society regulations.
A serial number specific certificate issued by ABS is included.

COOLING SYSTEM
High temperature cooling circuit (HT): with separate HT boxcooler
Low temperature cooling circuit (LT): with separate LT boxcooler

GENERAL
− Service side: right hand side (RH) on the engine when facing flywheel
− Paint finish Caterpillar Yellow
− 18” Flywheel (136 teeth) with flywheel housing SAE no. 0
− Side access engine block
− Dual groove v-belt crankshaft pulley
− Torsional vibration damper on crankshaft with protection cover
− Lifting eyes
− Engine front and rear flywheel housing supports

AIR INLET AND EXHAUST SYSTEM


− Two open element air fliters with service indicator and closed crankcase fumes disposal system
− Aftercooler, separate circuit with corrosion resistant air side
− Two exhaust manifolds, water cooled
− Two exhaust turbochargers, water cooled
− Two exhaust turbocharger outlet 90º elbows, dry, diameter 8” rotatable outlet (insulation not
included)
− Two stainless steel expansion joints, double acting, with Cat flange at one side and PN10
flange at the other side, diameter 8”, including counter flange, gaskets, bolts, washers and
nuts (shipped loose) (insulation not included)
− Two exhaust gas temperature gauge, straight type, for mounting in exhaust stack (shipped
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 19 - 31

loose)
− 1x exhaust silencer, marine type, with mating flanges and spark arrestor, diameter 12" (45
dBA) (L), (insulation not included)
note: Exhaust system will be checked on max. allowable back pressure.

FUEL SYSTEM
− Mechanically actuated electronically controlled unit injectors (MEUI)
− Fuel priming pump, manually operated (service side)
− Fuel transfer pump
− Fuel filter (spin-on type), duplex change over with service indicator (service side)
− Fuel filter drip tray (shipped loose)
− Primary fuel filter/fuel water separator, duplex (triple with one auxiliary filter), make Racor
including metal bowl and level alarm, Type Approved, shipped loose, for separately mounting)
− Fuel oil cooler, shell & tube type, suitable for full flow fresh water cooling system of maximum
38°C. Fuel cooler is shipped loose for mounting i n LT box cooling system
− Flexible connections, stainless steel armoured for fuel lines diameter ¾” including Compression
fitting (Ermeto) for 22 mm OD pipe end, type approved.

ENGINE CONTROL
− Single ECU, electronic ADEM 4 governor
− DEIF electronic speed control potentiometer, mounted in engine control/terminal connection
panel, suitable for run in parallel or for take over duty (synchronizing and load sharing part of e-
contractor) with contacts for speed raising/lowering on terminals
− Two extra engine speed ready contacts, wired to terminal box, for external generator excitation
on/off use

LUBRICATING SYSTEM
− Two crankcase breathers, closed loop crankcase fumes disposal system, with two crankcase
emission filters, including indicators.
− Lube oil filter (spin-on type), engine mounted, duplex (service side), including service
indicator
− Lube oil filter drip tray
− Lube oil sump, deep type with a content of 138 liter with 500 hour oil change interval
− Quick release coupling (female ¾” connection) at service side for engine oil changes (steel line
below oil level)
− Lube oil filler (service side)
− Lube oil level dipstick (service side),
− Lube oil cooler
− Lube oil pump, gear driven
− No explosion relief valves with low volume crankcase applicable
− E-motor drive prelube pump, 440 V, 3 phase, 0.55 kW, including electric control, wiring to
starting system on engine control panel and mounted on gen set
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 20 - 31

STARTING SYSTEM
Electric starting system, consisting of:
- Electric starting motor, 24V DC
- Start solenoid
- Start switch on engine control panel
- Charging alternator 24V DC, 75 Amp, belt driven, heavy duty, brushless, insulated
Starting battery set 24V DC, maintenance free, (shipped loose) (cables and battery box are not
included)

FRESH COOLING SYSTEM


HT cooling water system consisting of:
- HT cooling water pump, gear driven, centrifugal
- HT section of dual (HT/LT) expansion tank (shipped loose) including pressure cap, level gauge
and level switch
- Thermostats and housing
- Air separation with engine mounted full flow expansion tank
- Cooling water inlet and outlet connections, diameter 4”, including counter flanges, gaskets, bolts,
washers and nuts
- Flexible connections for cooling waterlines, diameter 2 x 4”, [rubber bellow type with pipe ends
with dual clamps (shipped loose), type approved (shipped loose)
Flexible connection for filling line, diameter (1 x 1”), rubber bellow type with pipe ends with dual
clamps, type approved (shipped loose)
- Flexible connection for dearation line, rubber hose, 10 mm OD pipe end
- Jacket water heater, total power 2 x 1.5 kW, 240V AC, single phase, wired to junction box (200
x 300 x 160 mm hxwxd), including manual/automatic start-stop logic and indication, in an
engine mounted heater/pre-lubrication (if pre-lubrication is applicable) control box
- Two temperature gauges for mounting in HT cooling water lines (range 0–120°C) (shipped
loose)
- Cooling water drain valve

LT cooling water system consisting of:


- Cooling water pump, gear driven, centrifugal
- LT section of dual (HT/LT) expansion tank (shipped loose) including pressure cap, level gauge
and level switch
- Thermostat and housing
- Cooling water inlet and outlet connections, LH, including counter flanges, gaskets, bolts,
washers and nuts
- Flexible connections for cooling waterlines, [rubber bellow type with pipe ends with dual clamps
(shipped loose), type
- Flexible connection for filling line, diameter (1 x 1”), rubber bellow type with pipe ends with dual
clamps, type (shipped loose)
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 21 - 31

- Flexible connection for dearation line, rubber hose, 10 mm OD pipe end


- Two temperature gauges for mounting in LT cooling water lines (range 0 – 100°C) (shipped
loose)

ELECTRONIC CONTROL SYSTEM

The electronic control system is being controlled by a microprocessor (ECU), performing the
following main tasks:
- Control of the engine rpm
- Control of the engine torque
- Cold start procedure
- Control of the fuel injection timing and duration, depending on various factors
- Engine diagnostics

The following parameters can be programmed:


- Programmable fuel-air ratio control
- Programmable low idle rpm
- Cold mode cylinder cut-out which minimizes white smoke at cold start
- Cold mode timing transition for smoother engine transition from cold mode to normal engine
timing

The electronic system has a back up for:


- Engine speed sensor
- Timing sensor

regarding the use of the engine the following data are registered:
- Current fuel rate (calculated)
- Average fuel consumption (calculated)
- Total fuel consumption (calculated)
- Total running hours
- Total low idle rpm hours
- Total low idle rpm fuel consumption (calculated)
- Average load factor
- Total hours micro processor

Per trip the following data are registered:


- Fuel consumption (calculated)
- Low idle rpm hours
- Fuel load rpm hours
- Running hours
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 22 - 31

ALARM & SAFETY SYSTEM


For the alarm and safety system to be in compliance with the rules of the applicable MCS
regulation, separate/additional sensors (type approved) are mounted on the engine.

Alarms & Safety shutdown according to ABS notation by means of Diesel control Unit model
DCU305
The control box is further equipped with:
- Start push button
- Stop push button
- Emergency stop button
- Reset push button
- Safety switch
- Local/remote speed control - selector switch
- Local speed control via potentiometer
The Caterpillar alarm and safety systems on the Marine Power Display are overridden by the above
mentioned alarm and safety system.
The visible or audible annunciation of the alarms and safeties is not included.

The wiring is numbered. The dimensions of the control box are 600 x 600 x 210 mm (hxwxd) The
control box will be shipped loose and is connected to the engine by a wiring loom of 3 meters;
exit point from the engine is at the flywheel house opposite to service side, including connector.

MONITORING SYSTEM

CONTROL PANEL WITH DIESEL CONTROL UNIT, TYPE DCU 305 A R3


Location: at service side.
Alarm, annunciating and control panel unit, built in control box, mounted on the generator set
and wired with terminal strip to all sensors and contacts on the generator set.
The panel provided with digital screen with selection for display of alarm/safety stop, status,
information and event log functions, including lube oil pressure indication and cooling water
temperature indication.

alarm section with indication for:


- 24 V dc supply low
- speed sensor failure
- low lube oil pressure
- high lub oil temperature (if applicable for MCS)
- high jacket water temperature
- low jacket water level in expansion tank
- low jacket water pump differential pressure (if applicable for MCS)
- low fuel oil pressure (if applicable for MCS)
- control unit failure
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 23 - 31

fail safe wiring of safety system


 shut down section with indication for:
- lube oil pressure too low
- cooling water temperature too high
- over speed
 status section
- running indication
control section
- start button
- stop button
- control switch with positions “remote-off-local” (position “remote” activates automatic prelube
and activates jacket water heater)
- lamptest button
- sirene switch-off button
- reset button
on terminals for external (remote) use:
- start input
- stop input
- alarm contact output for each alarm (potential free) for remote monitoring alarm
- common alarm output
- common safety shutdown output
- emergency shut down input
- engine running output
- 4 – 20 mA lube oil pressure output
- 4 – 20 mA jacket water temperature output
- 4 – 20 mA engine speed output
- engine ready for use output
- remote control selected output
local speed control push buttons
remote speed control by means of yard supplied 4 – 20 mA signal

MARINE GENERATOR (if Pon Power delivery):


Make : Stamford
Type : PM734C2
Prime rating input : 994 mkW input (capacity 1064 bkW)
Prime rating output : 944 ekW with C32 engine
Capacity generator : 1180 kVA with engine (generator 1330 kVA)
Voltage : 440-60Hz-3phase
Automatic Voltage Regulator type : MX341 (mounted on generator)
Insulation : class H
Temperature rise : class F
Ambient temperature : 50 ºC (ABS class)
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 24 - 31

Cooling : air cooled (IC A 01) with shaft fan


Protection : IP 44, with special IP44 cooling air inlet filter
Space heater : 325 W, 220 V
Duty : prime
Construction form : IM1201 (no SAE housing, for separate gen set mounting on
base)
Bearing type : ball bearing
Number of bearings :2
Terminal box power cables : IP 44, excluding cable glands
Temperature monitoring : 2 PT100 for each phase winding and PT100 for each
generator bearing
Parallel operation : suitable, with installed droop kit

FLEXIBLE COUPLING:
Flexible coupling, flywheel mounted
Make: Vulkan , type Vulastik-L-3410, radial removable

MOUNTING AND BASEFRAME


Engine en generator are mounted on a common steel base frame with 6 non-adjustable, type
approved resilient mounts (type VD-10) for mounting under the base frame. Protection cover for
flexible coupling between engine and generator.

DOCUMENTATION
According to yard number 723 outline specification

SHOP TEST:
Packaged generator set, tested in Pon Power workshop with test bench cooling and exhaust
system, witnessed by IHC, end-user and MSC surveyor representatives, according to ABS
requirements
End of specification B
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 25 - 31

TECHNICAL SPECIFICATION B

HARBOUR / EMERGENCY DIESEL GENERATOR SET

consisting of

1 - CATERPILLAR MARINE GENERATOR SET ENGINE, MODEL C9DI-TA

This is a four stroke, 6 cylinder in line diesel engine, turbocharged and after cooled and equipped
with an electronic engine management system which is integrated with an electronic controlled fuel
injection system

ENGINE DATA: bore : 112 mm


stroke : 149 mm
cylinder displacement : 8.8 liter
rotation : counter clockwise when facing flywheel

PRIME POWER: 269 kW @ 1800 rpm (without engine driven fan power)
conditions: air temperature at air inlet filter max. 45 oC

COOLING SYSTEM:
jacketwater: radiator cooled
aftercooler: radiator cooled with separate section

EMISSION REGULATIONS
IMO The engine meets the current IMO emission standards for the year
2000 as defined by regulation 13 of annex VI to the international
convention for the prevention of pollution from ships, 1973, as modified
by the protocol of 1978.
IMO Tier II The engine is designed to meet the expected IMO II emission
standards for the year 2011 as to be defined by the international
convention for the prevention of pollution from ships, 1973, as modified
by the protocol of 1978.
EPA Tier II The engine complies with the U.S. Environmental Protection Agency
(EPA) Marine Tier II Emission Limits, in force since January 1, 2007 for
U.S. flagged vessels.
CCNR Stage II The engine meets CCNR stage II (applicable for Rhine Inland
Waterways) in force since July 1, 2007.
EU Stage IIIA The engine meets the Inland Waterway Commercial Directive, which
complies with 97/68/EC Stage II (EU Stage IIIA) in force since January
1, 2009.
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 26 - 31

EMISSION CERTIFICATION
IMO certificate by Germanischer Lloyd. This certificate includes a serial number specific technical
file certified by Germanischer Lloyd and a Germanischer Lloyd Statement of Compliance

MARINE CLASSIFICATION SOCIETY


The configuration complies with the following Marine Classification Society:
Type approval: American Bureau of Shipping
Notation: ABS cross A1, Self Elevating Unit, cross PAS, cross DPS-2, Restricted
Service
Additional notation: CRC

Shielded connections in compliance with SOLAS regulations.

MARINE CLASSIFICATION SOCIETY CERTIFICATION


The engine meets the requirements of above mentioned Marine Classification Society regulations
for emergency duty and harbour duty. A serial number specific certificate issued by ABS is
included.

The delivery includes:

GENERAL:
service side right hand
paint finish - CATERPILLAR yellow
flywheel with flywheel housing SAE no. 1
torsional vibration damper on crankshaft
engine supports front and rear

INLET AND EXHAUST SYSTEM:


aftercooler, freshwater cooled, corrosion resistant
enclosed element with service indicator
cranckcase open fumes disposal system
exhaust manifold, watercooled
turbocharger, watercooled
exhaust elbow, dry, 6” (insulation not included)
exhaust adapter (Pon special made) for 6” to 8”
stainless steel expansion joint 8”, with CAT flange at one side and DIN PN 10 on other side,
including bolts, nuts and gasket (shipped loose) (insulation not included)
exhaust silence, marine type, with mating flanges and spark arrestor, diameter 8” (8” size result
from exhaust restriction analysis) (45 dBA), including welded silencer supports (L) (insulation
not included)
pyrometer (L), for mounting in yard stack
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 27 - 31

FUEL SYSTEM:
HEUI fuel system
fuel priming pump (manually operated)
fuel transfer pump
fuel cooler
fuel filter, duplex with drip tray
water separator, duplex (one switch over filter), make Racor including metal bowl and level alarm,
Type Approved, shipped loose for separate mounting
flexible connections for fuel lines type approved (armoured)
screened fuel connections of the low pressure fuel pipes according SOLAS

ENGINE CONTROL:
single electronic ADEM III governor
Hydraulically powered Electronic Unit Injection (HEUI) fuel system
Electronic Control Unit (ECM)
Engine mounted 40-pin Customer connector, wired to junction box
SAE J1939 data link
(24 V dc power supply with back-up power supply is yard delivery)

LUBRICATING SYSTEM:
wet sump
crankcase breather, open system, with flexible fitting for disposal line
sump pump (manually operated)
lubricating oil cooler, jacket water cooled
lubricating oil filter, duplex with drip tray
lubricating oil pump
lubricating oil filler, top
recommended oil minimum API CI-4 or Cat oil ECF2, 15W40

STARTING SYSTEM:
Electric starting system, consisting of:
- Electric starting motor, 24V DC
- Start solenoid
- Start switch on engine control panel
Starting battery set 24V DC, maintenance free, (shipped loose) (charger, cables and battery box
are not included)
Second source starting battery set 24V DC, maintenance free, (shipped loose) (charger, cables
and battery box are not included)
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 28 - 31

ALARM- AND SAFETY SHUT-OFF SYSTEM:


engine mounted contacts, type approved, IP56 and in accordance with ABS notation for
emergency and for harbour duty:

DIESEL CONTROL UNIT


Provides Marine Classification type approved premium control panel (make Deiff, type GPU)
suitable for manned and unmanned engine room applications. Factory tested with alarms &
shutdowns per society requirements
(Alarms: Low oil Pressure, high oil temp, high water temp, low coolant level, low water pressure,
over crank, high pressure fuel leak, fuel filter differential pressure; Shutdowns: Low oil pressure,
high water temp, and over crank –
Customer supplied switch inputs are required for the low fuel tank level and low starting air
pressure alarms).
independent alarm & shutdown panels, a "harbor switch" that toggles the low oil pressure and
high water temp shutdowns on/off, to allow the customer to select emergency, non-emergency or
harbor use; service meter , start / stop switch, emergency stop button maintenance due light,
diagnostic light, warning light, maintenance clear switch, alarm, alarm silence switch, and 15A
breaker
Remote reset
Shutdown override input
“Key switch off” input
Remote start input
Remote stop input
Automatic start input
Delayed stop input
2 pcs. configurable inputs (Remote standby/manual/local mode/remote shutdown override).

RADIATOR COOLING, consisting of:


jacket water pump, belt driven, centrifugal
after cooler water pump, gear driven
radiator with 2 sections (jacket water, after cooler water), mounted on gen set sub frame, suitable
for ambient air temperature of 45ºC.
blower fan and fan drive
thermostats and housing
flexible connections for cooling waterlines
jacket water heater 2 x 1500 W, 1*220/240V, unwired (control from yard emergency switchboard)

CATERPILLAR MARINE GENERATOR:


Model : LSAM 46.2 L9
Prime rating : 238 ekW,297.5 kVA nett with fan
Voltage : 440 V
Type of regulation : AREP (+/- 0,5%)
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 29 - 31

AVR type : R449


Frequency : 60Hz / 3 phase
Speed : 1800 rpm
Insulation : H
Temperature rise : H (ABS @ 297.5 kVA)
Temperature rise : F (ABS @ 290 kVA)
Ambient temperature : 50 ºC (ABS class)
Cooling : ICOA1
Protection : IP 23
Space heater : 250 W single phase 240V
Duty : prime
Differential protection : not included
Construction form : close coupled with bell housing
Bearing type : single ball bearing
Terminal box : IP 23
Radio int. suppression : Class N

− suitable for parallel operation


− short circuit protection provides 300% rated current for 10 seconds
Flex plate coupling, flywheel mounted

BASEFRAME
Engine and generator are close mounted with vibration isolators on a common steel base frame
including:
− drip tray under engine sump, required for MCS configuration
− drain plug, one (1) on each side
− earthing stud, one (1) on each side
− dry powder coated

DOCUMENTATION
According to yard number 723 outline specification

SHOP TEST:
Packaged generator set, tested in Pon Power workshop with test bench cooling and exhaust
system, witnessed by IHC, end-user and MSC surveyor representatives, according to ABS
requirements
End of specification C
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 30 - 31

Service tool kit, one per vessel, according to enclosed list of tools.

Extended Service Tool Kit (shipped loose), consisting of:

Quantity Description
1 Set combination wrenches, 12 items: 3/8", 7/16", ½", 9/16", short 9/16", 5/8", 11/16", ¾",
7/8", 15/16",
1 Universal joint 3/8" x 7/16",
1 Universal joint 1/2" x 9/16"
1 Adjustable spanner 8"
1 Wrench 1/2" x 9/16"
1 Set extensions, 4 items: 3/8"-L3"; 3/8"-L5"; 3/8"-L10"; 3/4"-L2"
1 ¾" socket 1 3/8"
1 ¾" impact socket ¾"
1 Adapter ½" - 3/8"
1 Adapter ½" - ¾"
1 Set 3/8” sockets long, 8 items: 1/4"; 3/8"; 7/16"; 1/2"; 9/16"; 3/4"; 11/16"; 3/16"
1 Set 3/8” universal joint sockets, 6 items: 3/8"; 1/2"; 9/16"; 5/8"; 11/16"; 3/4"
2 Socket clamp
1 Ratchet 3/8"
1 Oil chain wrench
1 Toolbox
1 Set thickness gauges, 702/13A, 2-35/1000"
1 Set crew drivers, 8 items: 5,5 x 100; 6,5 x 125; 8 x 150; short 6 x 30; short 6,5 x 30; Philips
PH1; Philips PH2; Philips PH3
1 Bench hammer, 500 gr.
1 Interlocking joint pliers
1 Slip joint pliers, 180 mm
1 Crowfoot bar, 400 mm
1 Hand grease gun with flexible hose
1 Torque wrench 40-200 Nm
1 Mirror on telescope
1 Magnet on telescope
1 Hexagon keys in holder (13 items)

Socket set (shipped loose), consisting of:

Quantity Description
1 Box
1 Ratchet ½“
1 T-handle ½“
1 Universal joint ½”
Date Subject - Our reference Page
16 Sept, 2010 Order confirmation (rev.A) with technical spec’s - P37135A 31 - 31

1 Extension ½” 125 mm
1 Extension ½” 255 mm
1 Set 1/2” sockets, 17 items: 3/8”, 7/16”, ½”, 9/16”, 19/32”, 5/8”, 11/16”, ¾”, 25/32”, 13/16”,
7/8”, 15/16”, 1”, 1 1/16”, 1 1/8”, 1 3/16”, 1 ¼”

barring tool, partnumber 5R7425 for 3512 engine use only, each 3500 engine mounted and
consisting of:
1 - pinion, spring loaded
1 - pinion holder

Barring tool partnumber 9S9082 for C32/C9 (shipped loose), consisting of: Pinion

End of tool kit specification


MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-641-00-057_0.PDF
Date: 29 sept 2010
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-641-00-063_C.pdf
Date: 16 Mar 2011
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-641-00-065_B.pdf
Date: 02 feb 2011
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-641-00-072_C.pdf
Date: 18 mei 2011

Drawing Reference
SYMBOLS NEN 5152
ELECTROTECHNICAL DRAWINGS NEN 5158

Project Reference
Project No: 37135 Engine No: 01, 02, 03 and 04
Project Engineer: A.A. de Bruin Serial No Eng. #1: 0TTGOO213
Department: Dredging OEM Serial No Eng. #2: 0TTGOO212
Serial No Eng. #3: 0TTGOO250
Engine Model: 3512C HD SCAC Serial No Eng. #4: 0TTGOO249
Pon Power BV

Application: Propulsion

IN-SPSW52-A1 (V-01) As Built


Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Index Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 1
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 1 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Legenda Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 10
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 2 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Parts list Control Panel CP1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Ht/Pr - Stops 37135-21.dwg 57
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 3 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Parts list Electronic Instrument Panel Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 70
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 4 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Parts list Control Panel CP2 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
2 x H.T. Heater - Prelube Pump 37135-21.dwg 73
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 5 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Cable Plan Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
El Start 37135-21.dwg 80
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 6 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Cable Plan Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
(Ad.) Stops 37135-21.dwg 97
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 7 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Cable Plan Heaters / Prelube P. Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
2 x H.T. Heater - Prelube Pump 37135-21.dwg 109
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 8 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Layout Control Panel CP1 (760 x 760) Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-21.dwg 150
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 9 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Layout Heaters / Prelube P. (380 x 300) Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
2 x H.T. Heater - Prelube Pump 37135-21.dwg 183
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 10 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Layout Engine Instrument Panel Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 185
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 11 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM AC Voltage Supply Heaters / Prelube P. Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
2 x H.T. Heater - Prelube P. - Stops 37135-21.dwg 220
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 12 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM DC Voltage Supply Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
El Start 37135-21.dwg 300
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 13 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Bridge Control Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 305
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 14 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Start / Stop System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-21.dwg 312
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 15 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Start / Stop System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-21.dwg 317
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 16 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Start / Stop System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Automatic Start 37135-21.dwg 318
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 17 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Start / Stop System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 319
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 18 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Shutdown System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops - UMS 37135-21.dwg 329
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 19 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Shutdown System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-21.dwg 330
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 20 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Throttle System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 347
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 21 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Heaters / Prelube Pump Logic Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
2 x H.T. Heater - Prelube P. - Stops 37135-21.dwg 388
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 22 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops - UMS 37135-21.dwg 406
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 23 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 411
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 24 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 414
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 25 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Sensors 37135-21.dwg 416
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 26 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:

NL-3350 AB Papendrecht
Intended for: IHC Offshore & Marine B.V.
37135-21.dwg 418
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 27 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:

NL-3350 AB Papendrecht
Intended for: IHC Offshore & Marine B.V.
37135-21.dwg 419
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 28 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Sensors Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Data Link 37135-21.dwg 420
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 29 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Sensors Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 422
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 30 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Wiring Cust. Conn. Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 701
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 31 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Contacts For Customer Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-21.dwg 750
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 32 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Contacts for Customer Drawing No: Sheet:

NL-3350 AB Papendrecht
Intended for: IHC Offshore & Marine B.V.
37135-21.dwg 751
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 33 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Contacts for Customer Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops - UMS 37135-21.dwg 753
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 34 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 800
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 35 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 801
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 36 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 802
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 37 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 803
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 38 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X4 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 817
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 39 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 822
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 40 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 823
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 41 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X230 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 830
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet from
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP2 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 850
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 42 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - SM - SM Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 950
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 43 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - PDB - P-C3 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 951
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 44 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - PDB - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 952
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 45 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CC - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 953
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 46 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CC - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 954
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 47 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - DCU - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 973
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 48 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - DCU - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 974
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 49 from 50
Pon Power BV

As Built
Design: PS Date: 6-10-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02 Date: 20-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - TK14 - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-21.dwg 978
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: 3512C HD SCAC Propulsion Edition: Sheet 50 from 50
MERWEDE SHIPYARD
Design specification
Received document LIPSTRONIC® control system
Yardnumber-Draw.no.
723-641-00-078_B.pdf
Yard: IHC Merwede
NB: 723

Date: 23 juni 2011

REMOTE CONTROL SYSTEM


STEERABLE THRUSTER WITH
CONTROLLABLE PITCH PROPELLER
LIPSTRONIC 7000

DESIGN SPECIFICATION

Order number : MP01587M1C31-4

Yard : IHC Merwede


New building number : 723
Owner : GeoSea nv
Vessel type : Windfarm Maintenance Vessel
Classification : ABS

MP01587M1C31-4 Design spec R05.doc


Design specification
LIPSTRONIC® control system

Document history
Rev. Date Comment
01 2010-12-13 First issue.
02 2011-02-25 Updated.
- Control transfer updated, no line up needed between BCS and LCS.
- DP/JS changed
- Reset shutdown removed
- Clutch control BCS removed
- Updated Chapter 4.3
- Added line up pitch and steering as a condition for control transfer.
03 2011-02-28 Updated according to comments 08.02.11:
- Removed Acknowledge DP/JS
- Changed Accept DP/JS to Request DP/JS
- Added Mode switch DP/JS
04 2011-04-12 Updated after comments:
- New BCS panels
- Added some signal on engine interface
- Added some lamps
- Corrected control transfer
05 2011-05-30 2.1 updated deliveries
3 updated control position according customer comments
4 updated descriptions
5 updated control transfer and DP/JS control description
6 updated descriptions, added automatic start/stop sequence
7.1 added input voltage range of the Back-up supply
7.1 added dimming and lamptest interfacing from yard system
7.3 added analog signals to dp for actual steering and pitch
7.4 added analog signals to js for actual steering and pitch
7.5 renamed start interlock to start allowance
7.5 added signal clutch in rpm
7.5 added signal engine overload
7.6 renamed main/backup power ok to main/backup power failure
7.6 removed phase failure alarm from lub oil starterbox
7.7 minor corrections in naming.
7.8 corrected table and added signal NFU active.
8 added bridge terminal plate drawing

MP01587M1C31-4 Design spec R05.doc


i
Design specification
LIPSTRONIC® control system

Table of contents

Document history i

Table of contents ii
1. Introduction 4
1.1 Product description 4
1.2 Classification 4

2 Scope of supply 5
2.1 Delivery per thruster unit 5
2.2 Delivery for the complete ship set 5

3 Control positions 6
3.1 Lamp test and dimmer control 6
3.2 Control transfer 6
3.3 Indicators 6
3.4 Main Engine control 7
3.5 Clutch control 7
3.6 Thruster control 7
3.7 Control mode 8
3.8 Other 8
3.9 Control Cabinet 9

4 Functional description 10
4.1 General 10
4.2 Manual operation at the thruster/power pack 10
4.3 Local Control Station 10
4.4 Bridge control station 11
4.4.1 Non Follow-up control 11
4.4.2 Follow-up control 11

5 Control transfer 12
5.1 Control transfer between control stations 12
5.1.1 Control transfer procedures 12
5.1.2 Control transfer between LCS and BCS 13
5.2 DP system 15
5.3 Joystick (JS) system 16

6 Main diesel engine 17


6.1 Remote start / stop of main engine 17
6.2 Main engine start blocking 17
6.3 Nominal RPM 17
6.4 Main engine clutch control 17
6.4.1 Clutch ready 18
6.4.2 Clutch autodisengage 18

MP01587M1C31-4 Design spec R05.doc


ii
Design specification
LIPSTRONIC® control system

6.5 Thruster ready for FU control 18


6.6 Pump control 18
6.7 Automatic start/stop sequence 18
6.8 Control system alarms 20
6.9 Power failure 20
6.10 Control failure steering and pitch 20
6.11 Clutch slip failure 20

7 INTERFACE LIST 21
7.1 Electric power supply 21
7.2 Cable size 22
7.3 Control-interfaces with the DP system 22
7.4 Control-interfaces with the JS system 23
7.5 Control-interfaces with the Main Engine 24
7.6 Alarm interfaces with the alarm/monitoring system 25
7.7 Control-interfaces with Lipstronic 7000/t 27
7.8 Control-interfaces with the VDR system 29

8 DOCUMENTATION AND DRAWINGS 30

MP01587M1C31-4 Design spec R05.doc


iii
1. Introduction

1.1 Product description


The LIPSTRONIC 7000/t remote control system is designed to control the steering angle and
pitch of a steerable thruster. The thruster will be used for propulsion, manoeuvring, towing
and pushing services.

The diesel engine will be running with constant (fixed) RPM.

A LIPSTRONIC 7000/t remote control system is provided for individual control of each
thruster and has interfaces with other systems like the main diesel engine, dynamic position
system and joystick system.

The LIPSTRONIC 7000/t control system provides the following control modes of operation
Remote control from LCS (Non Follow-up).
Remote control from wheelhouse panel (Follow-up/Non Follow-up).
Remote control from Dynamic Positioning (DP) system supplied by others (Follow-
up).
Remote control from Joystick (JS) system supplied by others (Follow-up)

Note:
Emergency Non-Follow-up control is possible by manually operating of the steering valve
and pitch valve by hand. A mechanical indicator for steering angle and pitch position is
installed at the thruster.

1.2 Classification
The LIPSTRONIC /t control system will be supplied with an ABS certificate.
2 Scope of supply

2.1 Delivery per thruster unit


The following items will be supplied for the LIPSTRONIC 7000/t control system:

One (1) LIPSTRONIC 7000/t control cabinet. Cabinet colour RAL5019 Capri Blue,
IP44. Local Control panel (LCS) mounted in cabinet door. (Cable entries are located at
the bottom). Control cabinet is provided with NFU steering and pitch control,
indication and HMI panel at the cabinet door. Control cabinet to be installed near the
thruster by Yard.

One(1) forward wheelhouse panel combined for four thruster installations. Colour
RAL 9017, traffic black, IP40. Text plates will be in the English language. Panel is
wired up to a terminal strip with 1 meters of cable.

One(1) forward wheelhouse indicator panel combined for four thruster installations.
Colour RAL 9017, traffic black, IP40. Text plates will be in the English language.
Panel is wired up to a terminal strip with 1 meters of cable.

The yard should install and connect all above-mentioned items.

The starterbox for the lub oil system of the propeller gearbox is not part of the propulsion
control system, for more details regarding the starterbox see the concerning documentation.

2.2 Delivery for the complete ship set

Five (5) instruction manuals and two (2) copies on CD in the English language.

One (1) set of spare fuses, relays and light bulbs.


3 Control positions

Remote control is possible from two (2) control positions:


Local control station (LCS) with NFU control.
Bridge control station (BCS) with FU and NFU control.

At each control position a remote control panel is mounted which is suitable for desk
mounting. See panel drawings for mounted components.

3.1 Lamp test and dimmer control


Lamptest and dimming at the bridge will be via a common button/dimmer at the desk (yard
supply).
Name Description Location
LAMPTEST Clear pushbutton / lamp unit to light all panel lamps. LCS
Note: Lamps on the LCS are not dimmable.

3.2 Control transfer


Name Description Location
ENGINE ROOM Clear lamp to indicate LCS is in service. LCS
IN SERVICE BCS
BRIDGE Clear lamp to indicate bridge is in service. LCS
IN SERVICE
TRANSFER / Blue pushbutton / lamp unit for control transfer between stations. LCS
IN SERVICE Flashing lamp = transfer requested but not yet accepted. BCS
Steady lamp = station is in control.
BUZZER Buzzer for control transfer between LCS and bridge station. LCS
Buzzer sounds intermittent when transfer is requested but thrust / steering BCS
demand not in-line. Buzzer also sounds in case of shutdown warning.
DP Clear lamp unit to indicate DP system is in control. LCS
CONTROL BCS
JS Clear lamp unit to indicate Joystick system is in control. LCS
CONTROL BCS
STEERING Clear lamp to indicate steering is in line for bumpless transfer between control BCS
IN LINE stations.
PITCH IN LINE Clear lamp to indicate pitch is in line for bumpless transfer between control BCS
stations.
EMERGENCY Yellow pushbutton unit for emergency take control between BCS and LCS. LCS
CONTROL Only to be used when normal control transfer is not working.

3.3 Indicators
Name Description Location
PITCH INDICATOR Indicator for pitch of the thruster. BCS
LCS
STEERING Indicator for steering angle (azimuth) of the thruster. BCS
INDICATOR LCS
LOAD INDICATOR Indicator for load of the engine. LCS
PROPELLER RPM Indicator for RPM of propeller shaft. BCS
INDICATOR LCS
3.4 Main Engine control
Name Description Location
START ENGINE Green pushbutton / lamp unit with cover for starting the main engine. LCS
Lamp on = main engine running.
STOP ENGINE Red pushbutton / lamp unit with cover for stopping the main engine. LCS
Lamp on = main engine stopped.
REMOTE Clear lamp to indicate engine control is switched to remote. This means that LCS
ENGINE start, stop of the engine is controlled from our panels.
CONTROL Lamp on = remote engine control.
EMERGENCY Red emergency switch / lamp unit to stop the main engine. Equipped with LCS
STOP protective cover against unintended operation. BCS
ENGINE Lamp on = emergency stop switch activated on that panel.
ENGINE READY TO Blue lamp to indicate main engine is ready to start. LCS
START
ENGINE Yellow lamp to indicate engine is in overload. LCS
OVERLOAD BCS
NOMINAL RPM Clear pushbutton / lamp unit with cover for selecting nominal speed demand to LCS
the engine.
IDLE RPM Clear pushbutton / lamp unit with cover for selecting idle speed demand to the LCS
engine.

3.5 Clutch control


Name Description Location
CLUTCH READY Blue lamp to indicate that the main engine clutch is ready for clutching i.e. LCS
pitch is zero, main engine running at clutch-in speed, no auto-disengage order
from main engine, pitch and steering pressure available ad no blocking pin
engaged.
CLUTCH IN Green pushbutton / lamp unit with protective cover for operation of main LCS
engine clutch in. BCS
The bridge control station has only a lamp for indication.
Lamp on = clutch is engaged.
CLUTCH OUT Red pushbutton / lamp unit with protective cover for operation of main engine LCS
clutch out.
Lamp on = clutch is disengaged.
CLUTCH SLIPPING Red lamp to indicate that the clutch is slipping. LCS
The clutch slip failure will give a warning at a 3% RPM difference. If this
warning is given it is recommended to check the clutch.
When no measures are taken and the slip will become 9% an alarm is given, the
clutch will auto disengage.

3.6 Thruster control


Name Description Location
START Green pushbutton / lamp unit with cover for starting the thruster (start sequence BCS
of engine, clutch).
Lamp on = engine running at nominal speed and clutch engaged.
Lamp is blinking during start sequence.
STOP Red pushbutton / lamp unit with cover for stopping the thruster (stop sequence BCS
of engine, clutch).
Lamp on = engine stopped and clutch disengaged.
Lamp is blinking during stop sequence.
THRUSTER READY Bleu lamp to indicate the thruster is ready to start. BCS
TO START
3.7 Control mode
Name Description Location
NFU Yellow lamp to indicate NFU control is selected. Lamp is not dimmable. BCS
ACTIVE Lamp on = NFU selected at any station. LCS
Lamp blinking = advice to select NFU control.
NFU 4-way jog switch for operation of the steering and pitch at the bridge when in BCS
STEERING CW / CCW NFU.
PITCH AHEAD/
ASTERN
STEERING Yellow lamp to indicate steering is isolated in the cabinet and steering control LCS
ISOLATED is local.
Lamp on = steering isolated and local (at the valve).
PITCH Yellow lamp to indicate pitch is isolated in the cabinet and pitch control is LCS
ISOLATED local.
Lamp on = pitch isolated and local (at the valve).
ROTATING LEVER Rotating control lever unit for individual FU steering and pitch control of the BCS
UNIT thrusters. (only on the bridge station)
PITCH AHEAD Yellow pushbutton for controlling the pitch ahead (NFU). (only on the LCS) LCS
PITCH ASTERN Yellow pushbutton for controlling the pitch astern (NFU). (only on the LCS) LCS
CW Yellow pushbutton for controlling the steering Clockwise (CW) (NFU). (only LCS
on the LCS)
CCW Yellow pushbutton for controlling the steering CounterClockWise (CCW) LCS
(NFU). (only on the LCS)
FU CONTROL Clear lamp to indicate that Follow-Up is in control. BCS
THRUSTER READY Blue lamp to indicate thruster is healthy and ready for follow-up control (bridge BCS
FOR FU CONTROL in service and engine running at nominal rpm and pumps running and providing
hydraulic pressure and clutch is engaged and no major failure FU).

3.8 Other
Name Description Location
BLOCKING PIN Red lamp to indicate that the blocking pin is engaged (interlock for clutch BCS
ENGAGED engagement). LCS

PITCH REDUCED Yellow lamp to indicate that the load has been reduced by the LIPSTRONIC BCS
7000 system in order to prevent engine overload. LCS
MINOR ALARM Red lamp to indicate minor alarm (from FU or ). BCS
LCS
MAJOR ALARM Red lamp to indicate that there is a major alarm. The NFU ACTIVE lamp will BCS
ONLY NFU start blinking for advice to select NFU control. LCS
Lamp is on with a FU major failure.
SAFETY SHUTDOWN Red lamp to indicate that the engine has a shutdown or the clutch is BCS
autodisengaged. LCS
RESET SHUTDOWN Red pushbutton / lamp unit with protective cover to reset the shutdown logic LCS
(LCS only)
MAIN POWER Green lamp to indicate main power supply is present. BCS
SUPPLY LCS
BACKUP POWER Green lamp to indicate backup power supply is present. BCS
SUPPLY LCS
STEERING PRESSURE Green lamp to indicate steering pressure is available. LCS
AVAILABLE
PITCH PRESSURE Green lamp to indicate pitch pressure is available. LCS
AVAILABLE
3.9 Control Cabinet
A human machine interface (HMI) panel will be mounted in the door of the control cabinet.
Description Function
HMI PANEL HMI E1032 display with pushbuttons for adjustments and status information
4 Functional description

4.1 General
There are three (3)-operating positions:
- Local control station LCS.
- Bridge control station BCS.
- Manual steering/pitch control at the thruster/power pack.

There are two (2) principle modes of control for the thruster:
- Follow-up control (at the bridge by individual levers or by DP or JS system)
- Non Follow-up control (at the bridge and LCS)

4.2 Manual operation at the thruster/power pack


At the thruster hydraulic power pack the steering valve and pitch valve can be controlled
manually by operating the valves by hand. To enable manual operation, electric control must
be isolated by removing the connectors present at the valve or by means of the isolation
switches inside the control cabinet, this to avoid counter actions from the remote control
system. A mechanical indicator for steering angle pitch position is installed at the thruster.
The starter of the lub oil pump can also be operated locally.

4.3 Local Control Station


At the LCS panel non follow-up control of steering and pitch is possible. The control is done
by pushbuttons (ahead, astern, clockwise, counter clockwise). Indicators show steering angle
and propeller RPM. Pushbuttons for starting and stopping the engine and clutching in and out
are envisaged as well as a pushbutton for nominal speed setting. Starting of Lub oil pump will
be automatic when start engine is pressed.
Control transfer between LCS and BCS will be by the follow-up controller. When the follow-
up controller is in-active, the control can still be transferred to the LCS by pushing the
pushbutton EMERGENCY CONTROL on the LCS.
4.4 Bridge control station

At the bridge control station following modes are available:


- Non Follow-up control
- Follow-up control

4.4.1 Non Follow-up control


Non Follow-up control can be selected by means of the FU/NFU selector switch at the bridge
panel. The lamp NFU ACTIVE will lit when NFU is selected.
In non follow-up the steering and pitch are controlled by the 4-way jog-switch.
Using the FU rotating lever unit while in non Follow-up has no effect.

Non follow-up control is independent from the Follow-up circuitry and is going via the non-
follow up controller to the valves and/or propeller motor controller.
Non Follow-up control is used in case of mal-functioning the Follow-up system.
In case of a control failure of the follow-up system the operator is advised to select backup
control by flashing of the NFU ACTIVE lamp.

When the follow-up controller is in-active, the control can be transferred to the LCS by
pushing the pushbutton EMERGENCY CONTROL on the LCS.

Important note: When the FU/NFU selection switch at the bridge is in NFU position it does
not directly mean that NFU is in control. The control status is envisaged via NFU ACTIVE
and station in control indication. Control transfer to and in NFU is pulse triggerd.

4.4.2 Follow-up control


Follow-up is only possible from the bridge control panel. FU control will be in control when
NFU control is de-selected by means of the FU/NFU selector switch. Steering and pitch are
controlled by the rotating lever unit when in individual mode. When in DP or Joystick mode
that system will be in control of steering and pitch.

Rotating the lever unit the steering angle of the thruster is set. With the handle/lever on the
rotational unit the pitch is set. The lever unit has a notch at zero position. Pushing the lever
ahead will result in an ahead thrust and pushing the lever astern from the zero position will
result in an astern thrust.
5 Control transfer

5.1 Control transfer between control stations


Two procedures for normal control transfer between the remote control stations (BCS and
LCS) are defined:
Request / accept procedure:
Used between stations at different levels or at the same level between stations which are
not visible from each other.
Forced transfer procedure:
Used to transfer control unconditional to a station which is defined as master station (only
when enabled).
The first control transfer procedure (request/accept) is always bump less. I.e. the steering and
thrust settings at the bridge station must be set in line with the steering and thrust settings at
the station present in control before control can be transferred.

When NFU control is selected at the bridge, the normal control transfer procedures are
disabled and backup control transfer between the two stations is active.

5.1.1 Control transfer procedures

5.1.1.1 Control transfer request/accept procedure


The request/accept procedure for control transfer between control stations is defined as
follows:
Initiated from a station in control (give away):
Push the pushbutton TRANSFER / IN SERVICE on a station in control which gives a
request for control transfer to a station not in control.
The buzzers and TRANSFER / IN SERVICE lamps are flashing with low frequency at
both stations.
Accept control at the requested station by pushing the pushbutton TRANSFER / IN
SERVICE.
When not in line the buzzers and TRANSFER / IN SERVICE lamps are flashing with
high frequency at the station present in control and at the station where control is
accepted.
Control transfers to the accepted station when the steering and thrust settings are in line.
When control is transferred the buzzers stop and the lamp TRANSFER / IN SERVICE at
the accepted station lights steady. The lamp ENGINE ROOM IN SERVICE or BRIDGE
IN SERVICE will be lit for the applicable station.

Initiated from a station not in control:


Push the pushbutton TRANSFER / IN SERVICE on a station not in control which gives a
request for control transfer to that station.
The buzzers and TRANSFER / IN SERVICE lamps are flashing with low frequency at the
station present in control and at the station where control is requested.
Accept control at the station present in control by pushing the pushbutton TRANSFER /
IN SERVICE.
When not in line the buzzers and TRANSFER / IN SERVICE lamps are flashing with
high frequency at the station present in control and at the station where control is
requested.
Control transfers to the requested station when the steering and thrust settings are in line.
When control is transferred the buzzers stop and the lamp TRANSFER / IN SERVICE at
the requested station lights steady. The lamp ENGINE ROOM IN SERVICE or BRIDGE
IN SERVICE will be lit for the applicable station.

5.1.1.2 Forced control transfer procedure


The forced control transfer procedure to a (main) control station is defined as follows:
Push the pushbutton TRANSFER / IN SERVICE on a station not in control and hold it
which starts the forced transfer procedure to that station (only when enabled for that
station).
The buzzers and TRANSFER / IN SERVICE lamps are flashing according the defined
normal transfer procedure at the station present in control and at the station where control
is requested.
When the pushbutton is hold for 5 seconds control transfers to that station regardless of
the acceptance or in line conditions.
When control is transferred the buzzers stop and the lamp TRANSFER / IN SERVICE at
the requested station lights steady. The lamp ENGINE ROOM IN SERVICE or BRIDGE
IN SERVICE will be lit for the applicable station.

Please note that forced transfer to a (master) station is only meant for emergency situations.
Bump less transfer is not secured by the system.

5.1.2 Control transfer between LCS and BCS


Normal (follow-up) control transfer between the LCS station and BCS is always according
the request / accept procedure as described above. Forced transfer to either the LCS station or
BCS is only possible when enabled.

Control transfer interlock to the bridge


Starting and stopping the thruster from the bridge is via an automatic sequence (starting the
engine and engaging the clutch via one pushbutton) wereas at the LCS pushbuttons are
present to individually control the the clutch and the engine.
Before control can be transferred to the bridge the propulsion system must be set to a
predefined state (fully in operation or fully stopped).
Control transfer to the bridge is interlocked while following conditions are not present:
- engine is running at nominal speed and the clutch is engaged (OR)
- engine is stopped and clutch is disengaged.
If control transfer to the bridge is initiated while the conditions are not met the TRANSFER /
IN SERVICE lamp will be flashing with a high frequency for a short time.
FU/NFU control transfer to the bridge
The position of the FU/NFU selector switch at the bridge determines if control transfer is via
the normal (follow-up) system or via the back-up system (NFU).
FU is selected at the bridge: the control is transferred according the request/accept
procedure as described above.
NFU is selected at the bridge: control is immediately transferred to the bridge after the
TRANSFER / IN SERVICE pushbutton is pressed at the bridge. Transfer is regardless of
the acceptance or in line conditions of the follow-up system and NFU will be in control.
Control transfer from LCS to bridge initiated from the LCS is also possible when the
selection switch at the bridge is in the NFU position (TRANSFER / IN SERVICE lamps
are flashing). However transfer will be immediately and regardless of the in line
conditions of the follo-up system when control is accepted at the bridge.

Backup control at the LCS


The following is defined with only backup control present at the LCS station:
Control transfer from BCS to LCS forces the operation mode always to backup control.
Due to the fact that backup control uses increase/decrease commands the in line status is
not checked.
Control transfer from BCS to LCS is not prohibited when the backup controller is
unavailable. The steering and thrust demands are frozen.
When control is at the LCS the lamps ENGINE ROOM IN SERVICE and NFU ACTIVE
will be lit on all stations.

Emergency control transfer initiated from the LCS


Pushing the pushbutton EMERGENCY CONTROL on the LCS will immediately transfer the
control to the LCS. The lamps NFU ACTIVE and ENGINE ROOM IN SERVICE at the LCS
panel light steady.
Local emergency control transfer can/must only be used when normal control transfer fails.
When taking local emergency control the lamps NFU ACTIVE and ENGINE ROOM IN
SERVICE will be lit on the bridge panel.
5.2 DP system
The Lipstronic®7000 control system switches over to DP control when; the bridge is in
control, follow-up is in control and the contact DP REQUEST is closed. An
ACKNOWLEDGE contact can be made available to inform the DP system that the
Lipstronic®7000 control system is switched to DP control. The acknowledgement that the
thruster is ready and can be controlled by the DP system is done via the READY FOR DP
contact.

Following conditions are checked for the READY FOR DP signal:


- DP REQUEST
- Bridge in service
- No wire break DP steering demand
- No wire break DP pitch demand
- No wire break steering feedback
- No wire break pitch feedback
- No pushbutton control (No NFU)
- No Joystick control
- Steering oil pressure available
- Pitch oil pressure available
- Clutch engaged
- Engine running at nominal speed
- No plc failure

The contact DP REQUEST is coming from the DP system or direct from the main selector
switch (yard supply).
The lamp DP CONTROL at the bridge station(s) will flash when DP is selected but not all
ready conditions are met. The lamp DP CONTROL at the bridge station(s) is lit steady when
all ready conditions are met during DP control.

As soon as the Lipstronic®7000 system is in DP control the steering and pitch commands
from the DP system are used. It is advised to keep the demands in zero during control transfer.
When one of the ready conditions is lost during DP control the READY FOR DP contact is
opened, the control system will try to follow the DP commands as much as possible (this
depends on the type of failure; e.g. steering control is still active at a pitch failure). In addition
the DP system will detect a follow failure when the thruster ready signal is lost. The operator
can gain manual control over the thruster by selecting NFU control at the applicable bridge
panel or by releasing the DP REQUEST contact.

Following failure effects are applicable for the demands and feedback of steering and pitch.
- Steering demand to the thruster is frozen in case of a wire-break of the DP steering
demand or the steering feedback.
- Pitch demand to the thruster is frozen in case of a wire-break of the DP pitch demand or
the pitch feedback.

Note:
When the DP REQUEST contact is released the thrusters will be controlled by the individual lever(s). JS control
will have a higher priority and NFU control will always have the highest priority.
5.3 Joystick (JS) system
The Lipstronic®7000 control system switches over to Joystick control when; the bridge is in
control, follow-up is in control and the contact JS REQUEST is closed. An
ACKNOWLEDGE contact can be made available to inform the Joystick system that the
Lipstronic®7000 control system is switched to Joystick control. The acknowledgement that
the thruster is ready and can be controlled by the Joystick system is done via the READY
FOR JS contact.

Following conditions are checked for the READY FOR JS signal:


- JS REQUEST
- Bridge in service
- No wire break JS steering demand
- No wire break JS pitch demand
- No wire break steering feedback
- No wire break pitch feedback
- No pushbutton control (No NFU)
- Steering oil pressure available
- Pitch oil pressure available
- Clutch engaged
- Engine running at nominal speed
- No plc failure

The contact JS REQUEST is coming from the joystick system or direct from the main
selector switch (yard supply).
The lamp JS CONTROL at the bridge station(s) will flash when joystick is selected but not all
ready conditions are met. The lamp JS CONTROL at the bridge station(s) is lit steady when
all ready conditions are met during joystick control.

As soon as the Lipstronic®7000 system is in Joystick control, the steering and pitch
commands from the JS system are used. It is advised to keep the demands in zero during
control transfer. When one of the ready conditions is lost during Joystick control the READY
FOR JS contact is opened, the control system will try to follow the joystick commands as
much as possible (this depends on the type of failure; e.g. steering control is still active at a
pitch failure). In addition the Joystick system may detect a follow failure when the thruster
ready signal is lost. The operator can gain manual control over the thruster by selecting NFU
control at the applicable bridge panel or by releasing the JS REQUEST contact.

Following failure effects are applicable for the demands and feedback of steering and pitch.
- Steering demand to the thruster is frozen in case of a wire-break of the JS steering
demand or the steering feedback.
- Pitch demand to the thruster is frozen in case of a wire-break of the JS pitch demand or
the pitch feedback.

Note:
When the JS REQUEST contact is released the thrusters will be controlled by the individual lever(s). NFU
control will always have the highest priority.
6 Main diesel engine

6.1 Remote start / stop of main engine

The LCS panel is envisaged with start and stop pushbuttons for remote start and stop of the
main engine. Only when the main engine has switched to remote control and is ready for start
it is possible to start and stop the main engine by these pushbuttons. A Lamp at the LCS panel
is present to inform about the control position of the main engine and ready for starting.

For emergency situations a main engine emergency stop pushbutton is present at all panels.
The emergency stop pushbutton is equipped with a cover to prevent unintended operation.

Together with the engine the LGB lub oil pump will be started and stopped, see chapter 6.6.

Starting and stopping the engine from the bridge will be possible via an automatic sequence
together with the clutch, see chapter 6.7.

6.2 Main engine start blocking


A start allowance signal to the main engine is given for the following conditions:
Clutch disengaged.
Pitch in zero.

6.3 Nominal RPM


The engine will be running at nominal rpm while the thrust is supplied by adjusting the pitch.
At the LCS a pushbutton NOMINAL RPM is present to set the nominal rpm command to the
main engine.
The following conditions must be present before the nominal rpm command can be given.
- Engine running
- Clutch engaged
- UGB pressure available
- Pitch in zero

From the bridge the engine will be set to nominal rpm via the automatic start sequence, see
chapter 6.7.

6.4 Main engine clutch control


Remote clutch control is possible from LCS panel. Clutch control of the main diesel engine is
possible via pushbuttons with internal lamps. The lamps in the pushbuttons CLUTCH IN and
CLUTCH OUT are lit to indicate the status of the clutch. The lamp CLUTCH READY will
be lit when it is possible to engage the main diesel engine clutch.

Clutch control from the bridge will be possible via an automatic sequence together with the
engine start/stop, see chapter 6.7.
6.4.1 Clutch ready
The main engine clutch is ready to engage when:
Control lever in zero
Pitch is zero
Main engine running at clutching rpm.
No AUTO DISENGAGE order from main engine.
Steering oil pressure available
Pitch oil pressure available
Clutch engaging pressure available
No blocking pin engaged (two contacts checked)

6.4.2 Clutch autodisengage


The clutch will be autodisengaged when the clutch is slipping 9% or more. The slipping is
detected by compairing the input speed and the output speed of the cluth via speedpickup
sensors (see also chapter 6.11). In addition the clutch will autodisengaged when the “engine
common shutdown” contact is closed and also when the UGB lub oil pressure is lost.
The SAFETY SHUTDOWN lamp will be lit. The safety shutdown can be reset from the LCS
via the RESET SHUTDOWN pushbutton.

6.5 Thruster ready for FU control


The Thruster is ready for FU control when:
Bridge in service
Steering oil pressure available (Mechanical pump)
Pitch oil pressure available (Mechanical pump)
UGB lub oil pressure available(Mechanical pump)

6.6 Pump control


The lubrication pump LGB can be started locally at the starter cabinet as well as remote. At
the starter of the pump a switch off/hand/auto is present. When switched to hand, the pump
will start immediately, when switched to off the pump will stop. When switched to auto,
remote starting and stopping by the remote control system is enabled.

The lubrication pump will be started from remote when the engine is started or stopped. No
separate pushbuttons are present at the control stations for remote start/stop of the LGB lub
oil pump.

6.7 Automatic start/stop sequence


Starting and stopping the complete thruster from the bridge will be via an automatic sequence.
Following start sequence is initiated via the START pushbutton:
- Start of LGB lub oil pump
- Start of the engine
- Set idle engine rpm
- Engaging the clutch (see also clutch ready conditions)
- Increase the engine speed to nominal rpm

A Lamp THRUSTER READY TO START is present at the bridge to inform about the ready
for starting.
The lamp is lit when:
- Bridge in control
- Engine is remote
- Engine is ready to start
- No safety shutdown
- Clutch is disengaged (two contacts are checked)
- Clutch engaging pressure available
- Blocking pin is disengaged (two contacts are checked)
- Control lever in zero position

Following stop sequence is initiated via the STOP pushbutton:


- Set idle engine rpm
- Disengaging the clutch
- Stopping the engine
- Stopping the LGB lub oil pump

The automatic start/stop sequence is not available from local control, when control is
transferred to local during a start or stop sequence the sequence will be aborted and a safety
stop is initiated.

The automatic start/stop sequence is handled by the follow-up controller and is also available
during NFU control as long as the follow-up controller is working (without failures).

If during the automatic start/stop sequence a fault occurs, the sequence will be aborted via the
safety shutdown. A safety shutdown will disengage the clutch and stop the engine. The
SAFETY SHUTDOWN lamps will be lit at the bridge and at the LCS. The safety shutdown
must be reset from the LCS via the RESET SHUTDOWN pushbutton before a new start can
be initiated.
6.8 Control system alarms
The following paragraph describes the alarms generated by the LIPSTRONIC 7000/t control
system and their consequences.

6.9 Power failure


The LIPSTRONIC 7000/t control system is designed to operate from a main power source.
In addition, an emergency (backup) source is foreseen.
If one of these supplies fail, the system switches over to the remaining supply automatically
and without interruption. In this case a power failure alarm will be given.
Fuse failure:
The LIPSTRONIC 7000/t control system internally is divided into several groups of users
requiring electric power. Each of these groups has its own circuit breaker. In addition, the
main circuit boards have built-in power fail detection facilities. In case one of the circuit
breakers fails or one of the boards detects absence of power, the power failure alarm is given.

In case of a power failure alarm, first check the availability of main power and backup power
sources. If both are present, check all circuit breakers and circuit board fuses, see electric
diagram.

6.10 Control failure steering and pitch


The control system detects wire breaks in all demand signals and feedback signals. Failures
between the main controller board, valve driver and follow-up solenoids are detected by a
follow fail timer. Failure in the program execution on the main controller board is detected by
using a ‘watchdog’ timer.
If any of the above errors is found, an alarm is given. The steering position and or pitch
position will be frozen.

6.11 Clutch slip failure


The clutch slip failure will give a warning at a 3% RPM difference. If this warning is given it
is recommended to check the clutch.
When no measures are taken and the slip will become 9% an alarm is given, the clutch must
be disengaged. The clutch will automatically be disengaged in case of too high slip.
7 INTERFACE LIST
This chapter defines the signal type of the interfaces the remote control system shares with
various systems and machinery’s.
All Binary (ON-OFF) contacts (B) are (to be) potential-free and suitable for 24 VDC/500mA.
All alarm contacts are normally closed (no alarm situation). Galvanic isolation of analogue
signals (A) must be by supplier of signal. (Sender isolates!)

7.1 Electric power supply


Power-supply to the remote control cabinet consists of a main power supply and a back-up
power supply. Normally power is supplied by the main power supply. Whenever a dropout of
the main power supply occurs an automatic switch-over to back-up power supply will be
carried out, this to ensure a continuous supply of power to the remote control system.
To ensure uninterruptable changover of the power supply both the main power and the backup
power must continuously be present.

Electric power supply:


Main power supply 230VAC
Back up power supply 24Vdc (input range 18Vdc .. 32Vdc)
Internal 24VDC supply Distributed via circuit-breakers
The power consumption of the remote control system is 360W maximum.

To the starter of the lub oil pump:


Nr. Name Type Description
01 440V/60Hz 3ph Supply Power supply for lub oil pump

Common dimming and lamptest


Dimming and lamptest at the bridge will be from a common dimmer unit and lamptest unit at
the operator desk. The units are yard supply and the yard will provide the interfaces to the
bridge station. The bridge station is a combined panel consisting of four control installations.
Each installation will be connected to a separate dimming unit and for each installation a
separate potential free contact is available for the lamp-test.
The dimmer units will be connected to a master unit and to eachother via jumpers. The
dimmer unit will be EAO type MD-6002MN this is the negative version, so dimming is in the
zero line.

Following interfaces are present:


Electric power supply:
Dimming For the complete control station 4 dimming lines are foreseen
for connecting the dimming units to the ‘master’ unit.
Lamptest Per installation 1 potential free contact is available for the
lamp-test.
7.2 Cable size
Generally the following cabling has to be used
Analogue signals (control/feedback) 0.75 mm², shielded.
Binary signals (contacts) 0.75 mm², unshielded.
Drive signals (proportional solenoids) 1.5 mm², shielded.
Drive signals (on/off solenoids) 1.5 mm², unshielded.
Serial signals (data transmission) 0.5 mm², shielded twisted pair.
Power-supply To be determined by the yard.
Type of cables and grouping of signals in different cables are to be checked and finally
determined by the shipyard/owner.

7.3 Control-interfaces with the DP system

From LIPSTRONIC 7000/t:


Nr. Name Code Type Description
Closed if system is ready for DP system (see chapter
01 Ready for DP B
5.2).
Analogue signal representing actual prop rpm.
02 Actual prop rpm A
Signal: 4...20mA corresponding with 650 to 1800 rpm.
Analogue signal representing actual steering position.
03 Actual steering A Signal: 4...12...20mA corresponding with -180 to zero
to 180 degree.
Analogue signal representing actual pitch position.
04 Actual pitch A Signal: 4...12...20mA corresponding with 100%
astern..0...100% ahead.

To LIPSTRONIC 7000/t:
Nr. Name Code Type Description
Analogue signal representing desired thruster position.
01 Steering demand DP A Signal: 4...12...20mA corresponding with -180 to zero
to 180 degree.
Analogue signal representing desired pitch setting.
02 Pitch demand DP A Signal: 4...12...20mA corresponding with 100%
astern..0...100% ahead.

From Mode switch DP/JS:


Nr. Name Code Type Description
Closed if individual system is controlled by DP system.
01 Request DP B
When open the individual system is in control.

From junction box 7:


Nr. Name Code Type Description
01 Steering angle FB DP R8 A 2-wiper pot meter sin/cos. shaped, 2 k

From junction box 6:


Nr. Name Code Type Description
01 Actual pitch FB DP R9 A Potentiometer, 2k , linear
7.4 Control-interfaces with the JS system

From LIPSTRONIC 7000/t:


Nr. Name Code Type Description
Closed if system is ready for JS system (see chapter
01 Ready for JS B
5.3).
Analogue signal representing actual prop rpm.
02 Actual prop rpm A
Signal: 4...20mA corresponding with 650 to 1800 rpm.
Analogue signal representing actual steering position.
03 Actual steering A Signal: 4...12...20mA corresponding with -180 to zero
to 180 degree.
Analogue signal representing actual pitch position.
04 Actual pitch A Signal: 4...12...20mA corresponding with 100%
astern..0...100% ahead.

To LIPSTRONIC 7000/t:
Nr. Name Code Type Description
Analogue signal representing desired thruster position.
01 Steering demand JS A Signal: 4...12...20mA corresponding with -180 to zero
to 180 degree.
Analogue signal representing desired pitch setting.
02 Pitch demand JS A Signal: 4...12...20mA corresponding with 100%
astern..0...100% ahead.

From Mode switch DP/JS:


Nr. Name Code Type Description
Closed if individual system is controlled by JS system.
01 Request JS B
When open the individual system is in control.

From junction box 7:


Nr. Name Code Type Description
01 Steering angle FB JS R6 A 2-wiper pot meter sin/cos. shaped, 2 k

From junction box 6:


Nr. Name Code Type Description
01 Actual pitch FB JS R7 A Potentiometer, 2k , linear
7.5 Control-interfaces with the Main Engine

From LIPSTRONIC 7000/t to the Main engine:


Nr. Name Code Type Description
01 Start main engine B Pulse contact, closed to start main engine
02 Stop main engine B Pulse contact, closed to stop main engine
03 Start allowance B Closed when start is allowed (see chapter 6.2).
Closed in case of an emergency stop. Main engine
04 Emergency stop B
must be stopped. With 10K-ohm resistor.
Current 4…20mA. The signal represents a RPM
05 RPM order A
demand from 650 to 1800 RPM.

From Main engine to LIPSTRONIC 7000/t:


Nr. Name Code Type Description
01 Engine ready to start B Closed when engine is ready for start.
02 Remote control B Closed when engine is switched to remote control.
03 Engine running B Closed when engine is running.
Open when there is a warning, shutdown or diagnostic
04 Common alarm B from the main engine. Used for indication at control
stations.
RPM (Actual engine
05 A Pulse signal from speed pickup.
speed)
Current 4…20mA. The signal represents a fuel demand
06 Load feedback A
from 0 to 110 %.
Closed when engine has a shutdown. Used for Safety
07 Common shutdown B
shutdown indication.
08 Engine overload B Closed when the engine is in overload.
09 Clutch in rpm B Closed when the engine is at clutching rpm
7.6 Alarm interfaces with the alarm/monitoring system

From junction box 10:


Nr. Name Code Type Description
Low pressure lub oil PSAL
01 B Open in case of alarm
LGB 461.02
PSAH
02 Clogged filter B Open in case of alarm
463.01
PSAH
03 Lub oil temp LGB B Open in case of alarm
475.01

From junction box 11:


Nr. Name Code Type Description
Clogged pitch oil PSAH
01 B Open in case of alarm
pressure filter 157
PSAL
02 Low pressure pitch oil B Open in case of alarm
158
PSAH
03 High pressure pitch oil B Open in case of alarm
160
Too high Oil temperature TSAH
04 B Open in case of alarm
in tank 167
LSAL
05 Low level pitch oil B Open in case of alarm
150
PSAH
06 Filter external by-pass B Open in case of alarm
154.03

From junction box 12:


Nr. Name Code Type Description
Low pressure lube oil PSAL
01 B Open in case of alarm
upper gearbox. 460.02
High temperature upper TSAH
02 B Open in case of alarm
gearbox. 475.02
PSAH
03 Clogged lube oil filter B Open in case of alarm
464.01
PSAL
04 Low air pressure clutch B Open in case of alarm
652.01

Direct wired from thrusters unit:


Nr. Name Code Type Description
High temperature TSAH
01 B Open in case of alarm
steering oil 298
Clogged steering oil PSAH
02 B Open in case of alarm
return filter 273.01
Low level steering oil LSAL
03 B Open in case of alarm
tank 271
PSAL
04 Low pressure steering oil B Open in case of alarm
273.12
Clogged steering oil PSAH
05 B Open in case of alarm
pressure filter 273.10
LSAL
05 Low level lube oil B Open in case of alarm
450.01
From LIPSTRONIC 7000/t:
Nr. Name Code Type Description
01 E-power failure B Open in case of alarm
02 FU major failure steering B Open in case of alarm
03 FU major failure pitch B Open in case of alarm
04 FU minor failure B Open in case of alarm
05 NFU failure B Open in case of alarm
06 Clutch slip failure B Open in case of alarm
07 Clutch slip warning B Open in case of alarm
08 Main power failure B Open in case of alarm
09 Backup power failure B Open in case of alarm

From starter box lubrication pump:


Nr. Name Code Type Description
01 Power fail B Open in case of alarm
02 Overload B Open in case of alarm
7.7 Control-interfaces with Lipstronic 7000/t

From junction box 6:


Nr. Name Code Type Description
GC
01 Actual pitch FB control A Potentiometer, 2k , linear, for controls.
R2
Actual Pitch FB GC
02 A Potentiometer, 2k , linear, for indication.
indication R11

From junction box 7:


Nr. Name Code Type Description
Steering angle FB GC 2-Wiper potentiometer, 2.5k , triangle shaped, for
01 A
controls R10 controls
Steering angle FB GC 2-Wiper potentiometer, 2.5k , triangle shaped, for
02 A
indication R12 indication
GC
03 Steering angle FB A 2-Wiper potentiometer, 2.5k , triangle shaped
R16

To junction box 11:


Nr. Name Code Type Description
01 Pitch ahead solenoid Y101A A Sol. Pitch ahead.
02 Pitch astern solenoid Y101B A Sol. Pitch astern.

From junction box 11:


Nr. Name Code Type Description
Pitch oil pressure PSL
01 B Closed when pressure is available.
available 156
To junction box 12:
01 Engage clutch solenoid Y603A A Solenoid engage clutch (valve, 24V).
Disengage clutch
02 Y603B A Solenoid disengage clutch (valve, 24V).
solenoid
+24VDC manual HS
03 DC +24VDC fused supply for manual clutch operation.
operation clutch 624

From junction box 12:


Nr. Name Code Type Description
GS Proximate sensor 1 before clutch. Used for clutch slip
01 Engine RPM 1 B
656.01 detection.
GS Proximate sensor 2 before clutch. Used for clutch slip
02 Engine RPM 2 B
656.02 detection.
GS Proximate sensor 1 after clutch. Used for clutch slip
03 Gearbox RPM 1 B
657.01 detection and indication.
GS Proximate sensor 2 after clutch. Used for clutch slip
04 Gearbox RPM 2 B
657.02 detection and indication.
PSH
05 Clutch engaged B Closed when clutch pressure is on.
655
PSL
06 Clutch disengaged B Closed when clutch pressure is off.
669
Clutch engaging pressure PSH
07 B Closed when sufficient pressure available.
available 673
Lube. oil pressure PSL
07 B Closed when UGB lub. oil pressure is available.
available UGB 460.01
08 Blocking pin engaged 660 B Closed when blocking pin is engaged.
09 Blocking pin disengaged 661 B Closed when blocking pin is disengaged.

Direct wired to thrusters unit:


Nr. Name Code Type Description
01 Steering CW solenoid Y201A A Sol. Steering CW.
02 Steering CCW solenoid Y201B A Sol. Steering CCW.

Direct wired from thrusters unit:


Nr. Name Code Type Description
Steering oil pressure PSL
01 B Closed when steering pressure is available.
available 273.11

To starter box lube oil:


Nr. Name Code Type Description
01 Start lube oil pump B Closed to start lube oil pump.
02 Stop lube oil pump B Pulse contact, close to stop lube oil pump.

From starter box lube oil:


Nr. Name Code Type Description
01 Running B Closed when pump is running.
7.8 Control-interfaces with the VDR system

The following VDR interface is supplied as standard for convenience. It is fully optional
whether to connect it or not.

From LIPSTRONIC®/t cabinet:


Nr. Name Code Type Description
Analogue signal representing actual steering demand.
01 Steering demand A Signal: 4...12...20mA corresponding with -180 to zero
to 180 degree.
Analogue signal 4...20mA corresponding with full
02 Steering angle A
CCW (-180 degrees) to full (+180 degrees).
Analogue signal representing actual pitch demand.
03 Pitch demand A
Signal: 4...20 mA.
Analogue signal 4...20mA corresponding with full
04 Pitch angle A astern to full ahead pitch position. (coming from the
follow-up controller, not from a separate signal)
05 Engine RPM demand A Analogue signal 4..20mA.
06 Prop RPM feedback A Analogue signal 4...20mA.
07 NFU active B Closed when NFU is in control
08 BCS in service B Closed when BCS is in control
09 DP in service B Closed when DP is in service
10 JS in service B Closed when JS is in service
11 Clutch engaged B Closed when clutch is engaged
12 Major failure steering B Closed at control failure steering
13 Major failure pitch B Closed at control failure pitch
8 DOCUMENTATION AND DRAWINGS
Drawing name Drawing number Size
MMI / Ship propulsion overview 5600B1001 A4
MMI / Process block diagram 5600B1002 A4
Lay-out local control station 5641C1001 A4
Lay-out bridge control station 5642C1001/5642C1002 A4
Cable & connection diagram 5640B2001 A4
Cable diagram overview 5600B2002 A4
Control cabinet 5640C1001 A4
Terminal plate bridge control station 5642X1001 A4
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-650-01-051_0.PDF
Date: 29 sept 2010
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-650-01-057_C.pdf
Date: 18 mei 2011

Customer Reference
Customer: IHC Offshore & Marine B.V.
Cust. Yard No: 723
Cust. Reference:

Engine Model: C32


Application: Generator Set
Serial No Eng. #: RNX00364
RNX00363
Pon Power BV

BS-D3R332-00 (V-00) As Built


Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Index Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 1
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 1 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Legenda Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 10
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 2 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Part list Control Panel CP1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-25.dwg 40
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 3 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Part list Contol Panel CP2 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 74
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 4 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Cable Plan Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
El Start 37135-25.dwg 81
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 5 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Cable Plan Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 85
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 6 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Cable Plan Heaters / Prelube P. Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
2 x H.T. Heater 37135-25.dwg 105
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 7 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Layout Control Panel (600 x 600) Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-25.dwg 137
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 8 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Layout H.T. Heater Panel (300 x 380) Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 171
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 9 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM AC Voltage Supply Heaters / Prelube P. Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 222
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 10 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM DC Voltage Supply Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
El Start 37135-25.dwg 301
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 11 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Remote/Bridge Control Logic Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 305
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 12 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Start / Stop System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 310
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 13 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Start / Stop System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 315
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 14 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Start / Stop System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 319
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 15 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Shutdown System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-25.dwg 322
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 16 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Throttle System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 350
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 17 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Heaters / Prelube Pump Logica Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
2 x H.T. Heater - Stops 37135-25.dwg 385
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 18 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 410
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 19 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 412
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 20 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 416
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 21 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 417
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet from
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Alarm System Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 418
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet from
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Sensors Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Data Link 37135-25.dwg 420
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 22 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Wiring ECM - Customer Connector (C32) Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 712
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 23 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Contacts For Customer Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
Stops 37135-25.dwg 752
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 24 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Contacts For Customer Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 754
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet from
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 800
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 25 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 801
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 26 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 802
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 27 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - X4 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 817
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 28 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - XP1 - (XP61) Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 824
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 29 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP1 - XP1 - (XP61) Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 825
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 30 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - CP2 - X1 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 850
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 31 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - SM - SM Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 950
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 32 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - EN - CC Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 955
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 33 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - EN - CC Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 956
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 34 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - EN - C38 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 957
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 35 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - DCU - TK14 Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 960
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet from
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - DCU - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 973
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 36 from 37
Pon Power BV

As Built
Design: PS Date: 30- 9-2010 Project Engineer: A.A. de Bruin Modification: Drawn: PS Edition: 02.2 Date: 21-04-2011
Pon Power BV
P.O. Box 61
Department: Dredging OEM Terminals - DCU - TB Drawing No: Sheet:
IHC Offshore & Marine B.V.
NL-3350 AB Papendrecht
Intended for:
37135-25.dwg 974
C

The Netherlands Yard No: 723


Telephone +31 (0)78 6 420 420 Reference: C32 Generator Set Edition: Sheet 37 from 37
MERWEDE SHIPYARD
Received document
Yardnumber-Draw.no.
723-650-03-051_0.PDF
Date: 29 sept 2010