8MAE100056-000331 - en, rev. A Azipod® X Operating Guidelines with two Azipod® Units Guideline INTERNAL © Azipod® sa registered trademark of ABB, © Copyrigh 2018 488, fe reser al sights this document and inthe infomation contined therein Rprecuston, use or disclosure to third parses without express authori tilly forbiisen, HK-7711-05235 & CVX-008077 FC China SWS Cruise H.1808 ‘Shanghai Waigaogiao Shipbuilding Aporoved IAJAMP.7717/Ant Kinnunen 2018-12-03 Aoonas Savola 2019-12-08 en ABB‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 2124 Guideline Table of Contents 1. Introduction.. 3 1.4. General 3 112 Abbreviations and detinitons, 3 2. Normal operation... . 4 24 Levers and handing devices, 4 22 Aziood command terminology 4 23 General operational instructions 5 2:4 Project specific power and torque limitations 5 25 Operating diagrams 6 2.6 Preparations for steering 7 27 Bolard pull 7 28 Effective thrust at different azimuth angles 8 2 _ Not recommend maneuvering situations 8 29.1 Torque steering 8 292 — Braking 9 293 Flushing 9 2.40. Best practices for low speed maneuvering 40 2.40.1 Ahead and astern 40 240.2 Tum / rotation 11 2.10.3 Operation with one Azipod propuisor 12 2.10.4 DP operation 12 2.40.5 Minimum RPM 13 2106 _ Negative RPM 13, 2.11. Running aster 13 2.11.4 Running astem with positive RPM 13 2.11.2 Running astern with negative RPM 13, 2.12. Braking 14 2.42.1 Over 10 kn speed 4 2422 10kn—5kn speed 14 2.423 Under 5kn speed 14 243° Operation in heavy weather 15 2.44 Sow ramp mode. 15 3. Abnormal situations... nnn enn 3.1 Emergency steering 16 3.4.1 Vessel hesiing due fo maneuvers 16 3.2 Grash stop 16 32.1 Procedure during crash stop with pod way 16 3.3.” ‘One-propulsor operation, one propulsor is powered 18 3.4 Two-propulsor operation, one propulsor steering 18 3.5 Precautions in exlreme storm where propellers are ventialing, 19 4. Steering gear characteristics. 4.1 Normal operation 4.2 Operation in falure situat ons, 20 42.1 Operation with three (3) steering motors (drives) 20 4.2.2 Operation with two (2) steering motors (drives) 20 42.3 Operation with one (1) steering motor (drive) 20 43. ‘Loss of Azipod steering capability 20 INTERNAL copy 01 A A ee ene@MAE100056-000331 Guideline 1 Introduction 14 12 INTERNAL General rev. A— Operating Guidelines with two Azipod® Units, 3/21 ‘This document is meant for deck officers. The document presents basic operating guidelines on how to operate the vessel efficiently and smouliy. Operation against this document's operating tecommendations does not diminish ABB's lability of functionality nor reliability of the ABB Marine and Ports delivery scope. Azipod propulsors are designed to withstand all operating situations, Because the maneuvering of a vessel with Azipod propulsion units is not intuitive, ABB strong y recommends thal all persons who are involved with vessel maneuvering should participate in the ABB Marine Academy training "Efficient vessel operation with Azipod” Abbreviations and definitions ‘Abbreviation __| Definition oP, Dynamic positioning RPM Revolutions per minute SOLAS Safaly of Life at Sea STBD Starboard‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 424 Guideline 2 Normal operation 24 22 INTERNAL This section presents the somal day-to-day operation of the vessel. Levers and handling devices Bridge installation includes azimuth levers on the center-console and on both wing consoles, With these levers, itis possible to control the azimuth angle of the Azipod propulsors in both combined and single-pod mode. Additionally, steering can be controlled by autopilot, in which case the steering commands are directly fed from the autopilot to the steering gear. ‘The operational placement of the levers and thelr functionality in different operational modes may vary from vessel to vessel. Please sea the control system's operational manual for the correct functioning of the system. Azipod command terminology ‘There is no standard terminology for azimuthing propulsion commands or controller markings. ‘The impressions and terminology that are used in the ABB Marine Acaderry training are described below, IN = Azipod propeller is turned towards the centerline from 0 degree angle Azipod propeller is turned away from the centerline from 0 degree angie Port OUT 30 Starboard IN 30‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 5/241 Guideline 23 General operational instructions Generally, itis recommended to operate and control the Azipod propulsors as smoothly as possible, With azimuth propulsion devices, itis possible to accelerate the vessel quickly to any direction, which usually requires use of high power (thrust) levels to stop mation. High power levels at low ship speeds usually lead to harmful heavy vibration that can reduce the ifetime of mechanical components and increase fuel consumption, However, these vibrations may not be felt very clearly on the bridge. ‘The general recommendations for vessel operation are given in Figure 1 ‘The following general recommendations are for the daily operation of the vessel. These recommendations aim for the safest and most optimal way to operate the vassel with Azipod propalsors. These instructions are based on information gathered from ABB Marine Academy, operators, model-scale testing and full-scale measurements with different ships and configurations, '* The slow power increase / decrease program (the slow ramp mode) is activated by pushing the “slow ramp mode" button ‘+ In open sea conditions, itis recommended that the maximum autoplot angles of the Azipod are limited according the operating diagrams. ‘+The recommended way to perform a crash stop is pod-way (see section 3.2.1). ‘= Since the propelier is designed for positive RPMs, itis aways more effective with positive than with negative RPMs. However, in some cases (e.g. in arbor maneuvers) i may be less time consuming to reverse instead of turning the propussor. ‘* The Aziood propulsor turns the shortest way from its current position. Therefore, when tuming the Azipod propulsor quickly in one move, avoid applying large angles (-180), because this can lead to a situation where the propulsor turns the opposite way from what was intended '¢ High power during low speed maneuvering increases cavitation and vibration levels. In low weather effect situalions, the vibration levels can be kept low by keeping R>Ms under 50, ‘+ tis advised to use lower (2.5 deg/s) steering rate at vessel speeds vigher than 10 kndls. 2.4 Project specific power and torque limitations INTERNAL Power and torque limitations are required to protect the propulsion system from mechanical stress that is too high. The limitations depend on the selected operation mode, as explained in Table 1 and Table 2 Table 1 Powertinit values for diferent modes ‘Openseamode || Maneuvering mode PLim Positive RPMs [%] 100 625 Plim Negative RPMs [%] 7 625 Table 2 Torque limit valuos for eifferont modes ‘Openseamodeli [Maneuvering mode Lim Positive RPMs [%] 100 or specd tok 60 if speed > 10 kn Negative RPMs [%] 50 50‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 6/21 Guideline 2.5 Operating diagrams Port Bow Starboard ! Operation under 10 kn ‘Operation under 10 kn eorendedoperring wes. Sees ‘Stench are Inraed oop whens ange a oss fang arate Ape Figure + General recommendations for maneuvering INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 7I24 Guideline 2.6 Preparations for steering During system start-up, check the operating conditions of the steering system on all control stations by turning each Azipod propulsor minimum +36 degrees, There are four reasons for this check: 1. Toconfirm the operability of all control stations. 2. To be sure of the operation of the steering gear. 3, To move the slewing bearing rollers to a new pesition and to maintain a uniform lead on the rollers of the slewing bearing. 4, To ensure that slip ring unt’s brushes and rings are cleaned 27° Bollard pull One of the major advantages of Azipod propulsion is that the thrust can be steered 360 degrees to any direction. This cannot be over-emphasized because by ullizing this, vesse's with Azipcd propulsion can be operated efficiently and economically, To demonstrate this benefit clearly, in an average sized cruise vessel, the bollard pull of two Azipod propulsors is approx. 240 t with the maneuver mode. In comparison, a large harbor tug’s bollard pull is about 50 t Ship specific bollard pull values depend on the power and torque limits and the propeller diameter. The bollard pull ange between propeller diameter 6.2m to 5.2m up to 10MW of power is illustrated in Figure 2 and Figure 3 Figure 2 on wilh maneuver mode, on with maneuver mo Figure 3 INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 8/21 Guideline 28 Effective thrust at different azimuth angles ‘The vessel hull and the other Azipod propulsor have a significant influence on the effective thrust that can be obtained. If the propeller thrust is directed towards the hull or the other Azipod propulsor, the thrust force is reduced significantly (up to 60%). An example of the available thrust for a twin-Azipod vessel with positive propeller speed is presented in Figure 4. This figure Is valid during slow speed maneuvering or in bolard pull situations our ete oo ee our Figure4 An example of reduction of effective thrust due fo influence of the vessel hull and the other Azipod propuisor. 29 Not recommend maneuvering situations Chapters 2.9.1-2.9.3 describe the maneuver situations that are not recommended, because they can lead to high loads and vibrations. These maneuvering situations can be easily replaced with alternative azimuth angles that are more efficient and do not cause high loads or vibrations, 2.9.1 Torque steering Torque steering (Figure 5) means turning the vessel by using the Azipod propulsors to pull to different directions with high thrust. This maneuver is used with shaft line vessels, but itis inefficient and causes high loads and vibrations when used with Azipod propulsors. This, maneuver situation can be replaced, for example, with a tandem maneuver (Figure 9) ight ig erase Torque steering INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 9/21 Guideline 2.92 Braking Braking with negative RPMs (Figure 6) from medium or high speeds should be avoided. It is inefficient and causes high loads and vibrations. Best practices for braking are described in chapter 2.12. Figure 6 Braking with negative RPMs 2.9.3 Flushing Flushing (Figure 7) one Azipod propulsor with another Azipod propulsor should be avoided, The water siream of the flushing Azipod propulsor interrupts the other propulsor and causes cavitation and vibrations, te Figure? Flushing INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 10/21 Guideline 2.10 Best practices for low speed maneuvering ‘This chapter describes the azimuth angles that can be used during unberthing ! berthing, maneuvering and pilot voyage. These recommendations are only examples and there are more ‘ways of operating smoothly and efficiently. The most important thing for smooth and efficient ‘operation is to keep power as low as possible, and to consider the operating diagrams (Figure 41) during nraneuvering 240.1 Ahead and astern During these maneuvers (excep! the NEUTRAL maneuver, the idea is to keep the RPMs for both propulsors constant and use the steering angles to control the ship's speed. During the NEUTRAL maneuver, the sideways movement ofthe ship's stern is controlled with RPMs, -AKEAD, stow AHEAD DEAD SLOW ANEAD c N30" Neo” tein. NOTE! When nee maneuvering with NEUTRAL, RPMs are recommended to be kept under 50. (Risk for heavy vibrations) DEAD SLOW ASTERN SLOW ASTERN STERN nao ww aso" 180° Figure 8 Maneuvers ahead and astern INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 14/21 Guideline 2.40.2. Turn J rotation The maximum thrust to the side can be achieved by using azimuth angles called “tandem (Figure 9). Tuming by tandem means that the Azipod propulsors are typically turned IN 120-OUT 60 or OUT 60-IN 120 depending on which direction the movement should be. ‘The idea with the tandem maneuver is that the 60 degree difference is kept between the Aziocd propulsors. For example, ifthe turing is started with IN 120-OUT 60 angles, and a decrease of rotation speed is desired, the Azipod propulsors can be turned to IN 90 OUT 30 and vessel slats to go more ahead. ‘The T-lum maneuver can be used during slow speed maneuvering when berthing or uunberthing, The maximum rotation can be achieved by using azimuth angles called “parallel” (Figure 9) During the parallel maneuver the Azipod propulsors are parallel and the typical angle for this maneuver is 55 degrees for both Azipod propulsors. The ship hull andthe other Azipod unit havea strong effect on the vibration levels inthe ‘Azpod shaft ne. During maneuvers such as the “Tandem” and "Paral, the ship's Ful causes very turbulent waler flow forthe inner Azipod propulsor ° (When turing o port, the portsde Azipod isthe inner Azipod: when tuming to starboard, the NOTE Starboard side Az)pd iste inner Azipod.) faster tuning is needed, iis advised to increase the power fr the outer Azipod propulsor, and to keep the inner unit's RPM below 50, SA QR -_ T= PRPASN INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 12/21 Guideline 2.10.3 Operation with one Azipod propulsor Ifthe operation is done with only one active Azipod propulsor and the other is al standby, then the Azipod propulsor’s thrust should not be directed towards the other Azipod propulsor nor the ship hull. When positive RPM is used, the maximum bollard thrust can be reached. Ifthe thrust Of the propulsor is directed towards the standby Azipod propulsor or the ship hull, the efficiency is reduced, and the maximum bollard thrust can be as low as 40% of normal thrust. Increased noise and vibrations can also be expected when the thrust is directed towards the other Azipod propulsor or the ship's hull Maximum thrust, and therefore the maximum side force with the active Azipod propulsor, can be reached when the Azipod angle is belween IN 50° and 120° (propeller turned towards the ship's conterina) and the RPM is positive (see Figure 10), Figure 10 Operation with one pulling Azipod 2.40.4 DP operation ‘The normal way of running the Azipod propulsors in DP mode is to face the propellers inwards to the centerline, PORT Azipod angles are IN 10° to IN 150" and the STBD Azipod angles are IN 10° to IN 150° cL Figure 11 DP proputsor angles INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 13/21 Guideline 2.40.5. Minimum RPM ‘To avoid unnecessary wear on the shaft bearings due to the lack of ol fim between the rollers and the raceways, itis recommended to avoid long-time operation close to zero RPM, This RPM range is blocked as illustrated in Figure 12. The blocked range is +15 RPM. The lever Control avoids this RPM range close to zero, thus enabling sufficient lubrication of the bearings. Lee poston set spe cnet Lee poston) Figure 12 Example of software-controlled speed ramps close to zero speed 2.40.6. Negative RPM ‘The recommendation for the use of negative RPM during ship operations is given in Table 3 Table 3 Recommendation for negative RPM Maneuvering with low | Position keeping. | Channel Keeping or | Normal cruise speed ~2-4kts. (anchoring, DP) approach to pilot speed (docking/undocking) station <50 RPM, < 50 RPM, Abnormal situations 2.11 Running astern 2.44.1 Running astern with positive RPM In this mode, the Azipod propulsors are first turned 180" with the azimuth levers (propellers pointing astern). This maneuver is possible only in Maneuvering mode. The Azipod power and torque limitations are listed in Table 1 and Table 2, As the propellers are working in normal Conditions (positive RPM) in this mode, itis the most efficient way to go astern 2.41.2. Running astern with negative RPM In this mode, the Azipod propulsors are kept at zero angles (propellers facing towards the bow). ‘The RPM is set to negative from levers and the thrust created wil move the vessel astern ‘The propellers are designed for positive RPM. They can, however, be driven in reverse with negative RPM, but the propellers will not work as efficiently as with positive RPMs. Additionally, there may be noise and vibrations caused by the cavitating propellers. ‘This maneuver can be performed both in Open sea mode and in Maneuvering mode. Power and torque limitations for negative RPMs are listed in Table 1 and Table 2 INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 14121 Guideline 242 Braking 2.42.4 Over 10 kn speed ‘The Azipod propulsors themselves generate a large amount of static braking force. Therefore, the preferred way of reducing the ship's speed from relatively high speeds is by lurning the ‘Azipod propulsors IN al an angle of 35° to 60°, while letting the propellers run at minimum, RPMs, Ifthe ship's course must be corrected during braking itis advised to do by using the Azipod propulsors as a rudder and change the steering angle while keeping minimum RPMs. To ‘minimize vibrations, consider the recommendations presented in Figure 1 2.42.2 10kn-5kn speed ‘When braking with thrust to the opposite direction from where the vessel is moving, and the speed is over 5 kn, the vibration levels start to increase when using RPMs over 50 (Figure 13) Keaping RPMs under 50 will prevent excessive load on Azipod components. t Port sow Starboard Braking over Skn Figure 13 Operating diagrams for braking when braking with thrust to the opposite direction from where the vessel is moving with a speed of over 5 kn. 2.42.3 Under Skn speed ‘When vessel speed is under 5kn there is no special reason to avoid any RPM areas, bul the Use of high power will always increase cavitation and vibration levels. INTERNAL copy 01 A A ee ene‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 15/21 Guideline 2.13. Operation in heavy weather In heavy weather conditions, i is essential to ensure the safety of the vessel and the people onboard. In these conditions, it may be necessary to use steering techniques that may cause increased levels of vibration and to allow the vessel to yaw more, for example manual steering and larger angles from the azimuth levers, Reduction of speed should be considered te avoid the most dificult situations. Reduction of speed also increases the redundancy of the power network, allowing it to better cope with power fluctuations from electrical responses In head seas at high speed, the vessel may start to vibrate heavily due to bow slammirg. Heavy vibration can be avoided by reducing speed, by changing the course of the vessel, or both Heavy vibration is extremely harmful to all equipment and can shorten the lifetime of al parts affected by it. During harbor operation or when maneuvering in slow speeds, stern slamming may be encountered, This happens when the waves are coming from astern and they lit up the stern of, the vessel, which then slams down. The slamming can induce high impact and vibration forces. ‘on the stem of the vessel and should be avoided, Its advised that the vessel crew learn the capabilites of the steering equipment in good conditions before gaing into diffcul weather conditions. Load level may be observed by following such operational items as steering gear loads and ° vibration levels of bearing systems. NOTE 2.14 Slow ramp mode ‘The slow power increase / decrease program (the slow ramp mode) can be activated once the ‘operation mode is set lo Open sea mode. When the slow ramp mode is active, i mits the raze Of the speed change to a very small value, typically in the speed range of 50% to 100%, As a result, the acceleration time from zero to full speed will increase considerably, to dozens of minutes. ‘The conditions to activate this program are shown in Table 4. Table 4 Stow ramp mode Referen | Actual ‘Average DG | Open seamodel Condition | Refer Soecy | PM Power fee Set > 40% > 40%, > 10% > 208 Activated parstoter | > 40% 40% 0% 20% The operator can activate the program by pressing the Slow ramp mode button from the propulsion panels. The slow power increase / decrease program is nol available in Maneuvering mode, ‘The slow ramp mode is not intended to be used during rough weather as it has very slow ower ramp-up times, which can have an unfavorable effect on the vessel's behavior, NOTE ‘especially in abnormal conditions when prompt response to lever reference is needed INTERNAL‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 16/21 Guideline 3) Abnormal uations 3.1 Emergency steering In case of an emergency al high speed combined with full power in Open sea mode with steering wheel operation, itis possible to turn both propulsors to 35 degrees propulsor angle (max. steering angle with the steering wheel). The Azipod propulsors are designed to withstand all forces and moments resulting from this kind of maneuver. This kind of operation is recommended only in emergency situations, such as extreme course alteration to avoid a collision ' When the speed of the ship is more than 10 knots and the Azipod steering angle is between 60 and 120 degrees, avoid propeller speed range 55-70 RPM altogether, or ° accelerate/decelerate quickly through this propeller speed range. This combination may NOTE —— cause high toreional vibrations. 3.4.1 Vessel heeling due to maneuvers ‘When using larger steering angles with Azipod propulsors, the vessel can be turned with an extremely small lurning radius, The vessel may, however, heel up to 15-20". The heeling can cause damage to the equipmenticargo and injuries to people, or both, if has not been ‘expected. Itis therefore recommended to collect data on the maximum heeling angle at different speeds as a function of the Azipod turning angle. This way, itis possible to build up a graph from which the person responsible of operation may check the expected heeling angle before commencing with steering actions, 3.2. Crash stop ‘Traditionally, a crash stop has been performed by turing the levers from ahead to reverse. Since the Azipod propulsors can be turned around, there is a possibilty to perform a pod-way crash stop (Figure 14). This is the recommended way to perform a crash stop on vessels with Sparse roe for PORT a SYED fobwe monaco a “> 6 ® Figure 44 Tuning ofthe propusors dung crash top During a crash stop, the vessel's course can be controlled with the Azipod propulsors. If the vessel's course must be kept unchanged curing the crash stop, the Azipod propulsors must be turned simultaneously in opposite directions 3.2.1 Procedure during crash stop with pod way The pod-way crash stop is done by turning the Azipod propulsors (propellers) simultaneously to opposite directions 180 degrees around thair turning axes, ‘The pod-way crash stop procedure is described in Table 5. INTERNAL‘8MAE100056-000331 , rev. A — Operating Guidelines with two Azipod® Units, Guideline Table 5 Procedure dur ash slop with pod-way 17/24 (On the bridge Azipod position 4. 30 RPM reference is given to PORT and STBD Azipod propulsion motors, cL 2. Open sea mode is changed to ‘Maneuvering mode. 3. PORT and STBD Azipod propulsors are turned 60 degrees inwards. 4. Wait unt ship speed is about 46 knots, INTERNAL‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 18/21 Guideline 3.3. One-propulsor operation, one propulsor ‘On the bridge Azipod position 5. Tum PORT and STBD Azipod units 180 degraes, simultaneously inwards around to cu 6 When PORT and STBD Azipod propulsors are al 180 degrees, set cu PORT and STBD power to max i 7. When the vessel has stopped reduce RPMs and continue ca navigation. : powered ‘The maximum power for the remaining propulsor can be reached by opening the supply circuit breakers for the unused propulsor, thus reserving the required power to be available in the network. This enables the functional Azipod propulsor to use full power while the one in standby lets its propeller freewheel in the water flow. ‘The vessel can be steered normally with the steering wheel and both Azipod propulsors follow the wheel, since the steering gear operates normally in both propulsors. However, steering capability is eeduced when only one Azipod propulsor is generating thrust. Autopilot settings are sel for normal operation. Therefore, they may not work propery in tis situation, 3.4 Two-propulsor operation, one propulsor steering INTERNAL If one of the Azipod propulsors must be dedicated purely for propulsion, specific technical ‘means can be taken to actively center the steering gear zero-degree position for the particular ‘Azipod propulsor. The need for such action could be due to, for example, maintenance or control system update and should only be adopted by a mutual decision between the deck and engine staff. Should such a mutual decision be made, the required technical advice can be provided by ABB Marine. This will affect the autopilot settings and operation, since itis normally adjusted for two- propulsor operation, Therefore, adjustments to the system may be necessary. The autoplot ‘maker should make the adjustments, Both Maneuvering mode and Open sea mode can be selected. Full propulsion power can be used and the vessel can be sleered normally on the bridge.‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 19/21 Guideline ‘The following points should be considered: 41. The steering capabilly ofthe vessel is decreased due to only one steering Azipod propulsor. 2. Larger steering angles are needed to have the same steering effect as with two propulsors. 3, When the Azipod propulsor is steered with large angles at high speed ++ Oblique flow condition reduces the propeller thrust, thus operation is less economical «Cavitation may occur on the propeller and noise onboard. 3.5 Precautions in extreme storm where propellers are ventilating INTERNAL IF the vessel must be operatedin extreme storm conditions, some precautions must be taken lo avoid the risk of additional weer on the mechanical components of the steering system. ‘The ‘sk of additional wear exists ifthe vessel ends up in a situation where the propellers are continuously ventilating, and trerefore the required thrust force cannot be produced. Sensitvily for propeller ventilation depencs strongly on the hull shape of the vessel. Hull shape also effects the magnitude of the slamming forces in extreme weather. In such conditions, the extemal loads for the steering system are heavier when steering angles are higher. Ifthe propellers rise high enough from seawater to lose their grip, the propulsion control system reduzes the propulsion power lo prevent the propellers from accelerating uncontrollably. In this case, the propulsion control system indicates the first over-speed event, and in case of higher over-speed, generates an over-speed tio. Recommended precautions Ifan over-speed event or trip ofthe propulsion motor occurs due to heavy weatner ‘+ Avoid steering angles grealer than 20 degrees = Donot use slow ramps mode ‘= Avoid using FAST mods (steering speed 5.0 degis) to minimize the load caused by acceleralionideceleration, II there is indication of an overtoad clutch release, but all stee ‘equal speed: ‘+ Minimize the steering movements, prefer operating ne: ‘+ Use only normal mode (steering speed 2.5 deg/s) + Donot use FAST made (steering speed 5.0 deg/s) ‘+ Donot use steering angles greater than 20 degrees 1g motors are stil operaling al angle If there i indication that one or more steering motor speed fs continuously deviating from others (clutch does not keep torque} + Turn steering to O-angle ‘+ Stop the steering (steering brakes will engage automatically) ‘+ Press Safeties override and then press Retum thrust to recover oropulsion of the affected side ‘+ Propulsion power car be utlized normally '* Replace the affected overload clutches on the next possible occasion ‘Speed deviation can be seen en the Azipod local panel (ALP) trend screen located on the door Of the Azipod interface unit (AIU),‘8MAE100056-000331 rev. A— Operating Guidelines with two Azipod® Units, 20/21 Guideline 4 Steering gear characteristics 41 Normal operation Normal steering rate is 2.5 deg/s. If 5 degis is needed, FAST steering mode should be selected {rom the steering gear control panel. tis advice to use lower (2.5 deg/s) steering rate at vessel speeds higher than 10 knols. If FAST mode is needed due to a challenging operational area, other traffic or weather conditions, this mode can also be used at higher vessel speeds, Each electric steering motor is supplied by one independent drive. Four (4) steering motors are always active. Operating with only three steering motors should be sed only when all four motors or motor drivas are not available. Operation with only three motors adds load to the steering system components and reduces their expected lifetime, 42 Operation in failure situations 4.2.4 Operation with three (3) steering motors (drives) Electric steering system is dimensioned so that if one of the motor drives is lost, the performance defined in SOLAS reguialions can still be met. In this situation, there is no ste: Cr propulsion power imitation that resticts the operation of the vessel FAST steering mode is not available, 42.2 Operation with two (2) steering motors (drives) In this failure situation, the maximum available steering torque goes down 35-50%. There are no power limitations on propulsion. However, since the sleering capabilly is reduced, steering angles #10 degrees must not be exceeded, Itis also recommended that the vessel speed should be reduced to ensure safe operation, FAST steering mode is not available. 4.2.3 Operation with one (1) steering motor (drive) itis stil possible to turn with one steering motor, but propulsion power will be automatically limited to 25%, In ths failure situation steering willbe stopped if contro is in the RCS (remote control system). Steering can be started, if control is changed to the LBU (Local Backup Unit) or the BBU (Bridge Backup Unit). However, itis not recommended to take steering into use, if there is only one drive in use. Steering should be turned to 0° and the steering brakes should be engaged. When only one steering motor is used, it's recommended that the ship's speed is kept very low or at zero. The FAST steering mode is not available 1 Pepusion over nate canbe oerton vith Safes overde a Retun thst Fate eulane ae uence ge conto arate brow eg eo Ae ee a ee ee 4.3. Loss of Azipod steering capability It all steering motors become inoperative, propulsion power will be limited to 0% If thrust is needed while the steering system is stopped, tum the propulsor to 0° angle and stop the steering system. Verify that all brakes have been engaged. Return thrust using the propulsion’s Safeties Override button INTERNAL copy 01 A A ee ene‘8MAE100056-000331 , rev. A — Operating Guidelines with two Azipod® Units, 24124 Guideline Revision history Rev. Description Date Lymm.) Department Prepared by ‘Onthe cover Onthe cover INTERNAL