Ultimate Solution Provider SPECSVISION - specs.co.kr · PDF fileUltimate Solution Provider...

Specs COMD@2008

VISION A : Atmospheric OMDVISION C : Crank Case OMD

Ultimate Solution Provider

Oil Mist DetectorWorldwide Proven

SPECSVISION

The SPECS Corporation is the top leading specialist in Korea in system integration for mechanical, electrical instrumentation of process industry. This system service includes design, installation, and quality sales servicing.

Since the company was established in 1970, SPECS has expanded its market share through its four major organisation sectors: Sealing; Fluid control; System andMarine division. As a top market leader in specialised products such as sealing gaskets, air torquevalves, UV sterilizers, calibrators, Combined Ship Shore Link System and infrared instruments etc. as well as Oil Mist Detection System, we have provided ultimate solutions and satisfactory sales services to customers in most industries.Specs has made a remarkable growth in the marineindustry in Korea from a simple tank gauge to a complex SCADA system.

SPECS recently released specially designed advanced marine equipment such ascrank case oil mist detector system as well as new atmospheric OMD in the market.

Business Sectors- Sealing Division

- Fluid Control Division- System Division- Marine Division

Greetings

Established in 1970$34 million turnover in 2007

68 employeesOverseas representatives

USA, UK, Japan, Singapore, China, Germany, UAE, GreeceCertified: ISO 9001:2000, ISO 14001

DNV, LR, GL, ABS, KR for Oil Mist Detector


OMD@Specs 2008


OMD@Specs 2008

Company Profile

•• Productsdu-

suctsNon Metalic Gaskets, Semi i Metalic Gaskets

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Metaliclicc askets, SemGGa mi etalicMe c asketsGaetaMe

gaskets, Mechanical Seals, Spray Shields, -

eeetalicetal c as s, Mechanicasketts al ga- MeMeO Ring, Memory Packing,

•- Ringg, MO

• Applicationsli-

onscatiTank, Vessel, Piping, Machine sealing

-sselank, Ves- Ta

Rotary shaft, ping, Mal, PPip

, Expansionne sealing achin

n Joints sealing.•

- otary shotary shRoRo• Major usersor

-ersr use

All shipbuilding yards, Petrochemical, Steel & Irons-

uildingg yards, Petrochemical, Steelshipbu- All Utility power plants, Pulp and Paper etc.

•- ilUti

• Orderser-

rs- 14.5Million$

• ProductsP ductssuctsSealing Division

Fluid Control Division••• Productsduducts

-uctucts

OntstsO -ssssnn Off Auto Cont. Valve, Piston & Ball V. Actuator

-n- f Auto Cont. Valve, Piston && Ball V. AfffO- OOn

UV Sterilizer, IR system for AerospaceActuator V. A r

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- eriliteV StUUVV• Applicationslic

-onscati

Semiconductor, LCD, Control of Process industires . -

duemicond- SeAero space,

LCDctor, , Defence

rontrol of Pr, Coe industry.

•- ero spaero spaAeAe

• Major usersorr use-

ersr useChemical/Petrochem plants, Valve Manufacturers

- Manufacturersl/Petrochem plants, Valveehemica- Ch

LCD/PDP Manufacturers, Food/Beverage Makers etc.•

- CLC• Orderser

-rs

- 10.3Million$


OMD@Specs 2008

•• Productsducts- LNG tank LTD System, Level Gauge, Flow Computerk LTG S LTD S l G CFl-

NG tank G t- LNMicrowave Guide, IR Heater, Calibrators

uterLT System, LeveTD S augeel Ga ow Commpue, Floank e de, IR HeaterGuid alibrar, Ca satorse

•- cccrowcroMiMi wav

• Applicationsli-

onsscatiLNG & LPG Tank yards, Process Industries

-PG TankNG & LP- LN

Radio Telecommunications, Semiconductors•

- adio Teadio TeRaRa• Major usersor

-ersr use

All LNG Tank yards, Diesel Engine manufacturers-

Tank yards, Diesel Engine manufacLNG T- All IT Industries

•- IIT

• Orderser-

rs- 4.1Million$

• ProductsP ductsSystem Division

Marine Division••• Productsduducts

-uctucts

Oil Mist Detection System, Cargo manualssststs

sisl MiOil --

t Detection System, Cargo manualssisl MiMM- OOilCSSL System, FLG System, MIP System, Torsion Meter

lsTorsion m, T Meetert .

•- Sys SSSLCCS

• Applicationslic-

onscatiLNGC & Tanker engine room, Diesel Engine .

-TankerNGC & T- LN

Ship shaft powerne room, Dies

•- hip shafhip shafShSh

• Major usersorr us-

ersr useAll Shipbuilding Yards, Engine manufacturers

-uilding Yards, Engine manufacturers Shipbu- All

All Cargo Ships•

- All• Orderser

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- 5.2Million$


OMD@Specs 2008

“Our quality commitment is

- To Provide Defectct - Free Products And Services - o Provide DefecTo ct - e Products And ServreFrby Understanding Customer Requirements

-- And Performing Exactly To Them.”

Quality Assurance

“Client Satisfaction is the key factor in quality Client Satisfaction is Improvement”

tion is- Founder’s Philosophy

Quality Management

Five missions of the Company to the Market are

•• Proven System Performance••

Proven System Performance• P• Providing Extensive Solution••

gProviding Extensive Solution• P• Providing Quality Service••

g yProviding Quality S• P• Do sell yourself••

Do sell yourself• D• Make No from Customer to Yes

Quality Policy

VISION A : Atmospheric OMD

SPECSVISION Oil Mist Detector

Global Leader of

OMD@Specs 2008


The SPECS Oil mist detection system (VISION III Multi point oil mist detector) adopting newest microprocessor and infra-red technology was designed for detecting oil mist existence which may possibly happen in the air of engine room with such environments, engine oil pump, purifier, generator and other machines etc. aswell as crank chamber of marine engine of the vessel.

It measures in realtime the oil mist suspended in the air nearby mist detector in the engine room.

SPECS OMD Atmospheric version (VISION series) is globally well known as a reliable system and selected by potential users such as U.S. navy, BP shipping, Mitusi, Koyo Japanese shipbuilders as well as most LNG ships worldwide more than 70 ships(1500 points).

Systenm Features:

> Reliable Configuration

> Compact Structure & Installation

>Easy Operation and Maintenance

with> Satisfactory Ageing Test for Infant Fail Prevention

> Proven Test & Calibration Facilities use

This system features,- to give a fast response in the event of exceeding allowable limit of the oil mist contents in the air according to the marine environment law.

- to given an alarm in a potentially dangerous situation, before any serious damage can occur to machinery or injury to personnel.

- to be easily installed and maintained. so that the operation will not be affected or interfered with by oil condensation in the air or by any electrical interference.

- to be interfacible to the ship's computer on various communication channels like RS-485, and 4-20mADC analog signal as well.

SpecsVision OMDs for both diesel engine and engine room are already certificated by international classification societies such as DNV, KRS and alsounder renewal type test by Lloyd and GL.

The robust construction of the detector probes, and their associated equipment, is designed to take into account the harsh environmental conditions in the vessel. This detector to detect oil mist can be used as a stand alone solution in sensitive operating environments.

One practical answer is to install an Oil Mist Detector to detect an oil mist before it can reach levels where it saturated the atmosphere to such an extent that there is a risk of fire.

OMD Recommended for Fire & Explosion Prevention

The IMO and IACS strongly recommended that the MSC(Maritime Safety Committee) taking into account that most engine room firesare the result of the formation of oil mist, thatsectors within the shipping industry have been actively fitting of oil mist detection equipment and following the recommendation of the Sub Committee on Fire Protection, approved a code of practice for atmospheric oil mist detectors.

Key of Recommended OMD (Effectiveness verification): -System Functional Performance -Detector Accuracy

ytivitisneS- ytilibaileR metsyS-


OMD@Specs 2008

Atmospheric Oil Mist Detection System

The Role of Oil Mist in Machinery Space Fires

This review is presented of the role of oil mist as a principal agent in machinery space fires. The ways in which oil mist can be produced and the distinction between mist and spray are described.

Oil mist and machinery space fires

The contrast between the oil mist conditions inside crankcases and that in the general atmosphere in machinery spaces is discussed. Methods of measuring oil mist and spray are described and equipment suitable for monitoring conditions inside machinery and in machinery spaces is discussed. Recommendations are made to improve safety on board ship and in industrial plant. A large proportion of machinery space fires have been caused by fuel or lubricant leaks.

However, leaks of this kind, while providing fuel, do not inevitably lead to a fire. In most cases a hot surface of some kind has produced the conditions necessary to produce flammability and has also acted as the ignition source. A typical set of circumstances is a leak of fuel from an injector pipe, the fuel falls onto (say) the turbocharger blading, vapourises and is ignited. This sounds like simple cause and effect, however there are a series of intermediate stages which ought to be considered.

Burning of liquid fuels

Liquid fuels do not burn as liquid, they burn only as vapour. Inevitably, the conversion from liquid to vapour must require the input of some energy. This can be provided by compression in an engine or with a hot surface, a spark or a flame. Outside of an engine or boiler, oil products not usually regarded as fuel may also burn under uncontrolled conditions producing a fire or explosion. Fuel from an injector, under pressure, may escape as a jet or spray so that it can reach a hot surface.

At this point, it will vapourise and form a cloud of vapour expanding away from the heat. As the vapour moves away from the surface, it cools and re-condenses, forming a cloud of fine mist droplets. During this time, the droplets of fuel near to the hot surface may reach a sufficiently high temperature for spontaneous ignition to occur and, after a delay period, the whole mist cloud becomes ignited. Similarly, hydraulic oil from a high pressure line will follow the same mechanism if it contacts a hot surface.

The same process can take place inside machinery, if a mechanical failure occurs creating a high temperature. This mechanism is well understood and has been described in relation to crankcase explosions in the 1950s, and to marine gearbox explosions in the 1970s and 80s.

Properties of oil droplets

There is general agreement on the hazardous nature of oil mists and, unless we are considering volatile fuels whose vapour concentration in the atmosphere is sufficient to be flammable, the production and properties of mist in machinery spaces must be of prime concern. Fuel oils, lubricants and hydraulic oils can all become flammable via their mist, even though they are comparatively non-volatile liquids and have flash points higher than normal temperatures.

Droplets are more flammable than the bulk liquid because of the higher surface to volume ratio of the liquid. Thus, the droplet is more sensitive to heat input from potential ignition sources and more surface is in contact with oxygen in the air. The smaller the droplet the lower the minimum ignition energy and the more nearly it resembles a vapour. It is useful to consider droplets in three categories according to size. First, very small droplets (less than 1μm); these are usually referred to as "smoke", they tend to appear blue in colour and are produced when oil is in contact with extremely hot surfaces (greater than about 800 deg.C).

Secondly, droplets in the size range 1-10μm, described as "mist"; these appear white and are produced at surfaces between 200¼C and 600¼C. finally, droplets greater than about 50μm, described as "spray", which is produced mechanically (eg: from a pinhole leak in a pressure line). It should be pointed out that the above categories are deliberately described in approximate terms and not all workers would necessarily accept all of the figures. In practical terms we must consider the mists and sprays as the most important contributors to fire since less extreme conditions are required to produce them and they are, therefore, more likely to be present than smoke.

Crankcase and gearcase explosions

The role of oil mist in crankcase and gearcase explosions is well known (1, 2), and can be summarised as the generation of mist droplets at hot surfaces, producing a mist concentration above the lower flammable limit (approximately 50 mg/l) in the presence of large volumes of oil in the "spray" category described above.

This indicates that the minimum ignition energy for mist is less than that for spray and this is to be expected since, as stated above, fuels must be in the vapour state at the point of ignition and more energy is required to produce vapour from spray than from mist. This does not imply that the spray is innocuous but that the production of mist followed by vapour are the essential first steps in the process. This is the situation in a closed environment where oil is expected to be present and the release of large amounts of heat when a component fails converts the oil into a hazardous form (mist).

MSC/Circ.1086CIRC\MSC\1086.DOC


OMD@Specs 2008

The drops are comparatively large and, although the flame, again, travels from drop to drop, not all of each drop is consumed. The surface layers of oil are burnt, leaving the core and, because the inter-drop distance is large, the flame "jumps" from drop to drop, leaving some oxygen in the air and some oil drops un-reacted. The concept of a clearly defined lower flammable limit thus breaks down.

The fact remains that, with a sufficiently energetic ignition source, it is possible for a flame to propagate through a spray at lower mass concentrations than with a mist.

While generally agreed figures cannot be ascribed to the LFL for sprays, the presence of spray in the atmosphere must be treated with alarm since it must be at least a potential fire hazard.

Detection of oil mist

Having established that oil droplets, both mist and spray, present a potential fire hazard, it is necessary to decide how to recognise the presence of droplets and how to act thereafter. The installation of oil mist detectors to monitor the interior of crankcases and gearcases is a well established concept. As stated above, LFL data for mists is widely accepted and methods are available for calibrating equipment using "standard" concentrations of thermally generated oil mist.

Equipment is on the market which can be so calibrated. High quality oil mist detectors (OMDs), can discriminate between the large amount of large droplet spray and splashes of oil, which is always present in such machinery, and the mist which is produced only in the event of a failure. This thermally generated mist can, if no action is taken, lead on rapidly to a devastating explosion. It is therefore necessary for he OMD to respond rapidly and to transmit a signal to the Machinery Control Room, where it can be used to trigger alarms, shut-down sequences or extinguishing systems.It should be appreciated that the thermally generated mist must have been produced at a component which has become unusually hot. This is frequently a bearing or some other overstressed component. If vulnerable components are adequately monitored, the onset of a high temperature can be detected and the consequent generation of mist can be avoided.

Not every component can be so monitored, however, and the use of one or more OMDs with their larger "field of view" is essential. Thus it can be appreciated that a crankcase or gearcase monitoring system should comprise both OMDs and thermosensors, coupled to appropriate software and control equipment.

The situation in the machinery space, external to the crankcase and gearcase, is quite different. Here we have an atmosphere which is expected to be substantially free from contamination; combustible liquids should all be safely contained in pipework.

However, there are a number of identifiable hot spots and the intention should be to keep the two separate. Should a leak, or burst, occur, droplets of oil may enter the atmosphere and may contact a hot surface.

Fires in machinery compartments

In the case of fires in machinery compartments, where fuels, hydraulic oils and lubricants are supposed to be properly contained, the initial step must be the escape of oil. A second step is the contact between the oil and a heat source. There are, of course, numerous way in which a fuel or oil leak may occur. Pipework which is subject to vibration (eg: fuel lines to injectors) are a common source of oil escape (3).

In this case also the leakage may be near to hot components and be more likely to generate mist leading to ignition. High pressure hydraulic pipework, particularly if flexible hoses are in use, can produce finely atomised sprays which can travel significant distances in a machinery space with the chance of contacting hot components. Overfilling of fuel systems, particularly during bunkering, is a common cause of fuel contacting high temperature (?).

The contribution to fire hazard in machinery spaces of liquid fuels, lubricants and hydraulic oils can be considered as relying principally on the ease, or otherwise, of generation of droplets in the atmosphere. This report will now concentrate on the properties of oil mists and sprays and how they behave in machinery space atmospheres.

Oil drops in the atmosphere

As mentioned above, energy must be used to create a mist or spray from the bulk liquid. The distinction between mist and spray is only in the droplet size, although more energy is required to form a mist and its minimum ignition energy is lower than that of a spray. A lower flammable limit mixture (50 mg/l) of oil mist of droplet diameter of (say) 3μm would contain about 44x10 15 droplets per litre. A 30μm droplet diameter spray would contain about 44x10 12 droplets per litre, at the same mass concentration. From this it follows that an oil mist at the lower flammable limit (LFL) is extremely dense optically.

In fact, a 100W light bulb would be obscured at a distance of only a few centimetres. Mists of this kind have the properties of a meteorological fog, both optically and physically. This mist flows along a gravity or thermal gradient and persists in still air. As in the case of a meteorological fog, oil mists give rise to a disorientating effect to personnel present, or trapped, in the vicinity. ?The results of this alone can be extremely hazardous, often with fatal results. Although spray has some of these properties, its obscuration effect is less and its rate of settlement is much greater. The minimum ignition energy of sprays is much higher than mist but the lower flammable limit by mass is lower than for mist.

When a mist is ignited, the flame travels from drop to drop and, because the drops are small, each drop is consumed in the flame front, its energy going to sustain and accelerate the flame. The array of drops in a spray behaves somewhat differently from a mist.



OMD@Specs 2008

The provision of an OMD in the machinery space could detect the presence of oil drops before the oil contacted the hot zone.There are, however some important differences in the conditions. In particular, the droplets are probably an order of magnitude larger than in a thermal mist, their sedimentation rate will also be greater.

An OMD must therefore respond to these larger drops, and more rapidly. As mentioned above, the concept of a precise LFL cannot be applied to large drops, but the presence of oil mist where a clear atmosphere is expected should be sufficient to trigger an alarm.

The detailed design of a machinery space OMD needs to be different from a crankcase OMD, since the former must observe all droplets while the latter must respond selectively to the fine mist droplets.

Oil droplets in the atmosphere can be observed by their optical effects. The effect of droplets on a beam of transmitted light is twofold. Some of the light is transmitted unaffected, and can be observed by a detector, and some is intercepted by the droplets. Of the light intercepted, some is absorbed by the droplets but most is scattered away from the detector.

Thus two methods of optical measurement are available. We can measure the loss or signal in a detector placed in line with the light emitted or we can place a detector at an angle at which scattered radiation can be observed. In the first case the signal strength will decrease with increasing mist concentration and, in the second case an increase in signal is produced.

An added feature of the scattering detector is that the angle of scatter changes with droplet size so that the detection angle must be chosen carefully. Detectors using one or other of these principles are on the market. A major disadvantage of the obscuration OMD is that, if a detector or emitter should fail, no signal is observed, which may be interpreted as an oil mist alarm.

The scattering OMD should always produce a positive signal except in a totally clear atmosphere, again failure of a detector or emitter would give no signal in the presence of mist. However, a further feature of the scattering OMD is the provision of a second detector in line with the emitter, so that emitter failure, or dirt on the lenses, can be sensed.

These basic features can be used for an OMD whether inside a crankcase or in the open machinery space. However, inside a crankcase, or gearbox, some provision must be made to avoid the effects of the large amounts of oil normally present. In some commercial instruments this is achieved by the use of lengthy pipe runs to the detector heads.

This protects the detector from the large drops but also allows some of the fine mist to become trapped on the pipe walls. The lengthy pipework also introduces an unacceptable delay in response during which a major failure could occur.

Discrimination in favour of fine mist droplets is achieved by the use of a labyrinth which is effective in trapping the large drops and returning them to the crankcase. Inclusion of this labyrinth allows the detector head to be placed very close to the atmosphere being monitored so that response time is greatly improved.

OMDs for the open machinery space do not require the labyrinth since it is necessary to "see" all the droplets in the air whatever their source. A specially designed OMD for machinery space monitoring has now been produced. This embodies the principles described above and can be coupled to the same master multiplexing unit as the crankcase or gearcase detectors so that all the possible hazard areas of a ship or industrial installation can be monitored continuously with rapid remedial response as necessary.

Conclusions

The processes that lead to fires and explosions involving oil products on board ship and in other large complex machinery installations are well known. Except in the case of very volatile products or gases, the generation of oil mist is the essential pre-requisite for the formation of a flammable condition. Oil mist generated inside machinery must be distinguished from general oil spray which, in this context can be read as innocuous. In the open machinery space, oil mist or spray of any droplet size must be treated as a potential fire risk.

Fire & Instrument Services

The history of fire in large industrial installations, and in particular on board ship, clearly demonstrates that sensible warning and remedial measures are essential. The loss of life and material losses that have occurred and the fact that the causes and progress of fires and explosions involving oil products in these installations are well known and understood demand that atmosphere monitoring equipment is introduced.

While it is recognised that improvements in construction and materials are constantly being introduced, the human element is always a major influence. Monitoring equipment, for conditions which may lead to fires, is available. It would be possible for the International Maritime Organisation to introduce regulations covering atmosphere monitoring as a fire prevention measure.

by Professor M. H. Holness Acknowledgements to Fire & Instrument Services



OMD@Specs 2008

Atmospheric Oil Mist DetectorTechnical SpecificationITEM SPECIFICATION

MODEL VISION III Max. No. of Detecting Point 112points

Remote Monitoring Unit(RMU) TYPE Vision IIIR Display 6 inch monochrome LCD (340x280) Mist Level Display mode( Bar & Digital Value)Scanning Time 50msec for each Max. No of Group 8 GroupsMeasuring Range 0 – 5.00 mg/literCommunication signal: - Input RS-485 ( protocol; Modbus ) - Output RS-485 ( protocol; Modbus Dual )Electrical requirement Power supply 24VDC -.Current rating 1.5A -.Fuse rating 2A -.Over voltage protection +30% -20% of voltage rating (24V DC)Temp Rating 0°C to 70°CMemory: -.Event Log 3000 Data -.History Log 10 Sec X 3 Days

ALARM FUNCTION Alarm & Failure status Mist Alarm: -.Main mist Alarm RMU- Red LED On (Alarm Indicators panel) -.Pre-warning Alarm and Alarm channel displayed on LCD -.System Fault Alarm RMU- Yellow LED On (Fan, Communication Alarm Indicators panel) and failed channel displayed on LCD Alarm Setting Main mist Alarm (Max .2.0mg/liter) Pre-warning Alarm (User adjustable) Alarm Contacts Main mist N.O(8 ea), Pre-warning Alarm N.C(8 ea) -NO, NC selectable 125VAC 0.5A, 30VDC 1.0A, 1a1b

Detector UnitTYPE VISION IIIA, Multi sensorSuction System High quality miniature fan (5VDC 1.0W)Sensitivity 0.01 mg/Liter (0.01 ppm)

Suitable for all lubricating oil types and variations,Output Signal RS 485 and/or 4-20mA DC(0-5mg/L oil mist concentration)

Junction BoxTYPE VISION IIIJ1Input/ Output RMU/ 14 detectors on RS485Power DC 24V

CONSTRUCTIONWeight(RMU/JB/Detector) 7.5 kg /2.5kg/1.2kg Gross, Housing(RMU, JB/Detector) Carbon steel, Aluminum/Aluminum+PPA GF30FREnclosure IP-44 (RMU/Detector)

IP-56 (J/B)Dimension (W x H x D) 380 x 250 x 130 (RMU) 260 x 160 x 90 (JB)

100 x 104 x 173 (Detector)


OMD@Specs 2008

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Mar. 2008Customer Ship Hull No. Year Year Points/ Ship Owner Type /Ship Name (Order) (Delivery)

SHI / SK Shipping LNGC 1998 1998 4DSME / EXMAR LNGC 2206 2000 2001 24DSME / TAPIAS LNGC 2205 2000 2001 24SHI / EXMAR LNGC 1405 2001 2002 2SHI / SK Splender LNGC 1258 2001 2002 2DSME / OSPREY LNGC 2215 2001 2002 24DSME / GOLAR LNGC 2220 2001 2002 24SHI / EXMAR LNGC 1406 2001 2002 6DSME / TAPIAS LNGC 2209 2001 2003 24SHI / BERGESEN LNGC 1428 2001 2002 6DSME / EXMAR LNGC 2213 2001 2002 24DSME / EXMAR LNGC 2208 2002 2002 21HHI / GOLAR LNGC 1444 2002 2002 21DSME / AP Moller LNGC 2210 2002 2002 24DSME / EXMAR LNGC 2218 2002 2003 24DSME / EXMAR LNGC 2219 2002 2004 24DSME / AP Moller LNGC 2211 2002 2003 24US Navy / MTL Storeship Cape Horn 2002 2002 12HHI / GOLAR LNGC 1460 2002 2003 19DSME / SONAP PC 5225 2002 2002 4DSME / SONAP PC 5226 2002 2002 4DSME / Northwest Shelf LNGC 2214 2002 2003 22US Navy / MTL Storeship Cape Hudson 2003 2003 13US Navy / MTL Storeship Cape Henry 2003 2004 15SHI / 3J LNGC 1440 2003 2004 6SHI / 3J LNGC 1441 2003 2004 6SHI / 3J LNGC 1442 2003 2005 6HHI / NIGERIA LNGC 1469 2003 2004 22HHI / NIGERIA LNGC 1470 2003 2004 22HHI / NIGERIA LNGC 1471 2003 2004 22HHI / NIGERIA LNGC 1472 2003 2005 22HHI LNGC 1525 2003 2004 7NITC / NITC Tanker 5083 2003 2003 12NITC / NITC Tanker 5084 2003 2003 12NITC / NITC Tanker 5085 2003 2003 12NITC / NITC Tanker 5086 2003 2003 12NITC / NITC Tanker 5087 2003 2003 12SHI / MISC LNGC 1502 2004 2004 6SHI / MISC LNGC 1503 2004 2004 6DSME / KRISTEN LNGC 2227 2004 2004 22DSME / KRISTEN LNGC 2228 2004 2004 22DSME / GOLAR LNGC 2226 2004 2004 22DSME / GOLAR LNGC 2234 2004 2004 22SHI / MISC LNGC 1589 2004 2005 6SHI / MISC LNGC 1590 2004 2005 6SHI / MISC LNGC 1591 2004 2006 6NITC / NITC Tanker 5135 2004 2004 12NITC / NITC Tanker 5133 2004 2005 12SHI / 4J LNGC 1594 2004 2006 6SHI / NYK LNGC 1563 2005 2006 11SHI / NYK LNGC 1564 2005 2006 11DSME / EXMAR LNGC 2237 2005 2005 24

Engine Room Oil Mist Detection SystemReference List


OMD@Specs 2008



DSME / KRISTEN LNGC 2235 2005 2005 24DSME / KRISTEN LNGC 2243 2005 2006 24DSME / GOLAR LNGC 2244 2005 2006 22DSME / SOVCOMFLOT LNGC 2241 2005 2006 22DSME / SOVCOMFLOT LNGC 2242 2005 2007 22HHI / TSAKOS LNGC 1754 2005 2005 19HHI / OSG LNGC 1791 2005 2006 42HHI / OSG LNGC 1792 2005 2007 42HHI / Dynacom LNGC 1719 2005 2007 19HHI / Dynacom LNGC 1734 2005 2007 19HHI / Dynacom LNGC 1748 2005 2006 19NITC / NITC Tanker IRAN ASTANEH 2005 2005 12NITC / NITC Tanker IRAN ABADEH 2005 2005 12NITC / NITC Tanker IRAN AMOL 2005 2005 12SHI / OSG LNGC 1605 2005 2006 42SHI / OSG LNGC 1606 2005 2006 42SHI / AP Moller LNGC 1607 2005 2007 7SHI / AP Moller LNGC 1608 2005 2007 7SHI / AP Moller LNGC 1625 2005 2007 7SHI / AP Moller LNGC 1626 2005 2008 7SHI / K-LINE LNGC 1619 2005 2007 8SHI / K-LINE LNGC 1620 2005 2007 8STX / SOVCOMFLOT Tanker S2014 2006 2006 2STX / SOVCOMFLOT Tanker S2015 2006 2007 2STX / SOVCOMFLOT Tanker S2016 2006 2007 2STX / SOVCOMFLOT Tanker S2017 2006 2007 2SKHI / Lauritzen Kosan LPGC 1147 2006 2006 3SKHI / Lauritzen Kosan LPGC 1148 2006 2006 3SKHI / Lauritzen Kosan LPGC 1149 2006 2006 3SKHI / Lauritzen Kosan LPGC 1150 2006 2007 3SKHI / Lauritzen Kosan LPGC 1151 2006 2007 3SKHI / Lauritzen Kosan LPGC 1152 2006 2007 3HHI / KOTC LPGC 1766 2006 2006 12HHI / KOTC LPGC 1767 2006 2007 12SHI / Japan Consortium LNGC 1686 2006 2008 6HHI / RGIII LNGC 1862 2006 2007 42HHI / RGIII LNGC 1863 2006 2007 42HHI / RGIII LNGC 1875 2006 2007 4221CSB Chemical Tanker CS214 2006 2006 221CSB Chemical Tanker CS216 2006 2006 2DSME / EXMAR LNGC 2254 2006 2006 21DSME / KOGAS LNGC 2260 2006 2006 19DSME / KOGAS LNGC 2261 2006 2006 19TPM Tanker MERION PARK 2006 2006 2TPM Tanker RAFFLES PARK 2006 2006 2TPM Tanker ALEXANDRA PARK 2006 2006 2IRAN HUWAYZEH / NITC Tanker IRAN HUWAYZEH 2006 2006 12ITALCAN Tanker CONSUELA 2006 2006 12MES / MOL LNGC CS1681 2006 2007 14STX Tanker S1227 2006 2006 2STX Tanker S1229 2006 2006 2SKHI / Lauritzen Kosan LPGC 1171 2006 2008 3SKHI / Lauritzen Kosan LPGC 1172 2006 2008 3


OMD@Specs 2008



21CSB / PEROSEA Tanker CSN215 2006 2006 2STX / Barclay Tanker S2035 2007 2007 121CSB / PEROSEA Tanker CSN217 2007 2007 221CSB / PEROSEA Tanker CSN219 2007 2007 221CSB / PEROSEA Tanker CSN222 2007 2008 221CSB / PEROSEA Tanker CSN223 2007 2008 221CSB / PEROSEA Tanker CSN239 2007 2008 221CSB / NGM Tanker CSN247 2007 2008 221CSB / NGM Tanker CSN248 2007 2008 221CSB / NGM Tanker CSN249 2007 2009 221CSB / EITZEN Tanker CSN227 2007 2007 221CSB / EITZEN Tanker CSN238 2007 2007 221CSB / EITZEN Tanker CSN240 2007 2007 221CSB / EITZEN Tanker CSN242 2007 2008 221CSB / EITZEN Tanker CSN243 2007 2008 2STX / STX POS Tanker S2009 2007 2007 2STX / STX POS Tanker S2010 2007 2007 2STX / STX POS Tanker S2013 2007 2007 2STX / GESCO Tanker S1268 2007 2007 2STX / GESCO Tanker S1269 2007 2008 2STX / GESCO Tanker S1249 2007 2008 2STX / GESCO Tanker S3007 2007 2007 2STX / GESCO Tanker S1300 2007 2008 2STX / GESCO Tanker S1301 2007 2008 2DK Shipping / DK Shipping Tanker Myoung Jin 2007 2007 3DK Shipping / DK Shipping Tanker Myoung Jin No.3 2007 2007 3DK Shipping / DK Shipping Tanker DK Mogua 2007 2007 3SHT / d'Amico Tanker Naopoli 2007 2007 2SHT / d'Amico Tanker Milalo 2007 2007 2SHT / d'Amico Tanker Parigi 2007 2007 2HHI / MOL LNGC 1876 2007 2008 25HSHI / MOL LNGC S297 2007 2008 25HHI / KOGAS LNGC 1903 2007 2008 19HHI / QGIII LNGC 1908 2007 2008 42HHI / QGIII LNGC 1909 2007 2008 42HHI / QGIII LNGC 1910 2007 2008 42SHSB / EITZEN Tanker SH-1080 2007 2007 2SHSB / EITZEN Tanker SH-1073 2007 2007 2SHSB / EITZEN Tanker SH-1074 2007 2007 2DSME / EXMAR LNGC 2270 2007 2008 21DSME / EXMAR LNGC 2271 2007 2008 21KOYO / MOL LNGC S2263 2007 2008 8KOYO / MOL LNGC S2265 2007 2008 8NITC / NITC Tanker IRAN FARAZ 2007 2007 12HMD / Conti Tanker 2055 2007 2007 2HMD / Conti Tanker 2056 2007 2007 2HMD / Conti Tanker 2057 2007 2008 2HMD / Conti Tanker 2058 2007 2008 2HMD / Conti Tanker 2059 2007 2008 2HMD / Conti Tanker 2060 2007 2008 2STE / KSIM Tanker 2007 2007 3STE / KSIM Tanker 2007 2007 3STE / KSIM Tanker 2007 2007 3


OMD@Specs 2008



STE / KSIM Tanker 2007 2007 3SAMHO / UYENO Tanker SH-1081 2007 2007 2SAMHO / UYENO Tanker SH-1082 2007 2008 2HSHI / QGIII LNGC S324 2007 2008 42BP Shipping / BP Shipping Tanker Border Tartan 2007 2007 7BP Shipping / BP Shipping Tanker Border Heather 2007 2007 7BP Shipping / BP Shipping Tanker Border Thistle 2007 2007 7BP Shipping / BP Shipping Tanker British Cormorant 2007 2007 12BP Shipping / BP Shipping Tanker British Robin 2007 2007 12BP Shipping / BP Shipping Tanker British Cygnet 2007 2007 12BP Shipping / BP Shipping Tanker British Kestrel 2007 2007 12BP Shipping / BP Shipping Tanker British Curlew 2007 2007 12BP Shipping / BP Shipping Tanker British Osprey 2007 2007 12BP Shipping / BP Shipping Tanker British Merlin 2007 2007 12BP Shipping / BP Shipping Tanker British Falcon 2007 2007 12BP Shipping / BP Shipping Tanker British Eagle 2007 2007 12BP Shipping / BP Shipping Tanker British Hawthorn 2007 2007 11BP Shipping / BP Shipping Tanker British Oak 2007 2007 11BP Shipping / BP Shipping Tanker British Laurel 2007 2007 11BP Shipping / BP Shipping Tanker British Willow 2007 2007 11BP Shipping / BP Shipping Tanker British Esteem 2007 2007 11BP Shipping / BP Shipping Tanker British Engineer 2007 2007 11BP Shipping / BP Shipping Tanker British Experience 2007 2007 11BP Shipping / BP Shipping Tanker British Excellence 2007 2007 11BP Shipping / BP Shipping Tanker British Environment 2007 2007 11BP Shipping / BP Shipping Tanker British Gannet 2007 2007 11BP Shipping / BP Shipping Tanker British Mallard 2007 2007 11BP Shipping / BP Shipping Tanker British Swift 2007 2007 11NITC / NITC Tanker IRAN FAZEL 2007 2007 12SPP / Top tanker PC S1025 2007 2008 3SPP / Top tanker PC S1026 2007 2008 3SPP / Top tanker PC S1027 2007 2008 3SPP / Top tanker PC S1029 2007 2008 3SPP / Top tanker PC S1031 2007 2008 3SPP / Top tanker PC S1033 2007 2008 3STX / Elcano LNGC S3008 2007 2008 24STX / Barclay Tanker S1243 2007 2008 1STX / Barclay Tanker S1250 2007 2008 1STX / Barclay Tanker S1258 2007 2008 1STX / Barclay Tanker S1262 2007 2008 1STX / Barclay Tanker S1272 2007 2009 1STX / Barclay Tanker S1298 2007 2009 1STX / KLC Tanker S1245 2007 2007 2STX / KLC Tanker S1246 2007 2008 2STX / KLC Tanker S1270 2007 2008 2STX / KLC Tanker S1271 2007 2009 2SKHI / Lauritzen Kosan LPGC 1171 2007 2008 3SKHI / Lauritzen Kosan LPGC 1172 2007 2008 3SKHI / Lauritzen Kosan LPGC 1173 2007 2008 3SKHI / Lauritzen Kosan LPGC 1174 2007 2009 3SKHI / Lauritzen Kosan LPGC 1215 2007 2009 3SKHI / Lauritzen Kosan LPGC 1216 2007 2009 3SHI / Chandris PC 1678 2007 2008 3


OMD@Specs 2008



SHI / Chandris PC 1678 2007 2008 3SHI / Chandris PC 1679 2007 2009 3SHI / Chandris PC 1723 2007 2009 3SHI / Chandris PC 1724 2007 2009 3SHI / BP Skarv FPSO 1763 2007 2009 16HMD / CST Tanker 2111 2007 2008 1HMD / CST Tanker 2112 2007 2008 1HMD / CST Tanker 2173 2007 2010 1HMD / CST Tanker 2174 2007 2010 1HMD / CST Tanker 2175 2007 2010 1HMD / CST Tanker 2176 2007 2010 1HMD / CST Tanker 2177 2007 2010 121CSB /CST Tanker CSN228 2008 2008 221CSB / CST Tanker CSN253 2008 2008 221CSB / CST Tanker CSN254 2008 2008 221CSB / CST Tanker CSN255 2008 2008 221CSB / CST Tanker CSN256 2008 2008 221CSB / CST Tanker CSN257 2008 2009 221CSB / CST Tanker CSN258 2008 2009 2HHIC / KOGAS LNGC N192 2008 2008 14HHIC / KOGAS LNGC N193 2008 2008 14HMD / MITSUI Tanker 2104 2008 2010 8HMD / MITSUI Tanker 2105 2008 2010 8KITANIHON / KEYMAX Chemical Tanker S.382 2008 2008 2KITANIHON / KEYMAX Chemical Tanker S.385 2008 2008 2KITANIHON / EIHUKU Chemical Tanker S.390 2008 2008 2KOES / KSIM Tanker 2008 2008 3Hanseatic Shipping Tanker NAIDA 2008 2008 2STE / KSIM Tanker 2008 2008 3DSME/ TMT LNGC 2268 2008 2008 12DSME/ TMT LNGC 2278 2008 2009 12DSME / KNUTSEN LNGC 2267 2008 2009 12DSME / KNUTSEN LNGC 2269 2008 2009 12DSME / KNUTSEN LNGC 2274 2008 2009 12DSME / KNUTSEN LNGC 2275 2008 2009 12Stolt tanker / Chemical Tanker Stolt Facto 2008 2008 4Stolt tanker / Chemical Tanker Stolt Sisto 2008 2008 4HMM LNGC OCEANPIA 2008 2008 9HMM LNGC TECHNOPIA 2008 2008 9HMM LNGC GREENPIA 2008 2008 9HAS Chemical Tanker SHANGHAI PIONEER 2008 2008 3


OMD@Specs 2008

Worldwide User ListUS Navy ships (Cape horn, Hudson, Henry)BP Shipping, UKMitsui, Koyo shipbuilding, JapanNITC, IranHHI, DSME, SHI (All LNGCs), TPM, Gesco, Uyeno, Sonap, Sovcomflot, ItalcanSTX, 21CSB, HMD, Samho FPSO, Hyundai Engine etc.

Majority of Engine Room Fires

IMO Maritime Safety Committee confirmed the majority of fires occurred in marine engine room and engine are generally caused by Oil Mist formation .The Oil mist can be formed in one of two ways: * Atomizing of oil spray leaked from oil line * Vaporizing of oil mist on hot machine surface

Justification of OMD installation

In the ideal world the simple solution for preventing oil mist fires is to ensure no leaks occur in the first instance, but the harsh reality is oil mist fires do occur and problem needs to be addressed.One practical answer is to install an Oil Mist Detector to detect an oil mist before it can reach levels where it saturated the atmosphere to such an extent that there is a risk of fire.

VISION IIIAAtmospheric OMD

RemoteMonitoring Unit


OMD@Specs 2008

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Specs corporationBundang Techno-Park B-703,704,705 148 Yatap Bundang, Sungnam Kyonggi Korea 463-760Tel +82-(0)31-706-5211, Fax +82-(0)31-706-5214 Email [email protected] www.specsvision.com, www.specs.co.krISO 9001/14001 Certified

VISION C : Crank Case OMD


OMD@Specs 2008

Oil Mist DetectorWorldwide Proven

SPECSVISION

Crankcase and Gear-case explosions

The role of oil mist in crankcase and gear-case explosions is well known and can be summarized as the generation of mist droplets at hot surfaces, producing a mist concentration above the lower flammable limit (approximately 50 mg/l) in the presence of large volumes of oil in the "spray“.

Droplets are more flammable than the bulk liquid because of the higher surface to volume ratio of the liquid. Thus, the droplet is more sensitive to heat input from potential ignition sources and more surface is in contact with oxygen in the air.

The smaller the droplet the lower the minimum ignition energy and the more nearly it resembles a vapour.It is useful to consider droplets in three categories according to size.

First, very small droplets (less than 1μm); these are usually referred to as "smoke", they tend to appear blue in colour and are produced when oil is in contact with extremely hot surfaces (greater than about 800 degC).

Secondly, droplets in the size range 1-10μm, described as "mist"; these appear white and are produced at surfaces between 200 degC and 600 degC. finally, droplets greater than about 50μm, described as "spray", which is produced mechanically (eg: from a pinhole leak in a pressure line). This indicates that the minimum ignition energy for mist is less than that for spray and this is to be expected since, as stated above, fuels must be in the vapour state at the point of ignition and more energy is required to produce vapour from spray than from mist.

This does not imply that the spray is innocuous but that the production of mist followed by vapour are the essential first steps in the process. This is the situation in a closed environment where oil is expected to be present and the release of large amounts of heat when a component fails converts the oil into a hazardous form (mist).

It should be appreciated that the thermally generated mist must have been produced at a component which has become unusually hot. This is frequently a bearing or some other overstressed component. If vulnerable components are adequately monitored, the onset of a high temperature can be detected and the consequent generation of mist can be avoided.

Not every component can be so monitored, however, and the use of one or more OMDs with their larger "field of view" is essential. Thus it can be appreciated that a crankcase OMD system associated appropriate software and control equipment.

The VISION III oil mist detector has function of this measurement of the optical density of each sample mist continuously and, when the density exceeds preset levels, provides alarm indications and the necessary remedial action taken to minimize the risk of fire or explosion.

If machine oil, as used for lubricating engines is over heated(250degC), it generates vapor which, when coming in contact with the colder atmosphere (approx. 70degC) in the crank case. it condenses into the oil mist.

This is the case when excessive local heat build up occurs in any part in engine crank chamber.

The VISION III oil mist detector uses one characteristic of oil mist that it absorbs light. The rate of measurement of absorbed light is called “opacity”. This property is exploited for diesel engine surveillance.

The oil mist suspended in the atmosphere of the Engine crank chamber is induced into every OMD being placed. The sensing part of OMD consists of a LED (light emitting diode) and few photodiodes. The light intensity level at each photodiode from the LED varies depending on how much oil mist is filled in the space between IR sensors. The oil mist causes light intensity at the photodiodes to be reduced as much as light absorbed. This change in light reduction is then evaluated and initiates an alarm if a predetermined threshold is exceeded.

The VISION III oil mist detector adopting micro processor and infrared technology was designed for detecting concentration of oil mist generated and suspended in the all oil chambers in the marine engine.The robust construction of the detector probes, and their associated equipment, is designed to take into account the harsh environmental conditions of the engine.This detector to detect oil mist presence can be used as a stand alone solution in sensitive operatingenvironments in the diesel engine.


OMD@Specs 2008

Crank Case Oil Mist DetectorTechnical SpecificationITEM SPECIFICATION

MODEL VISION III Max. No. of Detecting Point 112points

Remote Monitoring Unit(RMU) TYPE Vision IIIR Display 6 inch monochrome LCD (340x280) Mist Level Display mode( Bar & Digital Value)Scanning Time 50msec for each Max. No of Group (Engines) 8 Engine GroupsMeasuring Range 0 – 5.00 mg/literCommunication signal: - Input RS-485 ( protocol; Modbus ) - Output RS-485 ( protocol; Modbus Dual )Electrical requirement Power supply 24VDC -.Current rating 1.5A -.Fuse rating 2A -.Over voltage protection +30% -20% of voltage rating (24V DC)Temp Rating 0°C to 70°CMemory: -.Event Log 3000 Data -.History Log 10 Sec X 3 Days

ALARM FUNCTION Alarm & Failure status Mist Alarm: -.Slow down Alarm RMU- Red LED On (Alarm Indicators panel) -.Pre-warning Alarm and Alarm channel displayed on LCD -.System Fault Alarm RMU- Yellow LED On (Fan, Communication Alarm Indicators panel) and failed channel displayed on LCD Alarm Setting Slow down Alarm (Max .2.5mg/liter) Pre-warning Alarm (User adjustable) Alarm Contacts Slow Down N.O(8 ea), Pre-warning Alarm N.C(8 ea) -NO, NC selectable 125VAC 0.5A, 30VDC 1.0A, 1a1b CONSTRUCTIONDimensions H250mm, W380mm, D130mmEnclosure Rating IP 44Weight(RMU) 7.5 kg GrossHousing Carbon steel

IACS issued new tests procedure in Oct. 2006 which required to demonstrate that crank case oil mist detection and alarm equipment intended to be fitted to diesel engines satisfy classification society requirements. The purpose of type testing crankcase oil mist detection and alarm equipment is described within the below features:

- To verify the functionality of the system. - To verify the effectiveness of the oil mist detectors. - To verify the accuracy of oil mist detectors. - To verify the alarm set points. - To verify time delays between oil mist leaving the source and alarm activation. - To verify functional failure detection. - To verify the influence of optical obscuration on detection.

In accordance with above rules, The new VISION III oil mist detector adopting advanced micro processor and infrared technology was designed for detecting oil mist generated, and suspended in the crank-case of the marine diesel engine.The robust construction of the detector probes, and their associated equipment, is designed to take into account the harsh environmental conditions of a vessel. This detector to detect oil mist can be used as a stand alone solution in sensitive operating environments for the marine diesel engine.


OMD@Specs 2008

Technical Specification -Continued

ITEM SPECIFICATION

Detector Unit Type Vision IIICSensitivity 0.01 mg/LiterCommunication between RMU RS 485 & detector Indication Green : Power On Yellow : System Fault Red : Mist Alarm 5 Way Plug In Connector Power 1,2 pin Signal 3,4 Pin, Shield 5 pinMounting ¾ inch BSPEnclosure Rating IP 56Power 24VDCTemp Rating 0°C to 70°C Dimensions H137mm, W84mm, D90mmWeight 0.5kgHousing PPA +GF30%, Halogen free

Junction Box TYPE Vision IIIJ2Max. No of Detector Inputs 14 Serial (Loop) connectionFuse Rating 0.5ATemp Rating 0°C to 70°CEnclosure Rating IP 56Dimensions H75mm, W90mm, D45mmWeight 0.2kgHousing Aluminum


OMD@Specs 2008

Features :

- Newest Version on recent IACS requirement- Effectiveness verified on M67 rule- Superior accuracy verified- Most rigid construction- Instantaneous response to alarm- RS485, 422 to IAS- Advanced technology

Features :

- Newest Version on recent IACS requirement- Effectiveness verified on M67 rule- Superior accuracy verified- Most rigid construction- Instantaneous response to alarm- RS485, 422 to IAS- Advanced technology

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OMD@Specs 2008

Apr. 2008Customer Ship Year Year Points Engine Type/ Ship Name Type (Order) (Delivery)

Paterson, UK 1997 1997 2 SampleHICO 2000 2000 2 Caterpiller 4 StrokeHICO 2000 2000 2 Caterpiller 4 StrokeHHI 2000 2000 6 HiMSEN 6L23/28HHI 2000 2000 6 HiMSEN 6L23/28HHI 2002 2003 6 HiMSEN 6L23/28HHI 2007 2007 8 HiMSEN 8L28/32Genco/ Challenger CT 2008 2008 7 B&W 6S42MCNOL/ Colombo CN 2008 2008 6 Hudong B&W 6L42MCNOL/ Tiger River CN 2008 2008 6 Hudong B&W 6L42MCGenco/ 2008 2008 7 B&W 6S42MCGenco/ CT

CT2008 2008 7 B&W 6S42MC

Genco/ CT progress 2008 7 B&W 6S42MCWilhelmsen/ Tampere RR progress 2008 11 Mitsui B&W 9K90GFWilhelmsen/ Toba RR progress 2008 11 Mitsubishi Sulzer 9RND 90MWilhelmsen/ Tourcoing RR progress 2008 11 Mitsubishi Sulzer 9RND 90MWilhelmsen/Tapiola RR progress 2008 11 Mitsubishi Sulzer 9RND 90MKOSPO PP progress 2008 8 B&W 7K60MCKOSPO PP progress 2008 8 B&W 7K60MCKOSPO PP progress 2008 8 B&W 7K60MCKOSPO PP progress 2008 8 B&W 7K60MC

Crankcase Oil Mist Detection SystemReference List

Hanjin/ Bremerhaven CT 2008 2008 18 Warsila 12RT96FLEX/HiMSEN 8H25/33,9H25/33

VISION IIICCrank Case OMD

RemoteMonitoring Unit


Vision III OMD@2007 Specs

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Majority of Engine Room Fires

IMO Maritime Safety Committee confirmed the majority of fires occurred in marine engine room and engine are generally caused by Oil Mist formation.The Oil mist can be formed in one of two ways: * Atomizing of oil spray leaked from oil line * Vaporizing of oil mist on hot machine surface

Justification of OMD installation In the ideal world the simple solution for preventing oil mist fires is to ensure no leaks occur in the first instance, but the harsh reality is oil mist fires do occur and problem needs to be addressed.One practical answer is to install an Oil Mist Detector to detect an oil mist before it can reach levels where it saturated the atmosphere to such an extent that there is a risk of fire.

World Best SpecsVision !MAN B&W Installed !

U.S. Bulk Carrier GENCO CHALLENGER

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•

•

•

•

H. Q.Techno Park B-703, 704, 705 #148 Yatap Bundang Sungnam Kyonggi, Korea 463-070+82-31-706-5211 TEL, +82-31-706-5214 FAX [email protected] EMAILwww.SpecsVision.com, www.specs.co.krBusan Office:Byucksan Digital valley 704 132-7 Gamjeon2 Sasang Busan 617-800+82-51-803-0041 TEL, +82-51-804-3364 FAX [email protected] EMAIL

Global Customer Service Network

NORTH AMERICA

EUROPE

• USA

• Germany

ASIA

Metro Mac Marine AutomationP .O .B O X 134 85S hed #62/1, A LJeda f P ort ,D uba i,U A ETE L : +97 1-4-32 4-77 77 FA X : +97 1-4-32 4-10 48

Republic of Korea

Singapore

UAE

China

Japan

Hai Cheung Trading Co. (HK) Ltd.21/F, Bupa Centre, 141 Connaught Road WestSheung Wan, Hong Kong, ChinaChina PC: 200122

TEL : +852-2836-3936 FAX : +852-2893-5550

ACE Instrumentation PTE Ltd.61 Upper Oaya Lebar Road#04-01, Tat Wan BuildingSingapore 534816

TEL : +65-6269-5218 FAX : +65-6364-2470

Sea Hover Technology PTE Ltd.21 Toh Guan Road East#04-28, Toh Guan CenterSingapore 608609

TEL : +65-6267-8061 FAX : +65-6267-8062

Specs CorporationTechno park B-703/704/705, 148 Yatap, Bundang, Sungnam, Kyonggi463-070 Republic of Korea

TEL : +82-31-706-5211 FAX : +82-31-706-5214

LGE Japan Ltd.Room 717, Chisan 7th Shin Osaka, 6-2-3 Nishi, Nakajima, Yodog awa-ku, Osaka532-0011 Japan

TEL : +81-6-6885-8871 FAX : +81-6-6885-8876


OMD@Specs 2008

• Greece

E-mail : [email protected]






Engineering & Machinery Consultants, Inc.8015 Sportshaven DriveHumble. TX77346, U.S.A.

TEL : +1-206-412-8754 E-mail : [email protected]

Newport Technologies23091 Antonio Purkway, Suite 335Rancho Santa Margarita, CA92688, U.S.A.

TEL : +1-949-635-1234 FAX : +1-949-635-0700 E-mail : [email protected]

Whessoe Total Automation Ltd.Unit 28 Northfield Way, Aycliffe Business Park,Newton Aycliffe, Co. Durham, DL5 6UF, UK

TEL : +44-132-5-327-299 FAX : +44-132-5-310-808 E-mail : [email protected]

GATec GmbHBuchwaldstr.3D-22143 Hamburg, Germany

TEL : +49-40-6758-2379 FAX : +49-40-6758-2408 E-mail : [email protected]

SELMASELMA building122 Kallikratida Street 18546,Piraeus, Greece

TEL : +30-210-4635 951, 4620 167 FAX : +30-210-4616 357 E-mail : [email protected]

• United Kingdom

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