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c) kind and size of all electrical cables and
wiring associated with the control systems
including voltage rating, service voltage and
currents together with overload and short
circuit protection;
d) functional block diagrams of all control and
monitoring systems;
e) schematic plans of hydraulic and pneumatic
control systems together with all inter-
connections, piping sizes and materials
including working pressures, relief valve
settings, reducing valves, filters,
compressors and their type and
manufacturers;
f) description of all alarm and emergency
tripping arrangements, functional sketches
or description of all special valves,
actuators, sensors and relays;
g) schematic plans and supporting data of fire-
protection and extinguishing systems,
including fire-detection and alarm systems,
bilge high level alarms;
h) control system fault analysis, test program
for testing controls, monitoring and alarm
systems;
i) Where computer based systems are used
for essential services and are integrated
with other computer based systems, the
failure analysis is to be carried out and
should include networks and associated
network components (routers, switches etc.)
j) A network plan clearly identifying all the
network components for each on board
operational technology (OT) network,
including location of each network device,
details of IT network where the IT and OT
Networks are interconnected;
k) documents/plans indicated at Section 7.2
for integrated systems.
1.4 Operational guidance manual
1.4.1 An operational guidance manual is to be
provided on board the vessel for reference and
is to contain the necessary system technical
information and give operating instructions for
normal and emergency operations.
1.5 Location of controls
1.5.1 Ship motion and anticipated structural
vibrations are to be considered when selecting
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Control Engineering
the locations of main and associated secondary
control locations.
1.5.2 The control locations are to be well
ventilated and air conditioning is to be provided
for the control consoles when required by the
operational characteristics of the components
within the consoles. There is to be an alarm for
failure of the console integral air conditioning.
1.5.3 Enclosed main control location located
within the machinery spaces are to have two
means of access located as remote from each
other as practicable.
1.5.4 The leading of pipes in the vicinity of
control console is to be avoided as far as
possible. When such leads are necessary, care
is to be taken to fit no flanges or joints over or
near the console unless provision is made to
prevent any leakage from injuring the
equipment.
1.5.5 Glass in a control room located within or
adjacent to the machinery space is to be of the
shatter-resistant type.
1.5.6 When the main control for the propulsion
plant is to be situated in a location remote from
the propulsion machinery space, details of
special arrangements are to be submitted to
show that the operation of the propulsion plant
would be as effective as with the main control
located within or adjacent to the machinery
space.
1.6 Main control location
1.6.1 Controls
1.6.1.1 The main control location is to provide
control of the propulsion plant and associated
ship's service system including starting,
stopping, and for change over of vital pumps
and motors, and is to provide effective means
for monitoring temperatures, pressures, the
electrical system, fluid and gas flows, liquid
levels and other variables which are essential
for the propulsion plant operation.
1.6.1.2 Effective means are to be provided for
monitoring and controlling direction of rotation or
propeller pitch and speed of propeller for the
safe operation of the plant from standby
condition at departure through normal operation
to "finished with engines" at the end of the
voyage.
1.6.1.3 The main control location is to be fitted
with alarms and emergency trips as required
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together with indicators and is to have means for
the assessment of the operational status of all
machinery and systems vital to the propulsion of
the vessel. Control functions from the console
may be designed for either 'remote manual' or
'automatic control'.
1.6.2 Independent manual control
1.6.2.1 Means are to be provided for
independent manual control, at or near the
machinery concerned, in the event of failure of a
particular control in the centralized control
system. Necessary instrumentation is to be
provided so that satisfactory operation of the
machinery under independent manual control
can be exercised for lengthy periods.
Independent manual control of propulsion
machinery is to be demonstrated during the
tests/trials to the satisfaction of the Surveyors.
This is to include demonstration of independent
manual control through the full maneuvering
range and transfer from automatic control.
1.6.3 Order of control-location command
1.6.3.1 When the propulsion machinery is
arranged to be controlled from two or more
locations, the main control location is to have
means for transferring control from a secondary
location to the main location at all times and
blocking any unauthorized control from any
secondary location. Consideration will be given
to special cases where it may be necessary for
a secondary control location to have command
over control transfers between control locations.
1.6.4 Control transfer
1.6.4.1 Transfer of control from one location to
another, except as required by 1.6.3.1, is to be
possible only with acknowledgement by the
receiving locations. The main control location
and the secondary control location are to have
an indicator showing which location is in control.
1.7 Secondary control locations
1.7.1 In general, secondary control locations for
the control of propulsion machinery from the
bridge or other locations on board are to be kept
as simple as possible and provided with only
those indicators and controls necessary for the
effective control of speed and direction of the
propulsion engines, and of the controllable-pitch
propeller where fitted, for normal operation.
1.7.2 Precautions are to be taken to ensure that
the engine is not normally operated in a barred
speed range.
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1.7.3 If the control system automatically shuts
down the main propulsion engine for any
reason, this is to be alarmed at the main control
location and each secondary control location.
Restoration of normal operating conditions is to
be possible only after manual reset. Automatic
restarting is not to be possible.
1.8 Control console construction
1.8.1 Control consoles are to be preferably self-
supported with the sides and backs suitably
protected. Where necessary, protection is to be
provided for consoles which might be subject to
damage by leaks or falling objects.
1.9 Instrumentation
1.9.1 Main control location
1.9.1.1 Instrumentation and alarms at the main
control location are to provide all information
necessary for monitoring the operation of the
propulsion, electrical and emergency systems,
generally in accordance with Table 1.9.1.
1.9.2 Secondary control location
1.9.2.1 Instrumentation and alarms for the
bridge control locations and other secondary
control locations are to be generally in
accordance with Table 1.9.2.
1.10 Displays, indications and alarms
1.10.1 The alarms and displays required by
Table 1.9.1 and Table 1.9.2 for essential
services are to be readily distinguishable from
other alarms (e.g. fire alarm) and are to be
grouped functionally in so far as practicable.
Alarms are to have individual visual presentation
with preferably a common audible signal.
1.10.2 In general, alarms and displays not
required by Table 1.9.1 and Table 1.9.2 or not
concerned with the management of the
propulsion machinery (non- essential alarms)
are to be grouped separately from the essential
alarms. Audible signals for non-essential alarms,
if provided, are to be of a character distinct from
that for essential alarms.
1.10.3 The number of colours used to indicate
status of plant operation is to be kept to a
minimum. A uniform code is to be used so that
like colours indicate like functions or status of
operation in the controlled plant or system.
1.10.4 Alarm systems are to be designed so that
they cannot remain deactivated when the
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monitoring system has returned to the normal
running condition. Alarm systems are to provide
both audible and visual alarm upon each fault
condition. Alarms, due to fault condition in
machinery, are to remain active until
acknowledged and if arrangements are made to
mute audible alarms they are not to extinguish
visual alarms. Acknowledgement of visual
alarms is to be clearly indicated. Alarms are to
be of the self-monitoring type so that a circuit
failure will cause an alarm condition and are to
have provisions for testing all audible and visual
alarms and indicating lamps.
1.10.5 Machinery, safety and control system
faults are to be indicated at the relevant control
locations to advise duty personnel of a fault
condition. The presence of unrectified faults is to
be clearly indicated at all times.
1.10.6 Where the alarms are displayed as group
alarms provision is to be made to identify
individual alarms at the main control location (if
fitted) or alternatively at subsidiary control
locations.
1.10.7 Acknowledgement of alarms at positions
outside a machinery space is not to silence the
audible alarm or extinguish the visual alarm in
that machinery space.
1.10.8 If an alarm has been acknowledged and
a second fault occurs prior to the first being
rectified, audible and visual alarms are again to
operate. Where alarms are displayed at a local
panel adjacent to the machinery and with
arrangements to provide a group or common
fault alarm at the main control room alarm
display then the occurrence of a second fault
prior to the first alarm being rectified need only
be displayed at the local panel, however, the
group alarm is to be re-initiated.
Unacknowledged alarms on monitors are to be
distinguished by either flashing text or a flashing
marker adjacent to the text. A change of colour
will not in itself be sufficient to distinguish
between acknowledged and unacknowledged
alarms.
1.10.9 For the detection of transient faults which
are subsequently self-correcting, alarms are
required to lock in until accepted.
1.10.10 The alarm system is to be arranged with
automatic changeover to a standby power
supply in the event of a failure of the normal
power supply. Where an alarm system could be
adversely affected by an interruption in power
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Control Engineering
supply, changeover to the standby power supply
is to be achieved without a break.
1.10.11 Failure of any power supply to the alarm
system is to operate an audible and visual alarm
at the main control location.
1.10.12 The alarm system is to be capable of
being tested during normal machinery operation.
1.10.13 The alarm system is to be designed as
far as practicable to function independently of
control and safety systems such that a failure or
malfunction in these systems will not prevent the
alarm system from operating.
1.10.14 Disconnection or manual overriding of
any part of the alarm system should be clearly
indicated.
1.10.15 When alarm systems are provided with
means to adjust their set point, the
arrangements are to be such that the final
settings can be readily identified.
1.10.16 Where monitors are provided at the
location in control and if fitted, in the duty
engineer’s accommodation, they are to provide
immediate display of new alarm information
regardless of the information display page
currently selected. This may be achieved by
provision of a dedicated alarm monitor, a
dedicated area of screen for alarms or other
suitable means.
1.10.17 Alarms are to be displayed in the order
in which they occur. Alarms requiring shutdown
or slowdown action are to be given visual
prominence.
1.11 Safety systems
1.11.1 Where safety systems are provided, the
requirements of Pt.5, Ch.22, 2.5.2 to 2.5.8 are to
be complied with.
1.11.2 Where arrangements are provided for
over-riding a safety system, they are to be such
that in-advertent operation is prevented. Visual
indication is to be given at the relevant control
location(s) when a safety over-ride is operated.
The consequences of over-riding a safety
system are to be established and documented.
1.11.3 Monitoring and safety systems for DF or
GF engines are to be provided in accordance
with the requirements of Ch. 4, Sec. 4, 4.14.4.8
in addition to those given in this Section.
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Table 1.9.1 : Displays, indications and alarms for main control location

Alarm
System Remote Display Remarks
activation
Main boilers
Main steam superheater Temperature
1 High -
outlet Pressure
Pressure Low
2 Fuel oil to burners -
Viscosity (temperature) High (low)
3 Master fuel oil cut-off valve - Closed -
4 Atomizing medium Pressure Outside limits -
5 Forced draft Pressure (water column) Failure -
6 Water level Level High, low
-
Low-low
7 Feed pump discharge Pressure -
8 Feed water salinity Salinity - -
Main turbine
1 Steam, ahead chest Pressure - -
2 Steam, astern chest Pressure - -
3 Steam, gland steam Pressure - -
L.O. to turbines and Temperature High
4 -
reduction gears Pressure Low
5 L.O. sump level - Low -
6 L.O. gravity tank Level Low -
Bearings, turbine, thrust and
7 Temperature High -
reduction gear (individual)
8 Main condensate pump Running Failure -
9 Main condenser Vacuum Low -
10 Main circulator Running Failure -
11 Condensate level - High -
12 Deaerator feed tank Level Low -
13 Astern guardian valve Position Failure to open -
14 Vibration - Excessive -
15 Rotor axial displacement - Excessive -
16 Shaft roll over - Stopped -
17 Scoop valve Position - -
Main circulator sea suction
18 Position - -
valve
Turbogenerator
L.O. to turbine and reduction Pressure Low
1 -
gear Temperature High
2 Bearings Temperature High -
3 Aux. Condenser Vacuum Low -
4 Aux. Condensate pump Running - -
5 Aux. Circulating pump running - -

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Table 1.9.1 : (Contd.)

Alarm
System Remote Display Remarks
activation
Main diesel engines
Pressure Low
1 L.O. to engine See Note 1
Temperature High
Differential pressure across
2 Pressure High -
L.O. discharge filter
3 L.O. to reduction gear Pressure Low -
4 L.O. at reduction gear Temperature High -
Oil mist concentration in
crankcase or temperature of
5 - High See Note 16
bearings or equivalent
devices
6 L.O. drain tank level - Low-high See Note 2
7 Cylinder lubrication - Failure See Note 1
8 Cooling water to cylinders Pressure or flow Low See Note 9
9 Cylinder cooling water outlet Temperature High See Note 3
Level of cylinder cooling
10 - Low -
water in expansion tank
11 Piston coolant Pressure Low See Note 4
Flow of piston coolant
through each piston and
Flow, temperature (or Low-high
12 temperature in manifold (or See Note 4
temperature) (high)
temperature of coolant at
each piston outlet)
Level of piston coolant in
13 - Low See Note 4
expansion tank
Pressure Low
14 Fuel valve coolant -
Temperature High
Level of fuel valve coolant in
15 - Low -
expansion tank
16 Sea water coolant Pressure Low See Note 9
17 F.O. to injection pumps Pressure Low -
Low-high
18 F.O. to engine Temperature or viscosity See Note 7
(Low-high)
Level of F.O. in daily service
19 - Low-high See Note 5
tank
20 Charging air Temperature Low-high See Note 6
Deviation of each cylinder
from average and exhaust
21 Temperature High See Note 8
gas temperature of each
engine
Fire in scavenging belt, for
22 - Activated See Note 10
two stoke engines
23 Starting air Pressure Low -
24 Overspeed - Activated -

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Table 1.9.1 : (Contd.)

Alarm
System Remote Display Remarks
activation
Diesel generators
1 F.O. to engines Pressure Failure -
Pressure Low
2 L.O. to engines -
Temperature High
3 Starting air Pressure Low -
4 Exhaust gas Temperature - -
Temperature High
5 Cooling medium, outlet See Note 9
Pressure Low
Level in cooling water
6 expansion tank, if not - Low -
connected to main system
7 overspeed - Activated -
Steering gear
1 Rudder position Indication - See Note 12
2 Steering gear power units - Failure -
Running and stopped Overload and
3 Steering gear motors See Note 13
indication single phase
4 Control system power - Failure -
Steering gear hydraulic oil
5 - Low See Note 14
tank level
6 Auto pilot indication Running indication Failure -
7 Hydraulic lock - Fault See Note 15
Addition services as applicable
1 Control electric power available Failure -
2 Control air supply Pressure Low -
3 Hydraulic control system Pressure Low -
4 Control location in operation In command indication - -
5 Propeller pitch indicator Pitch - -
6 Propeller speed, direction RPM, direction - -
7 Stern tube L.O. tank level - Low -
8 F.O. service or settling tank - Low, high -
F.O. settling tank
9 - High -
temperature
Volts amperes Off limits
10 Generators, ship service -
Frequency High off limits
11 Fuel oil service pump Running - -
12 Console air conditioning - Failure -
13 Automatic shut down - Shut-down -
14 Turning gear Engaged - -
15 Fire main Pressure - -
16 Bilge pump Running - -
17 Bilge level - High -
18 Clutch air or oil pressure - Low -

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Table 1.9.1 : (Contd.)

Notes:

1 Individual alarms are required where separate lubricating oil systems (e.g. for camshaft, rocker
arms, turbocharger, etc.) are installed. For turbochargers with an integrated self-contained oil
lubrication system such alarm is not required.

2 Where separate lubricating oil systems are installed, individual level alarms are required for the
tanks.

3 Where one common cooling space without individual stop valves is employed for all cylinder jackets,
one temperature alarm for the common cooling water outlet will be approved.

4 Only applicable for cross-head type engines.

5 High-level alarm is required only if suitable overflow arrangements are not provided.

6 Both the displays and alarms are not required if automatic temperature control is not necessary.
Low temperature alarm may be replaced by an alarm for water detection in the charging air duct.

7 Not required for distillate fuels.

8 Alarm for slow speed engines (under 300 RPM) and medium speed engines above 4000 bhp.

9 Not required for attached cooling pumps.

10 Not required for engines with bore 300 [mm], or under.

11 Alarms required for steering gear need to be fitted only on the bridge.

12 The rudder angle indication is to be on the navigation bridge and independent of the steering gear
control system.

13 Steering gear motors running indicators are to be fitted both on the bridge and main control location.

14 Each tank is to be monitored.

15 Where more than one system (either power or control) can be operated simultaneously each system
is to be monitored and the system at fault is to be identified.

16 If engine power is  2250 [kW] or cylinder bore > 300 [mm], following is to be provided:

- Oil mist detection arrangements or engine bearing temperature monitors or equivalent devices.

- Slow down with alarm for low speed diesel engines

- Shut down with alarm for medium and high speed engines.

- IRS may permit overriding of auto shut off or slow down arrangements, provided consequences
of overriding auto shut off or slow down are established and documented.

- For the purpose of this requirement :-

o Low speed engines means diesel engines having a rated speed of less than 300 rpm
o Medium speed engines means diesel engines having a rated speed of 300 rpm and
above, but less than 1400 rpm.
o High Speed engines means diesel engines having a rated speed of 1400 rpm and
above

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Table 1.9.2 : Displays, indications and alarms for secondary control location

System Display Alarm Remarks

1 Control location In command - -
2 Propeller speed and direction Ahead, astern, RPM - -
3 Propeller pitch Pitch - -
4 Starting air pressure - Low -
5 Propulsion unit - Abnormal -
6 Remote control power - Failure -
7 Shaft roll over - Stopped -
8 Bilge level - High -

Section 2

Control - System Characteristics

2.1 Power supply
2.1.1 The control systems are to be served by
two feeders from the main switchboard. One of
the feeders may be from the emergency
switchboard, if provided. Transfer may be by
manual or automatic switch installed in or
adjacent to the control console. The feeder from
the transfer switch to the control console may be
through a single cable. These feeders are not to
supply power for any other machinery.
where they are properly supported and not
subject to undue vibration or movements.
2.1.5 Conductors for monitoring circuits which
carry low-level or information-level signals are to
be installed in such a manner or provided with
shields so as to minimize the introduction of
spurious signals from outside sources. Wiring
within consoles is to be arranged to provide
maximum accessibility and protection from
steam, water or oil piping.

2.1.2 The feeders supplying power to the control
console are to be provided with short- circuit
protection at the main switchboard and
emergency switchboards, if provided. Where
circuits within the control consoles are protected
by fuses or circuit breakers, the control-system
protection is to be subdivided and arranged so
that failure of one set of fuses or circuit breakers
will not cause maloperation or failure of another
circuit or system and it is to be possible to
isolate the defective system.
2.1.3 The power for monitoring, alarms and
emergency action is to be supplied automatically
from an emergency source upon failure of ship's
service power supply. An audio / visual alarm is
to be provided at the main control location to
indicate failure of power supply.
2.1.4 Cables and console wiring for control and
monitoring are to be of the flame-retarding type
and are to be stranded except that solid
conductors may be used in low energy circuits,
2.2 Electrical and electronic devices
2.2.1 All electrical and electronic devices are to
be suitable for use in marine atmosphere,
resistant to corrosion, not affected by shipboard
vibration and motion and are to be capable of
performing their intended functions at
compartment ambient temperature. Electrical
and electronic devices are to be applied on the
basis of 50C ambient when located in
machinery spaces or 40C ambient when
located in other spaces, including those cases
when the component is located in an
airconditioned console.
2.2.2 Semiconductor devices are to be selected
on the basis of expected shipboard ambient air-
temperature ranges of 0C-50C for interior
compartments and 0C-60C inside of consoles.
Silicon and selenium semiconductor devices are
to be used in preference to germanium which
may be used, where its characteristics are
favoured for a circuit provided care is taken to

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ensure satisfactory operation under shipboard
conditions.
2.2.3 Steady-state voltage variations of 10 per
cent and frequency variations of  5 per cent
from the nominal console feeder rating are not
to affect the intended functioning of the
electrically operated control and monitoring
devices. Where close tolerances on voltage and
frequency are required, special regulated
supplies are to be provided. Voltage transients
are not to cause any dangerous malfunctioning
or damage to the control and monitoring devices
and the control equipment is to be fitted with
transient- voltage suppressors.
2.2.4 The design and arrangement of all devices
is to provide ready accessibility to parts
requiring inspection, adjustment or periodic
replacement. Where devices are parts of sub-
circuits assembled in physically-identical
modular units for easy mounting on and removal
from the console, suitable arrangements such
as matched plug-in modules with coded plugs
are to be provided to facilitate correct
replacement of modules in the console.
2.2.5 Built-in circuitry is to be provided for use in
the testing of module functions.
2.2.6 Consideration is to be given to minimize,
as far as practicable, the probability that failure
of any one component or device in the control
circuitry will cause unsafe operation of the plant.
2.2.7 Control levers or wheels are to be readily
identifiable as to function and position and are to
be arranged for a logical sequence of
operations. Suitable interlocks are to be
provided to prevent incorrect operation.
2.2.8 When logic circuits are used for sequential
start-up or for operating individual plant,
components, indicators are to be provided at the
control console to show the successful
completion of the sequence of operations by the
logic circuit and start-up and operation of the
component. If some particular step is not carried
out during the sequence, the sequence is to
stop at this point. Manual override is to be fitted
in vital functions to permit control in case of
failure of a logical circuit.
2.2.9 Electrically-powered actuators for the
execution of control commands are to be
suitable for shipboard use, and have working
and other parts which would not be damaged or
rendered ineffective by corrosion. The windings
are to be treated to resist oil and water and the
enclosures are to be suitable for the location.
The ratings of coils is to be based on ambient air
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Control Engineering
temperature of 50C when located in the
machinery spaces and 40C when located
outside such spaces. The power supply for
electrical actuators is to be from the same
source as the power to the control systems.
2.3 Hydraulic controls
2.3.1 Hydraulic pumps, actuators, motors and
accessories are to be suitable for the intended
duty, compatible with the working fluid and are
to be designed to operate safely at full-power
conditions. In general, the hydraulic fluid is to be
non-flammable or have a flash point above
157C.
2.3.2 All control piping is to be readily accessible
and supported so as to protect the piping and
associated accessories from mechanical
damage, vibration and shock. The control piping
is to be suitably marked to indicate the character
of its service.
2.3.3 The hydraulic pumps are to be fitted in
duplicate and have pressure relief protection on
the discharge side. The pump suctions are to be
from a reservoir of sufficient capacity to contain
all the fluid when drained from the system,
maintain the fluid level at an effective working
height and allow air and foreign matter to
separate out. The pump suctions are to be sized
and positioned to prevent cavitation or starvation
of a pump. A duplex filter which can be cleaned
without interrupting the oil supply is to be fitted
on the discharge side of the pumps.
2.4 Pneumatic controls
2.4.1 Air compressors, actuators, motors and
accessories are to be suitable for the intended
duty and have working and other parts which will
not be damaged or rendered ineffective by
corrosion.
2.4.2 All control piping is to be readily accessible
and supported so as to protect the piping and
associated accessories from mechanical
damage, vibration and shock. The control piping
is to be suitably marked to indicate the character
of its service.
2.4.3 Compressed air for pneumatic control is to
be available from at least two air compressors.
The starting air system may be used as a
source of control air. The air pressure to the
pneumatic control system is to be automatically
maintained at the level required for the operation
of the installation and low air pressure is to set
off an alarm at the main control location. Means
are to be provided in the delivery from the