Beruflich Dokumente
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Systems
Contents
Section
General
System Arrangements
Stabilization Systems
Section 1 - General
1.1
Scope
1.1.1 The requirements of this chapter apply to control and monitoring of:
Propulsion;
Directional control
Stabilization systems
Auxiliary systems
including remote control to ensure safe operation of the craft from the control station(s), in the
operating compartment (and/or other control stations) in all sailing conditions, including
manoeuvring, berthing and for unattended machinery spaces.
1.2 Definitions
1.2.1 Remote control system - comprise all equipment necessary to operate units from a control
position where the operator cannot directly observe the effect of his actions.
1.2.2 Backup control system comprise all equipment necessary to maintain control of
essential functions required for the crafts safe operation when the main control systems have
failed or malfunctioned.
1.2.3 Local control system comprise all equipment necessary to operate units from a control
position in or close to the machinery space.
1.2.4 Directional control system For the purpose of this chapter, a directional control system
includes any steering device or devices, any mechanical linkages and all power or manual
devices, controls and actuating systems.
Directional control may be achieved by means of air or water rudders, foils, flaps, steerable
propellers or jets, yaw control ports or side thrusters, differential propulsive thrust, variable
geometry of the craft or its lift system components or by a combination of these devices.
1.2.5 Stabilization system is a system intended to stabilize the main parameters of the crafts
attitude; heel, trim, course and height and control the crafts motions; roll, pitch, yaw and heave.
This term excludes devices not associated with the safe operation of the craft, e.g. motion
reduction or ride control systems.
The main elements of a stabilization control system may include the following:
a) Devices such as rudders, foils, flaps, skirts, fans, water jets, tilting and steerable propellers;
pumps for moving fluids;
b) Power drives actuating stabilization devices; and
c) Stabilization equipment for accumulating and processing data for making decisions and
giving commands such as sensors, logic processors and automatic safety control.
Self-stabilization of the craft is stabilization ensured solely by the crafts inherent
characteristics.
Forced stabilization of the craft is stabilization achieved by:
i) testing programmes of the equipment in the manufacturers works and on dock and sea
trial.
2.2.1 Alarm systems are to be provided which announce at the crafts control position, by visual
audible means, malfunction or unsafe conditions. Alarms should be maintained until they are
accepted and the visual indications of individual alarms should remain until the failure has been
corrected, when the alarm should automatically reset to the normal operating condition. If an
alarm has been accepted and a second fault occurs before the first is rectified, the audible and
visual alarms should operate again. Alarm systems should incorporate a test facility.
2.2.2 Alarms giving indication of conditions requiring immediate action are to be distinctive and
in full view of crew members in the operating compartment and are to be provided for the
following:
activation of a fire detection system;
total loss of normal electrical supply;
overspeed of main engines;
thermal run-away of any permanently installed nickel cadmium battery.
2.2.3 In addition to the alarms mentioned under 2.2.2 the following alarms giving indication that
is distinctive and in full view of crew members in the operating compartment, are to be provided:
fire (alarm to summon the crew);
general emergency alarm (alarm to summon crew and passengers to muster stations);
fire-extinguishing medium imminent release;
imminent closing of watertight doors, flooding of compartment.
2.2.4 Alarms with a visual display distinct from that of alarms referred to in 2.2.2 are to indicate
conditions requiring action to prevent degradation to an unsafe condition. These should be
provided for at least the following:
exceeding the limiting value of any craft, machinery or system parameter other than engine
overspeed;
failure of normal power supply to powered directional or trim control devices;
abnormal operation of any automatic bilge pump;
detection of bilge water in each watertight compartment below the design waterline;
failure of compass system;
low level of a fuel tank contents;
Parameter
Alarm
level
Lubricating oil
pressure
Low
Lubricating oil
temperature inlet
High
Remark
Differential pressure
across lubricating oil
filter
High
Pressure or flow of
cooling water
Low
Temperature of
cooling water outlet
High
Level in cooling
water expansion tank
Low
Deviation or each
cylinder from average
of exhaust gas
temperature or
Exhaust gas
temperature of each
cylinder
Exhaust gas
temperature after
each cylinder
Temperature of fuel
oil to engine
High
If cylinder
power
above 130
kw
Low +
High
High
If cylinders
not
monitored
individually
Low
If supplied
by
electrical
pumps
Low +
If heated
High
Low
Pressure of starting
air
Low
Safety system
failure
Parameter
Alarm
level
Lubricating oil
pressure
Low
Pressure or flow of
cooling water
Low
Temperature of
cooling water outlet
High
Starting power
capacity
Low
Voltage
Low
Frequency
Low
Overspeed
Tripped
Remark
Safety system
failure
Parameter
Alarm
level
Lubricating oil
pressure
Low
Lubricating oil
temperature
High
Differential pressure
across lubricating oil
filter
High
Bearing temperature
High
Exhaust gas
temperature outlet
High
Vibrations
High
Axial displacement
High
Combustion / ignition
Failure
Remark
Safety system
Low
Failure
Parameter
Alarm
level
Lubricating oil,
pressure to gears
Low
Lubricating oil
temperature of gears
with sliding bearings
High
Low
Thrust bearing
temperature
High
Stern tube
temperature
High
Remark
Auxiliary boilers
Parameter
Alarm
level
Water level
Steam pressure
Burner operation
Safety system
Remark
Low
Low +
High
Shut down
Failure
2.3.2 Unless it is considered impracticable a single failure of the emergency controls is not to
have an inadvertent effect on the system which it serves. In case of such a failure an alarm is to
be given in the crafts operating compartment.
The stopping device for main engine(s) is to be independent from the remote control system at
the crafts operating station.
2.3.3 In all crafts where the control of propulsion and manoeuvring is provided at stations
outside the operating compartment, such stations are to have direct communication with the
operating compartment. The operating compartment should be a continuously manned control
station.
2.3.4 In addition, for category B craft control of propulsion and manoeuvring as well as
emergency functions referred to in 2.3.1 shall be provided at one or more stations outside the
operating compartment. Such stations shall have direct communication with the operating
compartment which shall be a continuously manned control station.
far as practicable, in a loss of propulsion and directional control. The electrical circuits of safety
systems for other machinery, which have no sudden effect on the availability of the propulsion
and steering, may be designed as suitable for their purpose for the most effective protection of
the machinery.
2.4.1.6 The power for the safety system is to be supplied from the main source of electrical
power. Provisions are to be made for supplying power uninterrupted to the safety system for at
least 15 minutes following a failure of the ships main source of electrical power. The electric
and pneumatic supplies are to be monitored
2.7.1 Where control systems are provided, the requirements of 2.7.2 to 2.7.12 are to be satisfied.
2.7.2 Control systems for machinery operations are to be stable throughout their operating range.
2.7.3 The control system is to be designed such that normal operation of the controls cannot
induce detrimental mechanical or thermal overloads in the machinery.
2.7.4 When control systems are provided with means to adjust their sensitivity or set point, the
arrangements are to be such that the final settings can be readily identified.
2.7.5 Control systems are to be designed to fail safe. The characteristics of the fail safe
operation are to be evaluated on the basis not only of the control system and its associated
machinery, but also the complete installation.
2.7.6 Failure of any power supply to a control system is to operate an audible and visual alarm.
2.7.7 Where machinery is fitted with automatic or remote controls so that under normal operating
conditions it does not require any manual intervention by the operators, it is to be provided with
the alarms and safety arrangements required by the appropriate chapter(s). Alternative
arrangements which provide equivalent safeguards will be considered.
2.7.8 Remote or automatic controls are to be provided with sufficient instrumentation at the
relevant control stations to ensure effective control and indicate that the system is functioning
correctly.
2.7.9 Where machinery is arranged to start automatically or from a remote control station,
interlocks are to be provided to prevent start up under conditions which could hazard the
machinery.
2.7.10 Where machinery, controlled in accordance with 2.7.7, is required to be provided with a
standby pump, the standby pump is to start automatically if the discharge pressure from the
working pumps falls below a predetermined value.
2.7.11 Arrangements are to be such that machinery may be operated with the system of remote or
automatic controls out of action. This may be achieved by manual control or redundancy
arrangements within the control system,. Instrumentation is to be provided at local manual
control stations to ensure effective operation of the machinery.
2.7.12 Failure of the operating control system or of transfer of control should bring the craft to
low speed without endangering the safety of passengers or the craft.
3.1.1 Craft is to be provided with means for directional control of adequate strength and suitable
design to enable the crafts heading and direction of travel to be effectively controlled to the
maximum extent possible in the prevailing conditions and craft speed without undue physical
effort at all speeds and in all conditions for which the craft is to be certified.
3.1.2 Attention is drawn to the possibility of interaction between directional control systems and
stabilization systems. Where such interaction occurs or where dual purpose components are
fitted, the requirements of Chapter 13, Section 14 and Sections 4 and 5 of this chapter are also to
be complied with as applicable.
3.2 Reliability
3.2.1 The probability of total failure of all directional control systems is to be extremely remote
when the craft is operating normally, i.e. excluding emergency situations such as grounding,
collision or a major fire.
3.2.2 A design incorporating a power drive or an actuation system employing powered
components for normal directional control is to provide a secondary means of actuating the
device unless an alternative system is provided.
3.2.3 The secondary means of actuating the directional control device may be manually driven
bearing in mind the crafts size and design and any limitations of speed or other parameters that
may be necessary subject to the approval of the Administration.
3.2.4 The directional control systems is to be constructed so that a single failure in one drive or
system, as appropriate, will not render any other drive or system inoperable or unable to bring
the craft to a safe situation. A short period of time to permit the connection of a secondary
control device may be allowed subject to approval of Administration when the design of the craft
is such that the delay will not hazard the craft.
3.2.5 If it is necessary to bring the craft to a safe condition, power drives for directional control
devices, including those required to direct thrust forward or astern, are to become operative
automatically, and respond correctly, within 5 s of power or other failure. Back-up electrical
systems may be required for the starting up time of an auxiliary diesel according to Chapter 13,
Section 2 or an emergency diesel generator according to Chapter 13, Section 3.
3.2.6 Directional control devices involving variable geometry of the craft or its lift system
components are to, so far as is practicable, be so constructed that any failure of the drive linkage
or actuating system will not put the craft in significantly hazardous situation.
3.3.1 All directional controls systems should normally be operated from the crafts operating
station.
3.3.2 If directional control systems can also be operated from other positions, then two way
communication should be arranged between the operating station and these other positions.
3.3.3 Adequate indications are to be provided at the operating station and these other positions to
provide the person controlling the craft with verification of the correct response of the directional
control device to this demand, and also to indicate any abnormal responses or malfunction. The
indications of steering response or rudder angle indicator are to be independent of the system for
directional control. The logic of such feedback and indications are to be consistent with the other
alarms and indications so that in an emergency operators are unlikely to be confused.
3.4 Demonstrations
3.4.1 The limits of safe use of any of the control system devices are to be based on
demonstrations and a verification process in accordance with Annexure 6 of these Rules.
3.4.2 Demonstration in accordance with Annexure 6 of these Rules is to determine any adverse
effects upon safe operation of the craft in the event of an uncontrollable total deflection of any
one-control device. Any limitation on the operation of the craft as may be necessary to ensure
that the redundancy or safeguards in the systems provide equivalent safety is to be included in
the craft operation manual.
4.1.4 The parameters and the levels at which any automatic safety control gives the command to
decrease speed and put the craft safely in the displacement or other safe mode should take
account of the safe values of heel, trim, yaw and combination of trim and draught appropriate to
the particular craft and service; also to the possible consequences of power failure for propulsion,
lift or stabilization devices.
4.1.5 The parameters and the degree of stabilization of the craft provided by the automatic
stabilization system should be satisfactory having regard to the purpose and service conditions of
the craft.
4.1.6 The requirements for control systems and warning devices are given in Section 1 and 2 of
this chapter.
4.1.7 Failure mode and effect analysis is to include the stabilization system.
4.3 Demonstrations
4.3.1 The limits of safe use of any of the stabilization control system devices are to be based on
demonstrations and a verification process in accordance with Annexure 6 of these Rules.
4.3.2 Demonstration in accordance with Annexure 6 of these Rules is to determine any adverse
effects upon safe operation of the craft in the event of an uncontrollable total deflection of any
one control device. Any limitation on the operation of the craft as may be necessary to ensure
that the redundancy or safeguards in the systems provide equivalent safety is to be included in
the craft operating manual.
5.1.1 The relevant requirements of Section 1 and 2 are to be complied with. All non-passenger
crafts of less than 500 GT with LC or HSLC notation are to comply with the requirements of
this section. Other crafts with LC or HSLC notation are to comply with the requirements of
Rules and Regulations for the Construction and Classification of Steel Ships.
g) The design of the remote control system is to be such that in case of its failure an alarm
will be given. The preset speed and direction of thrust of the propellers is to be maintained
until local control is in operation unless it is impracticable to do so;
h) Indicators should be fitted on the navigating bridge for:
Propeller speed and direction of rotation in the case of fixed pitch propellers;
Propeller speed and pitch position in the case of controllable pitch propellers;
i) An alarm should be provided on the navigating bridge and in the machinery space to
indicate low starting air pressure or low electrical power which should be set at a level to
permit further main engine starting operation. If the remote control systems of the propulsion
machinery is designed for automatic starting, the number of automatic consecutive attempts
which fail to produce a start is to be limited in order to safeguard sufficient starting air
pressure or adequate electrical power for starting locally.
5.3.2 In all ships where the main propulsion and associated machinery, including main electrical
supply, are provided with various degrees of automatic or remote control and are under
continuous manual supervision from a control room, the arrangements and control are to be so
designed, equipped and installed that the machinery operation will be as safe and effective as if it
were under direct supervision. Particular consideration is to be given to protect such spaces
against fire and flooding.
6.1.2 The tests and trials are to be conducted in accordance with the requirements given in Part 4,
Chapter 7, Section 4 of the Rules and Regulations for the Construction and Classification of
Steel Ships.