RULES FOR CLASSIFICATION OF

NEWBUILDINGS
SPECIAL EQUIPMENT AND SYSTEMS ADDITIONAL CLASS

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PART 6 CHAPTER 3

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JANUARY 2002

CONTENTS
Sec. Sec. Sec. Sec. Sec. 1 2 3 4 5

PAGE

General Requirements ................................................................................................................ 5 System Arrangement .................................................................................................................. 7 Class Notation ( ...................................................................................................................... 10 Class Notation (&2 ................................................................................................................... 18 Survey....................................................................................................................................... 19

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11

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The present edition of the rules includes additions and amendments decided by the Board in December 2001, and supersedes the January 1999 edition of the same chapter. The rule changes come into force on 1 July 2002. This chapter is valid until superseded by a revised chapter. Supplements will not be issued except for an updated list of minor amendments and corrections presented in Pt.0 Ch.1 Sec.3. Pt.0 Ch.1 is normally revised in January and July each year. Revised chapters will be forwarded to all subscribers to the rules. Buyers of reprints are advised to check the updated list of rule chapters printed in Pt.0 Ch.1 Sec.1 to ensure that the chapter is current. A new item E105 has been added concerning the starting of fire pumps according to Pt.4 Ch.10 Sec.2. 6HF &ODVV 1RWDWLRQ (

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6HF *HQHUDO 5HTXLUHPHQWV A Guidance note has been added to item A203. A new sub-section called B. Definitions has been added. Previous sub-section B has been renamed C. Previous Table B1 has been deleted and a revised Table C1 added. Previous sub-section C has been renamed D. Item D102 has been amended to include control, alarm and safety components and systems. 6HF 6\VWHP $UUDQJHPHQW

New items C101 and C102 have been added concerning main and sub alarm systems. Previous item C101 has been renumbered as C103. Additional text and Guidance notes, concerning standby power supplies, have been added to item C103. Previous item C102 has been renumbered as C104. Item C104 has been amended and a guidance note added. The Guidance notes to items C203 and C204 have been revised and included as one Guidance note under item C203. A new item C205 has been added concerning total power failure to the bridge system. The title of sub-section C300 has been amended from Alarm system in the accommodation to read Alarm system in the engineers accommodation. The text in item C301 has been amended concerning the engineers watch call system. New item C302 has been added concerning activation of the engineers' watch call system by the watch responsibility transfer system. A new sub-section called C400 Watch responsibility transfer system (items 401 to 405) has been added. Sub-section E has been renamed Fire Safety and Fire Detection and Alarm System. Items E101 and E102 have been deleted and replaced with SOLAS reg. II-2/14.1 and SOLAS reg. II-2/14.2, respectively. Item E103 has been completely rewritten. Item E104 has been completely rewritten and includes a Guidance note giving reference to SOLAS chapter II-2.

In item B102 the last two bullet points have been amended regarding failure in remote control systems. New items B103 and B104 have been added concerning restart after blackout. A Guidance note has been added to Item D101 concerning the composition of a generating set. References have been added to item E101. A new item E102 has been added regarding the starting of fire pumps. In item F101, text regarding main engine and electrical power generating plant has been deleted and replaced by a reference to main and auxiliary engines. In item F201 the requirements for indicators are deleted. In item F501, the previous text has been replaced by new text and a Guidance note added concerning the arrangement of fire detectors. Table A1 and Table A2 have been deleted. A new Table A1 has been added, which covers the requirements of previous Tables A1 and A2. Additionally, engines with power greater than 500 kW/cylinder for the exhaust gas temperature after each cylinder (IACS M35 Rev.4 1999), has been replaced by engines with power greater than 130 kW/cylinder (non-IACS). A new footnote 7 applies. Table A3 has been renumbered to Table A2. Table A4 has been renumbered to Table A3. Table A5 has been renumbered to Table A4 and additional text added to the footnote. Table A6 has been renumbered to Table A5 with amendments under Diesel engines. Table A7 has been renumbered to Table A6. Table A8 has been renumbered to Table A7. Table A9 has been renumbered to Table A8. 6HF &ODVV 1RWDWLRQ (&2

New text has been added to item B102 concerning arrangement of control stations and additional control positions. 6HF 6XUYH\

Item A201 has been expanded significantly to cover alternative arrangements for system calibration. A new item A404 has been added concerning the starting of propulsion machinery from the bridge. Item A501 has been rewritten in accordance with SOLAS reg. II2/14.3 (testing of fire alarm system after installation). A Guidance note has also been added.

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In addition to the above stated rule amendments, a number of detected errors, corrections and clarifications have been made to the existing rule text.

Comments to the rules may be sent by e-mail to UXOHV#GQYFRP For subscription orders or information about subscription terms, please use GLVWULEXWLRQ#GQYFRP Comprehensive information about DNV and the Societys services is found at the Web site http://www.dnv.com Det Norske Veritas Computer Typesetting (FM+SGML) by Det Norske Veritas Printed in Norway by GCS AS.

If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million. In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det Norske Veritas.

Rules for Ships, January 2002 Pt.6 Ch.3 Contents Page 3

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A 100 A 200 B 100 C 100 Application........................................................................5 Class notations ..................................................................5 ...........................................................................................5

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D 100 D 200 E 100

Main source.....................................................................10 Secondary distribution systems.......................................10

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General............................................................................11

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Plans and particulars .........................................................6 General ..............................................................................6

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A 100 B 100 B 200 C C C C Extent of automation.........................................................7 General ..............................................................................7 Special requirements .........................................................7

Extent of monitoring .......................................................11 Arrangement on the bridge .............................................11 Electric Power Supply.....................................................11 Fire safety........................................................................11 Fire alarm system............................................................11

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A 100 Application......................................................................18 Arrangement ...................................................................18

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General ..............................................................................7 Alarm system on the bridge ..............................................7 Alarm system in the engineers accommodation ..............7 Watch responsibility transfer system ................................8 General ..............................................................................8 Automatic start of pumps..................................................8 Automatic start/connection of diesel generator units........8 Automatic stop of auxiliary engines and propulsion machinery..........................................................................8 Automatic stop of oil fired auxiliary boilers.....................9 Internal communication ....................................................9 General ..............................................................................9

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General............................................................................18 Alarm system ..................................................................18 Safety system ..................................................................18 Remote control system....................................................18 Fire alarm system............................................................18 General............................................................................18

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A A A A A A 100 200 300 400 500 600 Trials ..............................................................................19 Monitoring system ..........................................................19 Automatic control systems..............................................19 Electric power generating system ...................................19 Fire alarm system............................................................19 Remote control system....................................................19 Ships with fixed pitch propeller......................................19 Ships with controllable pitch propeller ...........................20 Steam turbine ships .........................................................20

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A 100 A 200 B 100 C 100 General ............................................................................10 Safety actions ..................................................................10 General ............................................................................10 General ............................................................................10

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Automatic control system for auxiliary boilers ..............20 Automatic control system for main boilers.....................20 Monitoring system ..........................................................21

DET NORSKE VERITAS

Rules for Ships, January 2002 Pt.6 Ch.3 Contents Page 4

DET NORSKE VERITAS

Rules for Ships, January 2002 Pt.6 Ch.3 Sec.1 Page 5

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$  $SSOLFDWLRQ  The rules in this chapter apply to machinery spaces where arrangements are provided to ensure that the safety of the ship in all sailing conditions, including manoeuvring, and when alongside the quay, is equivalent to that of a ship having machinery spaces attended. Cargo handling is not included. $  &ODVV QRWDWLRQV  When all machinery and auxiliary systems in the engine room, necessary for the performance of the main functions, as specified in Pt.1 Ch.1 Sec.2, are fitted with instrumentation and automation equipment in compliance with the requirements of Pt.4 Ch.9 and the relevant sections of this chapter, class notations ( or (&2 may be granted.  Class notation ( which is considered to meet the regulations of the International Convention for the Safety of Life at Sea (SOLAS) for unattended machinery spaces is granted when alarms, required for ( in this chapter, are relayed to the bridge and the engineers accommodation, and a bridge control system for the main propulsion machinery, arranged as specified in Pt.4 Ch.1 Sec.4, and a watch responsibility transfer system are fitted.  Class notation (&2 which is considered to meet the regulations of the International Convention for the Safety of Life at Sea (SOLAS) for continuous supervision from a control station is granted when alarms, required for (&2 in this chapter, are initiated in an attended centralised control station, and a remote control system for the main propulsion machinery is installed at this station.
*XLGDQFH QRWH It is not required for class notation (&2 to have remote control, from the bridge, of main propulsion machinery or any safety functions installed in the engine room other than those required by $.
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be sufficient for the tests specified in the maintenance and testing program. A temperature bath up to 120C and pressure simulator ranging 0 to 40 bar will be sufficient. For sensors with set point outside these values it is acceptable to test with set points within the above values if in addition they are checked with respect to linearity. The test equipment should be calibrated regularly, at least annually. Calibration of ships test equipment may be carried out on board by comparison with a portable "master calibrating kit" which has been brought on board, and in turn has a valid calibration status. The ships personnel may carry out the calibration and the ships personnel may sign the documentation of the calibration. Alternatively, when the surveyor has good reason to believe the test equipment has been calibrated but no evidence thereof can be obtained onboard, a written statement from the Captain or Chief Engineer confirming that the test equipment has been calibrated should be obtained and kept together with the survey documentation in the office files. Alternatively, consideration may be given to referring to a secondary source as a verification of the primary source. In this case a record of the numerical values of the different test equipment should be kept together with the survey documentation in the office files.
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%   $ODUP is for warning of an abnormal condition and is a combined visual and audible signal, where the audible part calls the attention of personnel, and the visual part serves to identify the abnormal condition.  0DLQ DODUP V\VWHP is a system performing signal handling and initiation of an alarm, and communicates with the bridge alarm system, the engineers alarm and the engineers watch call system.  /RFDO VXE DODUP V\VWHPV is a system performing signal handling and initiates the local alarm, and communicates with the main alarm system.
*XLGDQFH QRWH The local alarm system may only give visual signal when the audible signal is handled by the main alarm system.
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 The assignment of class notations ( and (&2 is based on the assumptions that: engineering staff can attend the machinery space at short notice systematic maintenance and functional testing of instrumentation are performed and documented and necessary test equipment is kept on board maintenance and testing programs are approved and that a copy stamped by the Society for identification is kept onboard and presented at annual and complete periodical surveys, as specified in Pt.7 Ch.2 Sec.4.
*XLGDQFH QRWH When considering to what extent availability of spare parts, design and level of redundancy or manual operation facilities should be arranged for, due regard should be taken to the manning level in order to ascertain continuity of operation upon failure of the instrumentation equipment.
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 (QJLQHHUV ZDWFK FDOO V\VWHP is the main alarm system extension to the engineers cabins and public spaces and is in operation when the engine room is unattended.
*XLGDQFH QRWH The engineers watch call system is normally integrated with the engineers alarm, but may be separate systems.
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*XLGDQFH QRWH Normally testing equipment for temperature and pressure simulation should be available onboard. The testing equipment should

 (QJLQHHUV DODUP is a collective call system in the engineers cabins and public spaces that is activated if an alarm has not received attention locally within a limited time during unattended periods or manually by the responsible watch-keeping engineer.

DET NORSKE VERITAS

Rules for Ships, January 2002 Pt.6 Ch.3 Sec.1 Page 6

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&  3ODQV DQG SDUWLFXODUV  For general requirements for documentation of instrumentation and automation, including computer based control and monitoring, see Pt.4 Ch.9 Sec.1.

 For requirements related to fire protection, detection and extinction, see Pt.4 Ch.10 Sec.1.  For the instrumentation systems listed, documentation is to be submitted according to Table C1. The upper row of Table C1 refers to the documentation types defined in Pt.4 Ch.9 Sec.1 C200.
120 130 140 150 160 170 180 190 200

7DEOH & 5HTXLUHPHQWV IRU GRFXPHQWDWLRQ RI LQVWUXPHQWDWLRQ V\VWHPV 020 030 040 050 060 070 080 090 100 110 115 For class notations ( and (&2: BIC X X X BLC X X X EPC X X X X X FUO X X FWC X X HYD X X LUO X X PNE X X SCM X X SWC X X In addition for class notation (: EWC X X X X X In addition for class notation (&2: MCS X X ,QVWUXPHQWDWLRQ V\VWHPV BIC Bilge system control and monitoring BLC Ballast system control and monitoring EPC Generator and electrical power system control and monitoring EWC Engineer alarm and watch call system FUO Fuel oil system control and monitoring FWC Feed water and condensate system control and monitoring HYD Hydraulic power system control and monitoring LUO Lubricating oil system control and monitoring MCS Machinery control station PNE Pneumatic control and monitoring system SCM Steam system control and monitoring SWC Sea and fresh water system control and monitoring
T Required also for type approved systems

'RFXPHQWDWLRQ W\SHV 030 Functional description 040 System block diagrams (T) 050 System diagrams (P&IDs, D&IDs, etc.) (T) 060 User interface description 070 Power supply arrangement (T) 080 Arrangement and layout (T) 100 Instrument and equipment list (T) 110 Data sheets with environmental specifications 140 Test program for application software at manufacturer (T)

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'  *HQHUDO  Operation and maintenance manuals are to be kept on board. For the required content of the manuals, see Pt.4 Ch.9 Sec.1 C200.
*XLGDQFH QRWH It may be convenient that the operation and maintenance material is arranged as a master manual covering the complete instrumentation and automation installation in the engine room, with reference to particular manuals for the sub-systems.
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out are to be included. The plan is to include: a) All instrumentation, automation and control systems affecting functions required to be controlled and monitored in this chapter. b) Test intervals to reflect the consequences of failure involving a particular system. Functional testing of critical alarms should not exceed 3 month intervals. Normally the longest intervals are not to surpass 12 months.
*XLGDQFH QRWH Critical alarms are defined as low lubricating oil pressure alarms for rotating machinery and water levels in boilers.
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 The plan for systematic maintenance and function testing is to show in detail how control, alarm and safety components and systems are to be tested and what is to be observed during the tests. Columns showing test dates and verification of tests carried

 On the bridge and at the control stand in the engine room, instructions are to be fitted, stating routines to be followed in connection with transfer of control to/from engine room, and precautions to be taken at alarm condition.

DET NORSKE VERITAS

Rules for Ships, January 2002 Pt.6 Ch.3 Sec.2 Page 7

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$  ([WHQW RI DXWRPDWLRQ  The extent of automation is to be sufficient to permit unattended engine room operation for 24 hours, or for the maximum continuous operation time when less than 24 hours. Normal service at sea and normal manoeuvres is presumed. Normal manoeuvres do not include emergency manoeuvres, where alarm and safety limits may be exceeded.  Starting of engine plant and transfer to various operating modes may be accepted as manual operations, if the need for such actions will not arise at short notice. The battery is to be separated from the electronic part as for D.C. supply. An automatic bypass is arranged externally to the UPS. Any common non-redundant cabling between UPS and consecutive power distribution is to be as short as possible and installed well protected from external strains.
*XLGDQFH QRWH As short as possible should be understood as 2 m or less.
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%  *HQHUDO  Automatic control systems are to keep all parameters within the limits for safe operation under all load conditions, as defined in A101. %  6SHFLDO UHTXLUHPHQWV  Where the bilge pumps are arranged for automatic starting, an alarm is to be initiated if the influx of liquid is greater than the pump capacity or when the pump is operating more frequently than would normally be expected.  For reversible engines, the starting air receivers are to be automatically charged.

*XLGDQFH QRWH Also see relevant requirements given in Pt.4 Ch.8, in particular Sec.2 I300.
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 The main alarm system is to activate the engineers' alarm (repeat alarm) required by Pt.4 Ch.1 Sec.3 A302 if a machinery alarm is not acknowledged locally within a limited time.
*XLGDQFH QRWH Limited time should be understood to be between 1 to 3 minutes.
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&  *HQHUDO  A main alarm system is to be installed at the machinery control station in the engine room or in the engine control room, if provided.  Local (sub) alarm systems are permitted provided there is one common alarm to the main alarm system from each local alarm system. Local alarm systems may also, on consideration, be permitted to include a safety system, and in such case there are to be at least two separate alarms to the main alarm system from the local alarm system.  The alarm system is to be continuously powered and is to have an automatic changeover to a stand-by power supply in case of loss of normal power supply. The capacity of the standby power supply is to be sufficient for at least 30 minutes operation. The standby power supply may be arranged as a combined main or standby power supply taken from an integral battery or inverter (UPS system) provided protected against most probable internal failures as follows: For D.C. supply: The battery is to be separated from the electronic part and distribution outlet by means of a fire wall (e.g. steel sheet) internally in the UPS. The distribution outlet is protected from flashover or other single failures in the electronic part. For A.C. supply with same voltage on inlet- and outlet side of UPS:

&  $ODUP V\VWHP RQ WKH EULGJH  Any alarm condition in the engine room is to initiate an alarm on the bridge with individual or groupwise indication. The visual alarm signal is to remain extant until acknowledged in the engine room.  Alarm conditions within one group shall not prevent the initiation of alarms in other groups. New alarms within a group shall not be inhibited by acknowledged existing alarms.  The alarm systems on the bridge and in the engineers accommodation are to be so designed that the more frequent faults, such as power failure or broken cable connections to the engine room, initiate an alarm.
*XLGDQFH QRWH Separate cable connections for visual and acoustic signals may be accepted as an alternative to live current self monitoring. It is advised that group alarms on the bridge are inhibited when the engine room is attended. However, when the main engine is controlled from the bridge, monitoring of the remote control system as well as failure conditions leading to or requesting stop or reduction of main engine, should not be inhibited. Acknowledgement of audible signals on the bridge should be possible from the bridge. The light intensity of alarm indicators on the bridge should not be reducible below the intensity necessary in normal daylight, unless automatic adjustment of light intensity based on ambient light conditions is arranged.
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 Failure of the power supply to the main and local alarm system shall initiate an alarm.  Total power failure to the bridge alarm system shall initiate an alarm on a separate alarm system and indicated as required in Sec.3 B101. &  $ODUP V\VWHP LQ WKH HQJLQHHUV DFFRPPRGDWLRQ  An engineer's watch call system shall be installed in the watch-keeping engine officer's cabins and engineers' public spaces as for example day room. Any alarm condition in the main alarm system shall initiate an alarm on the responsible

DET NORSKE VERITAS

Rules for Ships, January 2002 Pt.6 Ch.3 Sec.2 Page 8

watch-keeping engineers watch call system and in the engineers public spaces during unattended periods. Acknowledgement in the cabin is to be indicated on the bridge when the engine room is unattended.  The engineers watch call system shall be activated by the watch responsibility transfer system. &  :DWFK UHVSRQVLELOLW\ WUDQVIHU V\VWHP  A system for watch responsibility transfer shall be installed.  The system shall initiate audible and optical (flashing light) warning at both control positions when watch transfer is requested, and the warning shall remain in operation until acknowledged.  The responsibility shall not be transferred before acknowledgement at the receiving end.  Indication shall be provided showing which control station has the watch responsibility.  Transfer of the watch responsibility to the navigating bridge shall not be possible without having set the engineers watch call system to a responsible watch-keeping engineer.

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'  *HQHUDO  The safety system is to cover fault conditions which may develop too fast to be counteracted by manual intervention locally.  When two or more safety actions are initiated by one failure condition (e.g. start of standby pump and stop of engine at low lubricating oil pressure), these actions are to be activated at different levels. The least drastic action is to be activated first.  Power failure in the safety system is neither to cause loss of propulsion nor steering functions.  Whenever the safety system is activated, alarm is to be initiated. '  $XWRPDWLF VWDUW RI SXPSV  Faults in the mechanical or electrical system of the running pump are not to inhibit automatic start of the standby pump.  Automatic start of the standby pump is to be initiated by the process parameter which is being monitored, e.g. low pressure signal, and is to be arranged so that the standby pump does not stop automatically when first started (locking circuit).  Manual start and stop of the pumps is to be possible without initiating an alarm for the automatic start of the standby pump.  Operating circuits for pump units are to be arranged according to Pt.4 Ch.8.  When a pump is standby, this is to be clearly indicated on the switch panel by indicating lamps, etc. '  $XWRPDWLF VWDUWFRQQHFWLRQ RI GLHVHO JHQHUDWRU XQLWV  When several generator units have individual systems for automatic start and connection on to the main switchboard, each system is to be selectively fused (separate short circuit protection), and an alarm is to be initiated for voltage failure.  Automatic attempts which fail to produce a start are to be limited to restrict consumption of starting energy.  Tachometer feedback to the starting system is to be arranged so that broken mechanical pinions or external electrical

connections do not lead to stop of a running generator unit. Neither are such faults to inhibit automatic stop or alarm functions.  Manual start and stop of generator units is not to initiate an alarm.  The generator circuit breaker is to be provided with automatic wind up of the closing spring of the breaker.  Simultaneous connection of generators on to the main switchboard is not to be possible.  If there is no arrangement for automatic synchronisation, parallelling and load sharing, connection is only to be possible when auxiliary contacts on the generator circuit breakers show directly that all generators are disconnected from the main switchboard.  When a generator unit is standby, this is to be indicated on the control panel.  The voltage of a generator being connected on to a deenergised switchboard is to be sufficiently high for safe operation of all connected circuits.  No more than one attempt of automatic connection on to a de-energised switchboard is permitted.  Systems with automatic synchronisation, connection, and load sharing are to be designed so that deviations in voltage, frequency, and phase at the instant of connection are within adequate safety limits for generator and engine.  Means for manual synchronisation and parallelling are to be provided.  When automatic start of standby generator unit is caused by reduction of voltage or frequency below the criteria for automatic connection, the running unit is to be stopped when the standby unit is ready for connection.  Systems with automatic start of the standby unit at heavy load on running units are to be arranged with adequate delay to prevent false start attempts, e.g. caused by short load peaks.  The battery supplying the diesel engine automatic start/ stop system is to have at least twice the capacity required for maximum load for 1/2 hour for all consumers connected to the system.  Batteries are generally to be continually charged (trickle charge) from a charge rectifier having sufficient capacity to supply the sum of the trickle charge current, the current according to the fuse rating of the largest consumer, and the normal load current for all other consumers. A lower charge rectifier capacity may be approved, provided the distribution system is monitored for ground faults. The capacity is not to be less than the sum of the trickle charge current plus average normal load during 24 hours for all consumers with a 10% allowance in addition. '  $XWRPDWLF VWRS RI DX[LOLDU\ HQJLQHV DQG SURSXO VLRQ PDFKLQHU\  The system for automatic stop and alarm is to be selectively fused (separate short circuit protection). Similarly, automatic stop circuits for individual units are to be selectively fused. An alarm is to be initiated for voltage failure.  The safety system is to be arranged so that a single open circuit in wiring between sensors and control unit, or between control unit and actuators, does not cause unintentional stop.
*XLGDQFH QRWH A single system based on normally open contacts can be accepted; alternatively, a system with normally closed contacts where discrimination between broken connections and stop signals is provided.
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DET NORSKE VERITAS

Rules for Ships, January 2002 Pt.6 Ch.3 Sec.2 Page 9

 The requirements of 402 can be waived if the manoeuvrability is maintained after shutdown of one unit, see Pt.4 Ch.9 Sec.3A.  All parameters which may cause automatic stop are normally to initiate an alarm prior to stop.
*XLGDQFH QRWH Propulsion machinery is defined as all machinery which will cause loss of the propulsion function if stopped, with exception of main boilers.
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DSSURSULDWH GHWHFWLRQ V\VWHPV XVLQJ RQO\ WKHUPDO GHWHFWRUV VKDOO QRW EH SHUPLWWHG 7KH GHWHFWLRQ V\VWHP VKDOO LQLWLDWH DXGL EOH DQG YLVXDO DODUPV GLVWLQFW LQ ERWK UHVSHFWV IURP WKH DODUPV RI DQ\ RWKHU V\VWHP QRW LQGLFDWLQJ ILUH LQ VXIILFLHQW SODFHV WR HQ VXUH WKDW WKH DODUPV DUH KHDUG DQG REVHUYHG RQ WKH QDYLJDWLQJ EULGJH DQG E\ D UHVSRQVLEOH HQJLQHHU RIILFHU :KHQ WKH QDYLJDW LQJ EULGJH LV XQPDQQHG WKH DODUP VKDOO VRXQG LQ D SODFH ZKHUH D UHVSRQVLEOH PHPEHU RI WKH FUHZ LV RQ GXW\

(SOLAS reg. II-2/14.2)

*XLGDQFH QRWH Thermal detectors only may be used in workshops adjacent to machinery spaces when the nature of the work being carried out will cause erroneous alarms. This guidance note only applies if the compartments themselves do not contain fuel oil installations.
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'  $XWRPDWLF VWRS RI RLO ILUHG DX[LOLDU\ ERLOHUV  Connections between sensors and control unit are to be based upon normally closed contacts, so that an open circuit will lead to shutoff of the oil supply.  The parameter causing an automatic stop is to be identified on the control panel. '  ,QWHUQDO FRPPXQLFDWLRQ  Internal communication is to be provided according to Pt.4 Ch.12 Sec.2 C300.

 Fire detectors are to be type approved.

*XLGDQFH QRWH Where fire detectors are provided with timers (in workshops) for inhibiting the alarm, these should be arranged to automatically reset the alarm upon completion of timer and should not be possible to negate for period exceeding 15 minutes.
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SURYHG W\SH LQ DFFRUGDQFH ZLWK WKH UHOHYDQW SURYLVLRQV RI 5HJ  (Pt.4 Ch.10) VKDOO EH LQVWDOOHG LQ SHULRGLFDOO\ XQDWWHQGHG PD FKLQHU\ VSDFHV

 Manually operated call points are to be located at the following positions: passageways and stairways, including emergency exits, having nearby entrance to engine and boiler rooms navigation bridge control station in engine room.
*XLGDQFH QRWH Manual call points should be located as required by SOLAS Ch. II-2.
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(  *HQHUDO  $ IL[HG ILUH GHWHFWLRQ DQG ILUH DODUP V\VWHP RI DQ DS

(SOLAS reg. II-2/14.1)  7KLV ILUH GHWHFWLRQ V\VWHP VKDOO EH VR GHVLJQHG DQG WKH

GHWHFWRUV VR SRVLWLRQHG DV WR GHWHFW UDSLGO\ WKH RQVHW RI ILUH LQ DQ\ SDUW RI WKRVH VSDFHV DQG XQGHU DQ\ QRUPDO FRQGLWLRQV RI RSHUDWLRQ RI WKH PDFKLQHU\ DQG YDULDWLRQV RI YHQWLODWLRQ DV UH TXLUHG E\ WKH SRVVLEOH UDQJH RI DPELHQW WHPSHUDWXUHV ([FHSW LQ VSDFHV RI UHVWULFWHG KHLJKW DQG ZKHUH WKHLU XVH LV VSHFLDOO\

 Start of fire pumps shall be arranged according to the requirements in Pt.4 Ch.10 Sec.2.

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.3 Page 10

6(&7,21  &/$66 127$7,21 (

$ ([WHQW RI 0RQLWRULQJ
$  *HQHUDO  The monitoring system is to cover machinery and equipment having functions necessary for the propulsion and steering safety of the ship, see Pt.1 Ch.1 Sec.2 A200.  The parameters to be monitored will depend upon output and type of engine as well as arrangement of machinery plant. Normally, it will be required that the parameters listed in Tables A1 to A8 are monitored. Other combinations than those listed may be accepted, when the chosen monitoring can detect fault conditions in an equivalent satisfactory manner. For monitoring of gas turbine installations, see Pt.4 Ch.3 Sec.2 E. $  6DIHW\ DFWLRQV  Unless otherwise specified, the safety shut-downs and slow-downs required in the tables may be executed automatically or manually from the bridge upon such request from the alarm system.  When emerging device for overriding a safety action is provided, it is to be such arranged that unintentional operation is prevented, and it should be clearly indicated when the device is operated.  Normally an emergency device would be required on the bridge for overriding of automatic shutdowns which are installed additional to those specified in the Tables A1 to A5.  For multi-engine plants, overriding of safety shutdowns is not required if manoeuvrability of the vessel is maintained.  When both an alarm and an automatic safety action are required for one failure condition, alarm is to be activated first. tion may either be automatic, or manually activated from the bridge, e.g. by bringing the manoeuvring lever to stop position. The reset shall only be possible when the all applicable parameters are in normal condition.

& $UUDQJHPHQW LQ WKH (QJLQH 5RRP

&  *HQHUDO  Indicating instruments, alarm displays and manoeuvring devices are to be centralised in a convenient position, in or adjacent to the engine room.
*XLGDQFH QRWH The layout of instruments in the control desk should comply with generally accepted ergonomic principles. Red lamps should be used only as alarm lamps.
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' (OHFWULF 3RZHU 6XSSO\

'  0DLQ VRXUFH  Arrangements are to be provided to prevent overloading of the generating sets.
*XLGDQFH QRWH A generating set consists of one electrical generator and its prime mover.
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 The main source of electrical power is to comply with the following: automatic starting and connecting to the main switchboard of the stand-by generator, with automatic restarting of the essential auxiliaries on loss of power, shall be arranged connection to the main switchboard to be completed within 30 seconds after loss of power In addition, where the electrical power is normally supplied by more than one generator simultaneously in parallel operation, provision shall be made to ensure that, in case of loss of one of these generating sets, the remaining ones are kept in operation to permit propulsion and steering.  Standby generating sets are normally to have separate cooling water and lubricating oil pumps. Alternatively, automatic start of standby pumps is to be arranged when they also serve other generating sets.  When the manoeuvrability of the ship is independent of electric power, the requirements of 102 do not apply. '  6HFRQGDU\ GLVWULEXWLRQ V\VWHPV  For essential consumers with power supply from secondary distribution systems, precautions against power failure are to be similar to those taken for units having power supply from the main system. E.g., the following means may be applied: adequate automatic emergency lighting for access to standby transformer for the lighting system and operating gear for manual connection automatic connection of standby transformer

% $UUDQJHPHQW RQ WKH %ULGJH

%  *HQHUDO  All alarms in the engine room are to initiate an alarm on the bridge, individual or collective.  Individual alarms are required for: automatic shutdown of main boiler automatic shutdown and/or slowdown of propulsion machinery request for manual shutdown and/or slowdown of propulsion machinery power failure bridge alarm system failure in the remote control systems with respect to propulsion machinery, including controllable pitch propeller if arranged failure in the remote control systems with respect to steering.  The propulsion plant shall be restarted after a blackout, either manually from the navigating bridge or automatically. When manual starting from the navigating bridge is arranged, an indication shall be provided when the propulsion can be restarted, i.e., when all systems are in normal operating condition. The starting arrangement shall be simple to operate. This requirement does not apply to steam propulsion plants.  Resetting of the propulsion machinery safety system shall be arranged when it is activated at black out. The reset ac-

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.3 Page 11

parallel connection of a sufficient number of transformers and arrangement for selective disconnection automatic connection of emergency source of power dividing the system in two or more circuits with automatic switchover. In this context, essential consumers are units and equipment necessary for manoeuvring of the ship, including navigation lights and sufficient lighting (either as part of the normal lighting or as separate emergency lighting) in the engine room, on the bridge, in the chart room, in all passageways and stairways of the accommodation.

Miscellaneous: fire in engine room bilge level, high variable pitch propeller, servo oil pressure, low gear, lubricating oil pressure, low power failure, alarm and remote control system.

Main and auxiliary engines: See Pt.4 Ch.3. )  $UUDQJHPHQW RQ WKH EULGJH  All alarms in the engine room are to initiate an alarm on the navigating bridge, individual or collective. )  (OHFWULF 3RZHU 6XSSO\  When the manoeuvrability of the ship is dependent on electric power, precautions are to be taken to avoid that power supply units are overloaded. )  )LUH VDIHW\  Fuel oil injection pipes on all engines, irrespective of cylinder bore, are to be effectively shielded and clamped. )  )LUH DODUP V\VWHP  The ship shall have an electric fire alarm system. The electric fire alarm system shall be initiated in the event of fire in the engine room and or boiler room.
*XLGDQFH QRWH The fire detectors may be arranged as a single loop provided it is normally closed. The fire detectors loop(s) may be connected to the machinery alarm system provided separate indication on the navigating bridge is arranged.
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( )LUH 6DIHW\
(  *HQHUDO  Where the Society finds it necessary, oil fuel and lubricating oil pressure pipelines are to be screened or otherwise suitably protected to avoid as far as practicable oil spray or leakages on to hot surfaces or into machinery air intakes. Fuel oil injection pipes on all engines, irrespective of cylinder bore, are to be effectively shielded and secured. The number of joints in such piping systems are to be kept to a minimum and, where practicable, leakages from high pressure oil fuel pipes are to be collected and safe drainage to a collecting tank is to be provided (see Pt.4 Ch.3 Sec.1 Table E1 and Table E2).  Starting of fire pumps shall be arranged according to the requirements in Pt.4 Ch.10 Sec.2 B204.

) 6SHFLDO 5HTXLUHPHQWV IRU 6KLSV OHVV WKDQ  *URVV 7RQQDJH ZLWK 3URSXOVLYH 2XWSXW OHVV WKDQ  N: SHU (QJLQH
)  ([WHQW RI PRQLWRULQJ  An alarm is to be initiated for the following conditions:

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.3 Page 12

7DEOH $ 0RQLWRULQJ RI SURSXOVLRQ PDFKLQHU\ 'LHVHO HQJLQHV $ODUP DQG VDIHW\ DFWLRQ VWDWHG E\ DQ [ ,WHP $XWRPDWLF VWDUW RI $ODUP VWDQGE\ SXPS ZLWK DODUP  Temperature inlet, high x Lubricating oil. Pressure, low All separate systems Pressure, low Pressure, low Turbo-charger r.p.m. high r.p.m. Turbo-charger Temperature, high lubrication Pressure, low Cylinder Flow, low lubrication 2) Pressure, low Pressure, low Cylinder cooling Pressure, low medium Temperature, high Flow, low Pressure, low Pressure, low Temperature, high Pressure, low Fuel valve cool- Pressure, low ing medium Temperature, high Pressure, low Sea cooling water Pressure, low Temperature or viscosity Fuel oil inlet on of heavy oil, low/high engine Pressure, low Pressure, low Double or shielded fuel oil Leakage pipes Scavenge Temperature, high air receiver 3) Piston cooling medium Exhaust gas, outlet each cylinder Exhaust gas, outlet exhaust turbine Starting air Main thrust bearing Crankcase explosive conditions 4) 6)
1) 2) 3) 4) 5) 6) 7)

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x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x

Independent of safety shut down system. Engine slow down 5) Engine shut down

If not integral with turbo charger If not integral with turbo charger Engine slow down 5)

Engine slow down 5) Outlet each cylinder if individual stop valves are fitted for the cylinder jackets. Engine slow down 5) Each piston. Engine slow down 5)

Each piston. Engine slow down 5) If installed

Inlet injection pump (after filter)

Level monitoring of leakage tank or equivalent Engine slow down 5) Engines, power > 130 kW/cylinder 7) Engine slow down 5) Engines, power > 130 kW/cylinder 7) If no individual cylinder monitoring Before starting valve Engine slow down 5) Engine shut down Engine slow down 5)

Temperature, high Temperature deviation from average, large Temperature, high Pressure, low Temperature, high, metal temperature Temperature, high-high, metal temperature Bearing temperature or oil mist concentration, high

To be provided when standby pump is required. At least one measuring point for each lubricator unit. For detection of fire (per cylinder). Engines of 2250 kW and above or having cylinders of more than 200 mm bore. Pitch reduction in case of controllable pitch propeller. See also Table E1 under Pt.4 Ch.3 Sec.1 for details. Higher limits may be evaluated, if other means are provided for monitoring of critical running conditions for engine and power transmissions (torsional stress automatic monitoring of couplings at misfiring may be one component to be evaluated).

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.3 Page 13

7DEOH $ 0RQLWRULQJ RI SURSXOVLRQ PDFKLQHU\ 6WHDP WXUELQH SODQWV $ODUP DQG VDIHW\ DFWLRQ VWDWHG E\ DQ [ ,WHP $XWRPDWLF VWDUW RI $ODUP VWDQGE\ SXPS ZLWK DODUP  Temperature, high x Pressure, low x Lubricating Pressure, low x oil inlet Pressure, low x Filter diff. pressure, high x Bearings, turbine Temperature, high x and gear Lubricating oil Level, low x Pressure, high x Gland Pressure, low x steam Exhaust fan, stopped x Pressure, low x Hydraulic system Pressure, low x Turbine slow-turning Failed x arrangement Overspeed Rotor Axial displacement, high x Vibration Level, high x Level, high x Level, high x Level, high x Level, low x Condensate system Vacuum, low x Vacuum pump, stopped x Vacuum, low x Salinity, high x Cooling water Flow, low x
1) To be provided when standby pump is required

&RPPHQWV

Independent of safety shut down system Turbine automatic shut down

In gravity tank

If separate system

See Pt.4 Ch.3 Sec.3 Turbine shut down Turbine shut down

Turbine shut down If non-cavitating condensate pump

Turbine shut down

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.3 Page 14

7DEOH $ 0RQLWRULQJ RI PDLQ VWHDP DQG IHHG ZDWHU LQVWDOODWLRQ $ODUP DQG VDIHW\ DFWLRQ VWDWHG E\ DQ [ ,WHP $XWRPDWLF VKXW $ODUP GRZQ RI ERLOHU ZLWK DODUP Level, high x Level, high x Water Level, low x Level, low x Circulation Stopped x Combustion Fan stopped x air supply Rotating Motor stopped x air heater Uptake gas Temperature, high x Pressure, low x Fuel oil, outlet pump Pressure, low Temperature or viscosity, x heavy oil, high Fuel oil Temperature or viscosity x heavy oil, low Pressure of atomizing mediOil burner x um, low Pressure, high x Pressure, low x Steam Temperature, high x Ignition/flame Failed ignition and/or flame failure Level, atmospheric drain tank, high Level, atmospheric drain tank, low Level, deaerator, high Level, deaerator, low Pressure, deaerator, high Pressure, deaerator, low Temperature, high Pressure, low Pressure, low Level, high Salinity, fresh water outlet, high x x x x x x x x x

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Turbine shut down Independent of safety shut down system Forced circulation boilers

For fire detection Automatic start of standby pump with alarm

Turbine slow down For superheated and desuperheated steam outlet (external desuperheaters) Separate monitoring and fuel shut-off for each burner

Feed water system

Outlet of ejector cooler/gland condenser Automatic start of stand by pump with alarm

Feed water High pressure feed water heaters Fresh water generator

x x Automatic stop of generator or by-passing of consumers

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.3 Page 15

7DEOH $ 0RQLWRULQJ RI VKDIWLQJ DQG SURSHOOHU SODQW $ODUP DQG VDIHW\ DFWLRQ VWDWHG E\ DQ [ ,WHP $XWRPDWLF VWDUW RI $ODUP VWDQGE\ SXPS ZLWK DODUP  Temperature, thrust bearing, high Temperature, shaft plain bearings, high Shafting Temperature, stern tube bearing, high x x x x x x x x x x x x x

&RPPHQWV Slow down Two sensors for diesel engine built in thrust bearing, and for steam turbine plants Shaft power > 1500 kW. Sensor to be located near the bearing surface Shaft power > 15000 kW. Sensor to be located near the bearing surface at the area of highest load

Level, stern tube lubricating oil gravity tank, low Pressure, low Controllable pitch propeller, Pressure, low servo oil Temperature, high Pressure, low Pressure, low Gear, lubricating oil Pressure, low Temperature, high Pressure, low Coupling/ clutch Pressure, low
1)

Shaft power > 1500kW Independent of safety system Shut down or clutch disengagement Hydraulic or pneumatic

To be provided when standby pump is required. Not required for pumps directly driven by prime mover.

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.3 Page 16

7DEOH $ 0RQLWRULQJ RI HOHFWULFDO SRZHU JHQHUDWLQJ SODQW $ODUP DQG VDIHW\ DFWLRQ VWDWHG E\ DQ [ ,WHP $XWRPDWLF VKXW $ODUP GRZQ RI SULPH PRYHU ZLWK DODUP Pressure, lubricating x oil inlet, low Voltage, high x Generator Voltage, low x Frequency, low x Disconnection of x nonessential consumers Temperature, lubricating oil, x high Pressure, lubricating oil inlet, x low Pressure, lubricating oil inlet, x low Temperature, cooling water x outlet, high Fresh water expansion tank x low level Temperature, cooling water x outlet, high Cooling water pressure or x flow, low Crankcase, explosive condiDiesel engine tions. See Pt.4 Ch.3 Sec.1 for x details Exhaust gas, high temperax ture, each cylinder Exhaust gas, high temperature deviation from average, each cylinder Exhaust gas, high temperax ture, after turbocharger Starting air pressure, low x Double or shielded fuel oil x pipes, leakage Overspeed x Turbocharger, overspeed x Temperature, lubricating oil, high Pressure, lubricating oil inlet, low Pressure, lubricating oil inlet, low Pressure, condenser, high Pressure, condenser, high Pressure, steam inlet line, low Axial displacement rotor, large Overspeed x x x x x x x

&RPPHQWV

If separate system

When manoeuvring is dependent on electric power. Independent of safety system

When manoeuvring is dependent on electric power

For engines having a power of more than 2250 kW or a cylinder bore of more than 200 mm For cylinder power > 130 kW For cylinder power > 130 kW 1) For cylinder power 130 kW if no individual exhausts temperature monitoring Level monitoring of leakage tank or equivalent See Pt.4 Ch.3 Sec.1 Applicable when turbocharger serves a group of cylinders > 1000 kW

Independent of safety system

Steam turbine

Multistage turbines See Pt.4 Ch.3 Sec.3

1)

Higher limits may be evaluated, if other means are provided for monitoring of critical running conditions for engine and power transmissions (torsional stress automatic monitoring of couplings at misfiring may be one component to be evaluated).

DET NORSKE VERITAS

Rules for Ships, January 2002 Pt.6 Ch.3 Sec.3 Page 17

7DEOH $ 0RQLWRULQJ RI DX[LOLDU\ ERLOHU SODQW ,WHP Level, high Water, not double Level, low pressure boilers Level, low Level, primary system, low Level, Water, double primary system, low pressure boilers Level, secondary system, high Level, secondary system, low Circulation Stopped Combustion Fan stopped air supply Temperature or viscosity heavy oil, high Fuel oil Temperature or viscosity heavy oil, low Pressure, high Steam Uptake temperature Feed water Condenser Ignition/flame Pressure, high Temperature, high High Salinity, high Oil contamination, high Pressure, high Failed ignition and/or flame failure x x x x Separate monitoring and fuel shut off for each burner &RPPHQWV 2 independent alarm circuits. Minimum 2 detectors x x $ODUP DQG VDIHW\ DFWLRQ VWDWHG E\ DQ [ $XWRPDWLF VKXW $ODUP GRZQ RI ERLOHU ZLWK DODUP x x x x x x x x x x x x x When the automatic control system does not cover the entire load range from zero load For superheated steam > 350C When heat exchangers are integral with the boiler. For fire detection Boiler pressure > 20 bar When steam is used in fuel and lubrication oil heat exchangers Forced circulation boilers &RPPHQWV

Independent of safety system Independent of safety system

7DEOH $ 0RQLWRULQJ RI PLVFHOODQHRXV REMHFWV ,WHP $ODUP Bilges and bilge wells Level, engine room, high Purifiers Temperature, oil inlet, high Temperature, oil inlet, low Waterseal, loss Soot-blowers, sequence stopped Automatic control system, power failure Alarm and safety system, power failure Remote control system, power failure Fire alarm systems, failure 7DEOH $ 0RQLWRULQJ RI WDQNV ,WHP Sludge and drain tanks, level, high Service tanks, level, low Expansion tanks, level, low Circulating tanks, level, low Fuel oil drain collecting tank, level, high x x x x x x x x $ODUP x x x x x x

For heavy fuel oil

Electric, pneumatic, hydraulic

&RPPHQWV When automatic pumping up of tanks is arranged, an alarm shall be initiated if the safe level exceeds safe levels are exceeded

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.4 Page 18

6(&7,21  &/$66 127$7,21 (&2

$ *HQHUDO 5HTXLUHPHQWV
$  $SSOLFDWLRQ  This section applies to machinery operation with continuous supervision from a centralised control station. The control station is to provide control and monitoring devices necessary to make the machinery operation as safe and effective as it would be under direct supervision. extent applicable. &  $ODUP V\VWHP  A system of alarm displays are to be provided in the centralised control station for easy identification of machinery faults.  The machinery alarms need not be relayed to the bridge and engineers accommodation. &  6DIHW\ V\VWHP  The safety systems specified in Sec.2 D can be omitted. Corrective actions at machinery faults are presumed to be carried out manually. &  5HPRWH FRQWURO V\VWHP  Propulsion machinery is to be arranged for remote control from the centralised control station. The requirements given in Pt.4 Ch.2 Sec.1 are to be complied with to the extent applicable. &  )LUH DODUP V\VWHP  The fire alarm system is to satisfy the requirement of Sec.2 E.

% &RQWURO 6WDWLRQ
%  $UUDQJHPHQW  The arrangement is to be such that all supervisions and manual operations which are necessary for safe operation of the machinery plant can be carried out at the control station. This will imply that stopping of machinery, starting of standby units etc. in case of machinery faults is to be possible from the control station if not automatically carried out.  The control station is to be located in the engine room or in its close proximity. The control station may be arranged on or adjacent to navigating bridge provided it does not interfere with the navigating bridge control positions, and an additional centralised control position is arranged in or adjacent to the engine room. This control position shall permit some machinery control and monitoring facilities as required in A101.

' ([WHQW RI 0RQLWRULQJ

'  *HQHUDO  The alarms required according to Sec.3 are to be provided. The automatic safety actions required in the same section such as stop of engine, start of stand-by pumps, and start of stand-by generator can be omitted, and carried out manually.

& 6\VWHP $UUDQJHPHQW

&  *HQHUDO  The requirements of Sec.2 are to be complied with to the

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.5 Page 19

6(&7,21  6859(<
$ *HQHUDO
$  7ULDOV  Upon completion of the installation, trials are to be carried out alongside quay and at sea in the presence of the surveyor.  The sea trials should be reserved solely for testing of the automatic and the remote control systems, and the fire alarm system. Other tests should be completed alongside quay.  The sea trials are to include a four hours continuous operation with unattended machinery spaces. Agreement is to be made in advance in each case for personnel that will be present in the control room.
*XLGDQFH QRWH Personnel for ordinary upkeep and control of the machinery are not to be present in the engine room. Special measurements can be carried out according to agreement, e.g. noise measurements.
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far as practicable it is to be verified that all normal control ranges are covered.
*XLGDQFH QRWH Observation of the automatic control system performance during the tests specified under B for the remote control system will normally be accepted as adequate testing.
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 A detailed test programme, including expected test results, is to be prepared and submitted for approval well in advance of the trials. The programme is to be kept onboard, all filled in and signed by the surveyor upon completion of the trials.  Recording of important automatically controlled parameters may be required as part of the testing. $  0RQLWRULQJ V\VWHP  Failure conditions are to be simulated as realistically as possible, preferably by letting the monitored parameters exceed the alarm and safety limits. Alternatively, when lack of space on an engine prevents the installation of test valves for pressure transmitters and or thermometer wells for analogue temperature elements, a system for ensuring that both electronic and sensor system part is in order without the use of pressure or temperature calibrators may be accepted. This system shall be quick and easy to use, and be developed and documented by the engine manufacturer. It may only be used in connection with sensors with an analogue value output. The system shall be approved by DNV before testing commences. The alarm and safety limits are to be recorded in the test programme.
*XLGDQFH QRWH Test methods: 1) Analogue sensors may be calibrated by in situ comparison to indicating instruments installed close to the sensors. When the deviation in reading is more than 5%, a more precise calibration is necessary. Changing set point to the present system value during normal running may be an acceptable system test method for computer based systems only, provided sensor connection check has been performed separately. It will not be acceptable to change a set point by e.g. potentiometer adjustment to simulate fault conditions.
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$  (OHFWULF SRZHU JHQHUDWLQJ V\VWHP  At bridge control and half speed ahead, simulate a fault condition causing automatic stop of electric power generator.  For plants with automatic start and connection of standby unit, check restart of all essential auxiliaries, and that the bridge control system is again operative without manual intervention in the engine room.  For plants with more than one generator running in parallel, it is to be checked that the stopped unit is automatically disconnected from the switchboard, and that the generator capacity of the remaining units is sufficient for propulsion and steering functions after tripping of non-essential consumers.  Verify that it is possible to start the propulsion machinery from the bridge unless automatically started after blackout. (see Sec.3 B103). $  )LUH DODUP V\VWHP  $IWHU LQVWDOODWLRQ WKH V\VWHP VKDOO EH WHVWHG XQGHU YDU\LQJ
FRQGLWLRQV RI HQJLQH RSHUDWLRQ DQG YHQWLODWLRQ

(SOLAS Reg. II-2/14.3).

*XLGDQFH QRWH The test is to be performed with all machinery and ventilation running in normal sea going conditions during the sea trial by means of smoke released in positions of high fire risk.
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$  5HPRWH FRQWURO V\VWHP  Testing of the remote control system for the propulsion machinery is to be carried out at sea. Prior to testing, the propulsion machinery is to run for at least 1 hour.  All tests included in the test programme for the remote control system are to be carried out without manual assistance from the engine room, and all systems are to be in operation as normal for unattended machinery space.

% 7HVWLQJ RI 5HPRWH &RQWURO 6\VWHP *XLGDQFH

%  6KLSV ZLWK IL[HG SLWFK SURSHOOHU  The test programme should as a minimum include the following manoeuvres: from stop to dead slow ahead. Proceed stepwise to full ahead. Before each step increase, the r.p.m. of the previous setting is to have reached its steady state condition from approximately 2/3 of full speed ahead, go quickly to slow astern. Proceed stepwise to full astern stop after approximately 5 minutes stop, start ahead when the ship has reached approximately 2/3 of full speed ahead, go quickly to half astern when the ship is dead in the water, go quickly to full ahead

2)

3)

 Any calibration of sensors prior to installation onboard is to be approved by the surveyor. $  $XWRPDWLF FRQWURO V\VWHPV  Automatic control systems are to be tested by varying the parameters having effect upon the controlled process. As

DET NORSKE VERITAS

Rules for Ships, January 2002 Pt.6 Ch.3 Sec.5 Page 20

when the ship has reached approximately 2/3 of full speed ahead, go quickly to dead slow ahead when the r.p.m. is nearly stabilised, go quickly to full ahead when the ship has reached approximately half speed ahead, go to stop and back to dead slow ahead within 1 second.  With air compressors stopped, make 12 starts with the remote control system, alternatively between ahead and astern.  Testing of possible automatic restarts. Go to ahead and let the engine repeat the predetermined starting at tempts. Go to stop. Return to ahead and check that an additional starting attempt is effected.  Simulate failures causing automatic load reduction or stop of the engine. Cancel if possible this safety action and show that the engine is again controllable from the bridge.  During bridge control at half speed ahead, cut out power supply to the remote control system. No immediate critical situation is to arise. Switch over to standby manual control in the engine room, and show that this control system functions satisfactorily.  At approximately 2/3 of full speed ahead, test the emergency stop system. %  6KLSV ZLWK FRQWUROODEOH SLWFK SURSHOOHU  The tests specified below apply to remote control systems with a single manoeuvring lever on the bridge. For plants with dual lever control, one for r.p.m. and one for pitch, the tests to be carried out will be considered in each case. start the engine, from the bridge if possible, and go to dead slow ahead. Proceed stepwise to full ahead. Before each step increase, the r.p.m. of the previous setting is to have reached its steady state condition from approximately 2/3 of full speed ahead, go quickly to dead slow astern. Proceed stepwise to full astern go to neutral position after approximately 5 minutes in neutral position, go to ahead when the ship has reached approximately 2/3 of full speed ahead, go quickly to 2/3 of full astern when the ship is dead in the water, go quickly to half ahead.  Simulate failures causing automatic load reduction or stop of the engine. Cancel if possible this safety action and show that the engine is again controllable from the bridge.  During bridge control at half speed ahead, cut out power supply to the remote control system. No immediate critical situation is to arise. Switch over to standby manual control in the engine room, and show that this control system functions satisfactorily.  At approximately 2/3 of full speed ahead, test the emergency stop system. %  6WHDP WXUELQH VKLSV  The test programme should as a minimum include: from stop to dead slow ahead. Proceed stepwise to full ahead. Before each step increase, the r.p.m. of the previous setting is to have reached its steady state condition from full speed ahead, reduce stepwise to stop with the same intervals from stop, increase stepwise to full astern. Run until the ship has reached a fair speed astern from full astern, reduce stepwise to stop show that the automatic turning arrangement operates satisfactorily during the stop period. Go to full ahead

after approximately 10 minutes full ahead, go quickly to stop after approximately 5 minutes stop, go quickly to 2/3 of full astern when the ship is dead in the water, go quickly to full ahead when the ship has reached approximately 2/3 of full speed ahead, go quickly to 2/3 of full astern and run until the ship is dead in the water go to full ahead. When the ship has reached approximately 2/3 of full speed ahead, go to stop and back to dead slow ahead within 1 second. Transfer control to the engine room.  Repeat the first four manoeuvres using the manoeuvring system in the engine room. Transfer control to the bridge.  During bridge control at half speed ahead, cut out power supply to the remote control system. No immediate critical situation is to arise. Switch over to standby manual control in the engine room, and show that this control system functions satisfactorily.  Simulate failures causing automatic load reduction or stop of turbines. Cancel, if possible, this safety action and show that the turbines are again controllable from the bridge.  At approximately 2/3 of full speed ahead, test the emergency stop system.

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&  $XWRPDWLF FRQWURO V\VWHP IRU DX[LOLDU\ ERLOHUV  The system is to be tested by varying the boiler load as specified in 102. Recording of the following parameters may be required: steam pressure (primary and secondary system) water level in boiler automatic actions such as start and/or stop of burners, alarms, etc.  Boilers serving turbogenerators. One boiler in operation: increase load from minimum to full load during a period of minimum 15 minutes reduce load from full load to minimum during a period of minimum 15 minutes increase load suddenly to minimum 50% of full load by connecting one of the greater consumers when stationary conditions are reached, reduce load suddenly to minimum. Parallel operation of two boilers: increase load suddenly to minimum 30% of full load, by connecting one of the greater consumers when stationary conditions are reached, reduce load suddenly to approximately 5% of full load and keep that load until stationary conditions are reached. &  $XWRPDWLF FRQWURO V\VWHP IRU PDLQ ERLOHUV  The system is to be tested by varying the boiler load as specified in 202. Recording of the following parameters may be required: steam flow (alternatively position of control valve) steam pressure temperature of superheated steam water level in boiler water level in condenser and deaerator fuel oil temperature or viscosity excess of combustion air in exhaust gas.

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Rules for Ships, January 2002 Pt.6 Ch.3 Sec.5 Page 21

 The boiler load is to be varied in accordance with the manoeuvring tests specified in B300. The boiler plant testing may be carried out simultaneously with testing of the remote control system for the main turbines. &  0RQLWRULQJ V\VWHP  With all burners in operation, the fuel oil supply to one of the burners is to be shut off. Check that the flame detector of this burner is functioning. The remaining burners are to be tested in the same way.  With burners in operation, one of the flame detectors is

to be shielded. Check that the automatic shutoff valve for fuel oil is operating. The remaining flame detectors are to be tested in the same way.  With boiler in operation, simulate a failure causing automatic stop of combustion air fan. Check that the fuel oil supply is shut off.  Reduce water level below safety limit and check that fuel oil supply is shut off.  Remaining alarms and safety actions are to be initiated by simulating failures as realistically as practicable.

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