1/9/2015

UnmannedMachinerySpaces(UMS)ShipsControlandAlarmRequirements|MarineElectricalEngineer

Unmanned Machinery Spaces (UMS) Ships Control and Alarm

Requirements
The number of UMS ships has increased rapidly over the past few years. Control systems are
much more reliable now than they were when first applied to ships. Educating the crew to
understand control functions is now undertaken by most shipowners. More ships will, in
future, be fitted with remotecontrol systems as a means of reducing crews.
Nowadays, however, far more UMS ships are in operation. Crews have grown familiar with
the systems and training is more prolific. In the immediate future more owners will adopt
UMS, not only as a means of cutting crew to a minimum and thus cut operational costs, but
also for reasons of safety.
Remotecontrol systems. As a number of remotecontrol stations may be installed,
operation must only be possible for one station at a time. There should be no
misunderstanding as to which station has control at any time one time, thus there should be
continuous indication at all the main control stations showing which one has control. When
control is transferred from one station to another, a warning must be given. Only one
station which has taken control must acknowledge the fact.
There must be means by which the propulsion machinery can be stopped from the bridge,
regardless of whether another station is being operated. Any orders activated from the
bridge are to be indicated in the control rooms.
Indicators of the speed and direction or rotation of reversible engines, or the propeller pitch
and speed of rotation must be fitted on the bridge. Additionally, an independentlyoperated
standby control should be provided in the engine room. It must be able to override the
remotecontrol system.
For diesel plant with fixedpitch propellers the fuel supply and direction of engine rotation
should be effected by a single control lever. The controls must operate the machinery in a
time sequence acceptable for the engines, and able to shutoff the fuel supply if the desired
and actual direction of rotation of the engine and the camshaft position does not match.
In addition to alarm indication for the lubricating oil system, the system must be able to
shut down the engine if lubricating (lube) oil is lost. The circuit and sensors for this function
must be additional to the alarm circuit required.
On the bridge, both audible and visual alarms are to operate and indication given when the
speed of the main engines is to be reduced due to the following fault condition: high
scavenge air temperature, oil mist detected in crankcase, low piston coolant outlet flow,
low piston coolant pressure, also for low cylinder coolant pressure if on a separate circuit.
Where the lube oil cooling water and oil fuel booster pumps are not driven by the main
engine, the standby pump is to start automatically if the discharge pressure from the
working pump falls below a predetermined value.

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