Onderwerp: Bezoek-historie

ItoRO no. 17 - Unmanned Machinery Space - notation (UMS)
Geldigheid:25-02-2022 t/m 21-11-2022Versie:◀2/4▶vergelijk Status: Was geldig

Dit onderwerp bevat de volgende rubrieken.

1. General

For all ships provided with Unmanned Machinery Spaces (UMS)-notation, regardless of length, propulsion power or assigning organization, evidence must be available on board that the ships’ UMS-provisions are checked and tested, every 4 months by the ships’ crew to ensure that the UMS-provisions are functioning in a reliable manner.

 

Applicability for ItoRO no.17 UMS requirements

The UMS requirements as per paragraph 2, 3, 4 and 5 may only be used for ships with an ITC’69 length between ≥12 and <24 meter and with a propulsion power <750kW.

This, since for smaller ships it is not always possible to comply with the extensive requirements for UMS-notation of the Recognised Organisation (RO). Furthermore continuous manning of the Engine Room is impossible without meeting acceptable working conditions . Therefore continuous manning is not an option and some form of UMS is required.

 

Distinction by certification date

Certification date before 1st of July 2010

For the ships certified by the Netherlands Shipping Inspectorate (NSI) for UMS, before 1st of July 2010, a dedicated checklist is provided on board, based on the specific (older) NSI UMS-guidelines that were applied for that specific ship (see: Overview ships with Unattended Machinery Spaces – notation by the Netherlands Shipping Inspectorate, as amended ). See the legend of the above mentioned overview for detailed information concerning the older NSI UMS-guidelines.

For ships that fall into this distinction, the NSI has authorized and requires the Recognized Organization’s (RO) to perform the periodical surveys for compliance with the (older) NSI UMS-guidelines.

 

Certification date from 1st of July 2010

Until 1st July 2010, the application of UMS-requirements as per the (older) NSI UMS-guidelines was in place and remains valid.

From 1st July 2010, ships that are applying for UMS-notation, this must be based either on:

  1. the compliance with the UMS-requirements of concerned Recognized Organization; or
  2. the compliance with the UMS-requirements in this Instruction1.

For ships that fall into this distinction, the NSI has authorized and requires the RO to perform the initial and periodical surveys for compliance with the UMS-requirements.

 

Checking UMS-requirements as per this Instruction

The UMS-requirements as per this Instruction (chapter 2 - 5) shall be checked and confirmed in good working condition by the RO during the initial and periodical surveys in the same manner and with the same periodicity as required for maintaining the UMS-notation by the RO. To that effect a memo shall be added to the ships’ status in the ROs survey and certification system. The memo shall state that the ship has been initially surveyed and accepted under the applicable UMS-requirements. Furthermore the memo shall state that the ships’ UMS-provisions are surveyed at the required periodical intervals to ensure that the UMS-provisions are functioning in accordance with the applicable requirements.

 

Reporting to NSI

Ships which are surveyed and certified under the requirements of this Instruction that are not listed in the above mentioned Overview ships with Unattended Machinery Spaces – notation by the Netherlands Shipping Inspectorate shall be reported back to the NSI. The NSI will arrange that these ships are included in the overview.

 

Notifying discrepancies to the NSI

Existing ships without documented proof of compliance with UMS-requirements2 while at the same time provided with a Minimum Safe Manning Document stating that the ship has UMS shall be reported to the NSI immediately in order to check ships’ status in relation to UMS and for further instruction(s).

 

What to do if application of ItoRO no. 17 is not possible

Where the RO considers the application of the UMS-requirements as per this Instruction or the equivalent UMS requirements of the classification society (Class Rules regarding UMS) not possible, the RO may submit to the NSI a customized, well founded, proposal for compliance with the requirements as far as reasonably practicable. The well-founded proposal shall at least explain how is dealt with requirements concerning the chapters 2 – 5 of this Instruction:

  1. The remote control of propulsion machinery from the navigating bridge,
  2. Alarm system,
  3. Special requirements for electrical installations, automatic control and alarm systems, and
  4. Fire detection and fire alarm installations.

 

 

 

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2. Remote control of propulsion machinery from the navigating bridge

 

  1. The speed of the vessel, the direction of thrust and, if applicable, the pitch of the propeller shall be fully controllable from the navigating bridge under all sailing conditions, including manoeuvring;
     
  2. The remote control shall be performed, for each independent propeller, by a single control device, with automatic performance of all associated services, including, where necessary, means of preventing overload of the propulsion machinery;
     
  3. The main propulsion machinery shall be provided with an emergency stopping device on the navigating bridge, which shall be independent of the remote control system;
     
  4. Remote control of the propulsion machinery shall be possible only from one location at a time; at such locations interconnected control positions are permitted. At each location, with the exception of fully mechanical remote control systems, there shall be an indicator showing which location is in control of the propulsion machinery. The transfer of control from the navigating bridge and machinery spaces shall be possible only in the propulsion machinery space or the machinery control room. This system shall include means to prevent the propelling thrust from altering significantly when transferring control from one location to another. For small ships as far as practicable and reasonable;
     
  5. It shall be possible to control the propulsion machinery locally, even in the case of failure in any part of the remote control system, except in case of two or more independent propulsion systems;
     
  6. The design of the remote control system, with the exception of fully mechanical remote control systems, shall be such that in case of its failure an alarm will be given. The preset speed and direction of thrust shall be maintained until local control is in operation, except for DSC (dynamically supported crafts) and HSC (high speed crafts) for which the speed shall be reduced to zero, until local control is in operation;
     
  7. On the navigating bridge, indicators shall be fitted for the propeller speed or motor speed, and the pitch position in the case of controllable pitch propellers;
     
  8. The number of automatic consecutive start attempts which fail to start the auxiliary engines shall be limited in order to safeguard sufficient starting air pressure or battery power for starting locally. No automatic start for the main engine shall be provided after failure. An alarm shall be provided to indicate low starting air pressure or low battery, which shall be set at a level to permit further main engine starting operations.
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3. Alarm system

 

  1. An alarm system shall be provided indicating any fault requiring attention and shall comply with the following:
     
    1. The alarm system, located at a suitable position on the navigating bridge, shall indicate visually and audible each separate alarm. A common alarm (e.g. buzzer) may be accepted.
       
    2. The alarm system shall, in so far as practicable, be so designed that a failure in the system itself will also produce an alarm.
       
  2. The alarm system shall be continuously powered, from the normal supply and from an independent power source (UPS or battery);
     
  3. The presence of power shall be visually indicated on the alarm panel;
     
  4. The alarm system shall be able to indicate at the same time more than one fault and the acceptance of any alarm shall not inhibit another alarm;
     
  5. Alarms shall be maintained until they are accepted and the visual indications of individual alarms shall remain until the fault has been corrected, when the alarm system shall automatically reset to the normal operating condition;
     
  6. The necessary alarms shall be provided with a delay time, as appro¬priate. Unnecessary activation of alarms during manoeuvring shall be prevented.
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4. Special requirements for electrical installations, automatic control and alarm systems

1. Main source of electrical power

Where electrical power is required in order to maintain the propulsion and steering capabilities of the ship, appropriate arrangements shall be provided to ensure to electrical power supply in case of failure of the generator in operation.

 

2. Automatic control and alarm system

  1. The control system shall be such that the services needed for the operation of the main propulsion machinery and the auxiliaries are ensured through the necessary automatic arrangements.
     
  2. An alarm shall be given on the automatic change-over.
     
  3. An alarm system complying with the requirements under chapter 3 (Alarm system) of this Instruction shall be provided for all important pressures, temperatures and fluid levels and other essential parameters.
     
  4. On the navigating bridge an alarm panel shall be provided, which shall indicate at least the following alarms individually:
    • Low lubricating oil pressure of the propulsion engine;
    • High cooling water or air temperature of the propulsion engine;
    • Low level cooling water expansion tank of the propulsion engine;
    • Low oil pressure of the reversing gear or pitch control system;
    • High bilge water level in the machinery space;
    • Fault of the remote control system if not fully mechanical;
    • Fuel leakage of high pressure fuel lines;
    • Low fuel level in the service tank;
    • Steering gear (as per Annex 3 or Annex 3a, whichever is relevant see RVZ article 18a);
    • Fixed gas fire extinguishing system;
    • Voltages and failure of fire detection, batteries etc.;
    • Additional equipment such as oil water separator.

       In addition to item 7. of chapter 2 of this Instruction, the following instruments shall be provided, indicating:

  1. The oil pressure of the propulsion engine;
  2. The cooling water temperature of the propulsion engine; and
  3. The control air pressure when pneumatic remote control is used.

 

  1. Near the location where the propulsion engine can be operated locally, at least the following instruments shall be provided, indicating:
  1. The propeller speed or engine speed in the case of fixed pitch propellers, and the propeller speed and the pitch position in the case of controllable pitch propellers;
  2. The oil pressure of the propulsion engine;
  3. The cooling water temperature of the propulsion engine; and
  4. The oil pressure of the reversing gear or pitch control system.

 

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5. Fire detection and fire alarm installations

  1. A fixed fire detection and fire alarm installation shall be fitted in machinery spaces of category A;
  2. The installation shall be so arranged that in the event of a fire an audible and visual alarm shall be given on the navigating bridge. In sleeping quarters, if any, this alarm shall also be audible.
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