HSC Machinery Requirements

8/12/2019 HSC Machinery Requirements

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M CHINERY

INST LL TION

REQUIREMENTS

HIGH SPEED CR FT CODE



INTRODUCTION • The IMO conventions ratified in terms of ship

construction and operations are for steel hulled

ships with sufficient operational controls toenable them to operate in international

voyages.

• The ships are surveyed and issued with

certificates as prima-facie evidence for the

compliance of the same.



INTRODUCTION • Over the past decade (1990-2000) numerous

new designs of marine vehicles have been

developed and have been in service.• Since then the craft length, craft speed and

installed engine power on high-speed craft

have steadily increased.

• Most of the craft built over this period can be

categorized into mainly three following

groups.



INTRODUCTION •Mono-hulls

•Catamarans•Wave-piercing catamarans



INTRODUCTION • An important trend in the above types of high-

speed craft, in recent years, has been an

increase in the length of craft that are being built.

• Most early high-speed craft were of the

planing and semi-planing type, while the latter

and most recent builds have been shifting into

the domain of the semi-planing and

displacement type.





INTRODUCTION • These ships do not necessarily be (in most of

the cases not) in compliance with the

provisions of the international conventionsrelating to the conventional ships built of steel.



INTRODUCTION • But these ships over the past have

demonstrated their ability to operate with an

equivalent level of safety when engaged inrestricted voyages under restricted operational

weather conditions and with approved

maintenance and supervision schedules.



INTRODUCTION • Taking into account this specificity of these

vessels IMO has adopted the Code for High

Speed Crafts and included as a new Chapter 10in SOLAS1974.

• The safety philosophy recognizes the

inf rastructure available dur ing the regular

services in a particular route for these ships.



INTRODUCTION • In traditional ships safety philosophy relies on

the ship being self-sustaining with all

necessary emergency equipment being carriedon board.

• The safety philosophy of this Code is based on

the management and reduction of risk as well

as the traditional philosophy of passive

protection in the event of an accident.



INTRODUCTION • Management of risk through accommodation

arrangement, active safety systems, restricted

operation, quality management and humanfactors engineering are also considered in

evaluating safety equivalent to conventional

ships.



INTRODUCTION • This Code takes into account that a high-speed

craft is of a light displacement compared with

a conventional ship.• This displacement aspect is the essential

parameter to obtain fast and competitive sea

transportation.

• The Code allows for use of non-conventional

shipbuilding materials.



INTRODUCTION • But when using non-conventional materials a

safety standard at least equivalent to

conventional ships has to be achieved.• This aspect will be ensured by the certifying

authority.



PROPULSION SYSTEMS • The speed-power relationship of a craft is of

prime interest to all parties involved in the

development and operation of a high speedmarine craft.

• As per SOLAS Chapter-X, Reg.1.3, a high

speed craft is a craft whose speed in metres per

second (m/s) is equal to or greater than

Where „∇‟ is the volume displacement of thevessel in m3.



PROPULSION SYSTEMS • In terms of hydrodynamics a high-speed vessel

is a craft operating with Froude, ( Fn) number

larger than about 0.4, where the Froudenumber is determined by the formula:

Fr = v/√gL

•

where „v‟ is the velocity of the ship, „g‟ isacceleration due to gravity and “L‟ is the lengthof the ship in the water line.



PROPULSION SYSTEMS • Generally speaking, the buoyancy force

dominates relative to the hydrodynamic force

effect when Fn is less than approximately 0.4, asin large ocean going vessels.

• When Fn>1.0, the hydrodynamic force mainly

carries the weight, and is called planing vessel.

• Vessels operating with maximum speed in the

range (0.4 < Fn < 1.0) are called semi-

displacement vessels.



PROPULSION SYSTEMS • Also as per the code:

• "Category A craft" is any high-speed passenger

craft:1. operating on a route where it has been demonstrated

to the satisfaction of the flag and port States that

there is a high probability that in the event of an

evacuation at any point of the route all passengersand crew can be rescued safely within the least of:



PROPULSION SYSTEMS • -the time to prevent persons in survival craft

from exposure causing hypothermia in the worst

intended conditions,• - the time appropriate with respect to

environmental conditions and geographical

features of the route, or

• - 4 hours; and

2. carrying not more than 450 passengers.



PROPULSION SYSTEMS • "Category B craft" is any high-speed

passenger craft other than a category A craft,

with machinery and safety systems arrangedsuch that, in the event of any essential machinery

and safety systems in any one compartment

being disabled, the craft retains the capability to

navigate safely.



PROPULSION SYSTEMS • The development of speed boats started from

early 20th century after the IC engines became

popular.• The engines of those days were heavy and the

boat hulls were displacement hulls with narrow

round bottom.



PROPULSION SYSTEMS • Though these boats were the most efficient of

those days the hull design and power to weight

ratio of the engines were not optimised.• The main factor which affected the efficiency

was the design of the hull.



PROPULSION SYSTEMS • The power required to propel the displacement

hull increases substantially with increase in

speed and at higher speeds increases rapidlyreaching a point where there will not be any

appreciable increase in speed with increase in

power as shown in the figure below.



PROPULSION SYSTEMS • The power required to

propel the displacement

hull increases

substantially withincrease in speed and at

higher speeds increases

rapidly reaching a point

where there will not be

any appreciable increase

in speed with increase in

power.



PROPULSION SYSTEMS • As engine design improved, the Vee bottomed,

hard chined planing hull and the stepped hull

were developed.

• Drive systems included the direct drive, Vee

drive, stern drive, and surface drive.



PROPULSION SYSTEMS • Direct Drive

• Engine weight is at about mid length in the hull.

• Propeller thrust is upward. Having the engineweight forward on a monohull, helps the boat get

up onto plane more quickly, as does the lifting

component of propeller thrust.• At high speed, the forward weight and upward

propeller thrust reduce the angle of attack and

increase the hull drag.



PROPULSION SYSTEMS • The direct drive is the least expensive of the drive

systems.



PROPULSION SYSTEMS • Vee Drive

• The engine is located aft in the hull.

• The output shaft runs forward to a gear box, andthen aft from the gear box, through the hull

bottom to the propeller located aft under the

transom.• Engine weight is aft of mid length, and the

propeller shaft angle is less inclined than with a

direct drive.



PROPULSION SYSTEMS • Having the weight aft tends to lift the bow of the

boat, as does the more level thrust line of the

propeller.

• The hull becomes more efficient at high speed

than the direct drive monohull.



PROPULSION SYSTEMS • Stern-Drive

• The engine is aft against the transom with the

drive shaft going aft through the transom abovethe water line into a right angle gear box mounted

aft of the transom.

•

The drive goes down into another right angle gear box which contains the propeller shaft.

• Engine weight is full aft, and the propeller thrust

line is basically parallel to the keel.



PROPULSION SYSTEMS • Modern designs are hydraulically adjustable so that

the propeller shaft angle can be varied up or down.

• Upward thrust of the propeller helps a monohull get

up on plane.

• Downward thrust of the propeller helps to lift the

bow at high speeds. (More efficient for this hull.)



PROPULSION SYSTEMS • The stern drive is the most common drive system

(with inboard engine) for modern planing pleasure

craft.



PROPULSION SYSTEMS • Surface Drives

• A surface drive is one in which only the lower half

of the propeller is in the water.• As the propeller rotates, only one half of the

blades are in the water at a time.

•

A three or four bladed propeller is used in order toreduce the vibrations caused by blade impacts.



PROPULSION SYSTEMS • It is a characteristic of surface piercing propellers

to shoot a great plume of water out behind the

boat.

• Surface piercing propellers must have a larger

diameter than submerged propellers because not

all of the blade area is working at any one time.

• The advantage of the surface drive is that it

eliminates the drag of the propeller shaft and shaft

strut, and part of the rudder area.



PROPULSION SYSTEMS • With these combinations the speed of the boat hull

increased to more than the displacement speed.

•

At these speeds the bow wave is pushed to the sideso forcefully that the water does not close in

behind the hull.

• The bow in effect cuts a trough, and the stern sinks

into the trough.

• The bow rises and tries to climb up on top of the

bow wave.



PROPULSION SYSTEMS • The bow is out of the water, and waterline length

is no longer the hull length.

• This round bottomed hull had been pushed to

planing speeds.



PROPULSION SYSTEMS



SELECTION OF PROPULSION SYSTEM • The final selection of the propulsion system is

dependent on at least but not limited to the

following factors namely:

• The Initial Cost of Engines.

• The Initial Cost of Propulsive Systems

•

Reliability of the Systems• Operating Expenses



SELECTION OF PROPULSION SYSTEM • Maintenance Costs

• Speed Requirements

•

Navigational Area Requirements• On-Board Vibration and Noise



SELECTION OF PROPULSION SYSTEM • Currently three types of propulsive systems are

widely used on High Speed Crafts as given below:

• Submerged Propellers

• Surface Propellers

• Water Jets



http://en.wikipedia.org/wiki/File:International_Maritime_Organization_Building_-_London_-_Across_the_Thames_-_240404.jpg



IMO

HSCCODE








REQUIREMENTS FOR MACHINERIES

AS PER HSC CODE • Main propulsion and manoeuvring equipment

must provide full control of speed and direction of

the craft.

• Every important, automatically or remote

controlled system must have alternative

arrangements for operation.




AS PER HSC CODE • The propulsion and auxiliary power units along

with their associated components including

pipelines shall be designed and constructed for the

indented use should be with sufficient safety

features for the machinery as well for the

surrounding operators.




AS PER HSC CODE • All boilers, and pressure vessels and associated

piping systems shall be of a design and

construction adequate for the purpose intended and

shall be so installed and protected as to minimise

danger to persons on board.

• Machinery and associated systems should be able

to with stand the normal operating conditions andenvironmental conditions.




AS PER HSC CODE • The reliability of these parameters shall be tested

to an extend it is feasible and certified.

• The Administration may accept machinery which

does not show detailed compliance with the Code

where it has been used satisfactorily in a similar

application, provided that it is satisfied:

• that the design, construction, testing, installation and

prescribed maintenance are together adequate for its use

in a marine environment; and

•

that an equivalent level of safety will be achieved.




AS PER HSC CODE • Means shall be provided whereby normal operation of

propulsion machinery can be sustained or restored even

though one of the essential auxiliaries becomes

inoperative.• In this regard Machinery installations which have been

developed on novel principles and/or which have not yet

been sufficiently tested in shipboard service require

classification societies special approval.




AS PER HSC CODE •While considering for approval special

consideration shall be given to the

malfunctioning of:• a generating set which serves as a main source of

electrical power;

• the fuel oil supply systems for engines;

• the sources of lubricating oil pressure;






AS PER HSC CODE • Means shall be provided to ensure that the

machinery can be brought into operation from the

dead craft condition without external aid.

• Provision shall be made to facilitate cleaning,

inspection and maintenance of main propulsion

and auxiliary machinery including boilers and

pressure vessels.




AS PER HSC CODE • Main propulsion machinery and all auxiliary

machinery essential to the propulsion and the

safety of the craft shall, as fitted in the craft, be

designed to operate when the craft is upright and

when inclined.;





AS PER HSC CODE Installation & Components

Angle of Inclination in o

Athwart ship Fore-and-Aft

Static Dynamic Static Dynamic

Main & Auxiliary Machinery 15 22.5 5 7.5

Ship safety equipment, e.g.

emergency power installations,

emergency fire pumps and their

drives

22.5 22.5 10 10

Switchgear, electrical and electronic

appliances and remote-control

systems

**Up to an angle of inclination of 45° no undesired switching operations or

functional changes may occur.




AS PER HSC CODE • The Administration may permit deviation from

these angles, taking into consideration the type,

size and service conditions of the craft.

• Athwart and Fore and Aft inclination may occur

simultaneously.




AS PER HSC CODE • Category B craft shall be provided with at least

two independent means of propulsion so that the

failure of one engine or its support systems would

not cause the failure of the other engine or engine

systems and with additional machinery controls in

or close to the machinery space.

• Every boiler, pressure vessel and associated pipingsystems shall be fitted with adequate means to

prevent over-pressures in service and be subjected

to a hydraulic test before being put into service.




AS PER HSC CODE • Requirements for Engine Installations:

• The engines shall be fitted with adequate safety

monitoring and control devices in respect of speed,

temperature, pressure and other operational

functions.

• The machinery installation shall be suitable for

operation as in an unmanned machinery space,

including automatic fire detection system, bilge

alarm system, remote machinery instrumentation

and alarm system.




AS PER HSC CODE • Where the space is continuously manned, this

requirement may be varied in accordance with the

requirements of the Administration.

• The entire machinery installation is to be tested

during sea trials as far as possible under intended

service conditions.



ENVIRONMENTAL CONDITIONS FOR

MACHINERY AND ELECTRICAL INSTALLATIONS Seawater Temperature +32oC

Ambient air temperature -25 °C to -45 °C, relative humidity (1 bar / 45 °C) 60 %

Enclosed

machinery spaces

Temperature range 0 °C to 55 °C. Relative humidity

100 %.

Ability to withstand oil vapour and salt-laden air.

Air-conditioned

control rooms

Temperature range 0 °C to 40 °C.

Relative humidity 80 %

Open deck Temperature range -25 °C to +45 °C.Ability to withstand temporary flooding with seawater

and salt-laden spray

Classification societies may consider and approve other conditions for craft operating only

in special agreed geographical areas.






AS PER HSC CODE • At least two independent means of stopping the

engines quickly from the operating compartment

under any operating conditions shall be available.

• The engine shall not be damaged by a limited

operation at a speed or at temperatures exceeding

the normal values but within the range of the

protective devices.




AS PER HSC CODE • The design of the engine shall be such as to

minimise the risk of fire or explosion and to

enable compliance with the fire precaution

requirements of the code.

• Provision shall be made to drain all excess fuel

and oil to a safe position so as to avoid a fire

hazard.






AS PER HSC CODE • All external high-pressure fuel delivery lines

between the high-pressure fuel pumps and fuel

nozzles shall be protected with a jacketed tubing

system capable of containing fuel from a high- pressure line failure.

• The jacketed tubing system shall include a means

for collection of leakages and arrangements shall be provided for an alarm to be given of a fuel line

failure.




AS PER HSC CODE • Engines of a cylinder diameter of 200 mm or a

crankcase volume of 0.6 m3 and above shall be

provided with crankcase explosion relief valves of

an approved type with sufficient relief area.

• The relief valves shall be arranged with means to

ensure that discharge from them is directed so as

to minimise the possibility of injury to personnel.




AS PER HSC CODE • The lubrication system and arrangements shall be

efficient at all running speeds, due consideration

being given to the need to maintain suction and

avoid the spillage of oil in all conditions of list andtrim and degree of motion of the craft.

• Arrangements shall be provided to ensure that

visual and audible alarms are activated in the eventof either lubricating oil pressure or lubricating oil

level falling below a safe level, considering the

rate of circulation of oil in the engine.




AS PER HSC CODE • Such events shall also cause automatic reduction

of engine speed to a safe level, but automatic

shutdown shall only be activated by conditions

leading to a complete breakdown, fire orexplosion.

• Where diesel engines are arranged to be started,

reversed or controlled by compressed air, thearrangement of the air compressor, air receiver and

air starting system shall be such as to minimise the

risk of fire or explosion.

Q S O C S




AS PER HSC CODE • Requirements for Gas Turbine Installations:

• Gas turbines shall be designed to operate in the

marine environment and shall be free from surge

or dangerous instability throughout its operating

range up to the maximum steady speed approved

for use.

• The turbine installation shall be arranged to ensure

that the turbine cannot be continuously operated

within any speed range where excessive vibration,

stalling, or surging may be encountered.





AS PER HSC CODE • The gas turbines shall be designed and installed

such that any reasonably probable shedding of

compressor or turbine blades will not endanger the

craft, other machinery, and occupants of the craftor any other persons.

• Turbines shall be safeguarded as far as practicable

against the possibility of damage by ingestion ofcontaminants from the operating environment.





AS PER HSC CODE • The manufacturers shall demonstrate the

soundness of the casings.

• Intercoolers and heat exchangers shall be

hydraulically tested on each side separately.







AS PER HSC CODE • Where a clutch is fitted in the transmission,

normal engagement of the clutch shall not cause

excessive stresses in the transmission or driven

items. Inadvertent operation of any clutch shall not produce dangerously high stresses in the

transmission or driven item.

• Provision shall be made such that a failure in any part of the transmission, or of a driven component,

will not cause damage which might hazard the

craft or its occupants.





AS PER HSC CODE • Where failure of lubricating fluid supply or loss of

lubricating fluid pressure could lead to hazardous

conditions, provision shall be made to enable such

failure to be indicated to the operating crew inadequate time to enable them as far as practicable

to take the appropriate action before the hazardous

condition arises.





AS PER HSC CODE • Category B craft shall be capable of maintaining

the essential machinery and control so that, in the

event of a fire or other casualties in any one

compartment on board, the craft can return to aport of refuge under its own power.

• Cargo craft shall be capable of maintaining the

essential machinery and control in the event of afire or other casualties in any one compartment on

board. The craft need not be able to return to a

place of refuge under its own power.





AS PER HSC CODE • Requirements for Auxiliary Systems:

• Fluid systems shall be constructed and arranged so

as to assure a safe and adequate flow of fluid at a

prescribed flow rate and pressure under all

conditions of craft operation.

• The probability of a failure or a leakage in any one

fluid system, causing damage to the electrical

system, a fire or an explosion hazard shall be

extremely remote.





AS PER HSC CODE • Attention shall be directed to the avoidance of

impingement of flammable liquid on hot surfaces

in the event of leakage or fracture of the pipe.

• The maximum allowable working pressure in any

part of the fluid system shall not be greater than

the design pressure.

• Every system which may be exposed to pressures

higher than the system's maximum allowable

working pressure shall be safeguarded by

appropriate relief devices.





AS PER HSC CODE • The fuel oil, lubricating oil and other flammable

liquids when handled shall not be placed in a

concealed position such that defects and leakage

cannot readily be observed.

• The machinery spaces in way of such parts of the

oil fuel system shall be adequately illuminated.

• The ventilation of machinery spaces shall be

sufficient under all normal conditions to prevent

accumulation of oil vapour.





AS PER HSC CODE • Fuel oil or Lubricating oil tanks when provided for

the storage purposes shall not constitute a fire

hazard should the oil be spilled accidently.

• Spill collection trays of sufficient capacity should

be arranged and proper draining provision for

these trays should be provided.

• The tanks for the storage of oil fuels and

lubricating oils shall be provided with means of

assessing the quantity safely.





AS PER HSC CODE • Sounding pipes if used shall not terminate in

public spaces and at the point of termination they

shall be provided with suitable means of closing

arrangements.

• In cargo craft, the Administration may permit the

use of oil-level gauges with flat glasses and self-

closing valves between the gauges and fuel tanks.

• Round type gauge glasses are not permitted.





AS PER HSC CODE • Also provisions shall be provided for prevention

of over pressurization of the pipelines and devices

like relief valves if provided, their ends should be

provided with flame arrestors, if the flash point ofthe oil is less than 43oC.

• Oil fuel pipes and their valves and fittings shall be

of steel or other approved material.

• Automatic remote filling systems if provided for

daily fuel oil or lub oil tanks, appropriate means

shall be provided to prevent over flow.





AS PER HSC CODE • If these tanks are provided with heating

arrangements suitable alarm systems shall be

incorporated to indicate the overheat conditions.

• The return of fuel oil from the fuel oil system also

should be considered.





AS PER HSC CODE • Bilge pumping and drainage systems:

• For Category B craft at least three and for

Category A craft at least two power bilge pumps

shall be fitted connected to the bilge main, one of

which may be driven by the propulsion machinery.





AS PER HSC CODE • The arrangements shall be such that at least one

power bilge pump shall be available for use in all

flooding conditions which the craft is required to

withstand as follows:• one of the required bilge pumps shall be an emergency

pump of a reliable submersible type having an

emergency source of power; or• the bilge pumps and their sources of power shall be so

distributed throughout the length of the craft that at

least one pump in an undamaged compartment will be

available.





AS PER HSC CODE • On multihull craft, each hull shall be provided with at

least two bilge pumps.

• Distribution boxes, cocks and valves in connection with

the bilge pumping system shall be so arranged that, in theevent of flooding, one of the bilge pumps may be

operative in any compartment.

• In addition, damage to a pump or its pipe connecting to

the bilge main shall not put the bilge system out of action.





AS PER HSC CODE • When, in addition to the main bilge pumping system, an

emergency bilge pumping system is provided, it shall be

independent of the main system and so arranged that a

pump is capable of operating in any compartment underflooding conditions

• Compartments intended for permanent storage of liquid

shall be provided with suitable means of draining

arrangements.





AS PER HSC CODE • Bilge pumping arrangements shall be provided to allow

every watertight compartment other than those intended

for permanent storage of liquid to be drained.

• The capacity or position of any such compartment shall be such that flooding thereof could not affect the safety

of the craft.

•

The bilge pumping system shall be capable of operationunder all possible values of list and trim after the craft

has sustained the maximum assumed damage criteria.





AS PER HSC CODE • If a single line is branched into different

compartments, the branch lines ends shall be

provided with non-return valves to prevent

accidental filling of such spaces.

• The necessary valves for controlling the bilge

suctions shall be capable of being operated from

above the datum.





AS PER HSC CODE • All distribution boxes and manually operated

valves in connection with the bilge pumping

arrangements shall be in positions which are

accessible under ordinary circumstances.

• The spindles of manually operated valves shall be

easily accessible and all valves shall be clearly

marked.





AS PER HSC CODE • The power operated self-priming bilge pumps may

be used for other duties such as fire fighting or

general service but not for pumping fuel or other

flammable liquids.

• Each power bilge pump shall be capable of

pumping water through the required bilge pipe at a

speed of not less than 2 m/s.• Bilge branch pipe line diameter shall not be lesser

than 25mm.





AS PER HSC CODE • Entire bilge line should be protected from entry

and accumulation of solid particles by suitably

providing strainers.

• Emergency bilge suction shall be provided for

each machinery space containing a propulsion

prime mover.

• This suction shall be led to the largest available power pump other than a bilge pump, propulsion

or oil pump.





AS PER HSC CODE • The spindles of the sea inlet valves shall extend

well above the machinery space floor plates.

• All bilge suction piping up to the connection to the

pumps shall be independent of other piping.

• Bilge system for unattended machinery spaces

shall be provided with bilge alarm.





AS PER HSC CODE • Spaces situated above the water level in the worst

anticipated damage conditions may be drained

directly overboard through scuppers fitted with

non-return valves.

• In bilge pumping arrangements where a bilge main

is not provided, then, with the exception of the

spaces forward of public spaces and crewaccommodation, at least one fixed submersible

pump shall be provided for each space.





AS PER HSC CODE • In addition, at least one portable pump shall be

provided supplied from the emergency supply, if

electric, for use on individual spaces.





AS PER HSC CODE • Capacity of Bilge Pumps: For craft with individual

bilge pumps, the total capacity Q of the bilge pumps

for each hull shall not be less than 4.8m/s.

• Where submerged pumps are provided the capacity iscalculated as per the formula: Qn=Q/(N-1) t/h but not

less than 8t/h., where „Q‟ is the capacity in “t/h” with

4.8m/s velocity, and „N‟ is the number of individualsubmersible pumps.

• All the free ends of the bilge system shall be provided

with a non-return valve.





AS PER HSC CODE • Ballast systems: Water ballast shall not in general

be carried in tanks intended for oil fuel.

• In craft in which it is not practicable to avoid

putting water in oil fuel tanks, oily-water

separating equipment shall be fitted, or other

alternative means such as discharge to shore

facilities shall be provided for disposing of theoily-water ballast.





AS PER HSC CODE • The provisions of this paragraph are without

prejudice to the provisions of the International

Convention for the Prevention of Pollution from

Ships in force (MARPOL73/78).

• Where a fuel-transfer system is used for ballast

purposes, the system shall be isolated from any

water ballast system and meet the requirements forfuel systems and the International Convention for

the Prevention of Pollution from Ships in force.





AS PER HSC CODE • Cooling Systems: The cooling arrangements

provided shall be adequate to maintain the

temperature of lubricating and hydraulic oil

systems within the makers recommended limits,during the entire service range of the vessel.

• The cooling systems shall be effective at all the

draft and speed ranges of the vessel.





AS PER HSC CODE • Engine air intake systems

• Arrangements shall provide sufficient air to the

engine and shall give adequate protection against

damage, as distinct from deterioration, due to

ingress of foreign matter.





AS PER HSC CODE • Ventilation systems

• Machinery spaces shall be adequately ventilated

so as to ensure that when machinery therein is

operating at full power in all weather conditions,

including heavy weather, an adequate supply of air

is maintained to the spaces for the safety and

comfort of personnel and the operation of themachinery.





AS PER HSC CODE • Auxiliary machinery spaces shall be adequately

ventilated appropriate for the purpose of those

spaces.

• The ventilation arrangements shall be adequate to

ensure that the safe operation of the craft is not put

at risk.




Q N N

AS PER HSC CODE • The following design considerations are to be

given while designing the ventilation systems:

• limit the temperature rise in a machinery space to 10° C

above ambient temperature, and

• if the prime movers draw their combustion air from

within the compartment, then the total ventilation air

should not to be less than that required for combustion

plus 50%.






Q

AS PER HSC CODE • Exhaust systems

• All engine exhaust systems shall be adequate to assure the

correct functioning of the machinery and that safe

operation of the craft is not put at risk.• Back pressure on the exhaust system shall not exceed the

maker‟s allowable limit.




Q

AS PER HSC CODE • The fresh air intakes of machinery spaces,

accommodation spaces and other fresh air intakes shall be

so located to prevent the intake of exhaust gases.

•

Exhaust pipes especially in the way hull penetration at thewater line should be provided with shut off flaps or other

devices made of corrosion resistant materials.

• Gas turbine engine exhausts shall be arranged so that hot

exhaust gases are directed away from areas to which personnel have access, either on board the craft or in the

vicinity of the craft when berthed.




Q

AS PER HSC CODE • Control Systems

• Control systems can be divided into Remote Control and

Manual Control.

• Again the above controls can be normal control andemergency control.

• The normal control may from a location away from the

equipment whereas the emergency control systems are

back up systems which can be used when the other

normal modes of operations are not available.




Q

AS PER HSC CODE • The following definitions are applicable in this regard:

• "Remote control systems" comprise all equipment

necessary to operate units from a control position where

the operator cannot directly observe the effect of hisactions.

• "Back-up control systems" comprise all equipment

necessary to maintain control of essential functions

required for the craft's safe operation when the maincontrol systems have failed or malfunctioned.




Q

AS PER HSC CODE • General Requirements:

• Failure of any remote or automatic control systems

shall initiate an audible and visual alarm and shall

not prevent normal manual control.

• Where remote control is provided, local control

should be unaffected by a fault, including a cable

fault, when local control is selected.




Q

AS PER HSC CODE • Manoeuvring and emergency controls shall permit

the operating crew to perform the duties for which

they are responsible in correct manner without

difficulty, fatigue or excessive concentration.• Where control of propulsion or manoeuvring is

provided at stations adjacent to but outside the

operating compartment, the transfer of controlshall only be effected from the station which takes

charge of control.




AS PER HSC CODE • Two-way voice communication shall be provided

between all stations from which control functions

may be exercised and between each such station

and the look-out position.• Failure of the operating control system or of

transfer of control shall bring the craft to low

speed without hazarding passengers or the craft.






AS PER HSC CODE • Emergency Controls:

• Emergency control shall be easily accessible from

the operating station and operation should be easy.

• The emergency control systems shall be provided

for the following:

• activate fixed fire-extinguishing systems;

• close ventilation openings and stop ventilating

machinery supplying spaces covered by fixed fire-

extinguishing systems.




AS PER HSC CODE • shut off fuel supplies to machinery in main and

auxiliary machinery spaces;

• disconnect all electrical power sources from the normal

power distribution system (the operating control shall be guarded to reduce the risk of inadvertent or careless

operation); and

• stop main engine(s) and auxiliary machinery.




AS PER HSC CODE • Where control of propulsion and manoeuvring is

provided at stations outside the operating

compartment, such stations shall have direct

communication with the operating compartmentwhich shall be a continuously manned control

station.




AS PER HSC CODE • In addition, for category B craft control of

propulsion and manoeuvring as well as other

emergency functions 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.




AS PER HSC CODE • Alarm Systems: Visual and audible alarms shall

be provided at the crafts control position to

indicate malfunctioning of machinery or any other

unsafe conditions like; high bilge level, fire alarm,water tight door condition etc.






AS PER HSC CODE • Emergency alarm. An alarm which indicates that

immediate danger to human life or to the ship and

its machinery exists and that immediate action

should be taken.• Alarm. An alarm is a high priority of an alert.

Condition requiring immediate attention and

action, to maintain the safe navigation andoperation of the ship.




AS PER HSC CODE • Warning . Condition requiring no immediate

attention or action.

• Warnings are presented for precautionary reasons

to bring awareness of changed conditions whichare not immediately hazardous, but may become

so, if no action is taken.

•






AS PER HSC CODE • The presentation of alerts and indicators should be

clear, distinctive, unambiguous, and consistent.

• All required alerts should be indicated by both

audible and visual means, except the emergencyalarms, which should be indicated primarily by a

signal.

• In machinery spaces with high ambient noiselevels, signals should be supplemented by

indicators.






AS PER HSC CODE • A new alert condition should be clearly

distinguishable from those existing and

acknowledged, e.g., existing and acknowledged

alarms and warnings are indicated by a constantlight and new (unacknowledged) alarms and

warnings are indicated by a flashing light and an

audible signal.• Audible signals should be stopped when silenced

or acknowledged.




AS PER HSC CODE • At control positions or other suitable positions as

required, alert systems should clearly distinguish

between no alert (normal condition), alert, silenced

and acknowledged alert conditions.• Alerts should be maintained until they are

acknowledged and the visual indications of

individual alerts should remain until the fault has been corrected.


S SC CO



AS PER HSC CODE • If an alert has been acknowledged and a second

fault occurs before the first is rectified, the audible

signal and visual indication should be repeated.

• The following emergency alarms requiringimmediate action shall be provided in control

stations;

• activation of a fire-detection system;

• total loss of normal electrical supply;


AS PER HSC CODE



AS PER HSC CODE •over-speed of main engines; and

• thermal runaway of any permanently

installed nickel-cadmium battery.• The following alarms, which may require

immediate action to avoid further deterioration

shall be provided in the control stations;

• exceeding the limiting value of any craft,

machinery or system parameter other than

engine over-speed;


AS PER HSC CODE



AS PER HSC CODE • failure of normal power supply to powered

directional or trim control devices;

• 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;

• fuel oil tank overflow;




AS PER HSC CODE



AS PER HSC CODE • Separate integrated control stations may be

provided for fire and flood control of passenger,

cargo and machinery spaces.

• When provided as a separate station, feedbackinstrumentation shall be provided in the main

control station to verify the action initiated has

been fully implemented.


AS PER HSC CODE



AS PER HSC CODE • Alarm systems may be provided with overriding

facility but provisions shall be provided to prevent

accidental activation.

• Overriding facility should not be provided forcertain alarm conditions where it may lead to

catastrophic failures.

• When any automatic shutdown system is activatedan alarm to indicate activation shall be given in the

control station.




AS PER HSC CODE



AS PER HSC CODE • Required alert and alarm systems should, as far as

is practicable, be designed on the fail-to-safety

principle, e.g., a detection circuit fault should

cause an audible and visual alarm.• Provision should be made for functionally testing,

required alerts and indicators.

• The function test shall not impair the normalmonitoring and alarm system.


AS PER HSC CODE



AS PER HSC CODE • Directional Control:

• Craft shall be provided with means for directional

control of adequate strength and suitable design.

• The system should enable the craft's heading and

direction of travel to be effectively controlled to

the maximum extent possible in the prevailing

conditions and craft speed.

• The system provided should be easy to operate

without the application of undue effort.


AS PER HSC CODE



AS PER HSC CODE • 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, variablegeometry of the craft or its lift-system components

or by a combination of these devices.

•Steering devices are to be installed so as to beaccessible at all times and to be able to be

maintained without difficulty.


AS PER HSC CODE



AS PER HSC CODE • Steering devices are to be mounted on substantial

seating in order to transmit the force sufficiently to

the hull structure.

• The probability of total failure of all directionalcontrol systems shall be extremely remote when

the craft is operating normally, i.e., excluding

emergency situations such as grounding, collisionor a major fire.


AS PER HSC CODE



AS PER HSC CODE • The powered steering gear systems shall be provided with secondary means of actuating unless

alternate systems are provided.

• Power operated systems are mandatory forPassenger crafts-B and for all systems where the

torque required is more than 25kNm.

• Secondary means of steering shall be manual typeup to 40kNm. During the manual mode speed

restriction may be necessary.


AS PER HSC CODE



AS PER HSC CODE • A secondary means of actuating the device need

not be installed in a craft:

• equipped with two rudders and/or similar

devices, or

• with two approved means for steering, provided

that each system is capable of steering the craft

with the other system out of operation.


AS PER HSC CODE



AS PER HSC CODE • The directional control systems shall be

constructed so that a single failure in one drive or

system, as appropriate, will not render any other

one inoperable or unable to bring the craft to a safesituation.

• The Administration may allow a short period of

time to permit the connection of a secondarycontrol device when the design of the craft is such

that such delay will not, in their opinion, hazard

the craft


AS PER HSC CODE



AS PER HSC CODE • The average rate of turning of the main actuation

system in general is to be not less than 2.3 degrees

per second.

• It may be reduced with the consent of theclassification society, if hazard to the stability of

the craft can occur.


AS PER HSC CODE



AS PER HSC CODE • The average rate of turning of the secondary

actuation system is to be not less than 0,5 degrees

per second.

• Steering devices are to be provided with suitablemechanical stopping arrangements at the

maximum design steering device angle.


AS PER HSC CODE



AS PER HSC CODE • Power-operated directional control systems are to be provided with power cut-off arrangements

which stop the steering device before the

mechanical stoppers are reached.• These arrangements are to be synchronized with

the steering device itself and not with the control

system.• Steering devices are to be able to be locked in any

required position for maintenance purposes.


AS PER HSC CODE



AS PER HSC CODE • Power-operated directional control systems are to be provided with an overload protection device.

• The pipes of hydraulically operated control

systems are to be installed in such a way as toensure maximum protection while remaining

readily accessible.


AS PER HSC CODE



AS PER HSC CODE • They are to be installed at a sufficient distance

from the craft shell.

• In the event of loss of hydraulic oil, it is to be

possible to isolate the damaged system in such away that the second control system remains fully

serviceable.

• Tanks forming part of a hydraulic control systemare to be fitted with oil level indicators.


AS PER HSC CODE



AS PER HSC CODE • A low-level alarm is to be provided at the craft's

operating position.

• Filters for cleaning the fluid are to be located in

the piping system.

• In power-operated hydraulic main steering control

systems, an additional permanently installed

storage tank is to be provided with the capacity torefill at least one of the control systems, including

the service tank.


AS PER HSC CODE



AS PER HSC CODE • Pressure vessels including cylinders and pipes are to be subjected to a pressure test.

• The test pressure is to be 1.5 times the maximum

working pressure.• All directional control systems shall normally be

operated from the craft's operating station.

• If directional control systems can also be operatedfrom other positions, then two way communication

shall be arranged between the operating station and

these other positions


AS PER HSC CODE



AS PER HSC CODE • Adequate indicators are to be provided at the

control stations as well as other operating stations

to check the effectiveness of the control and also

to indicate any abnormal responses ormalfunction.

• Change of control position shall be indicated in the

control position.• Independent controls are to be provided for each

control station so that interference will not occur

during operation


AS PER HSC CODE



AS PER HSC CODE • Electrical Installation: General Requirements:

• The crafts electrical system may be divided into

„supply‟ and „users‟ or „consumers‟.

• Again the „supply‟ may be divided into thosecomponents which generate and those which

distribute.

• Generation covers the following:

• Prime movers


AS PER HSC CODE



AS PER HSC CODE • Electrical generators

• Starting Arrangements

• Control devices to maintain correct value of

speed, frequency, and voltage.

• Distribution covers the following:

• Main Switch Board

• Auxiliary Switch Board


AS PER HSC CODE



AS PER HSC CODE • Section Switch Board

• Group Starter Panels

• Circuit Breakers

• Transformers

• Cabling

•

Switches, Fuses etc.


AS PER HSC CODE



AS PER HSC CODE • The consumers include all the machinery,

equipment and systems which consume electrical

energy.

• The „normal operational condition‟ is the conditionunder which the ship as a whole is in working

order and functioning normally.




AS PER HSC CODE



AS PER HSC CODE • The „dead ship‟ condition is the condition under

which the main propulsion plant, boilers and

auxiliaries are not in operation.








AS PER HSC CODE



AS PER HSC CODE • Secondary essential services though are important but not be in continuous use: however are

necessary to maintain propulsion and steering,

including a minimum level of safety include:• Windlass

• Fuel oil transfer and treatment systems

• Lub oil transfer and treatment systems

• Starting system components

• Bilge, Ballast Heeling pumps


AS PER HSC CODE



AS PER HSC CODE • Fire extinguishing system components

• Ventilation systems for engine rooms

• Navigation Lights and signals

• Internal communication equipment

• Lighting systems

•

Electrical equipment for water tight and fire tightclosing appliances

• Electrical generators and associated power

sources supplying secondary essential equipment


AS PER HSC CODE



• Hydraulic pumps supplying secondary essentialequipment

• Control, monitoring and safety devices for

secondary essential services• Ambient temperature control equipment

• Other thrusters etc.


AS PER HSC CODE



• The electrical installation should be such that:

• all electrical auxiliary services necessary for

maintaining the craft in normal operation and

habitable conditions will be ensured withoutrecourse to the emergency source of electrical

power;


AS PER HSC CODE



• electrical services essential for safety will beensured under various emergency conditions;

and

• the safety of passengers, crew and craft fromelectrical hazards will be ensured.

• The electrical system shall be designed and

installed so that the probability of the craft beingat risk of failure of a service is extremely remote.


AS PER HSC CODE



• Where loss of particular essential service wouldcause serious risk to the craft, the service shall be

fed by at least two independent circuits fed in such

a way that no single failure in the electrical supplyor distribution systems would affect both supplies.

• The securing arrangements for heavy items, i.e.

accumulator batteries, shall, as far as practicable, prevent excessive movement during the

accelerations due to grounding or collision.


AS PER HSC CODE



• Precautions shall be taken to minimise risk ofsupplies to essential and emergency services being

interrupted by the inadvertent or accidental

opening of switches or circuit-breakers.


AS PER HSC CODE



• Main Source of Electrical Power:

• The main source of electrical power shall consist

of at least two generating sets.

• For electrically propelled craft with two or moreconstant-voltage propulsion generating sets, the

craft's service electric power may be derived from

this source and additional service generators neednot be fitted, provided that effective propulsion be

maintained with one propulsion generator out of

service




AS PER HSC CODE



• One of the required generators may be a generatordriven by a main propulsion unit (shaft generator)

intended to operate at constant speed, (e.g. a

system where craft speed and direction arecontrolled only by varying propeller pitch).

• If the constant speed condition cannot be ensured

then:• On loss of power from the shaft generator(s), a stand-by

generating set starts up automatically


AS PER HSC CODE



• The capacity of the stand-by set is adequate forthe loads necessary for craft propulsion and

safety

• These services are restored as quickly as practicable.

• In case the steering systems should be provided

with power.


AS PER HSC CODE



• But the normal conditions of propulsion, steeringand safety do not include the following:

• Thrusters not forming part of the main

propulsion system• Windlass

• Moorings

• Cargo handling gear

• Cargo pumps

• Air conditioning.


AS PER HSC CODE



• In addition, the generating sets shall be such as toensure that, with any one generator or its primary

source of power out of operation, the remaining

generating set shall be capable of providing theelectrical services necessary to start the main

propulsion plant from dead craft condition.




AS PER HSC CODE



• Each transformer required is to be located as aseparate unit, with a separate enclosure or

equivalent arrangement, and is to be served by

separate circuits on the primary and secondarysides.

• Each primary circuit is to be provided with

switchgear and protective devices in each phase.


AS PER HSC CODE



• Each of the secondary circuits is to be providedwith a multi-pole isolating switch.

• Transformers if used for bow thrusters are not to

be complying with above requirements.• A main electric lighting system which shall

provide illumination throughout those parts of the

craft normally accessible to and used by passengers and crew shall be supplied from the

main source of electrical power.


AS PER HSC CODE



• Any inability to operate the emergency source of power shall not render the main source of power

inoperative.

• The location of the main switch board should provide sufficient protection for the board from

fire in generating station and environments.

•The main bus-bars shall be subdivided into at leasttwo parts which shall be connected by a circuit

breaker or other approved means.


AS PER HSC CODE



• So far as is practicable, the connection ofgenerating sets and any other duplicated

equipment shall be equally divided between the

parts.• For category B craft, each part of the main bus-

bars with its associated generators shall be

arranged in separate compartments.


AS PER HSC CODE



• Emergency Source of Electrical Power

• The emergency source of power and its associated

equipment and transitional power equipment if

any, shall be located above the load water line.• It shall be so located that if any damage due to fire

or flooding occurs to the main source of power

and associated equipment the emergency source of power shall be available automatically.


AS PER HSC CODE



• Distribution systems shall be so arranged that thefeeders from the main and emergency sources are

separated both vertically and horizontally as

widely as practicable.• The emergency source of electrical power may be

either a generator or an accumulator battery, which

shall comply with the following:


AS PER HSC CODE



• Where the emergency source of electrical power isa generator, it shall be:

• Driven by a suitable prime mover with an

independent supply of fuel having a flash pointnot below 43oC.


AS PER HSC CODE



• Started automatically upon failure of theelectrical supply from the main source of

electrical power and shall be automatically

connected to the emergency switchboard andable to take full load as quickly as possible, but

within 45seconds.

•

The transitional source of power shall beavailable for the time between changeovers.


AS PER HSC CODE



• Where the emergency source of electrical power isan accumulator battery, it shall be capable of:

• carrying the emergency electrical load without

recharging while maintaining the voltage of the battery throughout the discharge period within

12 % above or below its nominal voltage;

•automatically connecting to the emergency

Documents

HSC Machinery Requirements