TORRES, JUAN MIGUEL N.

06/20/2022
18136812
BS MARE 3B

RESEARCH WORK:

1. How to transfer UMS automation control of main engine back to normal engine control
operation?
2. How to shift from automatic control steering to normal steering and to emergency steering?

Preparation for UMS Operation On Ships

[Checklist]

UMS or Unattended Machinery Spaces is a marine automation system for ship’s

engine room. Unlike conventional watch system on normal cargo ships, in UMS
class vessels, there are usually no engineer officers on watch in the engine room
(from 1700 hrs. to 0700 hrs). If there is a malfunction in any machinery,
an alarm will be sounded in the engine room as well as in the ‘on duty’ engineer’s
cabin. It’s then the engineer’s duty to go down in the engine room and
investigate the alarm.

Before the ship’s duty engineer switches the engine room to UMS mode at the
end of day’s work, he/she has to take thorough engine room rounds to check the
condition of all running machinery systems and try to anticipate any probable
alarms that could occur at night. Normally, shipping companies provide a UMS
checklist in their SMS and the engineer has to adhere to the same.

A UMS checklist generally has the following points mentioned in it:

• Duty officer should be aware of duty engineer’s location.

Make sure you inform the duty officer about your location when you leave the
engine room whether you are heading for your meal or to your cabin or to the
gym. The duty officer should always know about your whereabouts.

The time engine room has to be unattended depends on Chief Engineer’s

standing orders and company’s instructions.

• Dead Man Alarm for Engine Room during UMS

The dead man alarm system provides a safeguard for the duty engineer who
enters the machinery space during periods of UMS operation in response to an
alarm or for any other reason. Should that engineer get into difficulty whilst alone
in the machinery space, the dead man alarm system provides an indication to
others that the engineer is in the machinery space but unable to respond by
activating the response switch.
The dead man alarm system can be started at the ECR control console or at the
entrance to the engine room. The engineer must reset the timer by
acknowledging their presence in the engine room at intervals not exceeding 24
minutes. Timer reset buttons are located on each of the engine room signal light
columns. If the countdown timer is not reset within the 15-minute period, an
alarm is activated on the bridge. The timer may be reset by turning the dead or
patrolman switch to the OFF position and then to the PAT position. Before the
duty engineer leaves the engine room after correcting a fault or undertaking the
necessary work, the patrolman switch must be turned to the OFF position.

• All FO/LO and freshwater tanks/sumps are adequately filled

This includes all engine room tanks such as FW expansion tank, ME Cylinder oil

day tank, Generators sump tank, FW tanks, Cascade tank, FO tanks, MGO tanks,
ME sump tank, Stern Tube LO tanks, etc.
• Bilges are dry and high-level alarms are operational

This is one alarm every engineer hates. Make sure all engine room bilge wells are
empty or much below the high alarm level. Make sure high-level alarms are
operational which will indicate if there is any leakage during unattended engine
room.

• Make sure sludge and bilge tanks are minimum safe level

Sludge tanks keep on increasing continuously when purifiers are running.

Similarly, oily bilge tanks keep on increasing when ME is running. Make sure they
are below minimum value to avoid overflowing and alarm.

• Smoke and Fire alarms are operational and no zone/detector is isolated

Many times, due to hot work in the engine room or during testing of detectors,
fire detectors of a particular zone are isolated. It has happened that after the
work is finished, personnel have forgotten to activate the detectors again. Hence
it is necessary to check every time when you are about to leave engine room.

• All alarms and safety cut-outs are operational

Make sure no alarms are in repose condition or in manual mode. Also, ensure all
alarm set values are correct and not manipulated to avoid alarms; this practice is
not safe at all.

• Compressed air receivers are fully charged and one main air receiver is
isolated

The air bottles should be fully charged up to 30 bar. The pressure switches of

the main air compressors ensure air bottles have sufficient pressure all the times.

• FO separator feed inlets are suitably adjusted. Separating temperature is at

98 Degree Celsius and the automatic temperature controller is operational

It is necessary that we get maximum purification for FO which is achieved at a

minimum feed rate and separating temperature of 98 Degree Celsius. It might
not be possible to keep minimum feed rate all the time depending on the FO
consumption and requirement.

• FO/DO overflow tanks are empty or at unplumbable ROB

All FO leakages go into the FO overflow tank. Also, auto backwash filters’
backwashing fuel goes to FO overflow tank. It is necessary to make sure it is
empty so that we can find out if there is any leakage of FO.

• The emergency diesel generator is on standby

Emergency diesel generator should always be on standby. In case of

any blackout, it should start automatically and supply emergency switchboard
within 45 seconds.
Image Credit: Thomas Farr
• The CO2 and water mist system are operational

In case of fire in the engine room, water mist system should operate

automatically. Hyper mist or water mist is present for ME, Generators, Auxiliary
Boiler, Purifiers, and Incinerator.

• All soundings self-closing cocks are in closed position and sounding caps
are closed.
After taking sounding, it has to be seen that self-closing cocks are free in their
movement and sounding caps are properly shut.

• Stopped diesel generators are on standby

All standby generators should be on standby and auto-start and synchronized in

case of on load generator failure.

• All standby pumps and machinery system is on standby and auto start.

In case of any failure, standby pump or machinery should auto-start. This is

known as redundancy.

• Auxiliary Boiler is on standby and auto start, auto controllers are all
functioning properly.

When the ME is running and steam pressure is supplied by economiser or

exhaust gas boiler, the auxiliary boiler should be in auto start mode and standby.
If due to any malfunction the economiser fails to provide sufficient steam
pressure, the auxiliary boiler should fire and make sure steam pressure doesn’t
fall.

• All ventilation fans are running

Engine room should always be under positive pressure to assist ME and

Generators turbocharging. Also, necessary to maintain ship’s engine room
temperature.

• All combustible materials are stored in safe place

To avoid any hazard when engine room is unattended, make sure all combustible
materials are stored in a safe place and secured properly.

• The pressure difference between DP filters is minimum or not beyond a

limit
DP filters are auto backwash filters which have a self-cleaning mechanism. If the
differential pressure is more, it means the filter candles are choked and will result
in a decrease of pressure at the outlet, leading to various other problems.

• Engine room and steering gear room watertight doors are shut. Funnel
flaps are shut

The ship should be seaworthy and there should be no scope for any water ingress
inside the engine room.

• All operating parameters are within normal range

All working parameters such as cooling FW temperatures, FO, LO temperature

and pressure, Exhaust temperature, etc. should be in normal range.

• ECR air conditioning is operating correctly

It is important that ECR temperature is ambient for all the electronics present
inside the ECR.

• Loose items are secured

Anytime due to rolling and pitching in rough weathers, loose items can create
damages in the engine room. Make sure all items are properly secured.

• Electric kettle plugs are removed in ECR

Electric appliances when unattended are a fire hazard. Especially kettles and
microwave which may not be of good quality and should be unplugged before
putting engine room to UMS.

• Workshop welding plug is removed

When welding rectifier machine is unattended, the plug should be removed to

avoid any fire hazard.

• Acetylene and Oxygen cylinder line valves are closed

To avoid any hazard due to gas leakage, it is very important to secure acetylene
and oxygen connections.
• Main Engine is on bridge control

Ensure main engine control is on the bridge. Also, make sure that if they need to
change RPM of ME then they need to inform you first before changing anything.

• Data logger and alarm printer are working satisfactorily

In the engine room, all logs and alarms are recorded by two separate printers for
records. Make sure they are functioning properly.

• Chief Engineer and 2nd engineer should be aware that the Engine Room is
going into UMS

Chief Engineer and 2nd engineer are the management team of Engine Room.
They should be always made aware of everything in the engine room. Make sure
all standing orders of Chief engineer are followed before putting engine room in
UMS.

• Make sure of the vessel’s position and whether the engine room can be
put in UMS

There are times when Engine room cannot be put in UMS, like while crossing
canals, when there is a lot of traffic, one hour after RFA etc. This depends on
company requirements and the decision of Captain and Chief Engineer.

• Control is transferred to bridge and duty officer is informed about time of

commencement of UMS.

After finishing rounds, you can now put engine room in UMS by activating your
cabin alarm and informing duty officer on the bridge. Commencement of UMS
time has to be recorded in ship’s engine room log book. Any special instructions
related to an ongoing task should be given to the duty officer on the bridge.

There are many other things that ship’s duty engineers need to check depending
on the condition of the engine room, tasks going on in the engine room, type of
ship and standing orders of chief engineer. I have mentioned all general points
that are required to be checked every time. It is a huge big responsibility to leave
an engine room in UMS and hence it is advised to take proper UMS rounds to
make sure you have a sound sleep at night on ships. As a practice, engineers after
taking rounds go through everything again by taking a virtual round mentally to
make sure that they have not missed anything. A proper UMS round gives you
confidence that there is nothing to worry about in the engine room and the duty
engineer can relax in his cabin, but also alert all the time for alarms.

Most of the important machineries on ship are always provided with emergency
backup or standby system which can be used in case of failure of the main unit.
Even power supplies of the essential machineries are provided with emergency
generator. Marine engine is also provided with emergency manoeuvring control
system in case the remote control system fails to operate.
Main marine engine is responsible for propulsion of the ship and its direction and
rotation are controlled from either bridge or Engine Control Room (ECR) through
telegraph and fuel lever control. This control system is a remote control type
used for both sea voyage and manoeuvring of vessel.

If the remote control manoeuvring system fails to operate from both the remote

stations, i.e. bridge and ECR, or the governor of the main marine engine goes
faulty, additional safety is given to main marine engine by providing a local
manoeuvring control system.

When the ship is in a narrow channel under manoeuvring, then it is very

important for all engine room crew to know the change over and operating
procedure for local or emergency control. Failure in knowing the remote control
manoeuvring system, can lead to accident like collision and grounding.

Procedure for Local or Emergency Manoeuvring

The changeover and operating procedure differs from engine to engine as

different control systems are adopted for different engine types; however the
basic remains the same. When there is automation or remote control failure
alarm then changeover of control is to be done from remote (either wheelhouse
or ECR) to Local control stand.

The local control stand is normally located in the engine room near the fuel
pump platform of the main marine engine.

Changeover Procedure

 The change over procedure can be done with marine engine in stopped as
well as running condition, but if the situation permits it is better to be done
when the engine is stopped.

 First change control from wheel house to ECR and both the telegraph on
wheel house and ECR are to be in stopped position.

 Bring the fuel lever of wheel house and ECR in stop position.

 A changeover switch is provided in the ECR. Operate the switch from –“ECR
to Local”.

 Go to the local control station and changeover the fuel pump control shaft
from local to manual.

 A cone clutch arrangement or a mechanical lever arrangement may be

provided, depending upon the engine type, which acts as manual control
when attached to hand wheel for operating fuel rack.

 A locking pin or clip may be provided for the above arrangement as an

additional safety so that it should not come out in normal operation.

Operating procedure

 After the fuel rack is attached to the manual hand wheel control, wait for
the wheel house order.

 Respond to the telegraph and give fuel and air to the engine via local
control levers.
  If the engine fails to start, give extra amount of fuel and air as now it is
controlled manually and the linkage requires more push for the fuel supply.

 Once the marine engine starts, follow the telegraph and maintain the
speed from local fuel lever.

Checks and Maintenance

 The remote control failure alarm is to be checked regularly.

 Local telephone and communication system are also to be checked and

maintained.

 Local Telegraph bell and indication light are to be checked and maintained.

 All the linkages to be oiled and greased at regular interval of time.

 The safety clips or pins in the cone clutch or any other type of arrangement
is to be checked.

 Emergency manoeuvring drills should to be conducted every month.

Safety precautions for Unmanned machinery spaces:

Personnel should never enter or remain in an unmanned machinery space alone,
unless they have received permission from, or been instructed by the engineer
officer in charge at the time. They may only be sent to carry out a specific task which
they may be expected to complete in a comparatively short time.

Before entering the space, at regular intervals whilst in the space and on leaving the
space, they must report by telephone, or other means provided, to the duty deck
officer. Before they enter the space the method of reporting should be clearly
explained. Consideration should be given in appropriate instances to using a
`permit-to-work’ .

If it is the engineer officer in charge who enters the machinery space alone, he too
should report to the deck officer.

Notice of safety precautions to be observed by personnel working in unmanned

machinery spaces should be clearly displayed at all entrances to the space. Warning
should be given that in unmanned machinery spaces there is a likelihood of
machinery suddenly starting up.

Unmanned machinery spaces should be adequately illuminated at all times.

When machinery is under bridge control, the bridge should always be advised when
a change in machinery setting is contemplated by the engine room staff, and before
a reversion to engine room control of the machinery.

Unmanned machinery space checks

On any ship certified for unmanned operation, the machinery spaces may be
unattended for a maximum period of 16 consecutive hours. No vessel is to operate
with the machinery spaces unmanned in the following circumstances:

 During preparation for departure .

 During manoeuvring/standby operation.
 At sea or at anchor when the Master or the Chief Engineer requires the Engine Room to
be manned due to adverse weather, traffic etc.
 When the cargo handling plant places a high and variable load on the electrical or steam
generating plant.
 When port regulations prohibit any unmanned engine room.
 With any fire, major alarm, or safety system inoperative, including any fire detection
system zones isolated.
 If any propulsion equipment back up provision is inoperative.
 With any major control or communication system inoperative.
 If the bridge console is inoperative.
 Before the Chief Engineers specific instructions for operating in the unmanned
condition have been complied with.

Before Going UMS – Unmanned Machinery Space

Before going UMS, the Duty Engineer must ensure that all day service tanks for fuel,
cylinder oil and header tanks for cooling water, lubricating oil, etc are full. An
inspection of all active and operational machinery and systems in all the machinery
spaces, particularly for fuel and lubricating oil leakage, is to be carried out.

 That the main engine is on bridge Control

 Check that all bilges and seawalls are empty.
  Test Oil Mist Detector alarm on M.E , test bilge wells High Levels Alarms , test Boiler
High/Low/Cut out alarms where applicable
 Check that bilge pump is in auto position.
 Check that Emergency DG is in stand-by position.
 Check that Stand-by DG is on auto-start.
 Check that steering gear motors are in stand-by position.
 Check that all stand-by pumps are on auto-start.
 Check that OWS overboard valve is secured (OWS stopped when E/R unmanned and if
not automatic discharge).
 Check that all fire loops are activated.
 Check whether all watertight and weather doors/openings are closed.
 Check that the Purifier Room and Steering Gear door is closed
 Check cabin / public rooms alarms prior to the engine room being unmanned.
 Inform bridge and confirm UMS before leaving E/R
 Check that all flammable liquids are in sealed canisters.
 Check that all oil spills etc have been cleaned up.
 Check that all waste, rags and other cleaning materials are stowed away.
 Check that all Engine Room gear, spare parts etc are properly secured.
 Check that all alarms are active.
 Check that all fire detection sensors are active.
 Check that all fire doors are closed.
 Test the “Deadman” alarm and Engineer’s Call Alarms, ensuring they are sounding in
public rooms, Bridge, Cargo Offices and appropriate cabins.
A Critical Operations Checklist, is to be developed, maintained and used for ensuring
all necessary checks are made prior to going unmanned. Once the checklist has been
completed, the engine room alarms should be set to “UMS Mode” and the Bridge
notified of the engine room status and engineer on duty. An entry should be made
in the engine room log book.