Section 7 Control and monitoring of main, auxiliary and emergency engines

7.1 General

7.1.1 Control engineering systems are to be in accordance with the requirements of Pt 6, Ch 1 Control Engineering Systems.

7.1.2 Oil mist detection or bearing temperature monitoring (or equivalent device in accordance with SOLAS II-1, Regulation 47 - Fire precautions, 47.2) fitted as required by Pt 5, Ch 2, 10.8 Oil mist detection 10.8.1 are to operate as follows:

For trunk piston engines, automatic shutdown of the engine is to occur when oil mist or high bearing temperature is detected.
For crosshead engines, automatic slow-down is to occur when oil mist or high bearing temperature is detected.
Where arrangements are made to override the automatic slow-down or shutdown due to high oil mist or bearing temperature, the override is to be independent of other overrides.
Where the bearing temperature monitoring method is chosen, all bearings in the crankcase are to be monitored where practicable, e.g. main, crankpin, crosshead.
Where engine bearing temperature monitors or equivalent devices in accordance with SOLAS II-1, Regulation 47 - Fire precautions, 47.2 are provided for the prevention of the build-up of oil mist that may lead to a potentially explosive condition within the crankcase, details are to be submitted for consideration. The submission is to demonstrate that the arrangements are equivalent to those provided by oil mist detection, see Pt 5, Ch 2, 10.8 Oil mist detection 10.8.15.

Where required, for each trunk piston engine, one oil mist detector (or engine bearing temperature monitoring system or equivalent device) having two independent outputs for initiating the alarm and shutdown would satisfy the requirement for independence between alarm and shutdown systems.

7.1.3 All main and auxiliary engines intended for essential services are to be provided with means of indicating the lubricating oil pressure supply to them. Where such engines are of more than 37 kW (50 shp), audible and visual alarms are to be fitted to give warning of an appreciable reduction in pressure of the lubricating oil supply. Further, these alarms are to be actuated from the outlet side of any restrictions, such as filters, coolers, etc.

7.2 Main engine governors

7.2.1 An efficient governor is to be fitted to each main engine so adjusted that the speed does not exceed that for which the engine is to be classed by more than 15 per cent.

7.2.2 Engines coupled to electrical generators which are the source of power for main electric propulsion motors are to comply with the requirements for auxiliary engines in respect of governors and overspeed protection devices.

7.2.3 When electronic speed governors of main internal combustion engines form part of a remote control system, they are to comply with the following conditions:

If lack of power to the governor may cause changes in the present speed and direction of thrust of the propeller, which consequently compromises safe operation of the vessel, then backup power supply is to be provided;
Local control of the engines is always to be possible. A means to effect safe transfer of control to the local control position and then control the engine is to be available in all normal and reasonably foreseeable abnormal conditions;
In addition, electronic speed governors and their actuators are to be Type Approved in accordance with LR’s Type Approval System Test Specification Number 1.

7.3 Auxiliary and emergency engine governors

7.3.1 Prime movers for driving generators of the main and emergency sources of electrical power are to be fitted with a speed governor which will prevent transient frequency variations in the electrical network in excess of ±10 per cent of the rated frequency, with a recovery time to steady state conditions not exceeding 5 seconds, when the maximum electrical step load is switched on or off.

7.3.2 In the case when a step load equivalent to the rated output of a generator is switched off, a transient speed variation in excess of 10 per cent of the rated speed may be acceptable, provided that this does not cause the intervention of the overspeed device as required by Pt 5, Ch 2, 7.4 Overspeed protective devices.

7.3.3 At all loads between no load and rated power, the permanent speed variation should not be more than ±5 per cent of the rated speed.

7.3.4 Prime movers are to be selected in such a way that they will meet the load demand within the ship’s power distribution system. Application of electrical load should be possible with two load steps and must be such that prime movers, running at no load, can suddenly be loaded to 50 per cent of the rated power of the generator followed by the remaining 50 per cent after an interval sufficient to restore the speed to steady state. Steady state conditions should be achieved in not more than 5 seconds. Steady state conditions are those at which the envelope of speed variation does not exceed +1 per cent of the declared speed at the new power.

7.3.5 Application of electrical load in more than two load steps can only be permitted if the conditions within the ship’s power distribution system permit the use of such prime movers which can only be loaded in more than two load steps (see Figure 2.7.1 Reference values for maximum possible sudden power increase (four-stroke engines)) and provided that this is already allowed for at the design stage. This is to be verified in the form of system specifications to be approved and to be demonstrated at ship’s trials. In this case, due consideration is to be given to:

The power required for the electrical equipment to be automatically switched on after black-out and to the sequence in which it is connected.
Where generators are to be operated in parallel and where the power has to be transferred from one generator to another in the event of any one generator being switched off.

Figure 2.7.1 Reference values for maximum possible sudden power increase (four-stroke engines)

7.3.6 Emergency generator sets are to comply with the requirements of Pt 5, Ch 2, 7.3 Auxiliary and emergency engine governors 7.3.1 to Pt 5, Ch 2, 7.3 Auxiliary and emergency engine governors 7.3.3 even when:

their total consumer load is applied suddenly; or
their total consumer load is applied in steps, subject to:
- the total load being supplied within 45 seconds of power failure on the main switchboard;
- the maximum step load being declared and demonstrated;
- the power distribution system being designed such that the declared maximum step loading is not exceeded, and;
- the compliance of time delays and loading sequence with the above being demonstrated at ship’s trials.

7.3.7 For a.c. generating sets operating in parallel, the governing characteristics of the prime movers shall be such that within the limits of 20 per cent and 100 per cent total load, the load on any generating set will not normally differ from its proportionate share of the total load by more than 15 per cent of the rated power of the largest machine, or 25 per cent of the rated power of the individual machine in question, whichever is the less. For an a.c. generating set intended to operate in parallel, facilities are to be provided to adjust the governor sufficiently finely to permit an adjustment of load not exceeding 5 per cent of the rated load at normal frequency.

7.3.8 For generator set voltage control requirements see Pt 6, Ch 2, 9.4 Generator control.

7.3.9 For quality of power supplies (QPS) requirements see Pt 6, Ch 2, 1.8 Quality of power supplies.

7.4 Overspeed protective devices

7.4.1 Each main engine developing 220kW (300 shp) or over which can be declutched or which drives a controllable pitch propeller, and also each auxiliary engine developing 220 kW (300 shp) and over for driving an electric generator, is to be fitted with an approved overspeed protective device.

7.4.2 The overspeed protective device, including its driving mechanism, is to be independent of the governor required by Pt 5, Ch 2, 7.2 Main engine governors or Pt 5, Ch 2, 7.3 Auxiliary and emergency engine governors and is to be so adjusted that the speed does not exceed that for which the engine and its driven machinery are to be classed by more than 20 per cent for main engines and 15 per cent for auxiliary engines.

7.5 Unattended machinery

7.5.1 Where main and auxiliary engines are fitted with automatic or remote controls so that under normal operating conditions they do not require any manual intervention by the operators, they are to be provided with the alarms and safety arrangements required by Pt 5, Ch 2, 7.5 Unattended machinery to Pt 5, Ch 2, 7.7 Auxiliary engines, as appropriate. Alternative arrangements which provide equivalent safeguards will be considered.

7.5.2 Where machinery is arranged to start automatically or from a remote control station, interlocks are to be provided to prevent start-up under conditions which could cause a hazard to the machinery.

7.5.3 Where machinery specified in this Section is required to be provided with a standby pump, the standby pump is to start automatically if the discharge pressure from the working pumps falls below a predetermined value.

7.5.4 Where a first stage alarm together with a second stage alarm and automatic shutdown of machinery are required in the relevant Tables of this Section, the sensors and circuits utilised for the second stage alarm and automatic shutdown are to be independent of those required for the first stage alarm.

7.5.5 Means are to be provided to prevent leaks from high pressure fuel oil injection piping for main and auxiliary engines dripping or spraying onto hot surfaces or into machinery air inlets. Such leakage is to be collected and, where practicable, led to a collector tank(s) fitted in a safe position. An alarm is to be provided to indicate that leakage is taking place. These requirements may also be applicable to high pressure hydraulic oil piping, depending upon the location.

7.6 Engines for propulsion purposes

7.6.1 Alarms and safeguards are indicated in Pt 5, Ch 2, 7.6 Engines for propulsion purposes 7.6.2 to Pt 5, Ch 2, 7.6 Engines for propulsion purposes 7.6.8 and Table 2.7.1 Engines for propulsion purposes: Alarms and slow-downs and Table 2.7.2 Engines for propulsion purposes: Automatic shutdowns.

Table 2.7.1 Engines for propulsion purposes: Alarms and slow-downs

Item	Alarm	Note
Lubricating oil sump level	Low	Engines
Lubricating oil inlet pressure*	1st stage low	Engines. Slow-down
Lubricating oil inlet temperature*	High	Engines
Lubricating oil filters differential pressure	High	—
Activation of oil mist detection arrangements (or activation of the temperature monitoring systems or equivalent devices of: - the engine main, crank and crosshead bearing oil outlet; or - the engine main, crank and crosshead bearing)	High	For crosshead engines, automatic slow-down. For trunk-piston engines, see Table 2.7.2 Engines for propulsion purposes: Automatic shutdowns. See also Pt 5, Ch 2, 7.1 General 7.1.2.
Cylinder lubricator flow	Low	One sensor per lubricator unit on crosshead engines. Slow down.
Thrust bearing temperature*	High	Slow-down
Piston coolant inlet pressure	Low	If a separate system. Slow-down
Piston coolant outlet temperature*	High	Per cylinder (if a separate system). Slow-down
Piston coolant outlet flow*	Low	Per cylinder (if a separate system)
Cylinder coolant inlet pressure or flow*	Low	Slow-down (automatic on trunk piston engines)
Cylinder coolant outlet temperature*	1st stage high	Per cylinder (if a separate system). Slow-down (automatic on trunk piston engines)
Engine cooling water system – oil content	High	Required for crosshead engines where engine cooling water used in oil/water heat exchangers
Sea-water cooling pressure	Low	—
Fuel valve coolant pressure	Low	If a separate system
Fuel valve coolant temperature	High	If a separate system
Fuel oil pressure from booster pump	Low	—
Fuel oil temperature or viscosity*	High and Low	Heavy oil only
Fuel oil high pressure piping*	Leakage	See Pt 5, Ch 2, 7.5 Unattended machinery 7.5.5
Common rail fuel oil pressure	Low	—
Common rail servo oil pressure	Low	—
Charge air cooler outlet temperature	High	Trunk piston engines
Scavenge air temperature (fire)	High	Per cylinder (2-stoke engines). Slow-down
Scavenge air receiver water level	High	—
Exhaust gas temperature*	High	Per cylinder. Slow-down (automatic on trunk piston engines), see Note 5
Exhaust gas temperature deviation from average*	High	Per cylinder, see Note 5
Turbocharger speed	High	Category B and C turbochargers, see Notes 11 and 12
Turbocharger exhaust gas inlet temperature*	High	Category B and C turbochargers, see Notes 6 and 12
Turbocharger lubricating oil inlet pressure	Low	Only for forced lubrication systems on category B and C turbochargers, see Notes 7, 10 and 12
Turbocharger lubricating oil outlet temperature	High	Category C turbochargers, if not a forced system, oil temperature near each bearing, see Notes 7 and 12
Starting air pressure*	Low	Before engine manoeuvring valve
Control air pressure	Low	—
Direction of rotation	Wrong way	Reversible engines, see also Pt 5, Ch 2, 7.6 Engines for propulsion purposes 7.6.7
Automatic start of engine	Failure	See Pt 5, Ch 2, 7.6 Engines for propulsion purposes 7.6.7
Electrical starting battery charge level	Low	—
Feed water or water/thermal fluid forced circulation flow (if fitted)	Low	See Pt 5, Ch 14, 6.2 Feed and circulation pumps 6.2.7 and Note 8
Uptake temperature	High	To monitor for soot fires. See Notes 8 and 9
Note 1. Where ‘per cylinder’ appears in this Table, suitable sensors may be situated on manifold outlets for trunk piston engines. Note 2. For engines and gearing of 1500 kW or less, only the items marked* are required. Note 3. Common sensors are acceptable for alarms and slow-down functions. Note 4. Except where stated otherwise in the Table, slow-down may be effected by either manual or automatic means, by reduction of speed or power as appropriate. Note 5. For trunk piston engine power <500 kW/cylinder, a common sensor for exhaust gas manifold temperature may be fitted. Note 6. Alarm and indication of the exhaust gas temperature at turbocharger inlet may be waived if alarm and indication for individual exhaust gas temperature is provided for each cylinder and the alarm level is set to a value specified by the turbocharger manufacturer. For Category B turbochargers, the exhaust gas temperature may be alternatively monitored at the turbocharger outlet provided that the correlation between inlet and outlet temperatures is established and verified and the alarm level is set to a correspondingly safe level for the turbine. Note 7. Where the outlet temperature for each bearing cannot be measured due to the design, details of alternative proposals in accordance with the turbocharger manufacturer’s instructions may be submitted for consideration. Note 8. Alarm only required when an exhaust gas economiser/boiler/thermal oil heater is fitted. Note 9. Alternatively, details of an appropriate fire detection system are to be submitted for consideration. Note 10. Separate sensors are to be provided if the lubrication oil system of the turbocharger is not integrated with the lubrication oil system of the engine or if it is separated by a throttle or pressure reduction valve from the engine lubrication oil system. Where the turbocharger is provided with a self-contained lubricating oil system integrated with the turbocharger, lubricating oil inlet pressure need not be monitored. Note 11. Where multiple turbochargers are activated sequentially, speed monitoring is not required for the turbocharger(s) being activated last in the sequence, provided that all turbochargers share the same intake air filter and they are not fitted with waste gates. Note 12. See Pt 5, Ch 2, 12.1 General 12.1.2 for details of turbocharger categorisations.

Table 2.7.2 Engines for propulsion purposes: Automatic shutdowns

Item	Alarm	Note
Lubricating oil inlet pressure	2nd stage low	Automatic shutdown of engines, see Pt 5, Ch 2, 7.5 Unattended machinery 7.5.4
Activation of oil mist detection arrangements (or activation of the temperature monitoring systems or equivalent devices of: - the engine main and crank bearing oil outlet; or - the engine main and crank bearing)	High	For trunk piston engines, automatic shutdown. For crosshead engines, see Table 2.7.1 Engines for propulsion purposes: Alarms and slow-downs. See also Pt 5, Ch 2, 7.1 General 7.1.2.
Cylinder coolant outlet temperature	2nd stage high	Automatic shutdown of trunk piston engines, see Pt 5, Ch 2, 7.5 Unattended machinery 7.5.4
Overspeed	High	Automatic shutdown of engine, see also Pt 5, Ch 2, 7.4 Overspeed protective devices. Details of alternative proposals in accordance with the manufacturer's instructions may be submitted for consideration

7.6.2 Alarms are to operate for the fault conditions shown in Table 2.7.1 Engines for propulsion purposes: Alarms and slow-downs. Where applicable, indication is to be given at the relevant control stations that the speed or power of the main propulsion engine(s) is to be manually reduced or has been reduced automatically.

7.6.3 Alarms are to operate, and automatic shutdown of machinery is to occur for the fault conditions shown in Table 2.7.2 Engines for propulsion purposes: Automatic shutdowns.

7.6.4 The following engine services are to be fitted with automatic temperature controls so as to maintain steady state conditions throughout the normal operating range of the propulsion engine(s).

Lubricating oil supply.
Fuel oil supply, see also Pt 5, Ch 2, 7.6 Engines for propulsion purposes 7.6.5.
Piston coolant supply, where applicable.
Cylinder coolant supply, where applicable.
Fuel valve coolant supply, where applicable.

7.6.5 The fuel oil supply may be fitted with an automatic control for viscosity instead of the temperature control required by Pt 5, Ch 2, 7.6 Engines for propulsion purposes 7.6.4.

7.6.6 Indication of the starting air pressure is to be provided at each control station from which it is possible to start the main propulsion engine(s).

7.6.7 The number of automatic consecutive attempts which fail to produce a start is to be limited to three. For reversible engines which are started and stopped for manoeuvring purposes, means are to be provided to maintain sufficient starting air in the air receivers. For electric starting, see Pt 5, Ch 2, 9.3 Electric starting.

7.6.8 Prolonged running in a restricted speed range is to be prevented automatically or, alternatively, an indication of restricted speed ranges is to be provided at each control station.

7.7 Auxiliary engines

7.7.1 Alarms and safeguards are indicated in Table 2.7.3 Auxiliary engines: Alarms and safeguards.

Table 2.7.3 Auxiliary engines: Alarms and safeguards

Item	Alarm	Note
Lubricating oil inlet temperature	High	—
Lubricating oil inlet pressure	1st stage low	—
	2nd stage low	Automatic shutdown of engine, see Pt 5, Ch 2, 7.5 Unattended machinery 7.5.4
Activation of oil mist detection arrangements (or activation of the temperature monitoring systems or equivalent devices of: - the engine main and crank bearing oil outlet; or - the engine main and crank bearing)	High	Automatic shutdown of engine, see also Pt 5, Ch 2, 7.1 General 7.1.2
Fuel oil high pressure piping	Leakage	See Pt 5, Ch 2, 7.5 Unattended machinery 7.5.5
Coolant outlet temperature (for engines >220 kW)	1st stage high	—
	2nd stage high	Automatic shutdown of engine, see Pt 5, Ch 2, 7.5 Unattended machinery 7.5.4
Coolant pressure or flow	Low	—
Fuel oil temperature or viscosity	High and Low	Heavy oil only
Overspeed	High	Automatic shutdown of engine, see also Pt 5, Ch 2, 7.4 Overspeed protective devices. Details of alternative proposals in accordance with the manufacturer’s instructions may be submitted for consideration
Common rail servo oil pressure	Low	—
Common rail fuel oil pressure	Low	—
Starting air pressure	Low	—
Electrical starting battery charge level	Low	—
Exhaust gas temperature (for engines >500 kW/cylinder)	High	Per cylinder.
Feed water or water/thermal fluid forced circulation flow (if fitted)	Low	See Pt 5, Ch 14, 6.2 Feed and circulation pumps 6.2.7 and Note 3
Uptake temperature	High	To monitor for soot fires. See Notes 3 and 4
Turbocharger speed	High	Category B and C turbochargers, see Notes 7 and 9
Turbocharger exhaust gas inlet temperature	High	Category B and C turbochargers, see Notes 8 and 9
Turbocharger lubricating oil outlet temperature	High	Category C turbochargers, if not a forced system, oil temperature near each bearing, see Notes 6 and 9
Turbocharger lubrication oil inlet pressure	Low	Only for forced lubrication systems on category B and C turbochargers, see Notes 5, 6 and 9
Note 1. For emergency engines, including engines used for the emergency source of electrical power required by SOLAS - International Convention for the Safety of Life at Sea, see Pt 5, Ch 2, 7.8 Emergency engines. Note 2. The arrangements are to comply with the requirements of the National Authority concerned. Note 3. Alarm only required when an exhaust gas economiser/boiler/thermal oil heater is fitted. Note 4. Alternatively, details of an appropriate fire detection system are to be submitted for consideration. Note 5. Separate sensors are to be provided if the lubrication oil system of the turbocharger is not integrated with the lubrication oil system of the engine or if it is separated by a throttle or pressure-reduction valve from the engine lubrication oil system. Note 6. Where outlet temperature from each bearing cannot be monitored due to the engine/turbocharger design alternative arrangements may be accepted. Continuous monitoring of inlet pressure and inlet temperature in combination with specific intervals for bearing inspection in accordance with the turbocharger manufacturer’s instructions may be accepted as an alternative. Note 7. Where multiple turbochargers are activated sequentially, speed monitoring is not required for the turbocharger(s) being activated last in the sequence, provided that all turbochargers share the same intake air filter and they are not fitted with waste gates. Note 8. Alarm and indication of the exhaust gas temperature at the turbocharger inlet is not required if alarm and indication for individual exhaust gas temperature are provided for each cylinder and the alarm level is set to a value specified by the turbocharger manufacturer. For Category B turbochargers, the exhaust gas temperature may be alternatively monitored at the turbocharger outlet provided that correlation between inlet and outlet temperatures is established and verified and the alarm level is set to a correspondingly safe level for the turbine. Note 9. See Pt 5, Ch 2, 12.1 General 12.1.2 for details of turbocharger categorisations.

7.7.2 For engines operating on heavy fuel oil, automatic temperature or viscosity controls are to be provided.

7.8 Emergency engines

7.8.1 Alarms and safeguards required are indicated in Table 2.7.4 Emergency engines: Alarms and safeguards.

Table 2.7.4 Emergency engines: Alarms and safeguards

Item	Alarm for engine power <220 kW	Alarm for engine power 220kW	Note
Fuel oil leakage from pressure pipes	Leakage	Leakage	See Pt 5, Ch 2, 7.5 Unattended machinery 7.5.5
Lubricating oil temperature	—	High	—
Lubricating oil pressure	Low	Low	—
Activation of oil mist detection arrangements (or activation of the temperature monitoring systems or equivalent devices of: - the engine main and crank bearing oil outlet; or - the engine main and crank bearing)	—	High	See Note
Coolant pressure or flow	—	Low	—
Coolant temperature (can be air)	High	High	—
Overspeed	—	High	Automatic shutdown
Note For engines having a power of more than 2250 kW or a cylinder bore of more than 300 mm.

7.8.2 The safety and alarm systems are to be designed to ‘fail safe’. The characteristics of the ‘fail safe’ operation are to be evaluated on the basis not only of the system and its associated machinery, but also the complete installation, as well as the ship.

7.8.3 Regardless of the engine output power, if shutdowns additional to those specified in Table 2.7.4 Emergency engines: Alarms and safeguards are provided except for the overspeed shutdown, they are to be automatically overridden when the engine is in automatic or remote control mode during navigation.

7.8.4 Grouped alarms of at least those items listed in Table 2.7.4 Emergency engines: Alarms and safeguards are to be arranged on the bridge.

7.8.5 In addition to the fuel oil control from outside the space, a local means of engine shutdown is to be provided.

7.8.6 Local indications of at least those items listed in Table 2.7.4 Emergency engines: Alarms and safeguards are to be provided within the same space as the engines and are to remain operational in the event of failure of the alarm and safety systems.