HSC Machinery Requirements

MACHINERY
INSTALLATION
REQUIREMENTS
INTRODUCTION
The IMO conventions ratified in terms of ship
construction and operations are for steel hulled
ships with sufficient operational controls to
enable 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
Although this shift from planing vessels to
displacement vessels has given rise to new
technological challenges, it has also made it
possible to apply well-established methods
developed for conventional vessels to the
design and analysis of these craft with novel
hull forms.
INTRODUCTION
These ships do not necessarily be (in most of
the cases not) in compliance with the
provisions of the international conventions
relating 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 in
restricted 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 10
in SOLAS1974.
The safety philosophy recognizes the
infrastructure available during 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 carried
on 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 human
factors 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 speed
marine 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 the
vessel in m
3
.

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 Froude
number is determined by the formula:
Fr = v/gL
where v is the velocity of the ship, g is
acceleration due to gravity and L is the length
of 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, as
in 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 passengers
and 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 arranged
such 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 20
th
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 rapidly
reaching 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 with
increase 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 engine
weight 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, and
then 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 above
the 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 to
reduce 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 side
so 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
Maintenance Costs
Speed Requirements
Navigational Area Requirements
On-Board Vibration and Noise

Currently three types of propulsive systems are
widely used on High Speed Crafts as given below:
Submerged Propellers
Surface Propellers
Water Jets
Most vessels utilize fixed-pitch, submerged
propellers.
Surface propellers are fitted to vessels designed
for performance at high speed or to those with an
operational draft limitation.
At present Water Jet propulsors are becoming
more popular in the place of Submerged
Propellers.
IMO
HSC
CODE
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 and
environmental 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
the sources of water pressure;
an air compressor and receiver for starting or
control purposes; and
the hydraulic, pneumatic or electrical means for
controlling the main propulsion machinery,
including controllable-pitch propellers.
However, having regard to overall safety
considerations, a partial reduction in propulsion
capability from normal operation may be accepted.

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 piping
systems 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 +32
o
C
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
The engines shall be protected against over-speed,
loss of lubricating oil pressure, loss of cooling
medium, high temperature, malfunction of moving
parts and overload.
Safety devices shall not cause complete engine
shutdown without prior warning, except in cases
where there is a risk of complete breakdown or
explosion.
Such safety devices shall be capable of being
tested.

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
The ventilation arrangements in the machinery spaces
shall be adequate under all operating conditions and,
arrangements shall ensure that enclosed engine
compartments are forcibly ventilated to the
atmosphere before the engine can be started.
Any main diesel propulsion system shall have
satisfactory torsional vibration and other vibrational
characteristics verified by individual and combined
torsional and other vibration analyses for the system
and its components from power unit through to
propulsor.

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 m
3
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 and
trim and degree of motion of the craft.
Arrangements shall be provided to ensure that
visual and audible alarms are activated in the event
of 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 or
explosion.
Where diesel engines are arranged to be started,
reversed or controlled by compressed air, the
arrangement of the air compressor, air receiver and
air starting system shall be such as to minimise the
risk of fire or explosion.
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 craft
or any other persons.
Turbines shall be safeguarded as far as practicable
against the possibility of damage by ingestion of
contaminants 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
Transmissions: The transmission shall be of
adequate strength and stiffness to enable it to
withstand the most adverse combination of the
loads expected in service without exceeding
acceptable stress levels for the material concerned.
The design of shafting, bearings and mounts shall
be such that hazardous whirling and excessive
vibration could not occur at any speed up to 105%
of the shaft speed attained at the designed over-
speed trip setting of the prime mover.

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 in
adequate 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 a
port of refuge under its own power.
Cargo craft shall be capable of maintaining the
essential machinery and control in the event of a
fire 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 of
the oil is less than 43
o
C.
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 the
event 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 under
flooding 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 operation
under 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 crew
accommodation, 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 is
calculated as per the formula: Q
n
=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 individual
submersible 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 the
oily-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 for
fuel 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 the
machinery.
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.

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 10C
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%.

AS PER HSC CODE
Single or two stage water filtration systems should be
fitted to machinery space ventilation systems of craft
liable to generate spray in conditions up to the maximum
the craft is certified to operate in.

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
makers allowable limit.
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 the
water 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.
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 and
emergency 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.
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 his
actions.
"Back-up control systems" comprise all equipment
necessary to maintain control of essential functions
required for the craft's safe operation when the main
control systems have failed or malfunctioned.

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.
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 control
shall 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
For category B and cargo craft, remote control
systems for propulsion machinery and directional
control shall be equipped with back-up systems
controllable from the operating compartment.
For cargo craft, instead of a back-up system
described above, a back-up system controllable
from an engine control space such as an engine
control room outside the operating compartment is
acceptable.
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 compartment
which 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
Alarm systems shall comply with requirements of
Code of Alarms and Indicators 1995 adopted by
IMO resolution.
Alert. Alerts announce abnormal situations and
conditions requiring attention. Alerts are divided
in four priorities: emergency alarms, alarms,
warnings and cautions.
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 and
operation 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 which
are not immediately hazardous, but may become
so, if no action is taken.

AS PER HSC CODE
Caution. Lowest priority of an alert. Awareness of
a condition which does not warrant an alarm or
warning condition, but still requires attention out
of the ordinary consideration of the situation or of
given information.
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 emergency
alarms, which should be indicated primarily by a
signal.
In machinery spaces with high ambient noise
levels, signals should be supplemented by
indicators.
AS PER HSC CODE
Signals and announcements may also be
supplemented by indicators in accommodation
spaces.
Where audible alerts are interrupted by public
announcements the visual alert should not be
affected.

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 constant
light 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.
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 requiring
immediate action shall be provided in control
stations;
activation of a fire-detection system;
total loss of normal electrical supply;
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
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
extinction of side, masthead or stern navigation
lights;
low level of contents of any fluid reservoir the
contents of which are essential for normal craft
operation;
failure of any connected electrical power source;
failure of any ventilation fan installed for
ventilating spaces in which inflammable vapours
may accumulate; and
diesel engine fuel line failure.

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, feedback
instrumentation shall be provided in the main
control station to verify the action initiated has
been fully implemented.

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 for
certain alarm conditions where it may lead to
catastrophic failures.
When any automatic shutdown system is activated
an alarm to indicate activation shall be given in the
control station.

AS PER HSC CODE
Required alert systems should be continuously
powered and should have an automatic change-
over to a stand-by power supply in case of loss of
normal power supply.
Emergency alarms and alarms should be powered
from the main source of electrical power and from
the emergency sources of electrical power unless
alternative means are provided.

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 normal
monitoring and alarm system.

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
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, variable
geometry of the craft or its lift-system components
or by a combination of these devices.
Steering devices are to be installed so as to be
accessible at all times and to be able to be
maintained without difficulty.
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 directional
control systems shall be extremely remote when
the craft is operating normally, i.e., excluding
emergency situations such as grounding, collision
or a major fire.

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 for
Passenger crafts-B and for all systems where the
torque required is more than 25kNm.
Secondary means of steering shall be manual type
up to 40kNm. During the manual mode speed
restriction may be necessary.

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
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 safe
situation.
The Administration may allow a short period of
time to permit the connection of a secondary
control device when the design of the craft is such
that such delay will not, in their opinion, hazard
the craft.

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 the
classification society, if hazard to the stability of
the craft can occur.
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 suitable
mechanical stopping arrangements at the
maximum design steering device angle.
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
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 to
ensure maximum protection while remaining
readily accessible.
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 a
way that the second control system remains fully
serviceable.
Tanks forming part of a hydraulic control system
are to be fitted with oil level indicators.
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 to
refill at least one of the control systems, including
the service tank.
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 operated
from other positions, then two way communication
shall be arranged between the operating station and
these other positions.

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 or
malfunction.
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
Electrical Installation: General Requirements:
The crafts electrical system may be divided into
supply and users or consumers.
Again the supply may be divided into those
components which generate and those which
distribute.
Generation covers the following:
Prime movers

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
Section Switch Board
Group Starter Panels
Circuit Breakers
Transformers
Cabling
Switches, Fuses etc.

AS PER HSC CODE
The consumers include all the machinery,
equipment and systems which consume electrical
energy.
The normal operational condition is the condition
under which the ship as a whole is in working
order and functioning normally.
AS PER HSC CODE
The conditions of habitability indicates that the
minimum required services for living conditions
such as cooking, heating, domestic refrigeration,
mechanical ventilation, sanitary and fresh water
services.
The emergency condition is a condition under
which any services needed for normal operational
and habitable conditions are not in working order
due to failure of the main supply failure.
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
Primary essential services, which need to be in
continuous operation for maintain propulsion and
steering include:
Steering Gears
Pumps for Controllable Pitch Propellers
Fuel Oil Supply, Lubricating and Cooling water
pumps for main, auxiliary engines and turbines
necessary for propulsion.
Ventilation necessary for propulsion.

AS PER HSC CODE
Azimuth thrusters which are the sole means for
propulsion/steering with lubricating oil pumps,
cooling water pumps etc.
Electrical equipment for electrical propulsion plant
with lubricating oil pumps and cooling water
pumps.
Electric generators and associated power sources
supplying primary essential equipment.
AS PER HSC CODE
Hydraulic pumps supplying primary essential
equipment.
Control, monitoring and safety devices/systems of
equipment for primary essential services.
Fire detection and alarm systems

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
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 tight
closing appliances
Electrical generators and associated power
sources supplying secondary essential equipment

AS PER HSC CODE
Hydraulic pumps supplying secondary essential
equipment
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 without
recourse to the emergency source of electrical
power;

AS PER HSC CODE
electrical services essential for safety will be
ensured under various emergency conditions;
and
the safety of passengers, crew and craft from
electrical hazards will be ensured.
The electrical system shall be designed and
installed so that the probability of the craft being
at risk of failure of a service is extremely remote.
AS PER HSC CODE
Where loss of particular essential service would
cause 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 supply
or 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 of
supplies 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 more
constant-voltage propulsion generating sets, the
craft's service electric power may be derived from
this source and additional service generators need
not be fitted, provided that effective propulsion be
maintained with one propulsion generator out of
service.

AS PER HSC CODE
The capacity of these generating sets shall be such
that, in the event of any one generating set being
stopped or failing, it will still be possible to supply
those services necessary to provide the normal
operational conditions of propulsion and safety.
Minimum comfortable conditions of habitability
shall also be ensured which include at least
adequate services for cooking, heating, domestic
refrigeration, mechanical ventilation, and sanitary
and fresh water.

AS PER HSC CODE
One of the required generators may be a generator
driven by a main propulsion unit (shaft generator)
intended to operate at constant speed, (e.g. a
system where craft speed and direction are
controlled 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 for
the 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, steering
and 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 to
ensure that, with any one generator or its primary
source of power out of operation, the remaining
generating set shall be capable of providing the
electrical services necessary to start the main
propulsion plant from dead craft condition.
AS PER HSC CODE
If transformers form an essential part of the
electrical distribution system, sufficient
redundancy shall be arranged for continuity of the
systems.
This requirement also applies to static converters
or charging units.
AS PER HSC CODE
Each transformer required is to be located as a
separate unit, with a separate enclosure or
equivalent arrangement, and is to be served by
separate circuits on the primary and secondary
sides.
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 provided
with 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 least
two parts which shall be connected by a circuit
breaker or other approved means.

AS PER HSC CODE
So far as is practicable, the connection of
generating 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 the
feeders 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 is
a generator, it shall be:
Driven by a suitable prime mover with an
independent supply of fuel having a flash point
not below 43
o
C.
AS PER HSC CODE
Started automatically upon failure of the
electrical supply from the main source of
electrical power and shall be automatically
connected to the emergency switchboard and
able to take full load as quickly as possible, but
within 45seconds.
The transitional source of power shall be
available for the time between changeovers.

AS PER HSC CODE
Where the emergency source of electrical power is
an 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
switchboard in the event of failure of the main
source of electrical power;

HSC Machinery Requirements

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