Bridge control for main propulsion machinery

Advantages of Bridge Control

The control of main propulsion systems and bow thrust units from the bridge has
following advantages:
(i)
Response to bridge order is quicker and more consistent, this facilitates
manoeuvring operations.
(ii)
More accurate speed control is possible.
(iii)
Engineers are freed from positions at the controls.
Need for Bridge control during UMS operation
Unattended machinery spaces (designated u.m.s.) in the regulations are, on modern
automated vessels, mainly unattended overnight and it is essential therefore that during
this time the bridge officer on watch should have control of the main engines.
Alarm & Indication for Engineers
In the event of minor emergencies when the machinery space is unattended, the engineer
on cabin watch will be informed of malfunctions in the machinery by his cabin monitor,
which gives audible and visual alarm of such things as incorrect lubricating oil pressure
or temperature, incorrect cooling water pressure or temperature, high water level in
bilges, etc.
Alarm & Indication on Bridge
The bridge control panel should be simple and have important information for remote
control of engine.
Indication:

Ordered rpm & direction (Telegraph with buzzer)

Engine rpm &direction
Engine load/ fuel link
Propeller pitch (if CPP)
Starting Air pressure
Engine control position: Bridge/Control room/Local control
Emergency stop
Engine status: normal or alarm condition, shut down, Turning gear
engaged, Starting air blocked
Lamp test

Control of Engine
The propeller speed, direction of rotation and, if applicable, the propeller pitch is
controlled from the, bridge under all sea going and manoeuvring conditions.
Acceleration & deceleration program to gradually increase and decrease load on the
engine is provided, with provision for override in case of emergency.
This program will quickly pass through the critical speed range of an engine
Means provided to ensure satisfactory control of propulsion from the bridge in both the
ahead and astern directions.

Smooth Change Over

In order to operate, the control selection switch would be turned to bridge control and if
the over-riding controller in the engine room has been switched to bridge control the
bridge officer operate the engine direct in a smooth manner without altering the engine
load.
Control of the propulsion machinery is from one control station at any one time.
Emergency Stop
Means of control, independent of the bridge control system, is provided on the bridge to
enable the watch keeper to stop the propulsion machinery in an emergency.
Communication
Two means of communication are provided between the bridge and the main control
station in the machinery space. One of these means is the bridge control system/
telegraph; the other is a telephone, which can function even during power black out.
Engine operation from Bridge
Let us assume the speed control lever moved to about 100 rev/min ahead, the following
sequence of events would automatically occur:
1. Providing the turning gear is out, fuel off, lubricating oil on, cooling water on and
starting air lever in ahead position, starting air would be supplied to the engine.
2. When the engine reaches firing speed the starting air will be shut off.
3. If the engine is turning in the correct direction at the correct speed fuel will be
supplied.
4. The fuel supply will be gradually increased to bring engine speed up to the desired
value.
If the engine should fail to start, alarm indication would be given and the operational
sequence could be repeated.

Start Air Pressure

Prop RPM

Responsibility

Bridge
CPP Pitch
Ahead

Control
Room

Local

Main Engine Status

Emergency Stop FWE Standby Full away

Engine Malfunction
Shut Slow Abnormal
down down

Astern
Telegraph

Telephone