Traditionally the control and monitoring of ship propulsion, electrical generation, auxiliaries and damage control has been carried out using independent systems. Some equipment has been remotely controlled from the machinery control room or the bridge, but for many auxiliaries only local control has been provided. This has been typical of warships as well as merchant ships. For some time, however, there has been a trend towards combining these systems to facilitate operation from one position, and increasing the extent of remote control and automation. Instead of propulsion control with 200-300 points, requirements now include most of the main ship machinery and need 3000-4000 points. Such systems are well within the scope of industrial automation techniques, but these have been adopted less readily on merchant ships, while warships designers have been even more cautious. The reasons behind this reluctance can be dismissed as conservatism, but are made up of real concerns as to whether the equipment will perform adequately under all expected shipboard conditions. The main areas where doubts arise have been fault tolerance, operator overload in emergencies and the ability to find and repair defects.

  • Supplemental Notes:
    • Instn. Electrical Engrs., Colloquium on Control in the Marine Industry, held 28 January 1988, p. 8/1 [3 pp., 1 ref., 1 fig.]
  • Authors:
    • Marwood, C T
  • Publication Date: 1988


  • English

Subject/Index Terms

Filing Info

  • Accession Number: 00716198
  • Record Type: Publication
  • Source Agency: British Maritime Technology
  • Files: TRIS
  • Created Date: Feb 28 1996 12:00AM