46 CFR 62.35-5: Remote propulsion-control systems

Last reviewed: November 9, 2026

This section covers vessels with remote propulsion control from the navigating bridge, an ECC, a maneuvering platform, or elsewhere. Those vessels must have manual alternate propulsion control at the equipment. It also sets equipment, bridge control, transfer, and failsafe requirements.

Applies toAll vessels having remote propulsion control from the navigating bridge, an ECC or maneuvering platform, or elsewhere.

What it says

  1. Vessels with remote propulsion control must have a manual alternate propulsion control located at the equipment.

    46 CFR 62.35-5(a)“must have a manual alternate propulsion control located at the equipment.”

  2. Each control location named in paragraph (b) must include a guarded manually actuated safety trip control, which stops the propelling machinery, for each independent propeller controlled.

    46 CFR 62.35-5(b)(2)“A guarded manually actuated safety trip control (which stops the propelling machinery) for each independent propeller controlled;”

  3. Navigating bridge remote propulsion control must be performed by a single control device for each independent propeller.

    46 CFR 62.35-5(c)(1)“Navigating bridge remote propulsion control must be performed by a single control device for each independent propeller.”

  4. On vessels propelled by internal combustion engines, an alarm must annunciate on the navigating bridge and at the maneuvering platform or ECC, if provided, to indicate starting capability less than 50% of that required by § 62.35-35.

    46 CFR 62.35-5(c)(3)“an alarm must annunciate on the navigating bridge and at the maneuvering platform or ECC, if provided, to indicate starting capability less than 50% of that required by § 62.35-35.”

  5. Manual alternative-propulsion-control locations must be capable of overriding, and of operating independent of, all remote and automatic propulsion-control locations.

    46 CFR 62.35-5(d)“Manual alternative-propulsion-control locations must be capable of overriding, and of operating independent of, all remote and automatic propulsion-control locations.”

  6. Each operator control device must have a detent at the zero-thrust position.

    46 CFR 62.35-5(e)(1)“Each operator control device must have a detent at the zero-thrust position.”

  7. Automatic safety trip operation must occur only when continued operation could result in serious damage, complete breakdown, or explosion of the equipment.

    46 CFR 62.35-5(e)(2)“Propulsion machinery automatic safety trip control operation must only occur when continued operation could result in serious damage, complete breakdown, or explosion of the equipment.”

  8. Remote propulsion control systems must be failsafe by maintaining the preset speed and direction of thrust until local manual or alternate manual control is in operation, or the manual safety trip control operates.

    46 CFR 62.35-5(e)(3)“Remote propulsion control systems must be failsafe by maintaining the preset (as is) speed and direction of thrust until local manual or alternate manual control is in operation, or the manual safety trip control operates.”

Common questions

Do vessels with remote propulsion control need a manual control at the equipment?

Yes. All vessels having remote propulsion control must have a manual alternate propulsion control located at the equipment.

“must have a manual alternate propulsion control located at the equipment.”

Can safety trip controls be overridden?

Generally no. The text prohibits overrides except those mentioned in § 62.25-10(a)(4) and temporary overrides located at the main navigating bridge control location.

“Other than the overrides mentioned in § 62.25-10(a)(4) and temporary overrides located at the main navigating bridge control location, overrides of these safety trip controls are prohibited.”

What happens when a remote propulsion control system fails?

Failure must activate alarms on the navigating bridge and in the machinery spaces.

“Failure must activate alarms on the navigating bridge and in the machinery spaces.”

What must each operator control device have at the zero-thrust position?

Each operator control device must have a detent at the zero-thrust position.

“Each operator control device must have a detent at the zero-thrust position.”

The text of 46 CFR 62.35-5

Electronic Code of Federal Regulations (eCFR), current as of March 31, 2026 · Read it on eCFR

Remote propulsion-control systems

(a) Manual propulsion control. All vessels having remote propulsion control from the navigating bridge, an ECC or maneuvering platform, or elsewhere must have a manual alternate propulsion control located at the equipment.

Note 1 to paragraph (a): Separate local control locations may be provided for each independent propeller.

(b) Centralized propulsion control equipment. Navigating bridge, ECC, maneuvering platform, and manual alternate control locations must include—

(1) Control of the speed and direction of thrust for each independent propeller controlled;

(2) A guarded manually actuated safety trip control (which stops the propelling machinery) for each independent propeller controlled;

(3) Shaft speed and thrust direction indicators for each independent propeller controlled;

(4) The means to pass propulsion orders required by §§ 113.30-5 and 113.35-3 of this chapter; and

(5) The means required by paragraph (d) of this section to achieve control location transfer and independence.

(c) Main navigating bridge propulsion control. (1) Navigating bridge remote propulsion control must be performed by a single control device for each independent propeller. Control must include automatic performance of all associated services, and must not permit rate of movement of the control device to overload the propulsion machinery.

(2) On vessels propelled by steam turbines, the navigation bridge primary control system must include safety alarms for high and low boiler water levels and low steam pressure.

(3) On vessels propelled by internal combustion engines, an alarm must annunciate on the navigating bridge and at the maneuvering platform or ECC, if provided, to indicate starting capability less than 50% of that required by § 62.35-35.

(d) Transfer of control location. Transfer of control location must meet section 4-9-2/13.11 of the ABS Marine Vessel Rules (incorporated by reference; see § 62.05-1). Manual alternative-propulsion-control locations must be capable of overriding, and of operating independent of, all remote and automatic propulsion-control locations.

(e) Control system details. (1) Each operator control device must have a detent at the zero-thrust position.

(2) Propulsion machinery automatic safety trip control operation must only occur when continued operation could result in serious damage, complete breakdown, or explosion of the equipment. Other than the overrides mentioned in § 62.25-10(a)(4) and temporary overrides located at the main navigating bridge control location, overrides of these safety trip controls are prohibited. Operation of permitted overrides must be alarmed at the navigating bridge and at the maneuvering platform or ECC, as applicable, and must be guarded against inadvertent operation.

(3) Remote propulsion control systems must be failsafe by maintaining the preset (as is) speed and direction of thrust until local manual or alternate manual control is in operation, or the manual safety trip control operates. Failure must activate alarms on the navigating bridge and in the machinery spaces.

Sections it refers to

The plain-English explanation on this page was written with AI from the regulation text above and checked automatically before publishing: every quote appears in the text, every number comes from it, and a second model confirmed each statement adds nothing the text doesn't say. Regulation text current as of March 31, 2026. The regulation text governs. RegKnot is not affiliated with the U.S. Coast Guard.