Engine Room Procedures


TECHNICAL OPERATIONS

ENGINE ROOM PROCEDURES

Engine log should be completed (if not automatically done by a data logger) with two sets of temperatures and other readings, to be recorded once in the morning and once in the afternoon. Unmanned period and duty engineers name to be recorded as well

If the engine room is not equipped with a dead-man alarm, the duty engineer has to report every thirty minutes to the deck-officers when attending engine room. If he fails to report it is the duty of the deck-officer to ensure that all is well in the engine room.

The final decision to go unmanned is the Master's, who must be guided on technical matters by the chief engineer.

Whilst the vessel is operating with engine room in unmanned mode, the certified watchkeeping engineers (2nd / 3rd engineer) will operate a duty rotation which will ensure that at least one of these officers is on duty at all times. A not certified watchkeeping engineer can only be on duty under the direct responsibility of the chief engineer. On vessels with only two engineers, the chief engineer will also be part of the duty rotation. The chief engineer is responsible for the organisation and supervision of the duty rotation.

MANOEUVRING

During manoeuvring the engineer on watch is to remain in close proximity to the manual controls, so as to be able to take over in the event of a breakdown. It is the responsibility of the chief engineer that all engineers are familiar with the take-over procedures, as well as the manual- and emergency manoeuvring procedures.

BUNKER RESERVES

At the begin of each passage, vessels should have on board sufficient bunkers for the voyage contemplated, plus an adequate reserve to cover contingencies. Whilst the ultimate responsibility for ensuring that the vessel has sufficient bunkers on board rests with the Master, it remains the responsibility of the chief engineer to inform the Master of the exact amount of usable and unusable bunkers on board, together with his assessment of the quantities required for the passage.

The following quantities are regarded as an adequate reserve:

  • one day's reserve for each four days of passage
  • the reserve applies to both diesel and intermediate fuel oil
  • the reserve on diesel oil and / or intermediate fuel oil should on each occasion be at least sufficient in the event of turbo alternator or shaft alternator breakdown, to enable the vessel to proceed the voyage using diesel alternators only.

Above mentioned guideIines can be adapted to Master's discretion in case of :

  • short sea trades
  • anticipated weather conditions
  • possible rescheduling
  • coastal trade

LUBRICATING OIL RESERVES

It is the responsibility of the chief engineer to ensure that there is on board at the beginning of each passage sufficient lubrication oil to meet the anticipated consumption together with following reserves:

  • Main engine crankcase oil
    • one full charge for the system
    • a reserve equivalent to one day's normal usage for each 5 days of steaming
  • Cylinder oil
    A minimum reserve equivalent to twenty percent of the anticipated consumption during the voyage
  • Diesel alternator lubricating oil
    A reserve sufficient to :
    • charge the system of each alternator needed
    • an amount equivalent to one day's make-up for each 5 days on passage
  • Adequate reserves, about three months consumption, of small lubricating oils should be maintained, also a spare charge for each hydraulic system.

Exceptions to this policy are to be discussed case by case with the superintendent of the vessel

NOTE

All grades of lubricating oils are to be ordered at the same time, taking into account the anticipated consumption and storage possibilities.