EMERGENCY RESPONSE PROCEDURES

“MAIN ENGINE FAILURE”

NOTES BY:
CAPT. PARVINDER SINGH
BHATIA

UPDATED:03 JUNE 2021

 ORALS
MAIN ENGINE PROTECTION SYSTEMS
• Basically there are four main types of protection systems used to
safeguard propulsion engine:
• 1. Alarm: In case of deviation of engine parameters from a set value,
an audible and visual alarm will sound which will give an early
warning of the problem.
• 2. Slow down: It is the next stage of protection when actions taken
are not sufficient to control the ongoing problem; hence engine slow
down is done to counter the disturbed parameter.
• 3. Shut down: When there is a higher fluctuation in the engine
parameters which can harm other systems of the engine, the shut
down protective devices cut off the fuel supply and the engine stops.
• 4. Starting Interlock: This will not allow the engine to start from the
stand-still condition if some important system within the engine has
not been operated or arranged properly.
 MAIN ENGINE TERMS

• Local manoeuvring control system: If the Remote Control manoeuvring system fails to
operate from both the remote stations, i.e. Bridge and ECR or the Governor of the M/E goes
faulty, additional safety is given to M/E by providing a Local manoeuvring control system
which is normally located in the E/R near the fuel pump platform of the M/E.
• Maximum Continuous Rating (MCR): Used for describing the specific fuel consumption when
the ship is cruising at maximum speed.
• Normal Continuous Rating (NCR): The rating at which the Engine can be operated most
efficiently, economically and with least maintenance, typically 85~95% MCR (this is usually the
contractual output for which the propeller is designed).
• Service Continuous Rating (SCR): Used for describing the speed and specific fuel
consumption when the ship is cruising at continuous service speed.
• Stopping distance: It is the distance, which a ship will continue to move after action is taken
to stop engines and till the ship comes to rest. Stopping distance details may be provided for
sea speed, harbour speed, half speed etc. It may be provided for loaded & light conditions.
• Ship slip: It is the difference between the speed of the Engine and the actual observed speed
of the ship.
• Slip = 100% – Efficiency. Where, Efficiency = observed distance covered or engine speed.
• Positive slip is influenced by various reasons such as fouled bottom or hull part which offers
resistance to the movement of the ship, environmental factors such as water current and
wind against the ship direction.
 MAIN ENGINE FAILURE CATEGORIZATION
• 1. Control equipment failure: (e.g. governor failure, load control failure,
defective trips for high temperature cooling or low L.O pressure etc).
• 2. Electric failure: (e.g. loss of electrical power etc).
• 3. Human error.
• 4. Lack of fuel: (e.g. blocked filters, water in fuel, fuel supply piping and
failure of pumps etc).
• 5. Lack/leakages of air starting valve.
• 6. Mechanical failure: (e.g. reversal system failure, lack of compression,
engine seizure, loss of lubrication, overheating, crankcase oil mist,
scavenge fire, gearbox problems, Shaft intermediate bearing failure,
Stern tube bearing failure, etc).
• 7. Other causes: Depleted air bottles: Excessive numbers of engine
starts/ stops during manoeuvring will deplete pressure in the main
engine start bottles which can result in loss of control of the vessel at
critical times, such as when docking, due to the engine failing to start.
 ORALS - MAIN ENGINE

• Full Ahead to Stop: The Engine Load Programme activates and

there are limiters set in the modern engines which take care of
gradually reducing the RPM to zero, irrespective of the command
given from the wheelhouse.   
• Cancel slow down: In extreme circumstances, if you need to have
the engines stopped faster, it is possible to override the slow
down, by means of this “Cancel slow down” push button.
• Emergency Stop: The button pulls the countershaft for the fuel
pumps to the stop position, cutting off the fuel supply and
stopping the engines. With a controllable-pitch propeller, the stop
button may declutch the engine from the propeller.
• Crash Stop or Crash Astern: Here the M/E which is moving in an
ahead direction is given an order for Emergency Full Astern or full
astern, as available, leaving the rudder in the mid ship position to
stop the ship within minimum distance and shortest possible time.
 ACTIONS-EMERGENCY SLOW DOWN

• a) Acknowledge alarms.
• b) Alert Master, await advice from the E/R.
• c) Be aware of the effects of leeway and tide, which
are greater than when at full speed.
• d) Consider the consequences of full engine
blackout/breakdown.
• E) Undoubtedly the Engine Room will need to take
engine room control whilst sorting out the problem,
therefore, in liaison with the Engineers, bring the
telegraph to stop.
• Accept the control room indication once the Engineers
have transferred from Wheelhouse to ER control.
 ORALS - MAIN ENGINE-CRASH STOP STEPS
• a. In Bridge control mode, OOW should directly put the telegraph to Emergency Full Astern
or full astern, as available and Engine will automatically comply with the order.
• b. Main Engine fuel supply is immediately put to zero.
• c. Engine may continue to turn in ahead direction due to the momentum of the vessel even
if the fuel supply is cut off, hence the tachometer on the bridge may still show ahead rpm.
• d. Engine (Engineer will do this it is in Engine control mode) is now waiting for the ahead
rpm of the engine to come down to the reversing level as prescribed by the engine
manufacturer (which is around 25% to 30 % of MCR rpm)
• e. As the engine rpm reaches the reversing level, admit starting air (in the astern direction)
this is also known as braking air. Attempting to admit the braking air at higher rpm is
termed as “braking air”, which can cause very high level of Stresses and break the crank
shaft.
• f. Repeated kicks of braking air are then given to bring down the engine rpm to zero.
• g. Once engine rpm is at zero, starting air in astern direction is admitted.
• h. As the engine rpm reaches the start level in astern direction, fuel is injected.
• i. Engine starts turning on fuel in astern direction.
• j. Vibration may be set up due to heavy wake disturbance.
• k. Crash astern will not immediately stop the vessel which was moving in ahead direction
with full speed, it will take some time.
 MAIN ENGINE FAILURE EMERGENCY PROCEDURES
• GENERAL: Master to follow the company SMS procedures, often described in
a stand-alone document called the “Emergency Procedures Manual”.
• 1. Check for other vessels in the vicinity and for the proximity of navigational
hazards.
• 2. Inform the Master of the circumstances.
• 3. Exhibit NUC lights or shapes, use sound signals as necessary and modify AIS
status.
• 4. Engage hand steering. If vessel is coastwise, or in traffic, pull out of the
mainstream whilst the vessel has headway by inertia. Head away from the
nearest danger.
• 5. If in shallow waters run the echo sounder.
• 6. With nearby traffic, use appropriate whistle and Aldis signals to advantage.
• 7. Consider warning other vessels in the vicinity by VHF, (Broadcast SAFETY or
URGENCY message, as appropriate).
• 8. If in coastal waters, Local Authorities may need to be advised.
• 9. Note the vessels position, and estimate the effects of tide and/or leeway.
• 10.  If circumstances so dictate, prepare a party for anchoring.
 MAIN ENGINE FAILURE EMERGENCY PROCEDURES

• 11. The Engine Room will probably require you to put the telegraph to stop,
and they will then take E/R Control.
• 12. Liaise closely with the Engine Room as to cause of breakdown, establish
whether repairs are possible, and estimate time for repairs to be carried out.
Assess if shore assistance required and any spare parts be required.
• 13. Dependant upon the seriousness of the failure consider use of tugs, their
ETA and the possibility of Lloyds Open Form.
• 14. Note the time of the breakdown and all details are to entered into the
Deck Operations Log.
• 15. All interested parties - Owners, Charters, Operators will need to be
informed of the circumstances and of the anticipated delay.
• 16. Consider the possibility that Class and/or P&I may be required to attend at
the next port and prepare a written report.
• 17. Photographic evidence of the failure if available, similarly drawings and
sketches. Any broken parts should be retained on board for further analysis.
• 18. Once passage has been resumed notify all interested parties.
• 19. The Deviation report shall be completed in consultation with the Company.
 NOTIFICATION TO OWNERS-MAIN ENGINE FAILURE

• GENERAL: The Master must report the incident to the Owners, and
provide at least the following information:
• 1. Time of engine failure, specifying the local time zone.
• 2. Position of vessel.
• 3. Current condition of vessel.
• 4. Weather conditions and the forecast for the next two days.
• 5. Indication of the exact machinery and component(s) that failed.
• 6. Clear and accurate indication of the extent of the failure, and whether it
has resulted in, or may result in, the engine being fully or partially out of
order.
• 7. If possible, the cause of the failure.
• 8. A description of the repair work required and any spare parts that need
to be delivered to the vessel in addition to usable spare parts on board.
• 9. The position numbers of the damaged parts as they appear in the
instruction manual (number of table or page) or in drawings. To identify
the engine parts, use the same names as in the instruction manual.
 Q &A FOR MASTER
• Following an engine room explosion, your engines are inoperable. The ship’s
position is 8 miles off a ‘lee shore’ and you are drifting down. What action
would you take?
• In these circumstances where there is no possibility of instigating repairs, I
would immediately make a MAYDAY with only 8 miles distance of the shore
line. I would also request the assistance of a ‘tug’.
• It would be my intention to reduce the rate of drift towards the shore, while
awaiting the tugs arrival, by taking the following actions:
• (a) Ballast the fore end of the vessel to increase the windage (exposed area of
the ship) aft. This would hopefully present the bows to the wind and reduce
drift.
• (b) Walk back both anchors to provide drag effect and slow the drift.
• (c) If the depth reduced to shallows I would consider use of anchors for
emergency holding off.
• (d) Order the Chief Officer to prepare a suitable towing arrangement (probably
a composite tow line).
• (e) Communications to include informing owners, obtaining weather forecast
and Coastguard Authority.