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The Engine Room Procedures Guide provides authoritative and comprehensive guidance on engine room procedures, to ensure that ships’ engine rooms are operated and managed safely while protecting the environment. A companion to the globally recognised ICS Bridge Procedures Guide, the Engine Room Procedures Guide can be used on all types of merchant ship.
The guide sets out routine engine room procedures and includes useful checklists for the ship’s engineering team. It provides clear guidance on safe and environmentally responsible engine room operation and maintenance, supporting internationally agreed standards and recommendations adopted by the International Maritime Organization (IMO).
The guide is an invaluable tool for Chief Engineers and other members of the engineering team, as well as shipping companies and training institutions.
It is recommended that a copy is carried on board every merchant ship.
Key features in the second edition:
Updated Content: The new edition embraces internationally agreed regulations of the IMO, ensuring that engine room crew have access to current and reliable procedures that support greenhouse gas emissions measures, such as how to safely conduct low load operations.
Expanded Coverage: The guide covers a wide array of engine room procedures, from routine maintenance to emergency response protocols, providing a comprehensive reference for crew members. The guide includes crucial new procedures on handling alternative fuels such as liquefied natural gas, and highlights the latest common engine room deficiencies to help crew prepare for port state control inspections.
Enhanced Safety Measures: Safety is a top priority in the maritime industry, and this edition emphasises safety procedures to ensure the well-being of all crew members and the environment. It includes updated and consolidated enclosed space entry procedures that align with latest industry best practice.
User-Friendly Design: The guide is designed for ease of use, with a clear layout and navigational features that make finding the right information quick and straightforward.
Author | International Chamber of Shipping |
Publisher | International Chamber of Shipping Publications |
Edition | Second Edition |
Publication month | 2024 - February |
ISBN | 978-1-913997-54-0 |
Shipping Weight | 1.500Kg |
Abbreviations Definitions Chapter 1 Introduction 1.1 The value of procedures 1.2 Changes in the engine room 1.3 An effective engineering team 1.4 Documentation 1.5 Environmental protection 1.6 Company policy and procedures 1.6.1 The Safety Management System (SMS) 1.6.2 Drug and alcohol policy 1.6.3 Personal electronic devices and cyber security 1.6.4 Smoking policy Chapter 2 Engineering department organisation 2.1 Chief engineer 2.1.1 Role as director of operations 2.1.2 Standing orders 2.1.3 Night and day orders 2.2 The engineering team 2.2.1 The watchkeeping team, for ships that operate a 2.2.2 The UMS team, for ships operating a UMS system 2.2.3 The maintenance team 2.3 Familiarisation of new crew 2.4 Role of the electro-technical officer (ETO) Chapter 3 Engineering team management 3.1 Officer in charge of an engineering watch (EOOW) 3.1.1 Chief engineer’s representative 3.1.2 Primary duties 3.1.3 Secondary duties 3.2 Watchkeeping ratings 3.3 The maintenance team 3.3.1 The planned maintenance system (PMS) 3.3.2 Senior maintenance engineer 3.3.3 Ratings 3.4 The human element 3.4.1 ‘Just culture’ 3.4.2 Challenging decisions 3.4.3 Thinking aloud 3.4.4 Personal protective equipment (PPE) 3.5 Work and rest hours Chapter 4 Communication 4.1 A common working language 4.2 Quality of communication 4.2.1 Closed loop system 4.2.2 Recording devices 4.2.3 Communication and people’s cultures 4.3 Briefing and debriefing 4.4 Communication with the bridge 4.4.1 Situation reviews 4.4.2 Unattended machinery space (UMS) operation 4.4.3 Manoeuvring 4.5 Communication with other departments 4.5.1 Cargo operations 4.5.2 Hotel and other departments 4.6 Call for help 4.6.1 Night call outs 4.6.2 Engineers’ call alarm 4.7 Radio communication 4.8 Talkback and sound-powered phones Chapter 5 Safety of the ship 5.1 General 5.2 Regulations 5.3 Fire 5.3.1 Causes 5.3.2 Prevention 5.3.3 Preparedness and response 5.4 Flooding 5.4.1 Causes 5.4.2 Prevention, preparedness and response 5.4.3 Watertight doors 5.5 Loss of control of navigation and ship’s systems Chapter 6 Emergency preparedness Chapter 7 Critical operating periods 7.1 Crewing level changes 7.1.1 Planned changes 7.1.2 Unplanned changes 7.2 Changing watches 7.3 Manoeuvring 7.4 Security threats 7.5 Crewing in port/anchorage 7.6 Unattended machinery spaces 7.6.1 Pre-UMS rounds and checklist 7.6.2 The deadman alarm 7.7 Emission control areas (ECAs) – fuel changeovers 7.8 Bunkering 7.8.1 Responsibilities 7.8.2 Procedures 7.8.3 Fuel quantities 7.8.4 LNG bunkering 7.8.5 Bunkering of biofuels 7.8.6 Alkali bunkering Chapter 8 Watchkeeping 8.1 The bridge 8.1.1 Reacting to instructions 8.1.2 Co-operation 8.1.3 Situational awareness with the bridge 8.2 Checklists 8.2.1 Repetitive procedures 8.2.2 Ease of use 8.3 Situational awareness in the engine room 8.3.1 Recording engineering department activities 8.3.2 Machinery and ship status 8.3.3 The noticeboard 8.4 Alarms and actions 8.5 Periodic checks on machinery and related equipment 8.6 Periodic quality tests 8.6.1 Fuel oil 8.6.2 Lube oil 8.6.3 Engine cooling water 8.6.4 Boiler water 8.7 Bilge and sludge management 8.8 Record keeping 8.8.1 Oil record book 8.9 Changing over the watch 8.9.1 Pre-watch routine 8.9.2 Critical information 8.9.3 The complete engine room round 8.9.4 Handover or takeover models 8.9.5 Fitness for duty Chapter 9 Pollution control 9.1 Regulations 9.2 Air emissions 9.3 Equipment operation guidelines 9.3.1 Oily water separators (OWS) 9.3.2 Incinerators 9.3.3 Sewage treatment plants 9.3.4 Exhaust gas cleaning systems (EGCS) 9.3.5 Ballast water systems 9.4 Environmental training 9.5 Bilge management 9.6 Responsibilities 9.7 Record keeping and reporting Chapter 10 Machinery operation guidelines 10.1 Machinery operation manuals 10.2 Main and auxiliary engines(s) 10.2.1 Normal operation 10.2.2 Low load operation 10.2.3 Emergency operation 10.2.4 Engine protection 10.3 Fuel 10.3.1 Types of fuel 10.3.2 Environmental considerations 10.3.3 Blending 10.3.4 Changeover procedure 10.3.5 Microbiological infestation 10.4 Gas turbines 10.5 Steam propulsion 10.6 Steering gear 10.6.1 Regulation 10.6.2 Normal operation 10.6.3 Emergency operation 10.7 The electrical power plant 10.7.1 Alternators 10.7.2 Distribution 10.7.3 Direct current (DC) power systems 10.7.4 Emergency power 10.7.5 Earth faults 10.7.6 High voltage (HV) 10.8 Steam plant 10.8.1 Boilers 10.8.2 Economisers 10.8.3 Steam distribution system 10.9 Ancillary equipment 10.9.1 Alarm and control station 10.9.2 Pumps 10.9.3 Freshwater generators 10.9.4 Evaporators 10.9.5 Reverse osmosis plants 10.9.6 Purifiers 10.9.7 Air system 10.9.8 Refrigeration and air conditioning 10.10 Energy conservation Chapter 11 Machinery maintenance and inspection guidelines 11.1 Equipment isolation 11.1.1 Immobilisation of ship 11.2 Code of Safe Working Practices 11.3 Machinery operating and maintenance manuals 11.4 Spare parts and inventory management 11.5 Maintenance methodology 11.6 Machinery defect log 11.7 Machinery inspections 11.8 Risk assessment and permit to work 11.8.1 Risk assessment matrix 11.8.2 Routine operations 11.8.3 Non-routine operations 11.9 Measuring instruments 11.10 Tools 11.10.1 Special tools and lifting appliances 11.10.2 Hydraulic tools 11.11 Enclosed spaces 11.11.1 Introduction 11.11.2 IMO guidelines 11.11.3 Hazards 11.11.4 Oxygen content in air 11.11.5 Oxygen deficiency 11.11.6 Toxic and/or flammable gases 11.11.7 Oxygen enrichment 11.11.8 Oxygen-depleting cargoes and carbon dioxide 11.11.9 Enclosed space entry and rescue drills 11.11.10 Preparing for an enclosed space entry 11.11.11 Entry into an enclosed space where the atmosphere considered safe 11.11.12 Rescue from enclosed spaces 11.12 Hot work 11.12.1 Preparation for hot work 11.12.2 Checks during hot work 11.12.3 Action on completion of hot work 11.12.4 Hot work flowchart 11.13 Harmful substances 11.14 Essential engine room seamanship Chapter 12 Ship-type specific guidelines 12.1 Oil, gas and chemical tankers 12.1.1 OCIMF and SIRE 12.2 Dynamic positioning (DP) ships 12.3 Passenger ships Chapter 13 Preparing for inspections 13.1 Introduction 13.2 The role of the chief engineer and the engineering team 13.3 Common areas that are inspected in the engine room 13.4 Common inspection deficiencies 13.4.1 Fire dampers and funnel dampers 13.4.2 Emergency fire pump 13.4.3 Lifeboats and rescue boats engine and davit 13.4.4 Oily water separator 13.4.5 Sewage treatment plant (STP) 13.4.6 Emergency generator 13.5 Crew related factors for deficiencies Appendices Appendix A Manoeuvring checklists A1 – Preparations for arrival A2 – Preparations for departure A3 – Steering gear checks Appendix B Engine room checklists and permits B1 – Preparations for change of watch B2 – Preparations for UMS B3 – Bunkering (marine fuel oil (MFO)) B4 – LNG bunkering B5 – Fuel changeover B6 – Preparations for alkali bunkering B7 – Alkali bunkering B8 – After alkali bunkering B9 – Enclosed space entry B10 – Hot work B11 – Isolation/lock out-tag out B12 – Work on high voltage systems B13 – Familiarisation Appendix C Emergency checklists C1 – Engine room fire C2 – Engine room flooding C3 – Grounding C4 – Scavenge space fire C5 – Economiser fire C6 – Oil mist in crankcase C7 – Loss of power/blackout Appendix D Two-stroke low load operation inspection report
References |
The Engine Room Procedures Guide has been developed by the The Engine Room Procedures Guide sets out routine and Many of the procedures outlined in this Guide are already in Since the first edition was published in 2020, the Engine This second edition of this Guide has evolved to incorporate • Use LNG as a fuel on non-gas carriers; • Use biofuels; • Bunker alkali; and • Carry out low load operations.
Based on lessons learned, ICS has also updated the sections Acknowledgements ICS extends its thanks to the following for their assistance in researching and reviewing this publication:
Particular thanks to Irish Ferries Limited for supplying photographs for this edition |
1 Introduction 1.1 The value of procedures Strict adherence to established procedures and recognised best practice in engine rooms is crucial for ensuring the safe and environmentally responsible operation of ships. To achieve this goal, close and effective co-ordination is required between different departments on a ship. This is particularly important for the deck and the engine departments. The master is the company’s representative on board the ship and has the overriding authority and responsibility to make decisions on board about safety and pollution prevention. The master and the chief engineer must work closely to ensure that the ship, crew and cargo – as well as the environment – are safe from harm. 1.2 Changes in the engine room Engine room design and technology have changed considerably in the past few decades. As new technology is introduced into engine rooms, such as new fuels, exhaust gas cleaning systems (EGCS) and ballast water management systems (BWMS), new hazards are being introduced which are not always covered in existing procedures. Alongside the risks of breakdowns, fires and personal injury, these new hazards need to be risk assessed and appropriate safeguards put in place. Maintenance and watchkeeping standards and procedures have improved over time through the implementation of lessons learned from incidents and accidents. Adequate training, professionalism, experience, and following established procedures in the Safety Management System (SMS) form the basis of safe operations in the engine room. Recent new regulations on environmental protection and the related equipment installed in engine rooms have also influenced changes to procedures. To comply with these new regulations, there needs to be a ‘zero tolerance’ approach to failures in the operation and maintenance of engine room equipment. The importance of this point cannot be over-emphasised. Complacency is unacceptable. 1.3 An effective engineering team The engineering team is responsible for the operation and maintenance of the engine room on a ship. They are also responsible for the inspection, maintenance and repair of deck machinery such as winches and cranes. Effective engine room organisation is the starting point to ensure that a system is in place to promote, support and monitor best practice and ensure safety of operation. At all times, safe operation of the engine room requires effective command, control, monitoring, supervision, communication and management. 1.4 Documentation A sound system of document management, including records required for statutory purposes and records kept in line with company policy, should be capable of demonstrating a full, complete and accurate record of safety and environmental compliance on board each ship. 1.5 Environmental protection It is the responsibility of every member of the crew, including those in the engineering team, to protect the environment and strictly comply with on board environmental procedures and instructions. 1.6 Company policy and procedures 1.6.1 The Safety Management System (SMS) The International Safety Management (ISM) Code requires every shipowning or management company to have an SMS. The SMS must include a safety and environmental protection policy with functional requirements and practical guidance on all aspects of safe and environmentally responsible management and operation on board the company’s ships. The company is responsible for ensuring that the safety and environmental protection policy is implemented ashore and on board. As part of the SMS, each ship should have a manual or series of manuals that provide the instructions, procedures and guidance to implement the SMS on board. This is called the safety management manual. As a minimum, the SMS and safety management manual should include:
The safety management manual and associated procedures should be developed in line with the KISS principle – ‘Keep It Short and Simple’. A concise, easy-to-understand manual is more likely to be a useful tool which crew will actually use. For comprehensive guidance on compliance with the ISM Code, and developing, implementing and maintaining an SMS, see the latest edition of the ICS Guidelines for the Application of the IMO International Safety Management (ISM) Code. For help in the identification of critical machinery/equipment, the Oil Companies International Marine Forum (OCIMF) Safety Critical Equipment and Spare Parts Guidance can be consulted. 1.6.2 Drug and alcohol policy The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended (STCW) includes requirements to prevent drug and alcohol abuse on board. In general, a limit of no more than 0.05% blood alcohol level (BAC), or 0.25mg/l alcohol in breath, for crew performing designated safety, security and marine environmental protection duties is applied by flag states. Flag states may apply more stringent limits and the applicable limits must be known, reflected in on board procedures and complied with. The company may choose to apply more stringent requirements, and on some ships zero alcohol requirements may apply, e.g. on many tankers, depending on the policy of individual companies. The company should have a drug and alcohol policy, which includes a clear statement of what constitutes prohibited substances, both on board and ashore. All crew, including the engineering team, should always comply with this policy. The policy should also apply to visitors and personnel temporarily on board, such as contractors and officials. Periodic unannounced drug and alcohol testing may be carried out to confirm compliance with these requirements. If there is any concern that the drug and alcohol policy is not being complied with, the master should act immediately to ensure that the safety of the ship is not compromised. For more guidance, see the ICS/Witherbys publication Drug Trafficking and Drug Abuse On Board Ship. 1.6.3 Personal electronic devices and cyber security The company should have a written policy to ensure that mobile phones or other personal electronic devices may only be used in the engine room in circumstances approved by the chief engineer. The chief engineer should consider factors such as general safety, hazardous area zoning, nearby sensitive equipment and workplace hazards, and the necessity of such devices. When devices are allowed, their use should be subject to limiting conditions. Where internet and email services are available in the engine control room (ECR), a policy and procedure should manage their use. Engine room watchkeepers’ use of the internet and email should be limited to out of duty hours or when it is necessary for the safe operation of the engine room and machinery. Access to the internet and email in the ECR is normally restricted to:
To protect the security of cyber systems on board:
Criminals will often use information from social media for targeted phishing attacks. Most end user threats are specifically targeted, with the aim of getting the user to click a malicious link. It is recommended that crew:
For more guidance, see the ICS, BIMCO and Witherbys , the ICS Guidelines on Cyber Security Onboard Ships and IMO MSC-FAL 1/Circ.3/Rev.1 Guidelines on Maritime Cyber Risk Management. Never plug personal devices such as USBs into engine room control systems. 1.6.4 Smoking policy Smoking should only be allowed in designated smoking areas. The company should specify these areas in its SMS. When drawing up a smoking policy, the company should take into account the critical phases of the ship’s operation, such as bunkering, cargo operations, etc |