ENGINE ROOM ROUND OR WALK THROUGH FOR EFFICIENT WATCHKEEPING
When starting a round one should always be near the funnel so that one can check the exhaust smoke colour from outside the engine room. A transparent or slightly greyish smoke is desirable and shows good combustion. Blackish smoke is undesirable and is normally due to more supply of fuel than optimal in the air-fuel ratio, which results in incomplete combustion and carryover of unburnt or partially burnt carbon particles. Main causes to be checked are insufficient air, improper fuel injection and fuel related problems, turbocharger problems, scavenge fire, economiser fire, overloaded engine, unbalanced engine, abnormality in any unit, etc.
• One should also identify the source of the smoke ie. from which exhaust piping it is emerging. At the funnel, there are exhaust pipes for the Main Engine, each Generator, Boiler and Incinerator. Blackish smoke from the exhaust is an offence when the ship is at port. However, some blackish smoke may emerge initially when starting or maneuvering of the engine or the auxiliaries.
• Check to see if there are sparks emerging from the funnel.
This is due to minute hydro-carbon deposits which self-ignite at the economizer. This happens either when soot-blowing the economizer or the boiler, or due to water in the fuel, or due to a very dirty economizer, or due to running the engine at low loads for a long time especially during maneuvering, or due to poor combustion. It is dangerous if the wind direction is blowing the sparks to a hazardous cargo zone at the forward side of the ship.
• All pumps are to be checked for the following: Motor current amperes should not be higher than the normal running amperes.
No overheating of the motor or the pump body. Bearing temperatures and all temperature and pressure gauges should be showing normal values. No unusual noise or vibrations.
Slight leakage of the gland that is required for cooling, but excessive leakage requires tightening of the gland packing.
• On the top platform, check the exhaust gas economizer for exhaust, steam, or water leaks. Check the condition of the “lagging’ on the pipes and any leakages. Check the engine room ventilation, position of sky lights and access doors 10 the engine room. There should be no restrictions so that they can be quickly closed in emergency situation.
• Check the main engine jacket water expansion tank level and condition, and monitor the loss in case jacket water level decreases.
• Check the presence and condition of portable fire fighting appliances, fire hoses and nozzles at their correct locations.
• On the upper platform, check the inert gas system, bubbler, fan and motor bearings, and fan leakages.
• Check the boiler flame colour through the sight glass to see if the combustion is correct.
• Check the boiler water level in the gauge glass. Blow through the gauge glass if required.
• Check the generator expansion tank water level, loss and condition. Also check the exhaust gas economizer circulating pump.
• On the control room platform, check the temperature and level of the fuel oil tanks, drain them for water, and open steam heating if necessary.
• Check the steering gear room, oil level in steering gear tank and greasing of the rudder.
• Check the diesel generators for operating load, exhaust, temperatures, leakages, all pressures and temperatures, unusual noise, loose parts, exhaust bellows and sump levels.
• At the bottom platform, check all pumps and ascertain which sea water suction is in use. Check double bottom tanks; sludge tanks; bilges for oil or water leakages and trace the cause; cofferdam sounding; stern-tube oil levels and pressure; and the intermediate bearing and its lubrication.
• Check the oily water separator and sample the water being pumped overboard. All over board pumping procedures should be followed strictly according to the company’s policies and instructions. Ensure that weighted cocks on double bottom sounding pipes are in shut position and caps closed. The main engine is to be checked thoroughly from the crankcase platform upto the economizer platform. Feel the crank case and scavenge doors for any increase in temperatures. Listen to the engine sound and observe any unusual noise.
• Check the piston cooling flow from the sight glass.
• Check the scavenge drains to see quality and quantity of oil or water leaks.
• Check the air cooler air-side drains to make sure that the drained water is from condensation and not from sea water.
Scavenge temperature must not be too low.
• Check the hydraulic governor oil level.
Feel air starting pipes to see if they are hot and touch the high pressure pipe to feel the pressure pulses of injection.
• For hearing machinery sounds, use a metal rod with one end to the ear and the other end touching the machinery.
• Drain all air bottles of water.
Check all parameters and gauges in the engine control room.
• Check that the load is sufficient on the generators. It is preferable to run the generators at higher loads rather than at low loads which would cause fouling, especially when running on heavy fuel oil.
• Check the engine room log book requirements for any cargo or maneuvering operations; requirements for adverse conditions; and any problems encountered during the previous watches.Ensure proper knowledge of procedures to be followed in the event of a failure of any equipment. Read the Standing orders and Chief Engineer’s instructions.
• Check if any operations are being carried out like fuel transfers; fresh water tank filling; and disposal of oil residues, bilges, sewage or garbage.
• Check all auxiliaries like air compressors and purifiers.
• Check the compressor running temperatures; time to press up the air receiver; lubricator operation and level; sump oil level; and running current amperes.
• Check the purifier inlet oil temperature; overflow pipe for oil overflow; running current amperes; back pressure, filter pressure; and leakages.
• Check all objects in the engine room in case they have to be lashed, especially during bad weather conditions.
• Check the nature and location of all work being carried out on various machineries.
• Check the work being done by all engine room personnel and hazards involved.
• Check if any system has been isolated or whether any abnormalities are present with the machinery.
• Check proper working of the communication system.
• Some companies now require both watch-keepers to sign a hand over form listing all checks and abnormalities.
• Only after the incoming watch-keeper is fully satisfied with the hand-over, will he take over charge from the outgoing watch-keeper.