Tag: engine room

Transport Malta has issued a safety investigation report into the engine-room fire onboard the Maltese registered supply vessel GSP PERSEU at GSP Shipyards, Agigea, Contanta, Romania on September 29, 2014.

NTSB has issued the report on engine room fire onboard recreational vessel La Pietra

Wärtsilä and Carnival Corporation have partnered to optimise engine room operations aboard the company's fleet of 101 ships across its nine global brands

Knowing escape routes & conducting thorough engineering watches The U.S. Coast Guard (USCG) issued a Marine Safety Alert regarding engine room operations.Recently an engine room fire occurred onboard an older cruise ship while it was at berth. A fuel oil spray under pressure developed from an operating engines fuel supply line when a bolted flange parted. The fuel spray ignited when it contacted the engines exhaust piping or turbocharger components. The vessels fine mist extinguishing system automatically activated and performed as designed extinguishing the primary fire. Fuel pumps and shutoff valves were also secured. However, the short-duration fire also ignited cable bundles, quickly filling the machinery space with smoke. As a result, one crewmember and two technicians were unable to egress and perished in the engine room.Although the investigation is not complete and there is more to be learned, the USCG is issuing this safety alert to:reiterate the importance of vessel engineers being cognizant of and taking action on engine manufacturer technical bulletins and service letters,remind personnel working in machinery spaces to have a personal exit plan no matter where they are working, andstress the value of having engineers frequently perform detailed engineering space inspection rounds on engines, systems, and ...

An evaluation by DNV has identified that approximately 60 percent of fires start in the engine room.

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report regarding engine room procedures.Report text:"My offshore support vessel was standing by a drilling rig. We were using our dynamic positioning system. The ship's propulsion is generated by four diesel electric generators. The propulsion system is combination of two bow thrusters and two stern azimuth pods. The engine room watch consists of one engineer always on watch. The charterer's standing orders are to maintain constant watch in engine room during DP operations, and, depending on power load, 2 or 3 diesel generators are always to be running."On this occasion, the weather deteriorated. Rain squalls were frequently passing with wind gusts up to force 7, with swell to 1.5 metres. The engine room was attended but only one generator was running.Summary:A combination of a squall and big waves resulted in large power demand from propulsion system.The second diesel generator started in auto mode but did not put itself on line. This resulted in alarms in the machinery space.The third diesel generator then started in auto mode but did not put itself on line, with further alarms.The fourth diesel generator started in auto mode. This did ...

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report regarding a vessel's engine room getting flooded while conducting ballasting operations.Report text:"A vessel was conducting ballasting operations concurrent with discharging cargo. The vessel is equipped with steel ballast pipe work installed in a ring main configuration."The Chief Officer had joined the vessel as an emergency relief and had recently received the handover from an experienced Master. This was his first trip on this class of vessel."I was concerned that the ballasting operation was falling behind and would not be completed in time for the vessel's departure - and so a second ballast pump was started at this request. This was a deviation from approved operating procedures and was not discussed with the Master or Chief Engineer. However, ballasting operations were completed well before the completion of discharge. With adequate time in hand a decision was taken to educt a cofferdam that had approximately 90cm of water in it. This was a further deviation from approved operating procedures."On completion of educting operations, the ballast main was filled directly from No. 1 ballast tank (forward from most tanks) which contained water to a depth of ...

An IMCA member has reported an incident in which the engine room of a seagoing vessel was flooded to a level of two metres above tank top

Fire safety during oil transfer

Engine room fire on board Marigold at Port Hedland