An engineering casualty may be such that continued rotation of the main shaft will cause further damage. The main shaft should be locked until necessary repairs can be made since, except at very low speeds, movement of the ship through the water will cause the shaft to turn. Turning of the shaft will occur whether the ship is proceeding on its own power or being towed.

For locking a main shaft, there are no standard procedures applicable to all types of diesel-driven ships. For ships that have main reduction gears, shaft locking of the turning gear is permissible, provided it is designed for this purpose. Some ships have brakes that are used to hold the shaft stationary. On diesel-electric drive ships, no attempt should be made to hold the shaft stationary by energizing the electrical propulsion circuits.

EMERGENCY PROCEDURES

Under certain circumstances, you may be ordered to start additional engines. Time may not permit you to follow the normal, routine procedures. You may have to use emergency procedures. Because emergency procedures will differ, depending on the installation, you must be familiar with the specific procedures established for your ship.

ENGINE-ROOM CASUALTIES

In the event of a casualty to a component of the propulsion plant, the principal objective is to prevent additional or major casualties. Where practicable, the propulsion plant should be kept in operation with standby pumps, auxiliary machinery, and piping systems. The important thing for you to remember is to prevent minor casualties from becoming major casualties, even if it means suspending the operation of the pro-pulsion plant. It is better to stop the main engines for a few minutes than to risk putting them completely out of commission, a condition that will require major repairs.

When a casualty occurs, the engineering officer of the watch (EOOW) and the petty officer of the watch (POOW) must be notified immediately. The watch officer will notify the OOD and the engineer officer. Main engine control must keep the bridge informed as to the nature of the casualty, the ships ability to answer bells, the maximum speed available, and the probable duration of the casualty.