The ship was a product carrier.

Once the 4/E wanted to do some maintenance on the main air comp. discharge air pipe, he was advised to take all precautions, like - to check for any pressure in the line before removing, to check the non-return v/v on the line to the air bottle, whether holding etc.By mistake, the 4/E removed the pipe in haste and the N-R v/v in the line did not hold all three bottle pressures came to zero (2 main air bottle + 1 control air bottle) quickly.

The ship had shaft generator, the air clutch disengaged due to less control air pressure and caused a total black out. Before the situation could be realized, and start another A/E, the bottle pressure came very low. Hence the main generator could not be started. The emergency generator came on load, but the emergency air compressor could not pressurise the air bottle above 9 bar. So it was decided to connect one main air compressor motor by cables to the emergency switch board.

So stopped the emergency gen. till the E/o completed the temporary wiring between main air comp. motor and ESB.Once the E/o completed the wiring it was tried to start the emergency generator, but could not start the engine on battery since the battery had become weak. So tried to start by the hydraulic means. But the hydraulic pressure did not build up.

Checked the non-return v/v on the hydraulic pump, it was found faulty and same was repaired and started the emergency geneator by the hydraulic means, pressurized the main air bottle with the main comp.

started the main generator and normalised the ship. Conclusion: That day we realized the importance of having alternate secondary means of starting emergency Generator, the importance of testing all safety equipment on regular intervals.
hindustan institute of marine training chennai