Function of diesel engine - Preparations for standby,

starting,reversing and running at full speed

Marine diesel engine operation

The diesel engine is a type of internal combustion engine which ignites the fuel by injecting
it into hot, high-pressure air in a combustion chamber. In common with all internal
combustion engines the diesel engine operates with a fixed sequence of events, which may
be achieved either in four strokes or two, a stroke being the travel of the piston between its
extreme points. Each stroke is accomplished in half a revolution of the crankshaft.
Main Engine Power and Vibration
The normal service power of the Main Engine must be maintained as instructed in the
vessel's commissioning letter unless otherwise directed by the Company, except under
emergency conditions involving safety of life or safety of the ship.
Should the vessel's normal service power require to be altered the fact, together with the
reason for the alteration, is to be reported to the Company and noted in the Engine Log
Book. The Chief Engineer is to take instructions from the Master for the specific voyage
requirements, always keeping within safe operating parameters.

Vibration can cause severe damage to machinery, bearings, pipes, fittings, instrumentation
and structure. To minimise this damage the main machinery must be regulated at all times
to avoid speeds at which excessive vibration may be experienced. Besides the barred-speed
ranges prescribed by the engine designers, operation at certain speeds where the
combination of draught, trim and weather leads to severe vibration, is also to be avoided.

Fig: MAN B&W L70MC engine

Particular attention must be paid to the balancing of cylinder loads in Diesel engines and to
the tightness of holding down bolts on all reciprocating machinery. Full use must be made of
all condition monitoring equipment supplied to detect and measure vibration, and any
significant increase in vibration levels that cannot be accounted for must be reported to the
management ashore.

Warming Through
Main engines are to be warmed through gradually following a stay in port or other occasion
when they have been shut down. The jacket water circulation temperature is to be raised
over a period of time to as near to the operating temperature as possible. The period of
time is dependent on the jacket water temperature prior to the commencement of
circulation, the heating medium and size of main engine etc. As a general rule circulation
should commence not less than 12 hours before the estimated time of departure. Other
circulating systems are to be put on line during this period i.e.

Lubricating oil systems.

Fuel circulating systems.

Steam tracing systems as is appropriate to the type of engine.

Precautions Prior to Standby Departure

All circulating systems are to be as near as is possible normal operating parameters
according to the manufacturers instructions for the engine type. On vessels where the
engine or engines are directly coupled to the propeller or propellers, the Deck Officer of the
watch or Duty Deck Officer is to be contacted and permission to turn the engine requested.
Once the Deck Officer has confirmed that this can safely be carried out, then and only then
can the engine be turned.
All the indicator cocks are to be opened. The engine is then to be turned a minimum of one
revolution with the turning gear during which time the indicator cocks are to be sighted for
any evidence of oil or water discharge. If this test is satisfactory, then the indicator cocks
are to be shut and the turning gear disengaged. It is of the utmost importance that the
disengagement of the turning gear is physically checked. No reliance is to be placed on the
indicator light in the control room, interlocks etc. It is the Chief Engineers responsibility to
ensure that this physical check is carried out.
On vessels where the engine or engines are directly coupled to the propeller or propellers,
the Deck Officer of the watch or Duty Deck Officer is to be contacted and permission to turn
the engine on air requested. Once the Deck Officer has confirmed that this can safely be
done, then and only then can the engine be turned on air. All indicator cocks are to be
opened. In conjunction with the Bridge and as applicable, the engine is to be "kicked" ahead
and astern on starting air. The indicator cocks are then to be closed.
Following the satisfactory turning of the engine on air, the Deck Officer of the watch is to be
contacted and permission to turn the engine on fuel requested. Once the Deck Officer has
confirmed that this can safely be done then, and only then, can the engine be turned on
fuel. In conjunction with the Bridge the engine is to be turned dead slow ahead and astern
on fuel.
Operation on Heavy Fuel Oil

Main engines designed to manoeuvre on heavy fuel oil are to be operated according to the
manufacturers instructions. In the event of problems during manoeuvring on engines using
heavy oil there must be no hesitation in changing over to diesel oil irrespective of whether
the engines are being operated using bridge control, or using engine room control.
It is the Chief Engineer's responsibility to inform the Master of the particular engine types
maximum period that it can safely remain in the stopped position. He is also to inform the
Master of the procedures which will have to be carried out if the particular engine types
maximum period at standstill during manoeuvring is exceeded.
Preparations for standby
1. Before a large diesel is started it must be warmed through by circulating hot water
through the jackets, etc. This will enable the various engine parts to expand in relation to
one another.
2. The various supply tanks, filters, valves and drains are all to be checked.
3. The lubricating oil pumps and circulating water pumps are started and all the visible
returns should be observed.
4. All control equipment and alarms should be examined for correct operation.
5. The indicator cocks are opened, the turning gear engaged and the engine turned through
several complete revolutions. In this way any water which may have collected in the
cylinders will be forced out.
6. The fuel oil system is checked and circulated with hot oil.
7. Auxiliary scavenge blowers, if manually operated, should be started.
8. The turning gear is removed and if possible the engine should be turned over on air
before closing the indicator cocks.
9. The engine is now available for standby.
The length of time involved in these preparations will depend upon the size of the engine.
Engine starting
1. The direction handle is positioned ahead or astern. This handle may be built into the
telegraph reply lever. The camshaft is thus positioned relative to the crankshaft to operate
the various cams for fuel injection, valve operation, etc.
2. The manoeuvring handle is moved to 'start'. This will admit compressed air into the
cylinders in the correct sequence to turn the engine in the desired direction.A separate air
start button may be used.
3. When the engine reaches its firing speed the manoeuvring handle is moved to the
running position. Fuel is admitted and the combustion process will accelerate the engine and
starting air admission will cease.

Engine reversing
When running at manoeuvring speeds:
1. Where manually operated auxiliary blowers are Fitted they should be started.
2. The fuel supply is shut off and the engine will quickly slow down,
3. The direction handle is positioned astern.
4. Compressed air is admitted to the engine to turn it in the astern direction.
5. When turning astern under the action of compressed air, fuel will be admitted. The
combustion process will take over and air admission cease.
When running at full speed:
1. The auxiliary blowers, where manually operated, should be started.
2. Fuel is shut off from the engine.
3. Blasts of compressed air may be used to slow the engine down.
4. When the engine is stopped the direction handle is positioned astern.
5. Compressed air is admitted to turn the engine astern and fuel is admitted to accelerate
the engine. The compressed air supply will then cease.

Starting of generator engine

Starting of an engine from "stop" state is something which needs to be done with care, especially if the
interval of starting is sufficiently long. The following is a checklist of all the checks which ideally need
to be carried out before starting the generator. In actual practice sometimes the engineers might take
some of these for granted and skip, but it is advisable not to indulge in such a practice. Infact these
checks are generic for any four stroke engine starting process
1.
2.
3.
4.
5.

Check the turbocharger sump oil level, governor, alternator, forward and aft lube oil
levels, and diesel oil level in service tank
Open the indicator cock
Prime the lube oil to all parts by hand pump or by motor driven priming pump
Ensure that all jacket cooler valves, lube oil cooler valves, air cooler valves should be in
open position
With use of the Turning bar turn the fly wheel and check for any resistance on the
bottom end bearing and check any water / fuel coming out through indicator cocks

6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

While turning engine, check all visible lube oil points are lubricated
Remove the turning bar from fly wheel and put in the place
Drain the auxiliary air bottle
Blow through engine (ie: by turning engine with air). In order to ensure that no water is
inside combustion chamber if it is present it may cause water hammering
Close the indicator cocks and pull lever from stop to start
When the needle in RPM indicator deflects to some value of (0-25 rpm) put the lever in
run condition
The engine will run on fuel oil once the generator picks up the rated speed
Put generator on load by closing air circuit breaker
For checking the alternator fore and aft bearing lube oil level by opening oil plug in the
alternator and the ring bearing while rotating splash lube oil from the sump can be seen
In order to synchronize the incoming generator with running generator syncroscope
method/dark lamp method is used

Starting of generator

Checks to be made while running

Once the generator has actually started to run, there are several checks which must be performed
before it is left on its own to continue running. These checks pertain to verifying various parameters
related to lube oil levels, temperatures and so forth. Given below is a brief checklist related to the
same.
Lube oil checks
1.
Sump lube oil level
2.
Governor lube oil level
3.
Rocker arm lube oil level
4.
Alternator forward and aft bearing lube oil level
5.
Lube oil in turbine & blower side of turbo charger
Temperature checks
6.
Exhaust gas temperature
7.
Turbocharger (inlet-outlet) temperature
8.
Booster air inlet temperature
Cooler temperatures
9.
10.
11.

Cooling sea water (inlet - out let) temperature in cooler

Jacket cooling water (inlet - outlet) temperature
Air cooler (inlet -outlet) temperature

Safety devices
Once the above mentioned parameters have been checked and found within normal range, it is safe to
continue running the generator. Yet a fault can develop even at a later stage, so for this very purpose
various trips and alarms are situated on the generators. An alarm gives the signal of an impeding
danger and requires quick action while a trip actually trips the generator immediately because of the
nature of the fault.
The various trips and alarms are mentioned as follows
1.
2.
3.
4.
5.
6.
7.
8.
9.

Alternator bearing low oil level alarm & trip

Alternator bearing high temperature lube oil alarm &trip
Low sump oil level alarm and trip
Lube low oil pressure alarm and trip
Reverse current trip
Over speed trip
Over load trip
High and low frequency trip
Jacket cooling water low pressure alarm

A generator on a ship is known as the heart of the ship. It is that life-line which supports each
and every function of the ship. Generator of the ship requires special care, attention, and
maintenance for its effective and economic running. Moreover, when it comes to operating a
generator on a ship, its a totally different ball game.
Unlike the conventional generators that we use on land, a ships generator requires a special
procedure for starting and stopping it. Though not a very complex one, the process demands a
step-by-step system to be followed. Missing even a single step might lead to failure in starting or
stopping the generator and can even lead to black-out, a situation which everyone on ship tries
their best to stay away from. In this article, we bring to you an accurate, step by step procedure
for starting and stopping a generator on a ship.

Generator starting procedure

Automatic Start
1. This method is only possible if sufficient amount of starting air is available. The
air valves and interlocks are operated like in the turning gear operation.

2. In this method the operator has nothing to do, for the generator starts itself
depending on the load requirement.
3. However during the Maneuvering process and in restricted areas, the operator
has to start by going into the computer based Power Management System (pms).
Once inside the system, the operator needs to go to the generator page and click
start.
4. In PMS system, the automation follows sequence of starting, matching voltage
and frequency of the incoming generator and the generator comes on load
automatically.
5. In case of a blackout condition or a dead ship condition, the operator might
have to start the generator manually.
Manual start
The manual process is totally different from the automatic start system. The following
steps need to be followed:
1. Check that all the necessary valves and lines are open and no interlock is
active on the generator before operating.
2. Generally before starting the generator the indicator cocks are opened and
small air kick is given with the help of the starting lever. After this, the lever is
brought back to the zero position, which ensures there is no water leakage in the
generator. The leakage can be from cylinder head, liner or from the
turbocharger .
3. The step is performed by putting the control to local position and then the
generator is started locally.
4. In case any water leakage is found, it is to be reported to a senior officer or
chief engineer and further actions are to be taken.

5. It is to note that this manual starting procedure is not followed generally on Ums
ships, but it is a common procedure on manned engine room.
6. In engine rooms, which have water mist fire fighting system installed, this
procedure is not followed because when the engine is given a manual kick with
open indicator cocks, small amount of smoke comes out of the heads which can
lead to false fire alarm, resulting in release of water mist in the specified area.
7. After checking the leakage, in case of any, the indicator cocks are closed and
generator is started again from the local panel.
8. The generator is then allowed to run on zero or no load condition for some time
for about 5 minutes.
9. After this the generator control is put to the remote mode.
10. If the automation of the ship is in working after putting in remote mode
the generator will come on load automatically after checking voltage and
frequency parameters.
11. If this doesnt happen automatically, then one has to go to the generator panel
in Engine control room and check the parameters.
12. The parameters checked are voltage and the frequency of the incoming
generator.
13. The frequency can be increased or decreased by the frequency controller or
governor control on the panel.
14. The incoming generator is checked in synchroscope to see if its running fast or
slow, which means if frequency is high or low.
15. In synchroscope, it is checked that the needle moves in clockwise and
anticlockwise direction.

16. Clockwise direction means it is running fast and anti-clockwise means it is

running slow.
17. Generally the breaker is pressed when the needle moves in clockwise direction
very slowly and when it comes in 11o clock position.
18. This process is to be done in supervision of experienced officer if someone is
doing for the first time, for if this is done incorrectly the blackout can happen
which can lead to accidents, if the ship is operating in restricted areas.
19. Once this is done, the generator load will be shared almost equally by the
number of generators running.
20. After this the parameters of the generator are checked for any abnormalities.
Stopping procedure
Automatic Procedure
In this procedure the generator is stopped by going into the PMS system in the
computer and pressing the stop button to bring stop the generator.
1. This is to be followed only when two or more generators are running.
2. Even if you trying to stop the only running generator it will not stop due to inbuilt
safety. The safety system thus prevents a blackout.
3. When the stop button is pressed the load is gradually reduced by the PMS and
after following the procedure the generator is stopped.
Manual Procedure
1. In this procedure the generator to be stopped, is put off load from the generator
panel in the Engine control room.
2. The load is reduced slowly by the governor control on the panel.

3. The load is reduced until the load comes on the panel below 100 kw.
4. When the load is below 100kw the breaker is pressed and the generator is
taken off-load.
5. The generator is allowed to run for 5 minutes in idle condition and the stop
button is pressed on the panel.
6. The generator is then stopped .

Large Marine Diesel Engines are started using high pressure compressed air. The air
is admitted into the cylinder when the piston is just past TDC and continued until
just before the exhaust valve opens. There is always more than one air start valve
open: - a situation known as overlap. This ensures that the engine will start in any
position. The opening of the main air start valves is controlled by a set of pilot
valves located in the air start distributor, which in turn are timed to operate by a
drive linked to the main camshaft. In the example shown, a small camshaft is used
to control the opening and closing of the air start pilot valves.

The drawing shows the principle of operation of an air start system. Large air
receivers are used to store the compressed air. The diagram shows the isolating
valve open so air is being allowed as far as the automatic valve and the air start
control valve.
When the engine is required to start, a low pressure air signal is sent to the air start
control valve (which can also be hand operated in an emergency). The air pushes a
piston down which opens the valve and allows high pressure air to flow to the pilot
valve and the automatic valve operating pistons. The pilot valve is forced down
onto the cam profile and the automatic valve opens and high pressure air is led to
the main air start valves and the pilot valve. When the pilot valve cam follower is on
the lowest point on the cam, air flows to the operating piston of the main air start
valve for that particular cylinder, opening the valve and allowing high pressure air
to flow into the cylinder.
When the pilot valve is lifted by the cam, the pilot valve vents and the main air start
valve closes. When the start air signal is taken off the air start control valve, the
system vents and the automatic valve shuts.
The animation below shows the sequence of operations.

An interlock blocking valve will operate, for instance if the turning gear is left in,
and this will stop high pressure air from reaching the air start control valve and thus
either the automatic valve or the pilot valve.
A slow turning valve is fitted. This will open instead of the main automatic valve if
the engine has been stopped for more than 30 minutes during manoeuvering. It will
only supply enough air to turn the engine over very slowly; This is a precaution in
case a cylinder has had oil or water leak into it which would cause damage to the
engine when starting. If the engine completes a full revolution on the slow turn,
then the main automatic valve opens and the engine will start. (note: The operating
system for the slow turning has been omitted for simplicity).
International Association of Classification Society rules state:
In order to protect starting air mains against explosion arising from
improper functioning of starting valves, the following devices must
be fitted:
i. An isolation non-return valve or equivalent at the starting air
supply connection to each engine.

ii. A bursting disc or flame arrester in way of the starting valve of

each cylinder for direct reversing engines having a main
starting manifold. OR
ii. At the supply inlet to the starting air manifold for nonreversing engines
Devices under (ii) above may be omitted for engines having a bore
not exceeding 230 mm.
The system may also be provided with a relief valve.

Before Starting:
CHECK THE LEVEL OF THE FUEL OIL SERV. TANK AND
DIESEL OIL SERV. Tk.
SWITCH ON ALL THE COOLING WATER AND
LUBRICATING OIL P/Ps.
OBTAIN PROPELLER CLEARANCE FROM THE BRIDGE
AND ENGAGE THE TURNING GEAR AND TURN THE
ENGINE BY MEANS OF TURNING GEAR WITH INDICATOR
COCKS OPEN TO ASCERTAIN THAT NOTHING
OBSTRUCTS THE MOVEMENT OF THE RUNNING GEAR,
AT THE SAME TIME OPERATE THE HAND CRANKS OF
THE CYL. LUBRICATORS FOR ABOUT 20-25 TURNS SO
AS TO ENSURE SATISFACTORY LUBRICATION OF THE
CYLINDERS FROM THE VERY BEGINNING. IT MUST BE
NOTED THAT THA HAND CRANKS CAN BE OPERATED
WITHOUT APPLYING ANY ABNORMAL FORCE.
CHECK THE PRESSURE IN THE STARTING AIR
RECEIVER AND DRAIN THE AIR RECEIVER OF WATER.

DISENGAGE THE TURNING GEAR AND SECURE.

STARTING THE MAIN ENGINE

I.

CHECK WHETHER THE STARTING AIR IS ON THE MAIN

ENGINE AND WHETHER THE TURNING GEAR IS
DISENGAGED AND SECURED. THE AUTOMATIC
STARTING AIR STOP V/V MUST BE ON AUTOMATIC
POSITION AND HAND SWITCH FOR THE AUX. BLOWER
MUST BE ON MANUAL POSITION. THE FUEL LEVER OF
THE EMERGENCY MANEUVERING STAND IN POSITION
REMOTE CONTROL AND SPEED SETTING LEVER ON
THE CONTROL DESK IS TO BE AT A POSITION
SUFFICIENT FOR STARTING THE ENGINE(Approx. 3.5).

II.

MOVE THE TELEGRAPH LEVER TO THE POSITION AS

REQUESTED BY THE BRIDGE.

III.

PUSH THE STARTING BUTTON AND HOLD IN THIS

POSITION UNTIL THE ENGINE FIRES CORRECTLY, THEN
RELEASE THE SAME THUS ALLOWING THE STARTING
SYSTEM TO DRAIN ITSELF.

IV.

THE ENGINE IS NOW RUNNING ON FUEL. ADJUST THE

ORDERED MANEUVERING SPEED BY SETTING THE
SPEED SETTING LEVER.

V.

AS SOON AS THE ENGINE IS TURNING OVER

CORRECTLY, CHECK THE PRESSURE GAUGES AND
ADJUST THE PRESSURES TO THE PROPER VALUES,

CHECK TURBOCHARGER AND THEIR CORRECT SPEED

BY OBSERVING THE TACHOMETERS.
VI.

OBSERVE THE TEMPERATURES.