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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.

Bedplate of the 7RT-flex60C engine

Fig: Bedplate of the 7RT-flex60C engine with main bearing caps in

place (Photo courtesy of Wärtsilä Corporation)

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 manufacturer’s 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 Engineer’s
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 manufacturer’s 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 type’s 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
type’s 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.

Marine diesel engine related other useful articles:

1. Four stroke cycle diesel engines operational guideline

The four-stroke cycle is completed in four strokes of the piston,

or two revolutions of the crankshaft. In order to operate this
cycle the engine requires a mechanism to open and close the
inlet and exhaust valves
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2. Two stroke cycle diesel engines operational guideline

 The two-stroke cycle is completed in two strokes of the piston
or one revolution of the crankshaft. In order to operate this
cycle where each event is accomplished in a very short time,
the engine requires a number of special arrangements.
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3. Power measurement for marine diesel engine - The engine

indicator

There are two possible measurements of engine power: the

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the power developed within the engine cylinder and can be
measured by an engine indicator. The shaft power is the power
available at the output shaft of the engine and can be
measured using a torsionmeter or with a brake.
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4. Supply of fresh air and removal of exhaust gases by a gas

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A basic part of the cycle of an internal combustion engine is the

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The fuel oil system for a diesel engine can be considered in two
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6. Lubricating oil system for a marine diesel engine - how it works

The lubrication system of an engine provides a supply of

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main function is to enable the formation of a film of oil between
the moving parts, which reduces friction and wear. The
lubricating oil is also used as a cleaner and in some engines as
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7. Cooling of ships engine - how it works , requirement of fresh

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Cooling of engines is achieved by circulating a cooling liquid

around internal passages within the engine. The cooling liquid
is thus heated up and is in turn cooled by a sea water circulated
cooler. Without adequate cooling certain parts of the engine
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8. Starting air system for diesel engine - how it works

Diesel engines are started by supplying compressed air into the

cylinders in the appropriate sequence for the required
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 9. Governor-Function of governors controlling speed of marine
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The principal control device on any engine is the governor. It

governs or controls the engine speed at some fixed value while
power output changes to meet demand. This is achieved by the
governor automatically adjusting the engine fuel pump settings
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10. Cylinder relief valve of a marine diesel engine - operational

guideline

The cylinder relief valve is designed to relieve pressures in

excess of 10% to 20% above normal. The operation of this
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11. Explosion relief valve of a marine diesel engine

As a practical safeguard against explosions which occur in a

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valves serve to relieve excessive crankcase pressures and stop
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12. Turning gear operational guideline

The turning gear or turning engine is a reversible electric motor
 which drives a worm gear which can be connected with the
toothed flywheel to turn a large diesel. A slow-speed drive is
thus provided to enable positioning of the engine parts for
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13. Couplings, clutches and gearboxes of a marine diesel engine

The principal control device on any engine is the governor. It

governs or controls the engine speed at some fixed value while
power output changes to meet demand. This is achieved by the
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14. MAN B&W diesel engine - Basic principles and operational

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18. Function of Piston & piston rings

Piston forms the lower part of the combustion chamber. It seals

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