In marine diesel engine, there is two type of diesel engine the first one is

2-stroke and the other is 4-stroke. when we talk about diesel engine it mean it
was a compression engine (CIE) which need compression or in another word high
pressure condition for the fuel to burn to start the ignition.The different between
this two type of engine is show in table 1.1 below.

2-stroke

4-stroke

One revolution per cycle

Two revolution per cycle

Light engine

Heavy engine

Engine less compicated

Engine more hotter

Engine is complicated due to valve

mechanism
Engine run cooler

Fresh fuel mix with exhaust gas and

more fuel consumption

Less fuel consumption and complete

burning of fuel

Less thermal efficiency

More thermal efficiency

More mechanical efficiency

Less mechanical efficiency

Table 1.1: Different between 2-stroke and 4-stroke.

http://www.mechanicalbooster.com/2014/06/difference-between-2-stroke-and-4stroke-engines.html

Diagram 1.1:Brons two-stroke V8 Diesel engine

https://en.wikipedia.org/wiki/Two-stroke_diesel_engine

Diagram 1.2 :4-stroke Wrtsil 26: 6L26 Diesel Engine

https://www.pinterest.com/pin/239887117628846382/
Eventhough the engine stroke is different the requirement to start the
engine is still the same.The marine diesel engine is usually big,it can reach the
high of a 4-storey house.The bigger the engine the bigger the piston and the
more power needed to move the piston.
When the engine is in off condition to start the engine we need to move
the piston to compress the cylinder chamber and to move the piston it need a lot
of power.The proses to start the engine is called as Engine starting
system.Diffrent method are used to start the marine diesel engine all depend on
the type ,size and kind of the engine.
There is three method of starting system which is manual,mechanical, and
electrical.Mechanical method is by using air or liquid as a substance to transfer
power.If using air it is called as pneaumatic system and if liquid is use we called
it hydraulic system.

2.BODY OF THE REPORT

2.1 Air starting system
2.1.1 Intro
Like the name this system use air to transfer power to push the piston.The
benefit of using air as a medium is it clean and have unlimited resources.

2.1.2 Component
Reservoir/air bottle

Diagram 2.1: Reservoir/air bottle

http://www.marinediesels.info/Basics/air_start/air_receiver.htm
Diagram 2.1 show Reservoir/air bottle .Reservoir is the place where air is
stored .The stored air must sufficient to start direct engine 12 times and in case
of unidirectional it must sufficient for 6 times.Both without recharging the
receiver.
The reservoir will also be equipped with limit valve in case safety.The limit
usually not more 10% than design pressure.The tank also equip with pressure
gauge and drain which is for checking the pressure in tank and remove water
that form due to humidity that been compressed and form water droplet.

2-stage compressor-

Diagram 2.2 : 2-stage compressor

http://www.marinediesels.info/Basics/air_start/air_comp.htm
Diagram 2.2 show an example of a 2-stage compressor.Two air start
compressors are normally supplied which must be capable of charging the air
receivers from empty to full in onehour.
They are usually two stage reciprocating with inter and afterstage cooling.
Relief valves will be fitted to each stage which will limit the pressure rise to 10%
of design pressure, and a high temperature cut out or fusible plug to limit the HP
discharge to 121C.Bursting disks or relief valves on the water side are also fitted
in the intercooler.

Receiver stop valve

Diagram 2.3 : Receiver stop valve.

https://www.shopcross.com/valves
Diagram 2.3 is an example of a Receiver stop valve.It is valve that cut or
isolate the system. In case to prevent explosion and surging of pressure a slow
opening valve is been used.

Solenoid valve

Diagram 2.4: Solenoid valve.

https://www.heatingandprocess.com/asco-valves-selecting-ordering-the-correctvalve/
Diagram 2.4 show a Solenoid valve.It is a valve that actuate by presence of
electric.

Turning gear interlock

Diagram 2.5: Turning gear interlock.

http://www.marinediesels.info/Basics/air_start/turning_gear_interlock.htm
Diagram 2.5 show a Turning gear interlock which prevents admission of air
to the control lines in the event that turning gear is engaged thus preventing
attempted start. It will not allow starting air to operate the system when the
turning gear is engaged.

Master/pilot valve

Diagram 2.6: Master/pilot valve.

http://www.ebay.com/bhp/air-compressor-pilot-valve
Diagram 2.6 show a typical Master/pilot valve.its operated by start air
lever to allow passage of control air to operate automatic valve and load up
distributor slide valves.

Automatic valve

Diagram 2.7 : Automatic valve

http://www.marinediesels.info/Basics/air_start/automatic_valve.htm

Diagram 2.8 : Inside Automatic valve

http://www.marinediesels.info/Basics/air_start/automatic_valve.htm
Diagram 2.7 and Diagram 2.8 show the picture and inside of the
Automatic valve. Automatic valve Opens and closes automatically to charge air
start manifold as starting is required. Reduces manual effort required and
conserves air during start. Often incorporates a non return valve which prevents
passage of high pressures from start manifold to the receiver. If not included in
the auto valve then a separate N.R. valve must be fitted.
The automatic valve is only open whilst an air start is taking place. It
incorporates a non return valve to prevent any explosion in the air start system
getting back to the air receivers. A slow turn valve is incorporated in the smaller
bore pipework to the side of the valve. This is used to turn the engine slowly
before starting, to prevent damage which could be caused if liquid had found it's
way into the cylinder.
The valve shown in the photos and the diagram opposite is from an MAN B&W
slow speed two stroke. The valve itself is a simple ball valve which is turned
through 90 by pneumatic actuator. The actuator consists of a central spindle
with gear teeth machined onto it. This is rotated by two racks which are driven
by pistons.
Two guide rods which maintain the alignment of the pistons and racks are bored
to allow air to either side of the pistons. (only one guide rod is shown on the
diagram)
When a start signal is given, the space behind the pistons is pressurised and
they move together, rotating the spindle and opening the ball valve.
At the end of the start sequence air is admitted through the second guide rod
(not shown) pressurising the space between the pistons, moving them apart and
closing the valve.

Distributor

Diagram 2.9: Distributor.

http://www.marinediesels.info/Basics/air_start/air_distrib.htm
Diagram 2.9 show the picture of a Distributor.the function of distributor is
as a times admission of pilot air to operate cylinder air start valves in correct
sequence, so that engine starts in the desired direction.Its usually consist of a
series of pilot valves.The timing is controlled by a camshaft so the air start
valves can be open at a right sequence.One for each cylinder arranged radially
around a cam.
Cylinder air start valves

Diagram 2.10: Inside cylinder air start valves.

http://www.marinediesels.info/Basics/air_start/air_start_valve.htm

Diagram 2.11: Cylinder air start valves.

http://www.marinediesels.info/Basics/air_start/air_start_valve.htm

Diagram 2.11 and 2.10 show the Cylinder air start valves which is located
in the cylinder head.When the distributor admit the flow of the line the air will
come enter through the air start valves.The pressure will flow into the cylinder
and move the piston down.

Air manifold relief valve

Diagram 2.12 : Dual air manifold relief valve

http://www.aerationsupply.com/catalog/compressors-diffusers-andtubing/air-compressor-manifolds/three-valve-aluminum-air-manifold-w-gaugeadjustable-pressure-relief-valve.html
Use as one of the safety features in the system. Relieves excess pressure
in manifold. Diagram 2.12 show a typical air manifold relief valve.

Flame trap
Prevents passage of flame from cylinder to manifold in the event of a
jammed cylinder air start valve. The flame trap will prevent any combustion in
the cylinder passing to the air start line and causing an explosion. Diagram 2.13
show the picture of Flame Arrestor Sulzer RTA.

Diagram 2.13 : Flame Arrestor Sulzer RTA

http://www.marinediesels.info/2_stroke_engine_parts/Other_info/air_start_explosi
ons.htm
Bursting cap
Ruptures to relieve excess pressure in the event of a start air line
explosion.The connection to each air start valve is fitted with a protection device.
This can be either a flame trap or a bursting disk.A bursting disk will limit any
pressure rise by bursting. Diagram 2.14 show Bursting Cap.

Diagram 2.14 : Bursting Cap

http://www.marinediesels.info/2_stroke_engine_parts/Other_info/air_start_explosi
ons.htm

2.1.3 Starting Air Regulations http://mhmechanicalengineering.blogspot.my/2012/0

6/starting-air-regulations.html
First start requirements
Equipment for starting the main and auxiliary engines is to be provided so
that the necessary initial charge of starting air or initial electric power can be
developed on board ship without external aid. If for this purpose an emergency
air compressor or electric generator is required, these units are to be power
driven by hand starting oil engine or steam engine, except in the case of small
installations where a hand operated compressor of approved capacity may be
accepted. Alternatively, other devices of approved type may be accepted as a
means of providing the initial start

Air Compressor requirements

a. Air Compressor number and capacities

the air compressor number must have 2 or more than and also have the
ability to refill a tank from empty in just 1hours in atsmospheric pressure.Also the
pressure is sufficient for the number of start the required. At least one of the air
compressors is to be independent of the main propulsion unit and the capacity of
the main air compressors is to be approximately equally divided between them.
The capacity of an emergency compressor which may be installed to satisfy the
requirements of first start is to be ignored.
b. Maximum discharge air temperature
The compressors are to be so designed that the temperature of the air
discharged to the starting air receivers will not substantially exceed 93'C in
service. A small fusible plug or an alarm device operating at 121C is to be
provided on each compressor to give warning of excessive air temperature. The
emergency air compressor is excepted from these requirements.
c. Safety Valves
For every compressor,a safety valve must be install and all the pressure
inside the tank must not exceed 10% that the max limit if not the safety
valveshould operate and control the pressure back. The casings of the cooling
water spaces are to be fitted with a safety valve or bursting disc so that ample
relief will be provided in the event of the bursting of an air cooler tube. It is
recommended that compressors be cooled by fresh water.
Air Receiver requirements
Air Receiver capacity
Where the main engine is arranged for air starting the total air receiver
capacity is to be sufficient to provide without replenishment, not less than 12
consecutive starts of the main engine, alternating between ahead and astern if
of the reversible type and not less than six consecutive starts if of the nonreversible type. At least two air receivers of approximately equal capacity are to
be provided. For scantlings and fittings of air receivers
For multi-engine installations, the number of starts required for each
engine will be specially considered.

2.1.4Operation of system

Diagram 2.15 : air starting system

http://www.marineinsight.com/mari
ne-safety/how-to-prevent-startingair-line-explosion-on-ships/
Diagram 2.15 show the air starting system plan.The air in the reservoir is
then send to the master and the automatic valve by opening the receiver stop
valve .At this time the master and automatic valve arein a closed position.The
turning gear at this time is disengaged.
By switching the master valve to the on position,the air will enter the
distributor slide valve and also to the automatic valve operating chamber..
The automatic valve is now open and air passes to each cylinder air start
valve and to the distributor. Depending upon distributor position, pilot air will
pass to either one or two of the cylinder air start valve operating chambers
opening the valves and allowing start air to enter the cylinders.
As the engine rotates the distributor passes pilot air in the correct
sequence to each cylinder air start valve until minimum cranking speed is
reached. At this point air admission is ended and the fuel is injected and the
engine will run like normal.

Overlap
To ensure that the engine will start in any position it is necessary to
incorporate overlap in the start air valve operation. This means that before one
valve closes the valve for the next cylinder in firing sequence must be open.
Typically, the overlap should be about 15 degrees of crank rotation.
The potential air admission period (AAP) for each cylinder is from a point
just after TDC to the point at which the exhaust is open. The required air
admission period for a 2-stroke engine is given by:

AAP =

360

+ Overlap
No. of Cylinders

For engines with four cylinders or less this can cause problems, depending
on the exhaust timing, requiring the use of some form of starting assister.
Where there are a large number of cylinders involved such that the
required AAP is much less than the potential AAP then it is common to find that
some cylinders are not used for air start purposes. With V type engines this may
mean that only one bank of cylinders is fitted with air start equipment.

2.1.4 Starting air explosions6

http://www.marineinsight.com/marinesafety/how-to-prevent-starting-air-lineexplosion-on-ships/
After a long time an oil film may formed at the start of pipe due to
discharge of oil from the compressor . This oil may come from general lubrication
or sticky scraper ring or from the engine room air. With a continuous leaking
valve hot gasses with unburnt fuel will enter the pipe and turn the oil film into a
hot incandescent carbon. An explosion will happen as the high pressure air is
enter the pipe line. which result in high speed high pressure shock wave .
Also the hot gases into the cylinder through the start valve may ignitein
the cylinder .This hot gases may contain oil mist of an unburnt fuel and there is
possibility of the hot gases to return back through start valve .That why the
installation of the non return valve is important in term of the safety.The valve

should be maintained properly, oil discharge from the compressors should be

kept to a minimum and pipelines inspected and cleaned when necessary.
Diagram 2.15 show Explosive that happen in a ship.

Diagram 2.15 : Explosive happen in ship

To minimise effects a flame gauze should be fitted to the start valve and
ample relief valves, bursting discs or caps fitted. An isolated valve on the
discharge side of the manoeuvring control valve.

How to Prevent Starting Air Line Explosion on Ships.

Fire on merchant vessels has lead to massive devastations in the past and
has been the biggest cause of causalities on ships. If such fire has its source in
the main propulsion engine, then the ship might lose its control, leading to
severe damages and loss. One of the several reasons of fire in the main engine
system of the ship is Starting air line explosion.
Precaution and Prevention

For precaution against explosion on starting air line different safety

devices and arrangements are fitted. They are

Relief Valve: It is fitted on the common air manifold which supplies air to the
cylinder head. Normally fitted at the end of the manifold and it lifts the valve in
the event of excess pressure inside the manifold. The advantage of relief valve is
it will sit back after removing the excess pressure and thus continuous air is
available to engine in case of manoeuvring or traffic.

Bursting Disc: It is fitted in the starting air pipe and consist of a perforated disc
protected by a sheet of material which will burst in case of excessive pressure
caused due to air line explosion. It also consist of a protective cap such
constructed that if the engine is required to run even after the disc has been
ruptured, the cap will cover the holes when it is turned. This will ensure that in
manoeuvring or traffic air is available for engine at all time.
Non Return Valve: Positioned in between the Air Manifold and Air Receiver, it will
not allow the explosion and its mixture to reach the air bottle because of
unidirectional property of N.R. valve.
Flame Arrestor: It is a small unit consisting of several tubes which will arrest any
flame coming out of the cylinder through leaking start air valve. It is fitted on
every cylinder before the start air valve.

For prevention of starting air line explosion following measures to be performed:

1.
2.
3.
4.
5.
6.

Ensure that all safety devices fitted are working correctly

Draining of the air bottle is carried out every watch
Auto drain to be checked for proper functioning
Air compressor is well maintained to avoid oil carry over
The oil separator at discharge of the compressor is working efficiently
The starting air manifold pipe to be cleaned and check for paint
deformation which will indicate overheating of the pipe
7. Starting air valve to be overhauled regularly to avoid leakage
8. Starting air valve seat to be inspected and lapped nd con

8 Things Marine Engineers Must Know About Starting Air

System On Ship((http://www.marineinsight.com/tech/8things-to-consider-while-operating-starting-air-systemof-marine-engines/))
Different methods are employed for starting the marine diesel engines on
board ships depending on the type and kind of the engine . Some of the most
common forms of methods used on board ships are manual, electrical and
mechanical systems.
In ships main propulsion or in auxiliary engines, considerable torque is
required to overcome the inertia of large reciprocating masses. For this purpose,
the energy stored in the compressed air is used.Mentioned below are important
points that marine engineers must be consider while operating starting air
system of marine engines.
1. The required range of starting air pressure

The starting air pressure should be such that it provides enough speed to
the piston during its compression stroke for quickly compressing the charge air
and reaching the required temperature to initiate combustion of the injected fuel.
The starting air pressure is generally of the same range for both the main
propulsion engines and the auxiliary engines i.e. between 25 and 42 bars. If the
air pressure goes higher than this, then the components of the engine should be
sturdy and robust to cater for the same.
The regulation says that the starting air reservoirs should be able to
provide 12 consecutive starts without replenishment. For non-reversible engines,
6 consecutive starts are sufficient.

2. The time period for the induction of starting air

It is in the expansion stroke that the starting air valves are opened to
provide a positive torque to the engine. For 2 Stroke engines, the starting air
valves are opened when the piston just passes the top dead centre and closed
when the exhaust valves are about to open in uniflow scavenged engines and
exhaust ports in closed and loop scavenged engines. In 4 Stroke engines, the
exhaust valves are open for a similar phase when the piston passes the top dead
centre and closes before the exhaust valve opens in the expansion stroke.
For 2 stroke engines the starting air valve is open approximately 10
degrees before TDC (this is actually provided for the valve to open fully when the
piston passes the TDC) and around 5 degrees before the exhaust valve opens. In
a pulse turbocharged 2 stroke engine, the maximum starting air angle is of 115
Degrees.
For 4 stroke engines, the starting air valve begins to open 4 degrees
before TDC and begins to close 130 degrees after TDC.
3. The overlap period
Overlap is the simultaneous opening of two starting air valves during the
starting air sequence. It is necessary to start the engine in any crank position
and thus this ensures that at least one valve will open when the starting air is
inducted in. If there is no overlap provided, then the engine could stop in any
position with all the starting air valves closed, when the starting air was given.
There should be a minimum overlap of 15 degrees provided and the ideal
condition should be between 20 degrees and 90 degrees.
For a 4 cylinder 2 stroke engine the firing interval is 90 degrees (360/4)
and if the starting air period is 115 degrees then the total overlap period would
be the difference between the two, i.e. 115-90=25 degrees.
4. Indications of leaking starting air valves and the cause of their leakage

The leakage of starting air valves is indicated by the overheating of line

between the starting air valve and the starting air manifold, when the engine is
in operation. The heating generally occurs due to the passage of hot gases from
the engine cylinder to the starting air line. Thus during manoeuvring, each
starting air line should be felt for temperature close to the starting air valves.
The common causes of leakage includes foreign particles deposited between the
valve and the valve seat from the starting air supply system, preventing the
valve to close fully or valve operating sluggishly because of incorrect clearance
between the operating parts.
To determine the leakage in the starting air valve if the engine is standstill,
the automatic starting air valve is kept in open position and the air to the
distributor is kept shut. Indicator cocks for all the units to be kept opened. The air
is now opened from the starting air receiver. Engage the turning gear and bring
each units piston to TDC. The leakage of air can be checked from the indicator
cocks of the corresponding unit. This will indicate the starting air valve which is
leaking for a particular unit.
5. Running of engine with the leaking starting air valve
If overheating of a particular line is felt and the starting air valve leakage
is detected, then the starting air branch on the starting air manifold will have to
be blanked off. If two or more starting air valves are removed from the engine,
then there could be a possibility of engine failing to start in a particular crank
position during manoeuvring. Thus, the reversing control can be operated and
the engine can be given a small starting air in the reverse direction to obtain a
different crank position or the turning gear could be engaged and one of the
pistons shall be moved in position just after top dead centre to get the positive
torque to turn the engine.
6. Slow turning valve
If during manoeuvring, the starting air is not inducted for 30 minutes,
while the engine is on wheel house control, then theres an automatic activation
of the slow turning mode in which the engine is turned very slowly for at 8-10
rpm and the air is restricted by a slow turning valve. This is done as a
precautionary measure to prevent damage to the engine while starting, if there
were an oil or water leakage.
7. Running direction interlock
Interlocks are the blocking devices which ensure that the engine is started
or reversed only when some conditions are fulfilled or satisfied. Running direction
interlock is an essential trait that prevents the injection of fuel to the engine
when the telegraph doesnt synchronise with the running direction of the engine.
It is an important application in the crash manoeuvring when the starting air is
used to apply brakes on the engine by reversing the operation.
8. Turning gear interlock

Turning gear interlock is another important thing that prevents the

admission of starting air to the engine cylinders when the turning gear is
engaged. If the starting air is admitted with the turning gear engaged, then the
turning gear along with the motor will fly off puncturing the bulkhead. Thus the
interlock is necessary to prevent such accidents.
These are some of the most important points marine engineers must know about
the air starting system on ships.