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Auxiliary Engines (Diesel Alternator) for ships operation

The engines used to drive the generators/alternators are the vessels primary source of power. This must always be taken into account in establishing priorities with regard to the operation, maintenance, and ordering of spares.

It is essential that the manufacturer’s instructions are closely followed with regard to maintenance and overhaul of critical components such as connecting rods, bottom end bolts, shell bearings, pistons. All maintenance, overhauls and repairs must be fully and accurately recorded. Any accidental over speed, overheating, blackout or major failure must be notified to the relevant Management office. During "Standby" for manoeuvring periods, a minimum of two generators/alternators are to be on load.

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The instructions given for main machinery are also applicable to auxiliary engines, generally the routine inspections must be carried out at much more frequent periods. The crankcase inspection is most important and must be carried out after a machine is shut down following a long run. Maintenance completed on the diesel generators is to be recorded on the “Maintenance Report Diesel Generators” .

The lubricating oil in the engine system must be treated with the same care as the oil in the main engine system but with auxiliary engines there is usually more risk of fuel contamination and special care must be given in this respect.

Oil cleaning arrangement such as filters or similar equipment must be kept in use the whole time the engine is working. If for any reason this equipment is not kept in use while an engine is running a note must be made in the log book that the equipment was not used and the reason given for not using it. The auxiliary diesel engine alarms and shutdowns are to be tested at monthly intervals and the relevant details noted in the Work Book. An entry should be made in the Machinery Log Book whenever such tests have been carried out.

The minimum number of auxiliary engines should be run to maintain the electrical requirements. The Chief Officer should be consulted regarding the deck requirements in port. The reduction in the number of auxiliary engines will not only result in fuel saving but primarily a reduction in auxiliary maintenance and will allow better engine performance. It must be stressed that in emergency situations, the possibility of a blackout must not delay the decision to shut down dangerous machinery.

When the vessel is in confined waters the above should not apply as enough auxiliary engines should be run to provide an ample supply of power to cope with any such emergency.

When not being maintained, all non-running engines should be kept in STAND BY condition to allow quick starting in cases of emergency. Regular checks should be made by an Engineer Officer to ensure that the cylinders of these engines are clear of water or fuel. Diesel engines should be barred over once a day. Serious damage may be caused by water leaking from defective turbo-blower casings into the cylinders via the exhaust manifolds. Water accumulation may also occur from leaking cylinder heads or cylinder liners. Fuel may also accumulate from leaking fuel combustion equipment.

Drain cocks in exhaust and inlet manifolds are to remain open when machines are at rest and should be regularly tested and proved clear of blockages, especially prior to stopping machines. Every month, each main diesel generator is to be load tested and figures recorded. The load test is to be carried out at the maximum sustainable load, the limits being taken from the parameters in the makers manual. This load is to be maintained for one hour before readings are taken.

During the load test , the engine should be brought up to 100% load for a few seconds, or long enough to prove that it can sustain this power/frequency during starting of machinery or in an short term emergency. If the continuous load achieved is less than 90% of the rated load of the engine, or the 100% test is not possible then an explanation must be sent to the superintendent with the reason for the low load achieved, and clearly stating which is the limiting parameter(s) and with a plan to correct the situation.

Either mechanical indicators, peak pressure gauges or ideally, electronic indicators should be used to record cylinder conditions.



It is essential that power balance between cylinders is maintained by proper analysis of cylinder conditions and that maintenance and adjustments are carried out to maintain operating conditions as close as possible to the design figures.

Results should be compared to the previous set of results and to the test bed (shop trial) results in order to determine if adjustments or maintenance are required. During the load test, attention should be paid to the electrical power factor ( i.e reactive load) balance achieved by all of the generators on load as this gives a good indication of the condition of the AVR’s. A monthly report on the “Auxiliary Machinery” should be completed and returned to the Managing Office.





Related Info:

Shaft alternator safety guideline

Lead acid and alkaline batteries

Guideline for Direct current generators


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