gs l32/40 imo tier ii - marine.man-es.com · 2018-03-19 - 1.1 man l32/40 genset imo tier ii project...

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All data provided in this document is non-binding. This data serves informa-tional purposes only and is especially not guaranteed in any way. Dependingon the subsequent specific individual projects, the relevant data may be sub-ject to changes and will be assessed and determined individually for eachproject. This will depend on the particular characteristics of each individualproject, especially specific site and operational conditions.

Revision ............................................ 05.2017/1.1

MAN L32/40 GenSet

Project Guide – Marine

Four-stroke diesel engine compliant with IMO Tier II

MAN Diesel & Turbo SE86224 AugsburgPhone +49 (0) 821 322-0Fax +49 (0) 821 322-3382www.mandieselturbo.com Copyright © 2018 MAN Diesel & TurboAll rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

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http://www.mandieselturbo.com

Table of contents

1 Introduction ............................................................................................................................................ 7

1.1 Medium-speed marine GenSets ................................................................................................. 7 1.2 Engine description MAN L32/40 GenSet IMO Tier II ................................................................... 7

2 Engine and operation ........................................................................................................................... 11

2.1 Approved applications and destination/suitability of the engine ........................................... 11 2.2 Engine design ............................................................................................................................ 13 2.2.1 Engine cross section .............................................................................................. 13 2.2.2 Engine designations – Design parameters .............................................................. 14 2.2.3 Turbocharger assignments ..................................................................................... 14 2.2.4 Engine main dimensions, weights and views .......................................................... 15 2.2.5 Engine inclination ................................................................................................... 16 2.2.6 Engine equipment for various applications ............................................................. 17

2.3 Ratings (output) and speeds .................................................................................................... 19 2.3.1 General remark ...................................................................................................... 19 2.3.2 Standard engine ratings ......................................................................................... 19 2.3.3 Engine ratings (output) for different applications ..................................................... 20 2.3.4 Derating, definition of P_Operating ......................................................................... 20 2.3.5 Engine speeds and related main data .................................................................... 21 2.3.6 Speed adjusting range ........................................................................................... 22

2.4 Increased exhaust gas pressure due to exhaust gas after treatment installations ............... 22 2.5 Starting ...................................................................................................................................... 24 2.5.1 General remarks .................................................................................................... 24 2.5.2 Type of engine start ............................................................................................... 24 2.5.3 Requirements on engine and plant installation ........................................................ 25 2.5.4 Starting conditions ................................................................................................. 26

2.6 Low-load operation ................................................................................................................... 27 2.7 Start-up and load application ................................................................................................... 30 2.7.1 General remarks .................................................................................................... 30 2.7.2 Start-up time .......................................................................................................... 30 2.7.3 Load application – Cold engine (emergency case) .................................................. 33 2.7.4 Load application for electric propulsion/auxiliary GenSet ........................................ 34 2.7.5 Load application – Load steps (for electric propulsion/auxiliary GenSet) ................. 35

2.8 Engine load reduction ............................................................................................................... 37 2.9 Engine load reduction as a protective safety measure ........................................................... 38 2.10 Engine operation under arctic conditions ................................................................................ 39 2.11 GenSet operation ....................................................................................................................... 43 2.11.1 Operating range for GenSet/electric propulsion ...................................................... 43 2.11.2 Available outputs and permissible frequency deviations ......................................... 44 2.11.3 Generator operation/electric propulsion – Power management .............................. 45 2.11.4 Alternator – Reverse power protection ................................................................... 46

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2.11.5 Earthing measures of diesel engines and bearing insulation on alternators ............. 47

2.12 Fuel oil, lube oil, starting air and control air consumption ..................................................... 49 2.12.1 Fuel oil consumption for emission standard: IMO Tier II .......................................... 49 2.12.2 Lube oil consumption ............................................................................................. 51 2.12.3 Starting air and control air consumption ................................................................. 52 2.12.4 Recalculation of fuel consumption dependent on ambient conditions ..................... 52 2.12.5 Influence of engine aging on fuel consumption ....................................................... 53

2.13 Planning data for emission standard IMO Tier II – Auxiliary GenSet ...................................... 54 2.13.1 Nominal values for cooler specification – MAN L32/40 IMO Tier II – Auxiliary GenSet

................................................................................................................................ 54

2.13.2 Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –Auxiliary GenSet ..................................................................................................... 55

2.13.3 Load specific values at ISO conditions – MAN L32/40 IMO Tier II – Auxiliary GenSet................................................................................................................................ 56

2.13.4 Load specific values at tropical conditions – MAN L32/40 IMO Tier II – AuxiliaryGenSet .................................................................................................................. 57

2.14 Operating/service temperatures and pressures ...................................................................... 58 2.15 Leakage rate ............................................................................................................................. 63 2.16 Filling volumes .......................................................................................................................... 63 2.17 Internal media systems – Exemplary ....................................................................................... 65 2.18 Venting amount of crankcase and turbocharger ..................................................................... 69 2.19 Exhaust gas emission ............................................................................................................... 69 2.19.1 Maximum permissible NOx emission limit value IMO Tier II ..................................... 69 2.19.2 Smoke emission index (FSN) .................................................................................. 70 2.19.3 Exhaust gas components of medium-speed four-stroke diesel engines ................. 70

2.20 Noise .......................................................................................................................................... 72 2.20.1 Airborne noise ........................................................................................................ 72 2.20.2 Intake noise ........................................................................................................... 73 2.20.3 Exhaust gas noise .................................................................................................. 74 2.20.4 Blow-off noise example .......................................................................................... 75 2.20.5 Noise and vibration – Impact on foundation ........................................................... 75

2.21 Arrangement of attached pumps ............................................................................................. 78 2.22 Foundation ................................................................................................................................ 78 2.22.1 Resilient mounting of GenSets ............................................................................... 78 2.22.2 General requirements for engine foundation ........................................................... 80

3 Engine automation ............................................................................................................................... 83

3.1 SaCoSone GENSET system overview ........................................................................................ 83 3.2 Power supply and distribution ................................................................................................. 84 3.3 Operation ................................................................................................................................... 85 3.4 Functionality .............................................................................................................................. 86 3.5 Interfaces .................................................................................................................................. 88 3.6 Technical data ........................................................................................................................... 94 3.7 Installation requirements ......................................................................................................... 94

4 Specification for engine supplies ........................................................................................................ 97

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4.1 Explanatory notes for operating supplies – Diesel engines .................................................... 97 4.1.1 Lube oil .................................................................................................................. 97 4.1.2 Fuel ........................................................................................................................ 97 4.1.3 Nozzle cooling water system .................................................................................. 99 4.1.4 Intake air ................................................................................................................ 99

4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO and biofuels ............. 99 4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO) .............................. 103 4.4 Specification of gas oil/diesel oil (MGO) ................................................................................ 108 4.5 Specification of diesel oil (MDO) ............................................................................................ 110 4.6 Specification of heavy fuel oil (HFO) ...................................................................................... 112 4.6.1 ISO 8217-2012 Specification of HFO ...................................................................123

4.7 Viscosity-temperature diagram (VT diagram) ....................................................................... 125 4.8 Specification of engine cooling water .................................................................................... 127 4.9 Cooling water inspecting ........................................................................................................ 133 4.10 Cooling water system cleaning .............................................................................................. 135 4.11 Specification of intake air (combustion air) .......................................................................... 137 4.12 Specification of compressed air ............................................................................................. 138

5 Engine supply systems ...................................................................................................................... 141

5.1 Basic principles for pipe selection ......................................................................................... 141 5.1.1 Engine pipe connections and dimensions ............................................................141 5.1.2 Specification of materials for piping ......................................................................141 5.1.3 Installation of flexible pipe connections for resiliently mounted GenSet ................. 142 5.1.4 Condensate amount in charge air pipes and air vessels .......................................147

5.2 Lube oil system ....................................................................................................................... 149 5.2.1 Lube oil system description ..................................................................................149 5.2.2 Prelubrication/postlubrication ...............................................................................160 5.2.3 Crankcase vent and tank vent ..............................................................................161

5.3 Water systems ......................................................................................................................... 162 5.3.1 General ................................................................................................................162 5.3.2 GenSet design and components – Water systems ...............................................163 5.3.3 Cooling water system diagrams ...........................................................................166 5.3.4 Cooling water system description ........................................................................171 5.3.5 Cooling water collecting and supply system .........................................................178 5.3.6 Turbine washing ...................................................................................................178 5.3.7 Cleaning of charge air cooler (ultrasonic) ..............................................................180 5.3.8 Nozzle cooling system .........................................................................................181 5.3.9 Nozzle cooling water module ...............................................................................183

5.4 Fuel oil system ........................................................................................................................ 185 5.4.1 General ................................................................................................................185 5.4.2 Marine diesel oil (MDO) treatment system .............................................................186 5.4.3 Heavy fuel oil (HFO) treatment system ..................................................................190 5.4.4 GenSet design and components – Fuel oil system ...............................................196 5.4.5 Fuel oil supply system ..........................................................................................198 5.4.6 Emergency MDO supply system ..........................................................................209

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5.4.7 Fuel oil leakage system ........................................................................................210 5.4.8 Fuel changeover ..................................................................................................213 5.4.9 Fuel supply at blackout conditions (emergency start) ............................................214

5.5 Compressed air system .......................................................................................................... 214 5.5.1 General ................................................................................................................214 5.5.2 Starting air system ...............................................................................................217 5.5.3 Starting air receivers, compressors ......................................................................218 5.5.4 Jet assist .............................................................................................................220 5.5.5 Slow turn .............................................................................................................220

5.6 Engine room ventilation and combustion air ......................................................................... 220 5.7 Exhaust gas system ................................................................................................................ 222 5.7.1 General ................................................................................................................222 5.7.2 Components and assemblies of the exhaust gas system .....................................223

6 Engine room planning ........................................................................................................................ 225

6.1 Installation and arrangement ................................................................................................. 225 6.1.1 General details .....................................................................................................225 6.1.2 Installation drawings .............................................................................................226 6.1.3 Removal dimensions of piston and cylinder liner ...................................................226 6.1.4 Lifting device ........................................................................................................227 6.1.5 Space requirement for maintenance .....................................................................230 6.1.6 Major spare parts .................................................................................................230

6.2 Exhaust gas ducting ............................................................................................................... 231 6.2.1 Example: Ducting arrangement ............................................................................231 6.2.2 Position of the outlet casing of the turbocharger ..................................................232

7 Annex .................................................................................................................................................. 233

7.1 Safety instructions and necessary safety measures ............................................................. 233 7.1.1 General ................................................................................................................233 7.1.2 Safety equipment and measures provided by plant-side ......................................233

7.2 Programme for Factory Acceptance Test (FAT) ..................................................................... 238 7.3 Engine running-in ................................................................................................................... 241 7.4 Definitions ............................................................................................................................... 243 7.5 Abbreviations .......................................................................................................................... 248 7.6 Symbols ................................................................................................................................... 249 7.7 Preservation, packaging, storage .......................................................................................... 253 7.7.1 General ................................................................................................................253 7.7.2 Storage location and duration ..............................................................................254 7.7.3 Follow-up preservation when preservation period is exceeded .............................255 7.7.4 Removal of corrosion protection ..........................................................................255

7.8 Engine colour .......................................................................................................................... 255

Index ................................................................................................................................................... 257

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1 Introduction

1.1 Medium-speed marine GenSets

Figure 1: MAN Diesel & Turbo engine programme

GenSetsApplications for GenSets vary from auxiliary GenSets, GenSets for diesel-electric propulsion up to offshore applications.

Project specific demands to be clarified at early project stage.

1.2 Engine description MAN L32/40 GenSet IMO Tier II

GeneralThe “Work Horse” MAN L32/40 is in service 24 hours a day. As a pure auxili-ary GenSet engine it is available with an output range between 3,000 kW mech

and 4,500 kW mech. The interacting of all important parts results to low wearrates and long maintenance intervals.

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MAN L32/40 GenSet IMO Tier II, Project Guide – Marine, EN 7 (262)

Auxiliary GenSet conceptThe diesel engine and the alternator are placed on a common rigid baseframe mounted on the ship's/erection hall's foundation by means of resilientsupports, type conical. Each engine is equipped with an engine driven HTcooling water pump, an engine driven lube oil pump and an prelubricationpump (electrical). The installed, individual HT thermostatic valve (wax type)regulates the HT cooling water temperature leaving the engine. Lube oilcooler and oi filter are part of the GenSet front end.

Figure 2: Auxiliary GenSet – Principle schema

FuelsThe MAN L32/40 GenSet engine can be operated on heavy fuel oil with aviscosity up to 700 mm2/s (cSt) at 50 °C. It is designed for fuel up to levels ofquality RMK700 according ISO8217 or RK700 according CIMAC 2003.

Stepped pistonForged dimensionally stable steel crown (with shaker cooling) made fromhigh grade materials and skirt in spheroidal graphite cast iron (skirt also avail-able in steel upon request). The stepped piston and the fire ring together pre-vent “bore polishing” of the cylinder liner, thereby reducing operating costsby keeping lubricating oil consumption consistently low. Chromium ceramiccoating of the first piston ring with wear resistant ceramic particles in the ringsurface results in minimal wear and tear, ensuring extremely long periodsbetween maintenance.

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8 (262) MAN L32/40 GenSet IMO Tier II, Project Guide – Marine, EN

MAN Diesel & Turbo turbocharging systemIndustry leading designed constant pressure turbocharging system usingstate-of-the-art MAN Diesel & Turbo turbochargers with long bearing over-haul intervals. High efficiency at full and part loads results in substantial airsurplus and complete combustion without residues and with low thermalstresses on the combustion chamber components.

Cylinder headThe cylinder head has optimised combustion chamber geometry forimproved injection spray atomisation. This ensures balanced air-fuel mixture,reducing combustion residue, soot formation and improving fuel economy.

ValvesExhaust valves are designed with armoured, water cooled seats that keepvalve temperatures down. Propellers on the exhaust valve shaft provide rota-tion by exhaust gas, resulting in the cleaning effect of the valve seat area dur-ing valve closing.

Service friendly designHydraulic tooling for tightening and loosening cylinder head nuts; clampswith quick release fasteners and/or clamp and plug connectors; generouslysized access covers.

Cylinder linerThe precision machined cylinder liner and separate cooling water collar reston top of the engine frame and is there isolated from any external deforma-tion, ensuring optimum piston performance and long service life.

Electronics – SaCoSoneThe MAN L32/40 GenSet is equipped with the latest generation of provenMAN Diesel & Turbo engine management systems. SaCoSone combines allfunctions of modern engine management into one complete system. Thor-oughly integrated with the engine, it forms one unit with the drive assembly.

SaCoSone offers:

Integrated self-diagnosis functions

Maximum reliability and availability

Simple use and diagnosis

Quick exchange of modules (plug in)

Trouble-free and time-saving commissioning

Crankcase Monitoring System plus Oil mist detection

As a standard for all our four-stroke medium-speed engines manufac-tured in Augsburg, these engines will be equipped with a CrankcaseMonitoring System (CCM = Splash oil & Main bearing temperature) plusOMD (Oil mist detection). OMD and CCM are integral part of the MANDiesel & Turbo´s safety philosophy and the combination of both willincrease the possibility to early detect a possible engine failure and pre-vent subsequent component damage.20

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Device for variable injection timing (VIT)The VIT is designed to influence injection timing and thus ignition pressureand combustion temperature. That enables engine operation in different loadranges well balanced between low NOx emissions and low fuel consumption.

Committed to the futureTechnologies which promise compliance with the IMO Tier III emission limitsvalid from 2016 combined with further optimised fuel consumption and newlevels of power and flexibility are already under development at MAN Diesel &Turbo. With this level of commitment MAN Diesel & Turbo customers canplan with confidence.

Optional feature – Sealed Plunger injection pumps (SP injection pumps)The MAN L32/40 GenSet is equipped with standard injection pumps.

As an option the MAN 32/40 conventional injection system may be equippedwith Sealed Plunger injection pumps. SP injection pumps have beendesigned for an operation with all specified fuels.

Benefit:

+ The fuel and the lube oil within the injection pumps are completely separa-ted and cannot get in contact with each other, so that the leakage fuel of theSP injection pumps can be completely reused again.

+ For the same reason, there is no need for sealing oil anymore in the case ofcontinuous MGO operation.

Core technologies in-houseAs well as its expertise in engine design, development and manufacture,MAN Diesel & Turbo is also a leader in the engineering and manufacturing ofthe key technologies which determine the economic and ecological perform-ance of a diesel engine and constitute the best offer for our customers:

High efficiency turbochargers

Advanced electronic fuel injection equipment

Electronic hardware and software for engine control, monitoring anddiagnosis

High performance exhaust gas after treatment systems

Our impressive array of computer aided design tools and one of the engineindustry’s largest, best-equipped foundries allow us to decisively shortenproduct development and application engineering processes. Our mastery ofthese engine technologies is the firm foundation for:

Low emissions

Low operating costs

Low life cycle costs

Long service life

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2 Engine and operation

2.1 Approved applications and destination/suitability of the engine

Approved applicationsThe MAN L32/40 GenSet has been approved by type approval as an auxili-ary engine by all main classification societies (ABS, BV, CCS, ClassNK, CR,CRS, DNV, GL, KR, LR, RINA, RS).

As marine auxiliary engine it may be applied for diesel-electric power genera-tion1) for auxiliary duties for applications as:

Auxiliary GenSet2)

Note:The engine is not designed for operation in hazardous areas. It has to beensured by the ship's own systems, that the atmosphere of the engine roomis monitored and in case of detecting a gas-containing atmosphere theengine will be stopped immediately.1) See section Engine ratings (output) for different applications, Page 20.2) Not used for emergency case or fire fighting purposes.

OffshoreFor offshore applications it may be applied as auxiliary engine.

Due to the wide range of possible requirements such as flag state regula-tions, fire fighting items, redundancy, inclinations and dynamic positioningmodes all project requirements need to be clarified at an early stage.

Note:The engine is not designed for operation in hazardous areas. It has to beensured by the ship's own systems, that the atmosphere of the engine roomis monitored and in case of detecting a gas-containing atmosphere theengine will be stopped immediately.

Destination/suitability of the engineNote:Regardless of their technical capabilities, engines of our design and therespective vessels in which they are installed must at all times be operated inline with the legal requirements, as applicable, including such requirementsthat may apply in the respective geographical areas in which such enginesare actually being operated.

Operation of the engine outside the specified operated range, not in line withthe media specifications or under specific emergency situations (e.g. sup-pressed load reduction or engine stop by active "Override", triggered fire-fighting system, crash of the vessel, fire or water ingress inside engine room)is declared as not intended use of the engine (for details see engine specificoperating manuals). If an operation of the engine occurs outside of the scopeof supply of the intended use a thorough check of the engine and its compo-nents needs to be performed by supervision of the MAN Diesel & Turbo serv-ice department. These events, the checks and measures need to be docu-mented.

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Electric and electronic components attached to the engine –Required engine room temperatureIn general our engine components meet the high requirements of the MarineClassification Societies. The electronic components are suitable for properoperation within an air temperature range from 0 °C to 55 °C. The electricalequipment is designed for operation at least up to 45 °C.

Relevant design criteria for the engine room air temperature:

Minimum air temperature in the area of the engine and its components≥ 5 °C.

Maximum air temperature in the area of the engine and its components≤ 45 °C.

Note:Condensation of the air at engine components must be prevented.

Note:It can be assumed that the air temperature in the area of the engine andattached components will be 5 – 10 K above the ambient air temperatureoutside the engine room. If the temperature range is not observed, this canaffect or reduce the lifetime of electrical/electronic components at the engineor the functional capability of engine components. Air temperatures at theengine > 55 °C are not permissible.

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2.2 Engine design

2.2.1 Engine cross section

Figure 3: Cross section – Engine MAN L32/40 GenSet; view on counter coupling side

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2.2.2 Engine designations – Design parameters

Figure 4: Example to declare engine designations

Parameter Value Unit

Number of cylinders 6, 7, 8, 9 -

Cylinder bore 320 mm

Piston stroke 400

Displacement per cylinder 32.17 litre

Distance between cylinder centres 530 mm

Crankshaft diameter at journal,in-line engine

290

Crankshaft diameter at crank pin 290

Table 1: Design parameters

2.2.3 Turbocharger assignments

No. of cylinders, config. GenSet

500 kW/cyl.,720/750 rpm

6L NR29/S

7L NR29/S

8L NR34/S

9L NR34/S

Table 2: Turbocharger assignments

Turbocharger assignments mentioned above are for guidance only and mayvary due to project-specific reasons. Consider the relevant turbochargerproject guides for additional information.

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2.2.4 Engine main dimensions, weights and views

Engine MAN L32/40 GenSet

Figure 5: Main dimensions – L engine

No. of cylinders,config.

Lenght C Lenght A Lenght B Height H Weight withoutflywheel

mm t

6L 9,660 5,937 3,723 4,623 75.0

7L 10,190 6,467 79.0

8L 11,398 6,997 4,401 4,840 87.0

9L 12,165 7,527 91.0

The dimensions and weights are given for guidance only.

Minimum centreline distance for multi-engine installation, see section Installa-tion drawings, Page 226.

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2.2.5 Engine inclination

Figure 6: Angle of inclination

α Athwartships β Fore and aft

Max. permissible angle of inclination [°]1)

Application Athwartships α Fore and aft β Heel to each side

(static)Rolling to each side

(dynamic)Trim (static)2) Pitching

(dynamic)L < 100 m L > 100 m

Main engines 15 22.5 5 500/L 7.5

1) Athwartships and fore and aft inclinations may occur simultaneously.2) Depending on length L of the ship.

Table 3: Inclinations

Note:For higher requirements contact MAN Diesel & Turbo. Arrange enginesalways lengthwise of the ship.

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2.2.6 Engine equipment for various applications

Device/measure, (figure pos.) Ship, auxiliary engines

Charge air blow-off for cylinder pressure limitation (flap 2) Order related, required if intakeair ≤ 5 °C

Shut-off flap (flap 8) O

Turbocharger – Compressor cleaning device (wet) X1)

Turbocharger – Turbine cleaning device (dry) X

Turbocharger – Turbine cleaning device (wet) X

Two-stage charge air cooler X

Jet Assist X

VIT X

Oil mist detector X

Splash oil monitoring X

Main bearing temperature monitoring X

Valve seat lubrication O

Cylinder lubrication X

Sealing oil O

Attached HT cooling water pump X

Attached lube oil pump X

X = required, O = optional1) Not required, if compressor is equipped with insertion casing and pipe and air is led through oilbath air cleaner(instead of silencer).

Table 4: Engine equipment

Engine equipment for various applications – General descriptionIf engines are operated at full load at low air intake temperature, the high airdensity leads to the danger of excessive charge air pressure and, conse-quently, to excessive cylinder pressure. In order to avoid such conditions,part of the charge air is withdrawn downstream (flap 2, cold blow-off) of thecharge air cooler and blown off.

The shut-off flap needs to be applied for engines where there is a risk ofinflammable intake air. If the intake air contains combustible gases the enginecannot be stopped in normal way. In this exceptional situation the shut-offflap will be closed to shut-off the intake air and to stop the engine reliably. Arelief valve upstream of this flap may be applied for release of the com-pressed air.

Charge air blow-off forcylinder pressure limitation(see flap 2 in figureOverview flaps, Page18)

Shut-off flap (see flap 8 infigure Overview flaps,Page 18)

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Figure 7: Overview flaps

The two stage charge air cooler consists of two stages which differ in thetemperature level of the connected water circuits. The charge air is firstcooled by the HT circuit (high temperature stage of the charge air cooler,engine) and then further cooled down by the LT circuit (low temperaturestage of the charge air cooler, lube oil cooler).

Jet assist for acceleration of the turbocharger is used where specialdemands exist regarding fast acceleration and/or load application. In suchcases, compressed air from the starting air receivers is reduced to a pres-sure of approximately 4 bar before being passed into the compressor casingof the turbocharger to be admitted to the compressor wheel via inclinedbored passages. In this way, additional air is supplied to the compressorwhich in turn is accelerated, thereby increasing the charge air pressure.Operation of the accelerating system is initiated by a control, and limited to afixed load range.

For some engine types with conventional injection a VIT (Variable InjectionTiming) is available allowing a shifting of injection start. A shifting in the direc-tion of “advanced injection” is supposed to increase the ignition pressure andthus reduces fuel consumption. Shifting in the direction of “retarded injection”helps to reduce NOx emissions.

Bearing damage, piston seizure and blow-by in combustion chamber leadsto increased oil mist formation. As a part of the safety system the oil mistdetector monitors the oil mist concentration in crankcase to indicate thesefailures at an early stage.

The splash oil monitoring system is a constituent part of the safety system.Sensors are used to monitor the temperature of each individual drive unit (orpair of drive at V engines) indirectly via splash oil.

As an important part of the safety system the temperatures of the crankshaftmain bearings are measured just underneath the bearing shells in the bearingcaps. This is carried out using oil-tight resistance temperature sensors.

Two-stage charge air cooler

Jet assist

VIT

Oil mist detector

Splash oil monitoring

Main bearing temperaturemonitoring

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For long-term engine operation (more than 72 hours within a two-weekperiod [cumulative with distribution as required]) with DM-grade fuel a valveseat lubrication equipment needs to be attached to the engine. By thisequipment, oil is fed dropwise into the inlet channels and thereby lubricatesthe inlet valve seats. This generates a damping effect between the sealingsurfaces of the inlet valves (HFO-operation leads to layers on the sealing sur-faces of the inlet valves with a sufficient damping effect).

Additionally to the lubrication by splash oil and oil mist the running surfacesof cylinder liner, piston and piston rings are supplied with oil by a cylinderlube oil pump.

For conventional injection pumps provide a sealing oil supply, in long-termengine operation (more than 72 hours within a two-week period [cumulativewith distribution as required]) with DM-grade fuel. The low viscosity of DM-grade fuel can cause an increased leakage inside the conventional injectionpump, that may contaminate the lube oil. The sealing oil avoids effectivelycontamination of lube oil by separation of fuel and lube oil side within theconventional fuel injection pumps (not required for CR injection system).

2.3 Ratings (output) and speeds

2.3.1 General remark

The engine power which is stated on the type plate derives from the follow-ing sections and corresponds to POperating as described in section Derating,definition of P Operating, Page 20.

2.3.2 Standard engine ratings

500 kW/cyl., 720/750 rpm

No. of cylinders, config. Engine rating PISO, standard1) 2)

720 rpm 750 rpm

kWmech. kWmech.

6L 3,000 3,000

7L 3,500 3,500

8L 4,000 4,000

9L 4,500 4,500

Note:Power take-off on engine free end up to 100 % of rated output.

1) PISO, standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for engine rating, .

2) Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fulfilling the stated qual-ity requirements.

Table 5: Engine ratings

Reference conditions for engine ratingAccording to ISO 15550: 2002; ISO 3046-1: 2002

Valve seat lubrication

Cylinder lubrication

Sealing oil

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Air temperature before turbocharger tr K/°C 298/25

Total barometric pressure pr kPa 100

Relative humidity Φr % 30

Cooling water temperature inlet charge air cooler (LT stage) K/°C 298/25

Table 6: Reference conditions for engine rating

2.3.3 Engine ratings (output) for different applications

PApplication, ISO: Available output under ISO conditions dependent on application

PApplication

Availableoutput in

percentagefrom ISOstandard

output

PApplication

Availableoutput

Max. fueladmission(blocking)

Max. permis-sible speedreduction atmaximumtorque1)

Tropic condi-tions

(tr/tcr/pr=100kPa)2)

Notes Optionalpower take-off in per-centage of

ISO standardoutput

Kind of application % kW/cyl. % % °C %

Electricity generation

Auxiliary engines inships

100 500 110 - 45/38 3) -

1) Maximum torque given by available output and nominal speed.2) tr = Air temperature at compressor inlet of turbocharger.

tcr = Cooling water temperature before charge air cooler.

pr = Barometric pressure.

3) According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to pro-vide additional engine power for governing purpose only (e.g. transient load conditions and suddenly applied load).This additional power shall not be used for the supply of electrical consumers.

Table 7: Available outputs/related reference conditions MAN L32/40 GenSet

2.3.4 Derating, definition of POperating

POperating: Available rating (output) under local conditions and dependent onapplication

Dependent on local conditions or special application demands a further loadreduction of PApplication, ISO might be required.

Note:Operating pressure data without further specification are given below/aboveatmospheric pressure.

1. No deratingNo derating necessary, provided that the conditions listed are met:

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No derating up to stated referenceconditions (tropic), see 1.

Air temperature before turbocharger Tx ≤ 318 K (45 °C)

Ambient pressure ≥ 100 kPa (1 bar)

Cooling water temperature inlet charge air cooler (LT stage) ≤ 311 K (38 °C)

Intake pressure before compressor ≥ –2 kPa1)

Exhaust gas back pressure after turbocharger ≤ 5 kPa1)

Relative humidity Φr ≤ 60 %

1) Below/above atmospheric pressure.

Table 8: Derating – Limits of ambient conditions

2. DeratingContact MAN Diesel & Turbo:

If limits of ambient conditions mentioned in the upper table Derating – Limits of ambient conditions, are exceeded. A special calcula-tion is necessary.

If higher requirements for the emission level exist. For the permissiblerequirements see section Exhaust gas emission, Page 69.

If special requirements of the plant for heat recovery exist.

If special requirements on media temperatures of the engine exist.

If any requirements of MAN Diesel & Turbo mentioned in the ProjectGuide cannot be met.

2.3.5 Engine speeds and related main data

Rated speed rpm 720 750

Mean piston speed m/s 9.6 10.0

Ignition speed(starting device deactivated)

rpm 60

Engine running(activation of alarm- and safety system)

180

Speed set point – Deactivation prelubrication pump(engines with attached lube oil pump)

400

Speed set point – Deactivation external cooling waterpump(engines with attached cooling water pump)

500

Minimum engine operating speed(100 % of nominal speed)

720 750

Highest engine operating speed 749 1) 780 1)

Alarm overspeed (110 % of nominal speed) 792 825

Auto shutdown overspeed (115 % of nominal speed)via control module/alarm

828 863

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Speed adjusting range See section Speed adjusting range,

Alternator frequency for GenSet Hz 60 50

Number of pole pairs - 5 4

1) This concession may possibly be restricted, see section Available outputs and permissible frequency deviations,Page 44.

Table 9: Engine speeds and related main data

2.3.6 Speed adjusting range

The following specification represents the standard settings. For specialapplications, deviating settings may be necessary.

Drive Speed droop Maximum speed atfull load

Maximum speed atidle running

Minimum speed

Electronic speedcontrol

GenSets/electric propulsion plants

With load sharingvia speed droop

or

5 % 100 % (+0.5 %) 105 % (+0.5 %) 60 %

Isochronousoperation

0 % 100 % (+0.5 %) 100 % (+0.5 %) 60 %

Table 10: Electronic speed control

2.4 Increased exhaust gas pressure due to exhaust gas after treatmentinstallations

Resulting installation demands

If the recommended exhaust gas back pressure as stated in section Operat-ing/service temperatures and pressures, Page 58 cannot be met due toexhaust gas after treatment installations following limit values need to beconsidered.

Exhaust gas back pressure after turbocharger

Operating pressure Δpexh, maximum specified 0 – 50 mbar

Operating pressure Δpexh, range with increase of fuel consumption or possible derating 50 – 80 mbar

Operating pressure Δpexh, where a customised engine matching is required > > 80 mbar

Table 11: Exhaust gas back pressure after turbocharger

Intake air pressure before turbocharger

Operating pressure Δpintake, standard 0 – –20 mbar

Operating pressure Δpintake, range with increase of fuel consumption or possible derating –20 – –40 mbar

Operating pressure Δpintake, where a customised engine matching is required < –40 mbar

Table 12: Intake air pressure before turbocharger

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Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure beforeturbocharger

Operating pressure Δpexh + Abs(Δpintake), standard 0 – 70 mbar

Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption or possible

derating

70 – 120 mbar

Operating pressure Δpexh + Abs(Δpintake), where a customised engine matching is required > > 120 mbar

Table 13: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake airpressure before turbocharger

Maximum exhaust gas pressure drop – Layout

Supplier of equipment in exhaust gas line have to ensure that pressuredrop Δpexh over entire exhaust gas piping incl. pipe work, scrubber,boiler, silencer, etc. must stay below stated standard operating pressureat all operating conditions.

It is recommended to consider an additional 10 mbar for consideration ofaging and possible fouling/staining of the components over lifetime.

A proper dimensioning of the entire flow path including all installed com-ponents is advised or even the installation of an exhaust gas blower ifnecessary.

At the same time the pressure drop Δpintake in the intake air path must bekept below stated standard operating pressure at all operating conditionsand including aging over lifetime.

For significant overruns in pressure losses even a reduction in the ratedpower output may become necessary.

On plant side it must be prepared, that pressure sensors directly afterturbine outlet and directly before compressor inlet may be installed toverify above stated figures.

By-pass for emergency operation

Evaluate if the chosen exhaust gas after treatment installation demands aby-pass for emergency operation.

For scrubber application, a by-pass is recommended to ensure emer-gency operation in case that the exhaust gas cannot flow through thescrubber freely.

The by-pass needs to be dimensioned for the same pressure drop as themain installation that is by-passed – otherwise the engine would oper-ated on a differing operating point with negative influence on the per-formance, e.g. a lower value of the pressure drop may result in too highturbocharger speeds.

Single streaming per engine recommended/multi-streaming to be evaluatedproject-specific

In general each engine must be equipped with a separate exhaust gasline as single streaming installation. This will prevent reciprocal influencingof the engine as e.g. exhaust gas backflow into an engine out of opera-tion or within an engine running at very low load (negative pressure dropover the cylinder can cause exhaust gas back flow into intake manifoldduring valve overlap).

In case a multi-streaming solution is realised (i.e. only one combinedscrubber for multiple engines) this needs to be stated on early projectstage. Hereby air/exhaust gas tight flaps need to be provided to safe-guard engines out of operation. A specific layout of e.g. sealing air massflow will be necessary and also a power management may become nec-

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essary in order to prevent operation of several engines at very high loadswhile others are running on extremely low load. A detailed analysis asHAZOP study and risk analysis by the yard becomes mandatory.

Engine to be protected from backflow of media out of exhaust gas aftertreatment installation

A backflow of e.g. urea, scrubbing water, condensate or even rain fromthe exhaust gas after treatment installation towards the engine must beprevented under all operating conditions and circumstances, includingengine or equipment shutdown and maintenance/repair work.

Turbine cleaning

Both wet and dry turbine cleaning must be possible without causing mal-functions or performance deterioration of the exhaust system incl. anyinstalled components such as boiler, scrubber, silencer, etc.

White exhaust plume by water condensation

When a wet scrubber is in operation, a visible exhaust plume has to beexpected under certain conditions. This is not harmful for the environ-ment. However, countermeasures like reheating and/or a demistershould be considered to prevent condensed water droplets from leavingthe funnel, which would increase visibility of the plume.

The design of the exhaust system including exhaust gas after treatmentinstallation has to make sure that the exhaust flow has sufficient velocityin order not to sink down directly onboard the vessel or near to the plant.At the same time the exhaust pressure drop must not exceed the limitvalue.

Vibrations

There must be a sufficient decoupling of vibrations between engine andexhaust gas system incl. exhaust gas after treatment installation, e.g. bycompensators.

2.5 Starting

2.5.1 General remarks

Engine and plant installation need to be in accordance to the below statedrequirements and the required starting procedure.

Note:Statements are relevant for non arctic conditions.For arctic conditions consider relevant sections and clarify undefined detailswith MAN Diesel & Turbo.

2.5.2 Type of engine start

Normal startThe standard procedure of a monitored engine start in accordance to MANDiesel & Turbo guidelines.

Stand-by startShortened starting up procedure of a monitored engine start: Several pre-conditions and additional plant installations required.

This kind of engine start has to be triggered by an external signal: "Stand-bystart required”.

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Exceptional start (e.g. blackout start)A monitored engine start (without monitoring of lube oil pressure) within onehour after stop of an engine that has been faultless in operation or of anengine in stand-by mode.

This kind of engine start has to be triggered by an external signal “BlackStart” and may only be used in exceptional cases.

Emergency startManual start of the engine at emergency start valve at the engine (if applied),without supervision by the SaCoS engine control. These engine starts will beapplied only in emergency cases, in which the customer accepts, that theengine might be harmed.

2.5.3 Requirements on engine and plant installation

General requirements on engine and plant installationAs a standard and for the start-up in normal starting mode (preheatedengine) following installations are required:

Lube oil service pump (attached).

Prelubrication pump (free-standing).

Preheating HT cooling water system (60 – 90 °C).

Preheating lube oil system (> 40 °C). For maximum admissible value seetable Lube oil, Page 60.

Requirements on engine and plant installation for "Stand-by Operation"capabilityTo enable in addition to the normal starting mode also an engine start fromPMS (power management system) from stand-by mode with thereby short-ened start-up time following installations are required:

Lube oil service pump (attached).

Prelubrication pump (free-standing) with low pressure before engine(0.3 bar < pOil before engine < 0.6 bar).

Preheating HT cooling water system (60 – 90 °C).

Preheating lube oil system (> 40 °C). For maximum admissible value seetable Lube oil, Page 60.

Power management system with supervision of stand-by times engines.

Additional requirements on engine and plant installation for "Blackoutstart" capabilityFollowing additional installations to the above stated ones are required toenable in addition a "Blackout start":

HT CW service pump (attached) recommended.

LT CW service pump (attached) recommended.

Attached fuel oil supply pump recommended (if applicable).

Equipment to ensure fuel oil pressure of > 0.6 bar for engines with con-ventional injection system and > 3.0 bar for engines with common railsystem.

If fuel oil supply pump is not attached to the engine:

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Air driven fuel oil supply pump or fuel oil service tanks at sufficient heightor pressurised fuel oil tank.

2.5.4 Starting conditions

Type of engine start: Blackout start Stand-by start Normal start

Explanation: After blackout From stand-by mode After stand-still

Start-up time until loadapplication:

< 1 minute < 1 minute > 2 minutes

General notes

- Engine start-up only within 1 hafter stop of engine that hasbeen faultless in operation or

within 1 h after end of stand-bymode.

Maximum stand-by time 7 days

Supervised by powermanagement system plant.

Stand-by mode is only possibleafter engine has been faultless inoperation and has been faultless

stopped.

Standard

Additional externalsignal:

Blackout start Stand-by request -

Table 14: Starting conditions – General notes


General engine status No start-blocking active Engine in proper conditionNo start-blocking active

Note:Start-blocking of engine leads to

withdraw of "Stand-byOperation".

Engine in propercondition

No start-blocking active

Slow Turn to beconducted?

No No Yes1)

Engine to be prehea-ted and prelubricated?

No2) Yes Yes

1) It is recommended to install Slow Turn. Otherwise the engine has to be turned by turning gear.2) Valid only, if mentioned above conditions (see table Starting conditions – General notes, ) have been con-sidered. Non-observance endangers the engine or its components.

Table 15: Starting conditions – Required engine conditions

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Lube oil system

Prelubrication period No1) Permanent Yes, previous to enginestart

Prelubrication pres-sure before engine

- See section Operating/servicetemperatures and pressures,

Page 58 limits according figure"Prelubrication/postlubrication

lube oil pressure(duration > 10 min)"

See section Operating/service temperaturesand pressures, Page58 limits according

figure "Prelubrication/postlubrication lube oil

pressure(duration ≤ 10 min)"

Lube oil to bepreheated?

No1) Yes Yes

HT cooling water

HT cooling water to bepreheated?

No1) Yes Yes

Fuel system

For MGO/MDO opera-tion

Sufficient fuel oil pressure atengine inlet needed.

Supply pumps in operation or with starting command toengine.

For HFO operation Sufficient fuel oil pressure atengine inlet needed (MGO/

MDO-operation recommended).Emergency fuel supply pumpsin MGO/MDO mode always.

Supply and booster pumps in operation, fuel preheated tooperating viscosity.

In case of permanent stand-by of liquid fuel engines orduring operation of an DF engine in gas mode a periodicalexchange of the circulating HFO has to be ensured toavoid cracking of the fuel. This can be done by releasing acertain amount of circulating HFO into the day tank andsubstituting it with "fresh" fuel from the tank.

1) Valid only, if mentioned above conditions (see table Starting conditions – General notes, Page 26) have beenconsidered. Non-observance endangers the engine or its components.

Table 16: Starting conditions – Required system conditions

Additional remark regarding "Blackout start"If additional requirements on engine and plant installation for "Blackout start"capability are fullfilled, it is possible to start up the engine in shorter time. Butuntill all media systems are back in normal operation the engine can only beoperated according to the settings of alarm and safety system.

2.6 Low-load operation

DefinitionBasically, the following load conditions are distinguished:

Overload: > 100 % of the full load power

Full load: 100 % of the full load power

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Part load: < 100 % of the full load power

Low load: < 25 % of the full load power

The best operating conditions for the engine prevail under even loading in therange of 60 % to 90 % of full load power.

During idling or engine operation at a low load, combustion in the combus-tion chamber is incomplete.

This may result in the forming of deposits in the combustion chamber, whichwill lead to increased soot emission and to increasing cylinder contamination.

This process is more acute in low-load operation and during manoeuvringwhen the cooling water temperatures are not kept at the required level, andare decreasing too rapidly. This may result in too low charge air and com-bustion chamber temperatures, deteriorating the combustion at low loadsespecially in heavy fuel operation.

Based on the above, the low-load operation in the range of < 25 % of the fullload is subjected to specific limitations. According to figure Time limitationsfor low-load operation (left), duration of "relieving operation" (right), immediately after a phase of low-load operation the engine must be operatedat > 70 % of the full load for some time in order to reduce the deposits in thecylinders and the exhaust gas turbocharger again.

Provided that the specified engine operating values are observed, thereare no restrictions at loads > 25 % of the full load.

Continuous operation at < 25 % of the full load should be avoided when-ever possible.

No-load operation, particularly at nominal speed (alternator operation) isonly permissible for one hour maximum.

After 500 hours of continuous operation with liquid fuel, at a low load in therange of 20 % to 25 % of the full load, the engine must be run-in again.

See section Engine running in, Page 241.

Correlations

Operation with heavy fuel oil(fuel of RM quality) or withMGO (DMA, DMZ) orMDO(DMB)

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* Generally, the time limits in heavy fuel oil operation apply to all HFO grades according to the des-ignated fuel specification. In certain rare cases, when HFO grades with a high ignition delaytogether with a high coke residues content are used, it may be necessary to raise the total levelof the limiting curve for HFO from 20% up to 30%.

P Full load performance in % t Operating time in hours (h)

Figure 8: Time limitation for low-load operation (left), duration of "relieving operation" (right)

Example for heavy fuel oil (HFO)Time limits for low-load operation with heavy fuel oil:

At 10 % of the full load, operation on heavy fuel oil is allowable for 19 hoursmaximum.

Duration of "relieving operation":

Let the engine run at a load > 70 % of the full load appr. within 1.2 hours toburn the deposits formed.

Note:The acceleration time from the actual load up to 70 % of the full load mustbe at least 15 minutes.

Example for MGO/MDOTime limits for low-load operation with MGO/MDO:

At 17 % of the full load, operation on MGO/MDO is allowable appr. for 200hours maximum.

Duration of "relieving operation":

Let the engine run at a load > 70 % of the full load appr. within 18 minutes toburn the deposits formed.

Note:The acceleration time from the actual load up to 70 % of the full load mustbe at least 15 minutes.

Line a

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2.7 Start-up and load application

2.7.1 General remarks

In the case of highly-supercharged engines, load application is limited. This isdue to the fact that the charge air pressure build-up is delayed by the turbo-charger run-up. Besides, a low-load application promotes uniform heating ofthe engine.

In general, requirements of the International Association of ClassificationSocieties (IACS) and of ISO 8528-5 are valid.

According to performance grade G2 concerning:

Dynamic speed drop in % of the nominal speed ≤ 10 %.

Remaining speed variation in % of the nominal speed ≤ 5 %.

Recovery time until reaching the tolerance band ±1 % of nominal speed≤ 5 seconds.

Clarify any higher project-specific requirements at an early project stage withMAN Diesel & Turbo. They must be part of the contract.

In a load drop of 100 % nominal engine power, the dynamic speed variationmust not exceed:

10 % of the nominal speed.

The remaining speed variation must not surpass 5 % of the nominalspeed.

To limit the effort regarding regulating the media circuits, also to ensure anuniform heat input it always should be aimed for longer load application timesby taking into account the realistic requirements of the specific plant.

All questions regarding the dynamic behaviour should be clarified in closecooperation between the customer and MAN Diesel & Turbo at an earlyproject stage.

Requirements for plant design:

The load application behaviour must be considered in the electrical sys-tem design of the plant.

The system operation must be safe in case of graduated load applica-tion.

The load application conditions (E-balance) must be approved during theplanning and examination phase.

The possible failure of one engine must be considered, see section Gen-erator operation/electric propulsion – Power management, Page 45.

2.7.2 Start-up time

Prior to the start-up of the engine it must be ensured that the emergencystop of the engine is working properly. Additionally all required supply sys-tems must be in operation or in stand-by operation.

For the start-up of the engine it needs to be preheated:

Lube oil temperature ≥ 40 °C

Cooling water temperature ≥ 60 °C

General remark

Start-up – Preheated engine

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The required start-up time in normal starting mode (preheated engine), withthe required time for starting up the lube oil system and prelubrication of theengine is shown in figure below.

In case of emergency, it is possible to start the cold engine provided therequired media temperatures are present:

Lube oil > 20 °C, cooling water > 20 °C.

Distillate fuel must be used until warming up phase is completed.

The engine is prelubricated. Due to the higher viscosity of the lube oil of acold engine the prelubrication phase needs to be increased.

The engine is started and accelerated up to 100 % engine speed within1 – 3 minutes.

Before further use of the engine a warming up phase is required to reach atleast the level of the regular preheating temperatures (lube oil temperature> 40 °C, cooling water temperature > 60 °C), see figure below.

Figure 9: Start-up time: Normal start for preheated engine (standard) and cold engine (emergency case)

For engines in stand-by mode the required start-up time is shortenedaccordingly to figure below.

Start-up – Cold engine

Start-up – Engine in stand-by mode

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Figure 10: Start-up time: Stand-by start

In exceptional case, the run-up time of the engine may be shortened accord-ing to following figure. Be aware that this is near to the maximum capabilityof the engine, so exhaust gas will be visible (opacity > 60 %). The shortestpossible run-up time can only be achieved with jet assist.

Note:Exceptional start-up with jet assist can only be applied if following is provi-ded:

Engine to be equipped with jet assist.

Sufficient air pressure for jet assist activation must be available.

External signal from plant to be provided for request to SaCoSone forstart-up in exceptional case.

Explanation: Required to distinguish from normal start-up.

Exceptional start-up with jetassist

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Figure 11: Exceptional start-up with jet assist

Relevance of the specific starting phases depends on the application and onlayout of the specific plant.

2.7.3 Load application – Cold engine (emergency case)

If the cold engine has been started and runs at nominal speed as prescribedfollowing procedure is relevant:

Distillate fuel must be used until warming up phase is completed.

Loading the engine gradually up to 30 % engine load within 6 to 8minutes.

Keep the load at 30 % during the warming up phase until oil temperature> 40 °C and cooling water temperature > 60 °C are reached.

The necessary time span for this process depends on the actual media tem-peratures and the specific design of the plant. After these prescribed mediatemperatures are reached the engine can be loaded up according the dia-gram for a preheated engine.

General remark

Cold engine – Warming up

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Figure 12: Load application, emergency case; cold engines

2.7.4 Load application for electric propulsion/auxiliary GenSet

In general it is recommended to apply the load according to curve "Normalloading" – see figure below. This ensures uniform heat input to the engineand exhaust gas below the limit of visibility (opacity below 10 %). Jet assist isnot required in this case.

Even after the engine has reached normal engine operating temperatures it isrecommended to apply the load according to curve "Normal loading". Jetassist is not required in this case. Even for "Short loading" no jet assist isrequired. Load application according the "Short loading" curve may be affec-ted by visible exhaust gas (opacity up to 30 %).

"Emergency loading" is the shortest possible load application time for contin-uously loading, applicable only in emergency case.

Note:Stated load application times within figure(s) Load application, Page 35 isvalid after nominal speed is reached and synchronisation is done.

For this purpose, the power management system should have an own emer-gency operation programme for quickest possible load application. Be awarethat this is near to the maximum capability of the engine, so exhaust gas willbe visible. The shortest possible load application time can only be achievedwith jet assist.

Load application – Preheatedengine

Load application – Engine atnormal operatingtemperatures

Emergency loading –Preheated engine

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Figure 13: Load application

2.7.5 Load application – Load steps (for electric propulsion/auxiliary GenSet)

The specification of the IACS (Unified Requirement M3) contains first of allguidelines for suddenly applied load steps. Originally two load steps, each50 %, were described. In view of the technical progress regarding increasingmean effective pressures, the requirements were adapted. According toIACS and ISO 8528-5 following diagram is used to define – based on themean effective pressure of the respective engine – the load steps for a loadapplication from 0 % load to 100 % load. This diagram serves as a guidelinefor four stroke engines in general and is reflected in the rules of the classifica-tion societies.

Be aware, that for marine engines load application requirements must beclarified with the respective classification society as well as with the shipyardand the owner.

Minimum requirements ofclassification societies andISO rule

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Figure 14: Load application in steps as per IACS and ISO 8528-5

P [%] Engine load 1 1st Step

pme [bar] Mean effective pressure 2 2nd Step

3 3rd Step

4 4th Step

5 5th Step

Exemplary requirementsMinimum requirements concerning dynamic speed drop, remaining speedvariation and recovery time during load application are listed below.

Classification society Dynamic speed drop in % of thenominal speed

Remaining speed variation in %of the nominal speed

Recovery time until reachingthe tolerance band ±1 % of

nominal speed

Germanischer Lloyd ≤ 10 % ≤ 5 % ≤ 5 sec.

RINA

Lloyd´s Register ≤ 5 sec., max 8 sec.

American Bureau ofShipping

≤ 5 sec.

Bureau Veritas

Det Norske Veritas

ISO 8528-5

Table 17: Minimum requirements of some classification societies plus ISO rule

In case of a load drop of 100 % nominal engine power, the dynamic speedvariation must not exceed 10 % of the nominal speed and the remainingspeed variation must not surpass 5 % of the nominal speed.

If the engine has reached normal operating temperature, load steps can beapplied according to the diagram below. The load step has to be chosendepending on the desired recovery time. These curves are for engine plusstandard generator – plant specific details and additional moments of inertia

Engine specific load steps –Normal operatingtemperature2

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need to be considered. If low opacity values (below 30 % opacity) arerequired, load steps should be maximum 20 % (without jet assist), maximum25 % (with jet assist).

Before an additional load step will be applied, at least 20 seconds waitingtime after initiation of the previous load step needs to be considered.

Figure 15: Load application by load steps – Speed drop and recovery time

Time between load steps of ≥ 20 sec. has to be ensured.

2.8 Engine load reduction

Sudden load sheddingFor the sudden load shedding from 100 % to 0 % engine load, severalrequirements of the classification societies regarding the dynamic and per-manent change of engine speed have to be fulfilled.

In case of a sudden load shedding and related compressor surging, checkthe proper function of the turbocharger silencer filter mat.

Recommended load reduction/stopping the engineFigure Engine ramping down, Page 38 shows the shortest possible timesfor continuously ramping down the engine and a sudden load shedding.

To limit the effort regarding regulating the media circuits and also to ensurean uniform heat dissipation it always should be aimed for longer rampingdown times by taking into account the realistic requirements of the specificplant.

Before final engine stop, the engine has to be operated for a minimum of1 minute at idling speed.

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Run-down coolingIn order to dissipate the residual engine heat, the system circuits should bekept in operation after final engine stop for a minimum of 15 minutes.

Figure 16: Engine ramping down, generally

2.9 Engine load reduction as a protective safety measure

Requirements for the power management system/propeller controlIn case of a load reduction request due to predefined abnormal engineparameter (e.g. high exhaust gas temperature, high turbine speed, high lubeoil temperature) the power output (load) must be ramped down as fast aspossible to ≤ 60 % load.

Therefore the power management system/propeller control has to meet thefollowing requirements:

After a maximum of 5 seconds after occurrence of the load reductionsignal, the engine load must be reduced by at least 5 %.

Then, within the next time period of maximum 30 sec. an additionalreduction of engine load by at least 35 % needs to be applied.

The “prohibited range” shown in figure Engine load reduction as a pro-tective safety measure, Page 39 has to be avoided.

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Figure 17: Engine load reduction as a protective safety measure

2.10 Engine operation under arctic conditions

Arctic condition is defined as:

Air intake temperatures of the engine below +5 °C.

If engines operate under arctic conditions (intermittently or permanently), theengine equipment and plant installation have to hold certain design featuresand meet special requirements. They depend on the possible minimum airintake temperature of the engine and the specification of the fuel used.

Minimum air intake temperature of the engine, tx:

Category A

+5 °C > tx > −15 °C

Category B

–15 °C ≥ tx > −35 °C

Category C

tx ≤ −35 °C

Special engine design requirementsCharge air blow-off according to categories A, B or C.

If arctic fuel (with very low lubricating properties) is used, the following actionsare required:

The maximum permissible fuel temperatures and the minimum permissi-ble viscosity before engine have to be kept.

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Fuel injection pump with sealing oilThe low viscosity of the arctic fuel can cause an increased leakage insideconventional injection pumps, that may contaminate the lube oil. There-fore sealing oil needs to be installed at the engine and must be activated(dependent on engine type).

Fuel injection valveSwitch off nozzle cooling to avoid corrosion caused by temperaturesbelow the dew point.

Valve seat lubricationHas to be equipped to the engine and to be activated to avoid increasedwear of the inlet valves (dependent on engine type).

Engine equipment SaCoSone equipment is suitable to be stored at minimum ambient tem-

peratures of –15 °C.

In case these conditions cannot be met, protective measures against cli-matic influences have to be taken for the following electronic compo-nents:

– EDS Databox APC620

– TFT-touchscreen

– Emergency switch module BD5937

These components have to be stored at places, where the temperatureis above –15 °C.

A minimum operating temperature of ≥ 0 °C has to be ensured. The useof an optional electric heating is recommended.

AlternatorsAlternator operation is possible according to suppliers specification.

Plant installation Air intake of the engine and power house/engine room ventilation have to

be two different systems to ensure that the power house/engine roomtemperature is not too low caused by the ambient air temperature.

It is necessary to ensure that the charge air cooler cannot freeze whenthe engine is out of operation (and the cold air is at the air inlet side).

Category A, B

No additional actions are necessary. The charge air before the cylinder ispreheated by the HT circuit of the charge air cooler (LT circuit closed).

Category C

An air intake temperature ≥ –35 °C has to be ensured by preheating.

Additionally the charge air before the cylinder is preheated by the HT cir-cuit of the charge air cooler (LT circuit closed).

In general the minimum viscosity before engine of 1.9 cSt must not beundershoot.

The fuel specific characteristic values “pour point” and “cold filter plug-ging point” have to be observed to ensure pumpability respectively filter-ability of the fuel oil.

Fuel temperatures of ≤ –10 °C are to be avoided, due to temporarilyembrittlement of seals used in the engines fuel oil system. As a resultthey may suffer a loss of function.

SaCoSone

Intake air conditioning

Instruction for minimumadmissible fuel temperature

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Ventilation of engine room

The air of the engine room ventilation must not be too cold (preheating isnecessary) to avoid the freezing of the liquids in the engine room sys-tems.

Minimum power house/engine room temperature for design ≥ +5 °C.

Coolant and lube oil system have to be preheated for each individualengine, see section Starting conditions, Page 26.

Design requirements for the preheater of HT systems:

– Category AStandard preheater.

– Category B50 % increased capacity of the preheater.

– Category C100 % increased capacity of the preheater.

Maximum permissible antifreeze concentration (ethylene glycol) in theengine cooling water.

An increasing proportion of antifreeze decreases the specific heatcapacity of the engine cooling water, which worsens the heat dissipationfrom the engine and will lead to higher component temperatures.

The antifreeze concentration of the engine cooling water systems (HTand LT) within the engine room respectively power house is thereforelimited to a maximum concentration of 40 % glycol. For systems thatrequire more than 40 % glycol in the cooling water an intermediate heatexchanger with a low terminal temperature difference should be provi-ded, which separates the external cooling water system from the internalsystem (engine cooling water).

If a concentration of anti-freezing agents of > 50 % in the cooling watersystems is required, contact MAN Diesel & Turbo for approval.

For information regarding engine cooling water see section Specificationfor engine supplies, Page 97.

The design of the insulation of the piping systems and other plant parts(tanks, heat exchanger, external intake air duct etc.) has to be modified anddesigned for the special requirements of arctic conditions.

To support the restart procedures in cold condition (e.g. after unmanned sur-vival mode during winter), it is recommended to install a heat tracing systemin the pipelines to the engine.

Note:A preheating of the lube oil has to be ensured. If the plant is not equippedwith a lube oil separator (e.g. plants only operating on MGO) alternativeequipment for preheating of the lube oil must be provided.For plants taken out of operation and cooled down below temperatures of+5 °C additional special measures are required – in this case contact MANDiesel & Turbo.

Heat extraction HT system and preheater sizesAfter engine start, it is necessary to ramp up the engine to the below speci-fied Range II to prevent too high heat loss and resulting risk of engine dam-age.

Thereby Range I must be passed as quick as possible to reach Range II. Beaware that within Range II low-load operation restrictions may apply.

Minimum engine roomtemperature

Coolant and lube oil systems

Insulation

Heat tracing

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If operation within Range I is required, the preheater size within the plantmust be capable to preheat the intake air to the level, where heat extractionfrom the HT system is not longer possible.

Example 1:

Operation at 20 % engine load and –45 °C intake air temperature wan-ted.

Preheating of intake air from –45 °C up to minimum –16.5 °C required.=> According diagram preheater size of 9 kW/cyl. required.

Ensure that this preheater size is installed, otherwise this operation pointis not permissible.

All preheaters need to be operated in parallel to engine operation until mini-mum engine load is reached.

Figure 18: Required preheater size to avoid heat extraction from HT system

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2.11 GenSet operation

2.11.1 Operating range for GenSet/electric propulsion

Figure 19: Operating range for GenSet/electric propulsion

MCR

Maximum continuous rating.

Range I

Operating range for continuous service.

Range II

No continuous operation permissible.

Maximum operating time less than 2 minutes.

Range III

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According to DIN ISO 8528-1 load > 100 % of the rated output is per-missible only for a short time to provide additional engine power for gov-erning purposes only (e.g. transient load conditions and suddenly appliedload). This additional power shall not be used for the supply of electricalconsumers.

IMO certification for engines with operating range for auxiliary GenSetTest cycle type D2 will be applied for the engine´s certification for compliancewith the NOx limits according to NOx technical code.

2.11.2 Available outputs and permissible frequency deviations

GeneralGenerating sets, which are integrated in an electricity supply system, aresubjected to the frequency fluctuations of the mains. Depending on theseverity of the frequency fluctuations, output and operation respectively haveto be restricted.

Frequency adjustment rangeAccording to DIN ISO 8528-5: 1997-11, operating limits of > 2.5 % arespecified for the lower and upper frequency adjustment range.

Operating rangeDepending on the prevailing local ambient conditions, a certain maximumcontinuous rating will be available.

In the output/speed and frequency diagrams, a range has specifically beenmarked with “No continuous operation permissible in this area”. Operation inthis range is only permissible for a short period of time, i.e. for less than 2minutes. In special cases, a continuous rating is permissible if the standardfrequency is exceeded by more than 4 %.

Limiting parametersIn case the frequency decreases, the available output is limited by the maxi-mum permissible torque of the generating set.

An increase in frequency, resulting in a speed that is higher than the maxi-mum speed admissible for continuous operation, is only permissible for ashort period of time, i.e. for less than 2 minutes.

For engine-specific information see section Ratings (output) and speeds,Page 19 of the specific engine.

OverloadAccording to DIN ISO 8528-1 load > 100 % of the rated engine output ispermissible only for a short time to provide additional engine power for gov-erning purpose only (e.g. transient load conditions and suddenly appliedload). This additional power shall not be used for the supply of electrical con-sumers.

Max. torque

Max. speed for continuousrating

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Figure 20: Permissible frequency deviations and corresponding max. output

2.11.3 Generator operation/electric propulsion – Power management

Operation of vessels with electric propulsion is defined as parallel operationof main engines with generators forming a closed system.

The power supply of the plant as a standard is done by auxilliary GenSetsalso forming a closed system.

In the design/layout of the plant a possible failure of one engine has to beconsidered in order to avoid overloading and under-frequency of the remain-ing engines with the risk of an electrical blackout.

Therefore we recommend to install a power management system. Thisensures uninterrupted operation in the maximum output range and in caseone engine fails the power management system reduces the propulsive out-put or switches off less important energy consumers in order to avoid under-frequency.

According to the operating conditions it is the responsibility of the ship'soperator to set priorities and to decide which energy consumer has to beswitched off.

The base load should be chosen as high as possible to achieve an optimumengine operation and lowest soot emissions.

The optimum operating range and the permissible part loads are to beobserved (see section Low-load operation, Page 27).

Load application in case one engine failsIn case one engine fails, its output has to be made up for by the remainingengines in the system and/or the load has to be decreased by reducing thepropulsive output and/or by switching off electrical consumers.

The immediate load transfer to one engine does not always correspond withthe load reserve that the particular engine has available at the respectivemoment. That depends on the engine's base load.

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Be aware that the following section only serves as an example and is defi-nitely not valid for this engine type. For the engine specific capability pleasesee figure(s) Load application by load steps – Speed drop and recovery time,Page 37.

Figure 21: Maximum load step depending on base load (example may not be valid for this engine type)

Based on the above stated exemplary figure and on the total number ofengines in operation the recommended maxium load of these engines canbe derived. Observing this limiting maximum load ensures that the load fromone failed engine can be transferred to the remaining engines in operationwithout power reduction.

Number of engines in parallel operation 3 4 5 6 7 8 9 10

Recommended maximum load in (%) of Pmax 50 75 80 83 86 87.5 89 90

Table 18: Exemplary – Recommended maximum load in (%) of Pmax dependend on number of engines inparallel operation

2.11.4 Alternator – Reverse power protection

Definition of reverse powerIf an alternator, coupled to a combustion engine, is no longer driven by thisengine, but is supplied with propulsive power by the connected electric gridand operates as an electric motor instead of working as an alternator, this iscalled reverse power. The speed of a reverse power driven engine is accord-ingly to the grid frequency and the rated engine speed.

Demand for reverse power protectionFor each alternator (arranged for parallel operation) a reverse power protec-tion device has to be provided because if a stopped combustion engine (fueladmission at zero) is being turned it can cause, due to poor lubrication,excessive wear on the engine´s bearings. This is also a classifications’requirement.

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Examples for possible reverse power occurences Due to lack of fuel the combustion engine no longer drives the alternator,

which is still connected to the mains.

Stopping of the combustion engine while the driven alternator is still con-nected to the electric grid.

On ships with electric drive the propeller can also drive the electric trac-tion motor and this in turn drives the alternator and the alternator drivesthe connected combustion engine.

Sudden frequency increase, e.g. because of a load decrease in an isola-ted electrical system -> if the combustion engine is operated at low load(e.g. just after synchronising).

Adjusting the reverse power protection relayThe necessary power to drive an unfired diesel or gas engine at nominalspeed cannot exceed the power which is necessary to overcome the internalfriction of the engine. This power is called motoring power. The setting of thereverse-power relay should be, as stated in the classification rules, 50 % ofthe motoring power. To avoid false tripping of the alternator circuit breaker atime delay has to be implemented. A reverse power >> 6 % mostly indicatesserious disturbances in the generator operation.

Table Adjusting the reverse power relay, below provides a sum-mary.

Admissible reverse power Pel [%] Time delay for tripping the alternator circuitbreaker [sec]

Pel < 3 30

3 ≤ Pel < 8 3 to 10

Pel ≥ 8 No delay

Table 19: Adjusting the reverse power relay

2.11.5 Earthing measures of diesel engines and bearing insulation on alternators

GeneralThe use of electrical equipment on diesel engines requires precautions to betaken for protection against shock current and for equipotential bonding.These measures not only serve as shock protection but also for functionalprotection of electric and electronic devices (EMC protection, device protec-tion in case of welding, etc.).

Earthing connections on the engineThreaded bores M12, 20 mm deep, marked with the earthing symbol areprovided in the engine foot on both ends of the engine.

It has to be ensured that earthing is carried out immediately after engine set-up. If this cannot be accomplished any other way, at least provisional earth-ing is to be effected right after engine set-up.

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Figure 22: Earthing connection on engine (are arranged diagonally opposite each

1, 2 Connecting grounding terminal coupling side and engine free end (stampedsymbol) M12

Measures to be taken on the alternatorShaft voltages, i.e. voltages between the two shaft ends, are generated inelectrical machines because of slight magnetic unbalances and ring excita-tions. In the case of considerable shaft voltages (e.g. > 0.3 V), there is therisk that bearing damage occurs due to current transfers. For this reason, atleast the bearing that is not located on the drive end is insulated (valid foralternators > 1 MW output). For verification, the voltage available at the shaft(shaft voltage) is measured while the alternator is running and excited. Withproper insulation, a voltage can be measured. In order to protect the primemover and to divert electrostatic charging, an earthing brush is often fitted onthe coupling side.

Observation of the required measures is the alternator manufacturer’sresponsibility.

Consequences of inadequate bearing insulation on the alternator andinsulation checkIn case the bearing insulation is inadequate, e.g., if the bearing insulation wasshort-circuited by a measuring lead (PT100, vibration sensor), leakage cur-rents may occur, which result in the destruction of the bearings. One possi-bility to check the insulation with the alternator at standstill (prior to couplingthe alternator to the engine; this, however, is only possible in the case of sin-gle-bearing alternators) would be:

Raise the alternator rotor (insulated, in the crane) on the coupling side.

Measure the insulation by means of the megger test against earth.

Note:Hereby the max. voltage permitted by the alternator manufacturer is to beobserved.

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If the shaft voltage of the alternator at rated speed and rated voltage isknown (e.g. from the test record of the alternator acceptance test), it is alsopossible to carry out a comparative measurement.

If the measured shaft voltage is lower than the result of the “earlier measure-ment” (test record), the alternator manufacturer should be consulted.

Earthing conductorThe nominal cross section of the earthing conductor (equipotential bondingconductor) has to be selected in accordance with DIN VDE 0100, part 540(up to 1 kV) or DIN VDE 0141 (in excess of 1 kV).

Generally, the following applies:

The protective conductor to be assigned to the largest main conductor is tobe taken as a basis for sizing the cross sections of the equipotential bondingconductors.

Flexible conductors have to be used for the connection of resiliently mountedengines.

Execution of earthingThe earthing must be executed by the shipyard, since generally it is notscope of supply of MAN Diesel & Turbo.

Earthing strips are also not included in the MAN Diesel & Turbo scope ofsupply.

Additional information regarding the use of welding equipmentIn order to prevent damage on electrical components, it is imperative to earthwelding equipment close to the welding area, i.e., the distance between thewelding electrode and the earthing connection should not exceed 10 m.

2.12 Fuel oil, lube oil, starting air and control air consumption

2.12.1 Fuel oil consumption for emission standard: IMO Tier II

Engine MAN L32/40 auxiliary GenSet500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm

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Engine speed 720 rpm 750 rpm

% Load 100 85 1) 75 50 25 100 85 1) 75 50 25

Specific fuel consumption(g/kWh) with HFO or MDO(DMB) without attachedpumps2) 3) 4)

186.0 183.0 190.0 197.0 210.0 186.0 183.0 190.0 197.0 210.0

Specific fuel consumption(g/kWh) with MGO (DMA,DMB) without attachedpumps2) 3) 4)

187.0 183.8 190.7 197.1 210.0 187.0 183.8 190.7 197.1 210.0

1) Warranted fuel consumption at 85 % MCR.2) Tolerance for warranty +5 %.

Note:The additions to fuel gas consumption must be considered before the tolerance for warranty is taken into account.

For consideration of fuel leakage amount please consider table Leakage rate, Page 63.3) Based on reference conditions, see table Reference conditions for fuel consumption, .4) Relevant for engine´s certification for compliance with the NOx limits according D2 Test cycle.

Table 20: Fuel oil consumption MAN L32/40 auxiliary GenSet

Additions to fuel consumption1. Engine driven pumps increase the fuel consumption by:

(A percentage addition to the load specific fuel consumption for the specificload [%] has to be considered).

For HT CW service pump (attached)

For all lube oil service pumps (attached)

GenSet, electric propulsion:

load %: Actual load in [%] referred to the nominal output "100 %".

2. For exhaust gas back pressure after turbine > 50 mbar

Every additional 1 mbar (0.1 kPa) back pressure addition of 0.025 g/kWh tobe calculated.

3. For exhaust gas temperature control by adjustable waste gate (SCR)

For every increase of the exhaust gas temperature by 1 °C, due to activationof adjustable waste gate, an addition of 0.07 g/kWh or 3 KJ/kWh to be cal-culated.

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Reference conditions for fuel consumptionAccording to ISO 15550: 2002; ISO 3046-1: 2002

Air temperature before turbocharger tr K/°C 298/25

Total barometric pressure pr kPa 100

Relative humidity Φr % 30

Exhaust gas back pressure after turbocharger1) kPa 5

Engine type specific reference charge air temperature before cylinder tbar2) K/°C 316/43

Net calorific value NCV kJ/kg 42,700

1) Measured at 100 % load, accordingly lower for loads < 100 %.2) Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be ach-ieved with 25 °C LT cooling water temperature before charge air cooler (according to ISO).

Table 21: Reference conditions for fuel consumption MAN L32/40 GenSet

IMO Tier II requirements:

For detailed information see section Cooling water system description, Page171.

IMO: International Maritime Organization

MARPOL 73/78; Revised Annex VI-2008, Regulation 13.

Tier II: NOx technical code on control of emission of nitrogen oxides from die-sel engines.

2.12.2 Lube oil consumption

500 kW/cyl.; 720 rpm or 500 kW/cyl.; 750 rpm

Specific lube oil consumption 0.5 g/kWh1)

Total lube oil consumption [kg/h]1)

No. of cylinders, config. 6L 7L 8L 9L

Speed 720/750 rpm 1.5 1.8 2.0 2.3

1) The value/values stated above is/are without any losses due to cleaning of filter and centrifuge or lube oil chargereplacement.

Tolerance for warranty +20 %.

Table 22: Total lube oil consumption

Note:As a matter of principle, the lube oil consumption is to be stated as total lubeoil consumption related to the tabulated ISO full load output (see section Rat-ings (output) and speeds, Page 19).

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2.12.3 Starting air and control air consumption

No. of cylinders, configuration 6L 7L 8L 9L

Air consumption per start1) Nm3 2) 2.2 1.8 2.0 2.3

Control air consumption Nm3/h2) 1 – 5

Air consumption per Jet Assistactivation (5 sec. duration)3)

Nm3 2) 1.85 1.85 2.95 2.95

1) The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. Thestated air consumption refers only to the engine. For the electric propulsion a higher air consumption needs to beconsidered due to the additional inertia moment of the generator (approximately increased by 50 %).2) Nm3 corresponds to one cubic metre of gas at 20 °C and 100.0 kPa.3) The mentioned above air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet dura-tion may vary between 3 sec and 10 sec, depending on the loading (average jet duration 5 sec).

Table 23: Starting air and control air consumption

2.12.4 Recalculation of fuel consumption dependent on ambient conditions

In accordance to ISO standard ISO 3046-1:2002 "Reciprocating internalcombustion engines – Performance, Part 1: Declarations of power, fuel andlube oil consumptions, and test methods – Additional requirements forengines for general use" MAN Diesel & Turbo has specified the method forrecalculation of fuel consumption for liquid fuel dependent on ambient condi-tions for single-stage turbocharged engines as follows:

β = 1 + 0.0006 x (tx – tr) + 0.0004 x (tbax – tbar) + 0.07 x (pr – px)

The formula is valid within the following limits:

Ambient air temperature 5 °C – 55 °C

Charge air temperature before cylinder 25 °C – 75 °C

Ambient air pressure 0.885 bar – 1.030 bar

Table 24: Limit values for recalculation of liquid fuel consumption

β Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylindersee table Reference conditions for fuel consumption, Page 50.

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Unit Reference At test run orat site

Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr tx

Charge air temperature before cylinder [°C] tbar tbax

Ambient air pressure [bar] pr px

Table 25: Recalculation of liquid fuel consumption – Units and references

ExampleReference values:

br = 200 g/kWh, tr = 25 °C, tbar = 40 °C, pr = 1.0 bar

At site:

tx = 45 °C, tbax = 50 °C, px = 0.9 bar

ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023

bx = ß x br = 1.023 x 200 = 204.6 g/kWh

2.12.5 Influence of engine aging on fuel consumption

The fuel oil consumption will increase over the running time of the engine.Timely service can reduce or eliminate this increase. For dependencies seefigure Influence from total engine running time and service intervals on fuel oilconsumption, .

Figure 23: Influence of total engine running time and service intervals on fuel oil consumption

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2.13 Planning data for emission standard IMO Tier II – Auxiliary GenSetNote:Stated figures are valid for a layout of the engine supply system as definedwithin this documentation. Any modifications that affect the media flow fromattached pumps to the engine, required media flows, temperatures or pres-sures need to be agreed on by MAN Diesel & Turbo.

2.13.1 Nominal values for cooler specification – MAN L32/40 IMO Tier II – Auxiliary GenSet


500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm

Reference conditions: Tropics

Air temperature °C 45

Cooling water temp. before charge air cooler (LT stage) 38

Total barometric pressure mbar 1,000

Relative humidity % 60

Table 26: Reference conditions: Tropics


Engine output kW 3,000 3,500 4,000 4,500

Speed rpm 720/750

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)

kW

849

956

1,110

1,214

Jacket cooling 463 544 618 699

Charge air cooler (LT stage) 420 487 572 639

Lube oil cooler2) 389 456 520 587

Nozzle cooling 12 14 16 18

Heat radiation (engine) 79 92 105 118

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT) m3/h 36 42 48 54

LT circuit (lube oil cooler + charge air cooler LT) 57 70 74 85

Lube oil 97 108 118 129

Nozzle cooling water 1.0 1.2 1.4 1.6

Pumps

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HT CW service pump m3/h 36 42 48 54

LT CW service pump not available

Lube oil service pump for application with constant speed 102 113 124 136

Prelubrication pump 24 26 29 31

b) Free-standing4)

LT CW stand-by pump m3/h 57 70 74 85

Nozzle CW pump 1.0 1.2 1.4 1.6

MGO/MDO supply pump 2.0 2.3 2.7 3.0

HFO supply pump 1.0 1.2 1.3 1.5

HFO circulating pump 2.0 2.3 2.7 3.0

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.2) Without separator heat (30 kJ/kWh can be considered in general).3) Basic values for layout design of the coolers.4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

Table 27: Nominal values for cooler specification – MAN L32/40 IMO Tier II – Auxiliary GenSet

Note:You will find further planning data for the listed subjects in the correspondingsections.

Minimal heating power required for preheating HT cooling water seeparagraph HE-027/Preheater, Page 176.

Minimal heating power required for preheating lube oil see paragraphH-002/Lube oil preheater, Page 150.

Capacities of preheating pumps see paragraph P-047/HT preheatingpump, Page 176.

2.13.2 Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –Auxiliary GenSet









Engine output kW 3,000 3,500 4,000 4,500

Speed rpm 720/750

Temperature basis

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HT cooling water engine outlet1) °C 90 2)

LT cooling water air cooler inlet 38 °C (Setpoint 32 °C)3)

Lube oil engine inlet 65

Nozzle cooling water engine inlet 60

Air data

Temperature of charge air at charge air cooler outlet °C 58.9 60 59.2 60.1

Air flow rate4) m3/h 19,451 22,692 25,934 29,176

t/h 21.3 24.8 28.4 31.9

Charge air pressure (absolute) bar 4.12 4.13 4.12 4.13

Air required to dissipate heat radiation (engine) (t2 – t1

= 10 °C)

m3/h 25,307 29,524 33,742 37,960

Exhaust gas data5)

Volume flow (temperature turbocharger outlet)6) m3/h 39,868 46,585 53,179 59,901

Mass flow t/h 21.9 25.5 29.2 32.8

Temperature at turbine outlet °C 361 362 361 362

Heat content (190 °C) kW 1,121 1,315 1,497 1,691

Permissible exhaust gas back pressure after turbo-charger (maximum)

mbar 30

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.2) Regulated by engine individual, installed HT thermostatic valve (wax type).3) For design see figures Cooling water system diagrams, Page 167.4) Under mentioned above reference conditions.5) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.6) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentionedabove reference conditions.

Table 29: Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II – AuxiliaryGenSet

2.13.3 Load specific values at ISO conditions – MAN L32/40 IMO Tier II – Auxiliary GenSet


Reference conditions: ISO





Table 30: Reference conditions: ISO

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Engine output % 100 85 75 50

kW 3,000 2,550 2,250 1,500

Speed rpm 720/750


Charge air:

Charge air cooler (HT stage)2)

kJ/kWh

876

761

764

401


Charge air cooler (LT stage)2) 465 448 473 437

Lube oil cooler3) 415 485 543 773



Air data

Temperature of charge air:

After compressor outletAt charge air cooler outlet

°C

21640.6

18937.3

18136.2

12530.8

Air flow rate kg/kWh 7.43 7.68 8.25 8.45


Exhaust gas data4)

Mass flow kg/kWh 7.63 7.87 8.45 8.66


Heat content (190 °C) kJ/kWh 1,050 955 1,070 1,535

Permissible exhaust gas back pressure after turbo-charger (max.)

mbar 30 -

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.3) Without separator heat (30 kJ/kWh can be considered in general).4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 31: Load specific values at ISO conditions – MAN L32/40 IMO Tier II – Auxiliary GenSet

2.13.4 Load specific values at tropical conditions – MAN L32/40 IMO Tier II – AuxiliaryGenSet








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Engine output % 100 85 75 50

kW 3,000 2,550 2,250 1,500

Speed rpm 720/750


Charge air:

Charge air cooler (HT stage)2)

kJ/kWh

1,019

907

921

556


Charge air cooler (LT stage)2) 504 496 523 459

Lube oil cooler3) 467 547 612 866



Air data

Temperature of charge air:

After compressor outletAt charge air cooler outlet

°C

24458.9

21655.7

20754.4

14747.2

Air flow rate kg/kWh 7.10 7.33 7.88 8.07


Exhaust gas data4)

Mass flow kg/kWh 7.30 7.53 8.09 8.29


Heat content (190 °C) kJ/kWh 1,345 1,255 1,392 1,868

Permissible exhaust gas back pressure after turbo-charger (max.)

mbar 30 -

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.3) Without separator heat (30 kJ/kWh can be considered in general).4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 33: Load specific values at tropical conditions – MAN L32/40 IMO Tier II – Auxiliary GenSet

2.14 Operating/service temperatures and pressures


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Intake air (conditions before compressor of turbocharger)

Min. Max.

Intake air temperature compressor inlet 5 °C1) 45 °C2)

Intake air pressure compressor inlet –20 mbar -

1) Conditions below this temperature are defined as "arctic conditions" – see section Engine operation under arcticconditions, Page 39.2) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.

Table 34: Intake air (conditions before compressor of turbocharger)

Charge air (conditions within charge air pipe before cylinder)

Min. Max.

Charge air temperature cylinder inlet1) 43 °C 59 °C

1) Aim for a higher value in conditions of high air humidity (to reduce condensate amount).

Table 35: Charge air (conditions within charge air pipe before cylinder)

HT cooling water – Engine

Min. Max.

HT cooling water temperature engine outlet1) 90 °C2) 95 °C3)

HT cooling water temperature engine inlet – Preheated before start 60 °C 90 °C

HT cooling water pressure engine inlet4) 3 bar 4 bar

Pressure loss engine (total, for nominal flow rate) - 1.35 bar

Only for information:+ Pressure loss engine (without charge air cooler)+ Pressure loss HT piping engine+ Pressure loss charge air cooler (HT stage)

0.3 bar0.2 bar0.2 bar


Pressure rise attached HT cooling water pump (optional) 3.2 bar 3.8 bar

1) SaCoSone measuring point is jacket cooling outlet of the engine.

2) Regulated temperature.3) Operation at alarm level.4) SaCoSone measuring point is jacket cooling inlet.

Table 36: HT cooling water – Engine

HT cooling water – Plant

Min. Max.

Permitted pressure loss of external HT system (plant) - 1.85 bar

Minimum required pressure rise of free-standing HT cooling water stand-by pump(plant)

3.2 bar -

Cooling water expansion tank+ Pre-pressure due to expansion tank at suction side of cooling water pump+ Pressure loss from expansion tank to suction side of cooling water pump

0.6 bar-

0.9 bar0.1 bar

Table 37: HT cooling water – Plant

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LT cooling water – Engine

Min. Max.

LT cooling water temperature charge air cooler inlet (LT stage) 32 °C1) 38 °C2)

LT cooling water pressure charge air cooler inlet (LT stage) 2 bar 4 bar

Pressure loss charge air cooler (LT stage, for nominal flow rate)Only for information:+ Pressure loss LT piping engine+ Pressure loss charge air cooler (LT stage)

-

0.2 bar0.1 bar

0.6 bar

0.3 bar0.3 bar

1) Regulated temperature.2) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.

Table 38: LT cooling water – Engine

LT cooling water – Plant

Min. Max.

Permitted pressure loss of external LT system (plant) - 2.4 bar

Minimum required pressure rise of free-standing LT cooling water stand-by pump(plant)

3.0 bar -

Cooling water expansion tank+ Pre-pressure due to expansion tank at suction side of cooling water pump+ Pressure loss from expansion tank to suction side of cooling water pump

0.6 bar-

0.9 bar0.1 bar

Table 39: LT cooling water – Plant

Nozzle cooling water

Min. Max.

Nozzle cooling water temperature engine inlet 55 °C 70 °C1)

Nozzle cooling water pressure engine inlet+ Open system+ Closed system

2 bar3 bar

3 bar5 bar

Pressure loss engine (fuel nozzles, for nominal flow rate) - 1.5 bar

1) Operation at alarm level.

Table 40: Nozzle cooling water

Lube oil

Min. Max.

Lube oil temperature engine inlet 65 °C1) 70 °C2)

Lube oil temperature engine inlet – Preheated before start 40 °C 65 °C3)

Lube oil pressure (during engine operation)– Engine inlet– Turbocharger inlet

4 bar1.3 bar

5 bar2.2 bar

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Min. Max.

Prelubrication/postlubrication (duration ≤ 10 min) lube oil pressure– Engine inlet– Turbocharger inlet

0.3 bar4)

0.2 bar5 bar

2.2 bar

Prelubrication/postlubrication (duration > 10 min) lube oil pressure– Engine inlet– Turbocharger inlet

0.3 bar4)


Lube oil pump (attached, free-standing)– Design pressure– Opening pressure safety valve

7 bar-

-8 bar

1) Regulated temperature.2) Operation at alarm level.3) If higher temperatures of lube oil in system will be reached, e.g. due to lube oil separator operation, at engine startthis temperature needs to be reduced as quickly as possible below alarm level to avoid a start failure.4) Note: Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 70 °C.

Table 41: Lube oil

Fuel

Min. Max.

Fuel temperature engine inlet– MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2012– HFO according ISO 8217-2012

–10 °C1)

-45 °C2)

150 °C2)

Fuel viscosity engine inlet– MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2012– HFO according ISO 8217-2012, recommended viscosity

1.9 cSt12.0 cSt

14.0 cSt14.0 cSt

Fuel pressure engine inlet 5.0 bar 8.0 bar

Fuel pressure engine inlet in case of black out (only engine start idling) 0.6 bar -

Differential pressure (engine inlet/engine outlet) 1.0 bar -

Fuel return, fuel pressure engine outlet 2.0 bar -

Maximum pressure variation at engine inlet - ±0.5 bar

HFO supply system+ Minimum required pressure rise of free-standing HFO supply pump (plant)+ Minimum required pressure rise of free-standing HFO circulating pump(booster pumps, plant)+ Minimum required absolute design pressure free-standing HFO circulatingpump(booster pumps, plant)

7.0 bar7.0 bar

10.0 bar

--

-

MDO/MGO supply system+ Minimum required pressure rise of free-standing MDO/MGO supply pump(plant)

10.0 bar -

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Min. Max.

Fuel temperature within HFO day tank (preheating) 75 °C 90 °C3)

1) Maximum viscosity not to be exceeded. “Pour point” and “Cold filter plugging point” have to be observed.2) Not permissible to fall below minimum viscosity.3) If flash point is below 100 °C, than the limit is: 10 degrees distance to the flash point.

Table 42: Fuel

Compressed air in the starting air system

Min. Max.

Starting air pressure within vessel/pressure regulating valve inlet 10.0 bar 30.0 bar

Table 43: Compressed air in the starting air system

Compressed air in the control air system

Min. Max.

Control air pressure engine inlet 5.5 bar1) 8.0 bar

1) Operation alarm level.

Table 44: Compressed air in the control air system

Crankcase pressure (engine)

Min. Max.

Pressure within crankcase –2.5 mbar 3.0 mbar

Table 45: Crankcase pressure (engine)

Setting

Safety valve attached to the crankcase (opening pressure) 50 – 70 mbar

Table 46: Safety valve

Exhaust gas

Min. Max.

Exhaust gas temperature turbine outlet (normal operation under tropic conditions) - 415 °C

Exhaust gas temperature turbine outlet (with SCR within regeneration mode) 360 °C 400 °C

Exhaust gas temperature turbine outlet (emergency operation – According classifi-cation rules – One failure of TC)

- 546 °C

Recommended design exhaust gas temperature turbine outlet for layout ofexhaust gas line (plant)

450 °C1) -

Minimum exhaust gas temperature after recooling due to exhaust gas heat utiliza-tion

190 °C2) -

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Min. Max.

Exhaust gas back pressure after turbocharger (static) - 50 mbar3)

1) Project specific evaluation required, figure given as minimum value for guidance only.2) To avoid sulfur corrosion in exhaust gas line (plant).3) If this value is exceeded by the total exhaust gas back pressure of the designed exhaust gas line, sections Derat-ing, definition of P Operating, Page 20 and Increased exhaust gas pressure due to exhaust gas after treatment instal-lations, Page 22 need to be considered.

Table 47: Exhaust gas

2.15 Leakage rate

Leakage rate forHFO

Leakage rate for MGO, MDO1) Burst leakage rate in case of pipebreak (for max. 1min.)1)

l/cyl. x h l/cyl. x h l/min

SP injection pumps tbd. tbd. 4.0 2)

Standard injection pumps 0.15 – 0.40 2) 0.30 – 1.00 2)

1) Clean fuel.2) Dirty fuel.

Table 48: Leakage rate

A high flow of dirty leakage oil will occur in case of a pipe break, for shorttime only (< 1 min). Engine will run down immediately after a pipe breakalarm.

2.16 Filling volumes


Cooling water and oil volume – Turbocharger at counter coupling side1)

No. of cylinders 6 7 8 9

HT cooling water2) approximately litre 151 175 202 226

LT cooling water3) approximately 46 49 51 52

Lube oil within base frame of GenSet 3,100 3,500 3,900 4,300

1) Be aware: This is just the amount inside the engine. By this amount the level in the service or expansion tank will belowered when media systems are put in operation.2) HT water volume engine: HT part of charge air cooler, cylinder unit, piping.3) LT water volume engine: LT part of charge air cooler, piping.

Table 49: Cooling water and oil volume of engine

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Service tanks Installation1)

heightMinimum effective capacity

m m3

No. of cylinders 6 7 8 9

Cooling water cylinder 6 – 9 0.5

Required diameter for expansion pipeline - ≥ DN50 2)

1) Installation height refers to tank bottom and crankshaft centre line.2) Cross sectional area should correspond to that of the venting pipes.

Table 50: Service tanks capacities

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2.17 Internal media systems – Exemplary

Internal fuel system – Exemplary

Figure 24: Internal fuel system, L engine – Exemplary

Note:The drawing shows the basic internal media flow of the engine in general.Project-specific drawings thereof don´t exist.

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Internal cooling water system – Exemplary

Figure 25: Internal cooling water system, L engine – Exemplary


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Internal lube oil system – Exemplary

Figure 26: Internal lube oil system, L engine – Exemplary


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Internal starting air system – Exemplary

Figure 27: Internal starting air system, L engine – Exemplary


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2.18 Venting amount of crankcase and turbochargerA ventilation of the engine crankcase and the turbochargers is required, asdescribed in section Crankcase vent and tank vent, Page 161.

For the layout of the ventilation system guidance is provided below:

Due to normal blow-by of the piston ring package small amounts of combus-tion chamber gases get into the crankcase and carry along oil dust.

The amount of crankcase vent gases is approximately 0.1 % of theengine´s air flow rate.

The temperature of the crankcase vent gases is approximately 5 K higherthan the oil temperature at the engine´s oil inlet.

The density of crankcase vent gases is 1.0 kg/m³ (assumption for calcu-lation).

In addition, the sealing air of the turbocharger needs to be vented.

The amount of turbocharger sealing air is approximately 0.2 % of theengine´s air flow rate.

The temperature of turbocharger sealing air is approximately 5 K higherthan the oil temperature at the engine´s oil inlet.

The density of turbocharger sealing air is 1.0 kg/m³ (assumption for cal-culation).

2.19 Exhaust gas emission

2.19.1 Maximum permissible NOx emission limit value IMO Tier II

IMO Tier II: Engine in standard version1

Rated speed 720 rpm 750 rpm

NOx1) 2) 3)

IMO Tier II cycle D2/E2/E3

9.68 g/kWh4)

9.59g/kWh4)

Note:The engine´s certification for compliance with the NOxlimits will be carried out during factory acceptance test as a

single or a group certification.

1) Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO).2) Calculated as NO2.

D2: Test cycle for "constant-speed auxiliary engine application".

E2: Test cycle for "constant-speed main propulsion application" including electric propulsion and all controllable pitchpropeller installations.

E3: Test cycle for "propeller-law-operated main and propeller-law-operated auxiliary engine” application.3) Based on a LT charge air cooling water temperature of max. 32 °C at 25 °C sea water temperature.4) Maximum permissible NOx emissions for marine diesel engines according to IMO Tier II:

130 ≤ n ≤ 2,000 → 44 * n–0.23 g/kWh (n = rated engine speed in rpm).

Table 51: Maximum permissible NOx emission limit value

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1 Marine engines are guaranteed to meet the revised International Conventionfor the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Reg-ulations for the Prevention of Air Pollution from Ships), Regulation 13.4 (TierII)" as adopted by the International Maritime Organization (IMO).

2.19.2 Smoke emission index (FSN)

Smoke index FSN for engine loads ≥ 25 % load well below limit of visibility(0.4 FSN).

Valid for normal engine operation.

2.19.3 Exhaust gas components of medium-speed four-stroke diesel engines

The exhaust gas of a medium-speed four-stroke diesel engine is composedof numerous constituents. These are derived from either the combustion airand fuel oil and lube oil used, or they are reaction products, formed duringthe combustion process see table below. Only some of these are to be con-sidered as harmful substances.

For a typical composition of the exhaust gas of an MAN Diesel & Turbo four-stroke diesel engine without any exhaust gas treatment devices see tablebelow.

Main exhaust gas constituents Approx. [% by volume] Approx. [g/kWh]

Nitrogen N2 74.0 – 76.0 5,020 – 5,160

Oxygen O2 11.6 – 13.2 900 – 1,030

Carbon dioxide CO2 5.2 – 5.8 560 – 620

Steam H2O 5.9 – 8.6 260 – 370

Inert gases Ar, Ne, He... 0.9 75

Total > 99.75 7,000

Additional gaseous exhaust gas con-stituents considered as pollutants

Approx. [% by volume] Approx. [g/kWh]

Sulphur oxides SOx1) 0.07 10.0

Nitrogen oxides NOx2) 0.07 – 0.15 8.0 – 16.0

Carbon monoxide CO3) 0.006 – 0.011 0.4 – 0.8

Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2

Total < 0.25 26

Additionally suspended exhaust gasconstituents, PM5)

Approx. [mg/Nm3] Approx. [g/kWh]

Operating on Operating on

MGO6) HFO7) MGO6) HFO7)

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

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Note:At rated power and without exhaust gas treatment.

1) SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.

2) NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.

3) CO according to ISO-8178 or US EPA method 10.4) HC according to ISO-8178 or US EPA method 25 A.5) PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.7) Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.8) Pure soot, without ash or any other particle-borne constituents.

Table 52: Exhaust gas constituents of the engine (before an exhaust gas aftertreatment installation) forliquid fuel (for guidance only)

Carbon dioxide CO2

Carbon dioxide (CO2) is a product of combustion of all fossil fuels.

Among all internal combustion engines the diesel engine has the lowest spe-cific CO2 emission based on the same fuel quality, due to its superior effi-ciency.

Sulphur oxides SOx

Sulphur oxides (SOx) are formed by the combustion of the sulphur containedin the fuel.

Among all systems the diesel process results in the lowest specific SOx emis-sion based on the same fuel quality, due to its superior efficiency.

Nitrogen oxides NOx (NO + NO2)

The high temperatures prevailing in the combustion chamber of an internalcombustion engine cause the chemical reaction of nitrogen (contained in thecombustion air as well as in some fuel grades) and oxygen (contained in thecombustion air) to nitrogen oxides (NOx).

Carbon monoxide COCarbon monoxide (CO) is formed during incomplete combustion.

In MAN Diesel & Turbo four-stroke diesel engines, optimisation of mixtureformation and turbocharging process successfully reduces the CO content ofthe exhaust gas to a very low level.

Hydrocarbons HCThe hydrocarbons (HC) contained in the exhaust gas are composed of amultitude of various organic compounds as a result of incomplete combus-tion.

Due to the efficient combustion process, the HC content of exhaust gas ofMAN Diesel & Turbo four-stroke diesel engines is at a very low level.

Particulate matter PMParticulate matter (PM) consists of soot (elemental carbon) and ash.

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2.20 Noise

2.20.1 Airborne noise

L engineSound pressure level Lp

Measurements

Approximately 20 measuring points at 1 metre distance from the engine sur-face are distributed evenly around the engine according to ISO 6798. Thenoise at the exhaust outlet is not included, but provided separately in the fol-lowing sections.

Octave level diagram

The expected sound pressure level Lp is below 107 dB(A) at 100 % MCR.

The octave level diagram below represents an envelope of averaged meas-ured spectra for comparable engines at the testbed and is a conservativespectrum consequently. No room correction is performed. The data willchange depending on the acoustical properties of the environment.

Blow-off noise

Blow-off noise is not considered in the measurements, see below.

Figure 28: Airborne noise – Sound pressure level Lp – Octave level diagram L engine

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2.20.2 Intake noise

L engineSound power level Lw

Measurements

The (unsilenced) intake air noise is determined based on measurements atthe turbocharger test bed and on measurements in the intake duct of typicalengines at the test bed.


The expected sound power level Lw of the unsilenced intake noise in theintake duct is below 143 dB at 100 % MCR.

The octave level diagram below represents an envelope of averaged meas-ured spectra for comparable engines and is a conservative spectrum conse-quently. The data will change depending on the acoustical properties of theenvironment.

Charge air blow-off noise

Charge air blow-off noise is not considered in the measurements, see below.

These data are required and valid only for ducted air intake systems. Thedata are not valid if the standard air filter silencer is attached to the turbo-charger.

Figure 29: Unsilenced intake noise – Sound power level Lw – Octave level diagram L engine

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2.20.3 Exhaust gas noise

L engineSound power level Lw

Measurements

The (unsilenced) exhaust gas noise is measured according to internal MANDiesel & Turbo guidelines at several positions in the exhaust duct.


The sound power level Lw of the unsilenced exhaust gas noise in theexhaust pipe is shown at 100 % MCR.

The octave level diagram below represents an envelope of averaged meas-ured spectra for comparable engines and is a conservative spectrum conse-quently. The data will change depending on the acoustical properties of theenvironment.

Acoustic design

To ensure an appropriate acoustic design of the exhaust gas system, theyard, MAN Diesel & Turbo, supplier of silencer and where necessary acousticconsultant have to cooperate.

Waste gate blow-off noise

Waste gate blow-off noise is not considered in the measurements, seebelow.

Figure 30: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram L engine

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2.20.4 Blow-off noise example

Sound power level Lw

Measurements

The (unsilenced) charge air blow-off noise is measured according to DIN45635, part 47 at the orifice of a duct.

Throttle body with bore size 135 mm

Expansion of charge air from 3.4 bar to ambient pressure at 42 °C


The sound power level Lw of the unsilenced charge air blow-off noise isapproximately 141 dB for the measured operation point.

Figure 31: Unsilenced charge air blow-off noise – Sound power level Lw – Octave level diagram

2.20.5 Noise and vibration – Impact on foundation

Noise and vibration is emitted by the engine to the surrounding (see figureNoise and vibration – Impact on foundation, Page 76). The engine impacttransferred through the engine mounting to the foundation is focussed sub-sequently.

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Figure 32: Noise and vibration – Impact on foundation

The foundation is excited to vibrations in a wide frequency range by theengine and by auxiliary equipment (from engine or plant). The engine isvibrating as a rigid body. Additionally, elastic engine vibrations are superim-posed. Elastic vibrations are either of global (e.g. complete engine bending)or local (e.g. bending engine foot) character. If the higher frequency range isinvolved, the term "structure borne noise" is used instead of "vibrations".

Mechanical engine vibrations are mainly caused by mass forces of moveddrive train components and by gas forces of the combustion process. Forstructure borne noise, further excitations are relevant as well, e.g. impactsfrom piston stroke and valve seating, impulsive gas force components, alter-nating gear train meshing forces and excitations from pumps.

For the analysis of the engine noise- and vibration-impact on the surround-ing, the complete system with engine, engine mounting, foundation and planthas to be considered.

Engine related noise and vibration reduction measures cover e.g. counterbal-ance weights, balancing, crankshaft design with firing sequence, componentdesign etc. The remaining, inevitable engine excitation is transmitted to thesurrounding of the engine – but not completely in case of a resilient enginemounting, which is chosen according to the application-specific require-ments. The resilient mounting isolates engine noise and vibration from its sur-rounding to a large extend. Hence, the transmitted forces are considerablyreduced compared with a rigid mounting. Nevertheless, the engine itself isvibrating stronger in the low frequency range in general – especially whendriving through mounting resonances.

In order to avoid resonances, it must be ensured that eigenfrequencies offoundation and coupled plant structures have a sufficient safety margin inrelation to the engine excitations. Moreover, the foundation has to bedesigned as stiff as possible in all directions at the connections to the engine.2

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Thus, the foundation mobility (measured according to ISO 7262) has to be aslow as possible to ensure low structure borne noise levels. For low frequen-cies, the global connection of the foundation with the plant is focused for thatmatter. The dynamic vibration behaviour of the foundation is mostly essentialfor the mid frequency range. In the high frequency range, the foundationelasticity is mainly influenced by the local design at the engine mounts. E.g.for steel foundations, sufficient wall thicknesses and stiffening ribs at the con-nection positions shall be provided. The dimensioning of the engine founda-tion also has to be adjusted to other parts of the plant. For instance, it has tobe avoided that engine vibrations are amplified by alternator foundation vibra-tions. Due to the scope of supply, the foundation design and its connectionwith the plant is mostly within the responsibility of the costumer. Therefore,the customer is responsible to involve MAN Diesel & Turbo for consultancy incase of system-related questions with interaction of engine, foundation andplant. The following information is available for MAN Diesel & Turbo custom-ers, some on special request:

Residual external forces and couples (Project Guide)

Resulting from the summation of all mass forces from the moving drivetrain components. All engine components are considered rigidly in thecalculation. The residual external forces and couples are only transferredcompletely to the foundation in case of a rigid mounting, see above.

Static torque fluctuation (Project Guide)

Static torque fluctuations result from the summation of gas and massforces acting on the crank drive. All components are considered rigidly inthe calculation. These couples are acting on the foundation dependenton the applied engine mounting, see above.

Mounting forces (project-specific)

The mounting dimensioning calculation is specific to a project anddefines details of the engine mounting. Mounting forces acting on thefoundation are part of the calculation results. Gas and mass forces areconsidered for the excitation. The engine is considered as one rigid bodywith elastic mounts. Thus, elastic engine vibrations are not implemented.

Reference measurements for engine crankcase vibrations according toISO 10816‑6 (project-specific)

Reference testbed measurements for structure borne noise (project-spe-cific)

Measuring points are positioned according to ISO 13332 on the enginefeet above and below the mounting elements. Structure borne noise lev-els above elastic mounts mainly depend on the engine itself. Whereasstructure borne noise levels below elastic mounts strongly depend on thefoundation design. A direct transfer of the results from the testbed foun-dation to the plant foundation is not easily possible – even with the con-sideration of testbed mobilities. The results of testbed foundation mobilitymeasurements according to ISO 7626 are available as a reference onrequest as well.

Dynamic transfer stiffness properties of resilient mounts (supplier infor-mation, project-specific)

Beside the described interaction of engine, foundation and plant with transferthrough the engine mounting to the foundation, additional transfer pathsneed to be considered. For instance with focus on the elastic coupling of thedrive train, the exhaust pipe, other pipes and supports etc. Besides theengine, other sources of noise and vibration need to be considered as well(e.g. auxiliary equipment, propeller, thruster).

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2.21 Arrangement of attached pumps

Figure 33: Attached pumps L engine

Note:The final arrangement of the lube oil and cooling water pumps will be madeat inquiry or order.

An attached LT CW pump is not available for the MAN L32/40 auxiliary Gen-Set.

2.22 Foundation

2.22.1 Resilient mounting of GenSets

Resilient mounting of GenSetsOn resilient mounted GenSets, the diesel engine and the alternator areplaced on a common rigid base frame mounted on the ship's/erection hall'sfoundation by means of resilient supports, type conical.

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All connections from the GenSet to the external systems should be equippedwith flexible connections, and pipes, gangway etc. must not be welded tothe external part of the installation.

Resilient supportA resilient mounting of the GenSet is made with a number of conical mount-ings. The number and the distance between them depend on the size of theplant. These conical mountings are bolted to brackets on the base frame seefigure Resilient mounting of GenSets, .

The setting from unloaded to loaded condition is normally between 5 – 11mm for the conical mounting.

The exact setting can be found in the calculation of the conical mountings forthe plant in question. The support of the individual conical mounting can bemade in one of the following three ways:

1. The support between the foundation and the base casting of the conicalmounting is made with a loose steel shim. This steel shim is machined toan exact thickness (min. 40 mm) for each individual conical mounting.

2. The support can also be made by means of two steel shims, at the top aloose shim of at least 40 mm and below a shim of approximately 10 mmwhich are machined for each conical mounting and then welded to thefoundation.

3. Finally, the support can be made by means of chockfast. It is recommen-ded to use two steel shims, the top shim should be loose and have aminimum thickness of 40 mm, the bottom shim should be cast in chock-fast with a thickness of at least 10 mm.

Figure 34: Resilient mounting of GenSets

Irrespective of the method of support, it is recommended to use a loose steelshim to facilitate a possible future replacement of the conical mountings.

Check of crankshaft deflectionThe resilient mounted GenSet is normally delivered from the factory withengine and alternator mounted on the common base frame. Eventhoughengine and alternator have been adjusted by the engine builder, with thealternator rotor placed correctly in the stator and the crankshaft deflection ofthe engine (autolog) within the prescribed tolerances, it is recommended tocheck the crankshaft deflection (autolog) before starting up the GenSet.

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Figure 35: Support of conicals

2.22.2 General requirements for engine foundation

Plate thicknessesThe stated material dimensions are recommendations, calculated for steelplates. Thicknesses smaller than these are not permissible. When using othermaterials (e.g. aluminium), a sufficient margin has to be added.

Top platesBefore or after having been welded in place, the bearing surfaces should bemachined and freed from rolling scale. Surface finish corresponding to Ra3.2 peak-to-valley roughness in the area of the chocks shall be accom-plished.

The thickness given is the finished size after machining.

Downward inclination outwards, not exceeding 0.7 %.

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Prior to fitting the chocks, clean the bearing surfaces from dirt and rust thatmay have formed. After the drilling of the foundation bolt holes, spotface thelower contact face normal to the bolt hole.

Foundation girdersThe distance of the inner girders must be observed. We recommend that thedistance of the outer girders (only required for larger types) is observed aswell.

The girders must be aligned exactly above and underneath the tank top.

Floor platesNo manholes are permitted in the floor plates in the area of the box-shapedfoundation. Welding is to be carried out through the manholes in the outergirders.

Top plate supportingProvide support in the area of the frames from the nearest girder below.

Dynamic foundation requirementsThe eigenfrequencies of the foundation and the supporting structures,including GenSet weight (without engine) shall be higher than 20 Hz. Occa-sionally, even higher foundation eigenfrequencies are required. For furtherinformation refer to section Noise and vibration – Impact on foundation, Page75.

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3 Engine automation

3.1 SaCoSone GENSET system overviewThe monitoring and safety system SaCoSone GENSET serves for completeengine operation, control, monitoring and safety of GenSets. Therefore allsensors and operating devices are wired to the system.

The SaCoSone design is based on high reliable and approved components aswell as modules specially designed for installation on medium speed engines.

The used components are harmonised to a homogenously system. Thewhole system is attached to the engine cushioned against vibration.

Control UnitThe Control Unit includes a highly integrated Control Module S for enginecontrol, monitoring and alarm system (alarm limits and delay). The modulecollects engines measuring data and transfers most measurements and datato the ship alarm system via Modbus. Furthermore, the Control Unit is equip-ped with a Display Module. This module consists of a touchscreen and anintegrated PLC for the safety system. The Display Module also acts as safetysystem for over speed, low lube oil pressure and high cooling water temper-ature.The Display Module provides the following functions:

safety system

visualisation of measured values and operating values on a touchscreen

engine operation via touchscreen

The safety system is electrically separated from the control system due torequirements of the classification societies. For engine operation, additionalhardwired switches are available for relevant functions. The system configu-ration can be edited via an Ethernet interface at the Display Module. Addi-tionally, the Control Unit contains the terminal blocks for the connection toexternal systems, such as the ship alarm system and the optional crankcasemonitoring. It is the central connecting and distribution point for the 24VDCpower supply of the whole system.

System busSaCoSone GENSET is equipped with a redundant bus based on CAN. Thebus connects all system modules. This redundant bus system provides thebasis data exchange between the modules. The Control Module S operatesdirectly with electro-hydraulic actuator.

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Figure 36: System bus diagram

3.2 Power supply and distributionThe plant has to provide electric power for the automation and monitoringsystem. In general an uninterrupted 24 V DC power supply is required forSaCoSone.

For marine main engines, an uninterrupted power supply (UPS) is requiredwhich must be provided by two individual supply networks. According toclassification requirements it must be designed to guarantee the power sup-ply to the connected systems for a sufficiently long period if both supply net-works fail.

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Figure 37: Power supply diagram

Required power supplies

Voltage Consumer Notes

24 V DC SaCoSone All SaCoSone components

Table 53: Required power supplies

3.3 Operation

Control Station ChangeoverThe operation and control can be done from both operating panels. Selec-tion and activation of the control stations is possible at the Local OperatingPanel. On the touchscreens, all the measuring points acquired by means ofSaCoSone can be shown in clearly arranged drawings and figures. It is notnecessary to install additional speed indicators separately.

The operating rights can be handed over to an external automatic system.

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Speed settingIn case of operating with one of the SaCoSone panels, the engine speed set-ting is carried out manually by a decrease/increase switch button. If the oper-ation is controlled by an external system, the speed setting can be doneeither by means of binary contacts (e.g. for synchronisation) or by an active4 – 20 mA analogue signal alternatively. The signal type for this is to bedefined in the project planning period.

Operating modesFor alternator applications:

Droop (5-percent speed increase between nominal load and no load)

The operating mode is pre-selected via the SaCoS interface and has to bedefined during the application period.

Details regarding special operating modes on request.

3.4 Functionality

Safety systemThe safety system monitors all operating data of the engine and initiates therequired actions, i.e. engine shutdown, in case the limit values are exceeded.

The safety system is integrated the Display Module. The safety systemdirectly actuates the emergency shutdown device and the stop facility of thespeed governor.

Auto shutdown is an engine shutdown initiated by any automatic supervisionof engine internal parameters.

Emergency stop is an engine shutdown initiated by an operator manualaction like pressing an emergency stop button. An emergency stop button isplaced at the Control Unit on engine. For connection of an external emer-gency stop button there is one input channel at the .

If an engine shutdown is triggered by the safety system, the emergency stopsignal has an immediate effect on the emergency shut-down device and thespeed control. At the same time the emergency stop is triggered, SaCoSone

issues a signal resulting in the alternator switch to be opened.

Engine overspeed

Failure of both engine speed sensors

Lube oil pressure at engine inlet low

HT cooling water temperature outlet too high

High bearing temperature/deviation from crankcase monitoring system(optional)

High oilmist concentration in crankcase (optional)

Remote Shutdown (optional)

– Differential protection (optional)

– Earth connector closed (optional)

– Gas leakage (optional)

Safety functions

Auto shutdown

Emergency stop

Engine shutdown

Shutdown criteria

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SaCoSone GENSET requests a load reduction from PMS in case of VIT errors.The load reduction has to be carried out by the PMS. For safety reasonSaCoSone GENSET will not reduce the load by itself.

Alarm/monitoring systemThe alarm function of SaCoSone supervises all necessary parameters andgenerates alarms to indicate discrepancies when required. The alarms will betransferred to ship alarm system via Modbus data communication.

SaCoSone carries out independent self-monitoring functions. Thus, for exam-ple the connected sensors are checked constantly for function and wirebreak. In case of a fault SaCoSone reports the occurred malfunctions in singlesystem components via system alarms.

SaCoSone controls all engine-internal functions as well as external compo-nents, for example:

Start/stop sequences:Local and remote start/stop sequence for the GenSet. Activation of startdevice. Control (auto start/stop signal) regarding prelubrication oil pump.Monitoring and control of the acceleration period.

Jet system:For air fuel ratio control purposes, compressed air is lead to the turbo-charger at start and at load steps.

Control signals for external functions:

– Nozzle cooling water pump (only engine type MAN L32/40)

– HT cooling water preheating unit

– Prelubrication oil pump control

– Variable injection timing

Redundant shutdown functions:

– Engine overspeed

– Low lube oil pressure inlet engine

– High cooling water temperature outlet engine

Speed Control SystemThe engine electronic speed control is realised by the Control Module. Asstandard, the engine is equipped with an electro-hydraulic actuator. Enginespeed indication is carried out by means of redundant pick-ups at the cam-shaft.

Local, manual speed setting is possible at the Control Unit with a turn switch.Remote speed setting is either possible via 4–20 mA signal or by using hard-wired lower/raise commands.

Between –5 % and +10 % of the nominal speed at idle running.

Adjustable by parameterisation tool from 0–5 % droop.

By droop setting.

Engine stop can be initiated local at the Display Module and remote via ahardware channel or the bus interface.

Load reduction request

Alarming

Self-monitoring

Control

Governor

Speed adjustment

Speed adjustment range

Droop

Load distribution

Engine stop

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3.5 Interfaces

Data machinery interfaceThis interface serves for data exchange to ship alarm systems or integratedautomation systems (IAS).

The status messages, alarms and safety actions, which are generated in thesystem, can be transferred. All measuring values and alarms acquired bySaCoSone GENSET are available for transfer.

The following Modbus protocols are available:

Modbus RTU (Standard)

Modbus ASCII

The Modbus RTU protocol is the standard protocol used for the communica-tion from the GenSet. For the integration in older automation system, alsoModbus ASCII is available.

Modbus RTU protocolThe Modbus RTU protocol is the standard protocol used for the communica-tion from the GenSet.

The bus interface provides a serial connection. The protocol is implementedaccording to the following definitions:

Modbus application protocol specification, Modbus over serial line speci-fication and implementation guide

There are two serial interface standards available:

RS422 – Standard, 4 + 2 wire (cable length <= 100 m), cable type asspecified in the circuit diagram, line termination: 150 Ohms

RS485 – Standard, 2 + 2 wire (cable length <= 100 m), cable type asspecified in the circuit diagram, line termination: 150 Ohms

The communication parameters are set as follows:

Modbus slave SaCoS

Modbus master Machinery alarm system

Slave ID (default) 1

Data rate (default) 57,600 baud

Data rate (optionally available) 4,800 baud9,600 baud19,200 baud38,400 baud115,200 baud

Data bits 8

Stop bits 1

Parity None

Transmission mode Modbus RTU

Table 54: Settings for Modbus RTU

Settings

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The following function codes are available to gather data from the SaCoSone

controllers:

Function code Function codehexadecimal

Description

1 0x01 read coils

3 0x03 read holding registers

5 0x05 write coil

6 0x06 write single register

15 0x0F write multiple coils

16 0x10 write multiple registers

22 0x16 mask write register

23 0x17 read multiple registers

Table 55: Functions codes

Message frames shall be separated by a silent interval of at least 4 charactertimes.

Provided data includes measured values and alarm or state information ofthe engine.

Measured values are digitised analogue values of sensors, which are storedin a fixed register of the control module S. Measured values include mediavalues (pressures, temperatures) where, according to the rules of classifica-tion, monitoring has to be done by the machinery alarm system. The datatype used is signed integer of size 16 bit. Measured values are scaled by aconstant factor in order to provide decimals of the measured.

Pre-alarms, shutdowns and state information from the SaCoSone system areavailable as single bits in fixed registers. The data type used is unsigned ofsize 16 bit. The corresponding bits of alarm or state information are set to thebinary value „1“, if the event is active.

For detailed information about the transferred data, please refer to the ”Listof Signals“ of the engine’s documentation set. This list contains the followinginformation:

Field Description

Address The address (e.g.: MW15488) is the software address used inthe control module small.

HEX The hexadecimal value (e.g.: 3C80) of the software addressthat has to be used by the MODBUS master when collectingthe specific data.

Bit Information of alarms, reduce load, shutdown, etc. are availa-ble as single bits. Bits in each register are counted 0 to 15.

Meas. Point The dedicated denomination of the measuring point or limitvalue as listed in the „list of measuring and control devices“.

Description A short description of the measuring point or limit value.

Unit Information about how the value of the data has to be evalu-ated by the Modbus master (e.g. „°C/100“ means: Reading adata value of „4156“ corresponds to 41.56 °C)

Function codes

Message frame separation

Provided data

Contents of List of Signals

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Field Description

Origin Name of the system where the specific sensor is connectedto, or the alarm is generated.

Signal The range of measured value.

Table 56: Content of List of Signals

In order to enable the alarm system to check whether the communicationwith SaCoSone is working, a live bit is provided in the list of signals. This bit isalternated every 4 seconds by SaCoSone.Thus, if it remains unchanged formore than 4 seconds, the communication is down.

Modbus ASCIIThe communication setup is: 9,600 baud, 8 databits, 1 stopbit, no parity.

The Modbus protocol accepts one command (Function code 03) for readinganalogue and digital input values one at a time, or as a block of up to 32inputs.

The following section describes the commands in the Modbus protocol,which are implemented, and how they work.

The ASCII and RTU version of the Modbus protocol is used, where theCMS/DM works as Modbus slave.

All data bytes will be converted to 2-ASCII characters (hex-values). Thus,when below is referred to “bytes“ or “words“, these will fill out 2 or 4 charac-ters, respectively in the protocol. The general “message frame format“ hasthe following outlook:

[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]

[:]1 char. Begin of frame

[SLAVE]2 char. Modbus slave address (Selected on DIP-switch at Display Mod-ule)

[FCT]2 char. function code

[DATA]n X 2 char. data

[CHECKSUM]2 char. checksum (LRC)

[CR]1 char. CR

[LF]1 char. LF (end of frame)

The following function codes (FCT) are accepted:

03H: Read n words at specific address

10H: Write n words at specific address

In response to the message frame, the slave (CMS) must answer with ap-propriate data. If this is not possible, a package with the most important bitin FCT set to 1 will be returned, followed by an exception code, where thefollowing is supported:

01: Illegal function

Live bit

General

Protocol description

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02: Illegal data address

03: Illegal data value

06: BUSY. Message rejected

FCT = 03H: Read words

The master transmits an inquiry to the slave (CMS) to read a number (n) ofdatawords from a given address. The slave (CMS) replies with the requirednumber (n) of datawords. To read a single register (n) must be set to 1. Toread block type register (n) must be in the range 1...32.

Request (master):

[DATA] = [ADR][n]

[ADR]=Word stating the address in HEX.

[n]=Word stating the number of words to be read.

Answer (slave-CMS):

[DATA] = [bb][1. word][2. word]....[n. word]

[bb]=Byte, stating number of subsequent bytes.

[1. word]=1. dataword

[2. word]=2. dataword

[n. word]=No n. dataword

FCT = 10H: Write words

The master sends data to the slave (CMS/DM) starting from a particular ad-dress. The slave (CMS/DM) returns the written number of bytes, plus echoesthe address.

Write data (master):

[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]

[ADR] = Word that gives the address in HEX.[n] = Word indicating number of words to be written.[bb] = Byte that gives the number of bytes to follow (2*n)Please note that 8bb9 is byte size![1. word]=1. dataword[2. word]=2. dataword[n. word]=No n. dataword

Answer (slave-CMS/DM):

[DATA] = [ADR][bb*2]

[ADR]= Word HEX that gives the address in HEX[bb*2]=Number of words written.[1. word]=1. dataword[2. word]=2. dataword[n. word]=No n. dataword

Data format

MW113 71 0 F Signal fault ZS82 : Emergency stop(pushbutton)

SF=1 CMS binary

1 F Signal fault ZS75 : Turning gear dis-engaged

SF=1 CMS binary

2 F Signal fault SS84 : Remote stop SF=1 CMS binary

Example for data format

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MW113 71 0 F Signal fault ZS82 : Emergency stop(pushbutton)

SF=1 CMS binary

3 F Signal fault SS83 : Remote start SF=1 CMS binary

4 F Signal fault LAH28 : Lube oil levelhigh

SF=1 CMS binary

5 F Signal fault LAL28 : Lube oil levellow

SF=1 CMS binary

6 F Signal fault LAH42 : Fuel oil leakagehigh

SF=1 CMS binary

7 F Signal fault ZS97 : Remote switch SF=1 CMS binary

8 F Signal fault LAH92 : OMD alarm SF=1 CMS binary

9 F Signal fault TAH 29-27 : CCMONalarm

SF=1 CMS binary

10 F Signal fault : Remote reset SF=1 CMS binary

11 F Signal fault LAH98 : Alternator cool-ing water leakage alarm

SF=1 CMS binary

12 F Signal fault : Emergency alternatormode

SF=1 CMS binary

13 F Signal fault : Speed raise SF=1 CMS binary

14 F Signal fault : Speed lower SF=1 CMS binary

15 F Signal fault : Switch isochronous/droop mode

SF=1 CMS binary

Table 57: Extract from Modbus ASCII list

For this example we assume that the following alarms have been triggered:

Signal fault SS83 : Remote start,

Signal fault LAL28 : Lube oil level low,

Signal fault ZS97 : Remote switch,

Signal fault LAH92 : OMD alarm,

Signal fault TAH 29-27 : CCMON alarm,

Signal fault : Emergency alternator mode,

Signal fault : Switch isochronous/droop mode

Bit 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Value 0 0 0 1 0 1 0 1 1 1 0 0 1 0 0 1

Table 58: Bit sample of MW113

In Modbus ASCII these 16 bits are grouped in 4 groups each containing 4bits and then translated from binary format to hexadecimal format (0 – 9, A –F)

- Binary Hex

Bit 0-3 0001 1

Bit 4-7 0101 5

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- Binary Hex

Bit 8-11 1100 C

Bit 12-15 1001 9

Table 59: Translation from binary to hexadecimal format

The next step these hexadecimal values are interpreted as ASCII-signs (ex-tract from ASCII table)

Hexadecimal ASCII

30 0

31 1

32 2

33 3

34 4

35 5

36 6

37 7

38 8

39 9

40 A

41 B

42 C

43 D

44 E

45 F

Table 60: Interpretation of hexadecimal values as ASCII

In this example the letter (ASCII letter) 1 will be translated hexadecimal value31 and so on:

1 --> 31

5 --> 35

C --> 43

9 --> 39

When the ship alarm system recalls MW113, it receives the following dataembedded in the Modbus message: 31 35 43 39

Interfaces to external systemsSaCoSone GENSET provides inputs for all temperature signals for the temper-atures of the alternator bearings and alternator windings.

Hardwired interface for remote start/stop, speed setting, alternator circuitbreaker trip etc.

For remote control several digital inputs are available.

Alternator control

Power management

Remote control

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The ethernet interface at the Display Module can be used for the connectionof SaCoSone EXPERT.

The serial RS485 interface is used for the connection to the CoCoS-EDS.

SaCoSone GENSET provides an interface to an optional crankcase monitoringunit. This unit is not part of SaCoSone GENSET and is not scope of supply. Ifapplied, it is delivered as extra control cabinet.

3.6 Technical data

Control Unit

L engine

Width 380 mm

Height 1000 mm

Depth 210 mm

Depth overall 250 mm

Weight 75 kg

3.7 Installation requirements

LocationThe Interface Cabinet is designed for installation in engine rooms or enginecontrol rooms.

The must be installed at a location suitable for service inspection.

Do not install the close to heat-generating devices.

In case of installation at walls, the distance between the and the wall has tobe at least 100 mm in order to allow air convection.

Regarding the installation in engine rooms, the should be supplied with freshair by the engine room ventilation through a dedicated ventilation air pipenear the engine.

Note:If the restrictions for ambient temperature can not be kept, the cabinet mustbe ordered with an optional air condition system.

Ambient air conditionsFor restrictions of ambient conditions, please refer to the section Technicaldata.

CablingThe interconnection cables between the engine and the have to be installedaccording to the rules of electromagnetic compatibility. Control cables andpower cables have to be routed in separate cable ducts.

The cables for the connection of sensors and actuators which are not moun-ted on the engine are not included in the scope of MAN Diesel & Turbo sup-ply. Shielded cables have to be used for the cabling of sensors. For electricalnoise protection, an electric ground connection must be made from the tothe ship's hull.

Ethernet interface

Serial interfaceCrankcase monitoring unit(optional)

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All cabling between the and the controlled device is scope of customer sup-ply.

The equipped with spring loaded terminal clamps. All wiring to external sys-tems should be carried out without conductor sleeves.

The redundant CAN cables are MAN Diesel & Turbo scope of supply. If thecustomer provides these cables, the cable must have a characteristic impe-dance of 120 Ω.

Maximum cable length

Connection max. cable length

Cables between engine and Interface Cabinet 60 m

MODBUS cable between Interface Cabinet andship alarm system

≤ 100 m

Table 61: Maximum cable length

Installation worksDuring the installation period the customer has to protect the against water,dust and fire. It is not permissible to do any welding near the . The to be fixedto the floor by screws.

If it is inevitable to do welding near the , the and panels have to be protectedagainst heat, electric current and electromagnetic influences. To guaranteeprotection against current, all of the cabling must be disconnected from theaffected components.

The installation of additional components inside the is only permissible afterapproval by the responsible project manager of MAN Diesel & Turbo.

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4 Specification for engine supplies

4.1 Explanatory notes for operating supplies – Diesel enginesTemperatures and pressures stated in section Planning data for emissionstandard, Page 54 must be considered.

4.1.1 Lube oil

Main fuel Lube oil type Viscosity class Base No. (BN)

MGO (class DMA or DMZ) Doped (HD) + additives SAE 40 12 – 16 mg KOH/g Depending onsulphur content

MDO (ISO-F-DMB) 12 – 20 mg KOH/g

HFO Medium-alkaline +additives

20 – 55 mg KOH/g

Table 62: Main fuel/lube oil type

Selection of the lube oil must be in accordance with the relevant sections.

The lube oil must always match the worst fuel oil quality.

A base number (BN) that is too low is critical due to the risk of corrosion.

A base number that is too high, could lead to deposits/sedimentation.

4.1.2 Fuel

The engine is designed for operation with HFO, MDO (DMB) and MGO (DMA,DMZ) according to ISO 8217-2012 in the qualities quoted in the relevant sec-tions.

Additional requirements for HFO before engine:

Water content before engine: Max. 0.2 %

Al + Si content before engine: Max. 15 mg/kg

Engine operation with DM-grade fuel according to ISO 8217-2012, viscosity≥ 2 cSt at 40 °CEngines that are normally operated with heavy fuel, can also be operatedwith DM-grade fuel for short periods.

Boundary conditions:

DM-grade fuel in accordance with stated specifications and a viscosity of≥ 2 cSt at 40 °C.

MGO-operation maximum 72 hours within a two-week period (cumula-tive with distribution as required).

Fuel oil cooler switched on and fuel oil temperature before engine≤ 45 °C. In general, the minimum viscosity before engine of 1.9 cSt mustnot be undershoot!

For long-term (> 72 h) or continuous operation with DM-grade fuel specialengine- and plant-related planning prerequisites must be set and specialactions are necessary during operation.

Following features are required on engine side:

A) Short-term operation,max. 72 hours

B) Long-term (> 72 h) orcontinuous operation

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Valve seat lubrication with possibility to be turned off and on manually.

In case of conventional injection system, injection pumps with sealing oilsystem, which can be activated and cut off manually, are necessary.

Following features are required on plant side:

Layout of fuel system to be adapted for low-viscosity fuel (capacity anddesign of fuel supply and booster pump).

Cooler layout in fuel system for a fuel oil temperature before engine of≤ 45 °C (min. permissible viscosity before engine 1.9 cSt).

Nozzle cooling system with possibility to be turned off and on duringengine operation.

Boundary conditions for operation:

Fuel in accordance with MGO (DMA, DMZ) and a viscosity of ≥ 2 cSt at40 °C.

Fuel oil cooler activated and fuel oil temperature before engine ≤ 45 °C.In general the minimum viscosity before engine of 1.9 cSt must not beundershoot!

Valve seat lubrication turned on.

In case of conventional injection system, sealing oil of injection pumpsactivated.

Nozzle cooling system switched off.

Continuous operation with MGO (DMA, DMZ):

Lube oil for diesel operation (BN10-BN16) has to be used.

Operation with heavy fuel oil of a sulphur content of < 1.5 %Previous experience with stationary engines using heavy fuel of a low sulphurcontent does not show any restriction in the utilisation of these fuels, provi-ded that the combustion properties are not affected negatively.

This may well change if in the future new methods are developed to producelow sulphur-containing heavy fuels.

If it is intended to run continuously with low sulphur-containing heavy fuel,lube oil with a low BN (BN30) has to be used. This is required, in spite ofexperiences that engines have been proven to be very robust with regard tothe continuous usage of the standard lube oil (BN40) for this purpose.

Instruction for minimum admissible fuel temperature In general the minimum viscosity before engine of 1.9 cSt must not be

undershoot.

The fuel specific characteristic values “pour point” and “cold filter plug-ging point” have to be observed to ensure pumpability respectively filter-ability of the fuel oil.

Fuel temperatures of approximately minus 10 °C and less have to beavoided, due to temporarily embrittlement of seals used in the enginesfuel oil system and as a result their possibly loss of function.

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4.1.3 Nozzle cooling water system

The quality of the engine cooling water required in relevant section has to beensured.

Nozzle cooling system activation

Kind of fuel Activated

MGO (DMA, DMZ) No, see section Fuel, Page 97

MDO (DMB) No

HFO Yes

Table 63: Nozzle cooling system activation

4.1.4 Intake air

The quality of the intake air as stated in the relevant sections has to beensured.

4.2 Specification of lubricating oil (SAE 40) for operation with MGO/MDO andbiofuels

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Doped lubricating oils (HD oils) have a proven track record as lubricants forthe drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-cating oils contain additives that, amongst other things, ensure dirt absorp-tion capability, cleaning of the engine and the neutralisation of acidic com-bustion products.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. These are listed in the tables below.

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the following limit values, particularly in termsof its resistance to ageing.

Properties/Characteristics Unit Test method Limit value

Make-up – – Ideally paraffin based

Low-temperature behaviour, still flowable °C ASTM D 2500 –15

Flash point (Cleveland) °C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Base oil

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Ageing tendency following 100 hours of heatingup to 135 °C

– MAN Diesel &Turbo ageing

oven1)

–

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) – MAN Diesel &Turbo test

Precipitation of resins orasphalt-like ageing products

must not be identifiable.

1) Works' own method

Table 64: Target values for base oils

The base oil to which the additives have been added (doped lubricating oil)must have the following properties:

The additives must be dissolved in the oil, and their composition must ensurethat as little ash as possible remains after combustion.

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion.

The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

The lubricating oil must not contain viscosity index improver. Fresh oil mustnot contain water or other contaminants.

Lubricating oil selection

Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54,45/60, 48/60, 58/64, 51/60DF

40

Table 65: Viscosity (SAE class) of lubricating oils

We recommend doped lube oils (HD oils) according to the international spec-ification MIL-L 2104 or API-CD with a base number of BN 10–16 mg KOH/g.Lube oils of military specification O-278 may be used if they are listed in the

Compounded lubricating oils(HD oils)

Additives

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Doped oil quality

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table Lube oils approved for use in MAN Diesel & Turbo four-stroke enginesthat run on gas oil and diesel fuel, Page 102. Lube oils not listed here mayonly be used after consultation with MAN Diesel & Turbo.

The operating conditions of the engine and the quality of the fuel determinethe additive content the lube oil should contain. If marine diesel oil is used,which has a high sulphur content of 1.5 up to 2.0 weight %, a base number(BN) of appr. 20 should be selected. However, the operating results thatensure the most efficient engine operation ultimately determine the additivecontent.

In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump, unless the technical documentation for thespeed governor specifies otherwise. If this oil is not available when filling,15W40 oil may be used instead in exceptional cases. In this case, it makesno difference whether synthetic or mineral-based oils are used.

The military specification applied for these oils is NATO O-236.

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150.

The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.

Most of the oil manufacturers are in close regular contact with engine manu-facturers, and can therefore provide information on which oil in their specificproduct range has been approved by the engine manufacturer for the partic-ular application. Irrespective of the above, the lubricating oil manufacturersare in any case responsible for the quality and characteristics of their prod-ucts. If you have any questions, we will be happy to provide you with furtherinformation.

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be analysed monthly. As long as theoil properties are within the defined threshold values, the oil may be furtherused. See table Limit values for used lubricating oil, Page 106.

The quality of the oil can only be maintained if it is cleaned using suitableequipment (e.g. a separator or filter).

Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.

If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, alubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.

If the engine is operated provisionally with low-sulphur diesel fuel for morethan 1,000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation with

Cylinder lubricating oil

Oil for mechanical/hydraulicspeed governors

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

Temporary operation withgas oil

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higher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

TestsA monthly analysis of lube oil samples is mandatory for safe engine opera-tion. We can analyse fuel for customers in the MAN Diesel & Turbo Prime-ServLab.

Note:If operating fluids are improperly handled, this can pose a danger to health,safety and the environment. The relevant safety information by the supplier ofoperating fluids must be observed.

Manufacturer Base number (10) 12–16 (mgKOH/g)

CASTROL Castrol MLC 40 / MHP 154

CHEVRON(Texaco, Caltex)

Delo 1000Marine 40Delo SHP40

EXXONMOBIL Mobilgard 412 / Mobilgard 1SHCMobilgard ADL 40 1)

Delvac 1640 1)

PETROBRAS Marbrax CCD-410Marbrax CCD-415

REPSOL Neptuno NT 1540

SHELL Gadinia 40Gadinia AL40Gadinia S3Sirius X40 1)

STATOIL MarWay 1040 1)

TOTAL Lubmarine Caprano M40Disola M4015

1) With sulphur content in the fuel of less than 1%

Table 66: Lube oils approved for use in MAN Diesel & Turbo four-strokeengines that run on gas oil and diesel fuel

The current releases are available at http://dieselturbo.man.eu/lubrication.

Note:MAN Diesel & Turbo SE does not assume liability for problems that occurwhen using these oils.

Limit value Procedure

Viscosity at 40 °C 110 – 220 mm²/s ISO 3104 or ASTM D445

Base number (BN) at least 50 % of fresh oil ISO 37714 Sp

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http://dieselturbo.man.eu/lubrication


Flash point (PM) At least 185 °C ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

–

Guide value only

FeCrCuPbSnAl

.

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm

–

When operating with biofuels:biofuel fraction

max. 12 % FT-IR

Table 67: Limit values for used lubricating oil

4.3 Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO)

GeneralThe specific output achieved by modern diesel engines combined with theuse of fuels that satisfy the quality requirements more and more frequentlyincrease the demands on the performance of the lubricating oil which musttherefore be carefully selected.

Medium alkalinity lubricating oils have a proven track record as lubricants forthe moving parts and turbocharger cylinder and for cooling the pistons.Lubricating oils of medium alkalinity contain additives that, in addition toother properties, ensure a higher neutralization reserve than with fully com-pounded engine oils (HD oils).

International specifications do not exist for medium alkalinity lubricating oils.A test operation is therefore necessary for a corresponding long period inaccordance with the manufacturer's instructions.

Only lubricating oils that have been approved by MAN Diesel & Turbo may beused. See table Approved lubricating oils for HFO-operated MAN Diesel &Turbo four-stroke engines, Page 107.

SpecificationsThe base oil (doped lubricating oil = base oil + additives) must have a narrowdistillation range and be refined using modern methods. If it contains paraf-fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the limit values in the table below, particularlyin terms of its resistance to ageing:


Make-up – – Ideally paraffin based

Low-temperature behaviour, still flowable °C ASTM D 2500 –15

Base oil

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Flash point (Cleveland) °C ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50

Ageing tendency following 100 hours of heatingup to 135 °C

– MAN Diesel &Turbo ageing

oven1)

–

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss Weight % - < 2

Spot test (filter paper) – MAN Diesel &Turbo test

Precipitation of resins orasphalt-like ageing products

must not be identifiable.

1) Works' own method

Table 68: Target values for base oils

The prepared oil (base oil with additives) must have the following properties:

The additives must be dissolved in the oil and their composition must ensurethat after combustion as little ash as possible is left over, even if the engine isprovisionally operated with distillate oil.

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-osition in the combustion chamber will be higher, particularly at the outletvalves and at the turbocharger inlet housing. Hard additive ash promotes pit-ting of the valve seats, and causes valve burn-out, it also increases mechani-cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the activeor used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tarand coke residue as a result of fuel combustion.

The lubricating oil must not absorb the deposits produced by the fuel.

The selected dispersibility must be such that commercially-available lubricat-ing oil cleaning systems can remove harmful contaminants from the oil used,i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-ise the acidic products produced during combustion. The reaction time ofthe additive must be harmonised with the process in the combustion cham-ber.

For tips on selecting the base number, refer to the table entitled Base num-ber to be used for various operating conditions, Page 105.

The evaporation tendency must be as low as possible as otherwise the oilconsumption will be adversely affected.

The lubricating oil must not contain viscosity index improver. Fresh oil mustnot contain water or other contaminants.

Medium alkalinity lubricatingoilAdditives

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

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Lube oil selection

Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54,45/60, 48/60, 58/64, 51/60DF

40

Table 69: Viscosity (SAE class) of lubricating oils

Lubricating oils with medium alkalinity and a range of neutralization capabili-ties (BN) are available on the market. At the present level of knowledge, aninterrelation between the expected operating conditions and the BN numbercan be established. However, the operating results are still the overriding fac-tor in determining which BN number provides the most efficient engine oper-ation.

Table Base number to be used for various operating conditions, indicates the relationship between the anticipated operating conditions andthe BN number.

Approx. BNof fresh oil

(mg KOH/g oil)

Engines/Operating conditions

20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphurcontent of less than 0.5 %.

30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.

40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-sponding requirements for the oil service life and washing ability exist.In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.

50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness isinsufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oilconsumption).

Table 70: Base number to be used for various operating conditions

To comply with the emissions regulations, the sulphur content of fuels usednowadays varies. Fuels with low-sulphur content must be used in environ-mentally-sensitive areas (e.g. SECA). Fuels with higher sulphur content maybe used outside SECA zones. In this case, the BN number of the lube oilselected must satisfy the requirements for operation using fuel with high-sul-phur content. A lube oil with low BN number may only be selected if fuel witha low sulphur content is used exclusively during operation.However, the practical results demonstrate that the most efficient engineoperation is the factor ultimately determining the permitted additive content.

In engines with separate cylinder lubrication systems, the pistons and cylin-der liners are supplied with lubricating oil via a separate lubricating oil pump.The quantity of lubricating oil is set at the factory according to the quality ofthe fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Neutralisation properties(BN)

Operation with low-sulphurfuel

Cylinder lubricating oil

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Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-lers with a separate oil sump, unless the technical documentation for thespeed governor specifies otherwise. If this oil is not available when filling,15W40 oil may be used instead in exceptional cases. In this case, it makesno difference whether synthetic or mineral-based oils are used.

The military specification applied for these oils is NATO O-236.

Experience with the drive engine L27/38 has shown that the operating tem-perature of the Woodward controller UG10MAS and corresponding actuatorfor UG723+ can reach temperatures higher than 93 °C. In these cases, werecommend using synthetic oil such as Castrol Alphasyn HG150.

The use of other additives with the lubricating oil, or the mixing of differentbrands (oils by different manufacturers), is not permitted as this may impairthe performance of the existing additives which have been carefully harmon-ised with each another, and also specially tailored to the base oil.

Most of the oil manufacturers are in close regular contact with engine manu-facturers, and can therefore provide information on which oil in their specificproduct range has been approved by the engine manufacturer for the partic-ular application. Irrespective of the above, the lubricating oil manufacturersare in any case responsible for the quality and characteristics of their prod-ucts. If you have any questions, we will be happy to provide you with furtherinformation.

There are no prescribed oil change intervals for MAN Diesel & Turbo mediumspeed engines. The oil properties must be analysed monthly. As long as theoil properties are within the defined threshold values, the oil may be furtherused. See table Limit values for used lubricating oil, .

The quality of the oil can only be maintained if it is cleaned using suitableequipment (e.g. a separator or filter).

Due to current and future emission regulations, heavy fuel oil cannot be usedin designated regions. Low-sulphur diesel fuel must be used in these regionsinstead.

If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, alubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)can be used during this period.

If the engine is operated provisionally with low-sulphur diesel fuel for morethan 1,000 h and is subsequently operated once again with HFO, a lubricat-ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from thesame manufacturer as the lubricating oil is used for HFO operation withhigher BN (40 or 50), an oil change will not be required when effecting thechangeover. It will be sufficient to use BN 20 oil when replenishing the usedlubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary tochange over in good time to lubricating oil with a higher BN (30 – 55). If thelubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-cating oil, the changeover can also be effected without an oil change. Indoing so, the lubricating oil with higher BN (30 – 55) must be used to replen-ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.


Viscosity at 40 °C 110 – 220 mm²/s ISO 3104 or ASTM D 445

Base number (BN) at least 50 % of fresh oil ISO 3771

Oil for mechanical/hydraulicspeed governors

Lubricating oil additives

Selection of lubricating oils/warranty

Oil during operation

Temporary operation withgas oil

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Flash point (PM) At least 185 °C ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief peri-ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operat-ing conditions

–

Guide value only

FeCrCuPbSnAl

max. 50 ppmmax. 10 ppmmax. 15 ppmmax. 20 ppmmax. 10 ppmmax. 20 ppm

–

Table 71: Limit values for used lubricating oil

TestsA monthly analysis of lube oil samples is mandatory for safe engine opera-tion. We can analyse fuel for customers in the MAN Diesel & Turbo Prime-ServLab.

ManufacturerBase number (mgKOH/g)

20-25 30 40 50-55

AEGEAN – Alfamar 430 Alfamar 440 Alfamar 450

AVIN OIL S.A. – AVIN ARGO S 30 SAE40

AVIN ARGO S 40 SAE40

AVIN ARGO S 50 SAE40

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504

CEPSA – Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus

CHEVRON(Texaco, Caltex)

Taro 20DP40Taro 20DP40X

Taro 30DP40Taro 30DP40X

Taro 40XL40Taro 40XL40X

Taro 50XL40Taro 50XL40X

EXXONMOBIL Mobilgard M420 Mobilgard M430 Mobilgard M440 Mobilgard M50

Gulf Oil MarineLtd.

GulfSea Power 4020MDO

Gulfgen Supreme 420

GulfSea Power 4030Gulfgen Supreme 430



Idemitsu KosanCo.,Ltd.

Daphne Marine OilSW30/SW40/MV30/

MV40

Daphne Marine OilSA30/SA40

Daphne Marine OilSH40

–

LPC S.A. – CYCLON POSEIDONHT 4030

CYCLON POSEIDONHT 4040

CYCLON POSEIDONHT 4050

LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40Navigo TPEO 55/40

Motor Oil HellasS.A.

– EMO ARGO S 30 SAE40

EMO ARGO S 40 SAE40

EMO ARGO S 50 SAE40

PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 –

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ManufacturerBase number (mgKOH/g)

20-25 30 40 50-55

PT Pertamina(PERSERO)

Medripal 420 Medripal 430 Medripal 440 Medripal 450/455

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 –

SHELL Argina S 40Argina S2 40

Argina T 40Argina S3 40

Argina X 40Argina S4 40

Argina XL 40Argina S5 40

Sinopec Sinopec TPEO 4020 Sinopec TPEO 4030 Sinopec TPEO 4040 Sinopec TPEO 4050

TOTAL LUBMAR-INE

Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055

Table 72: Approved lube oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines

Note:MAN Diesel & Turbo SE does not assume liability for problems that occurwhen using these oils.

4.4 Specification of gas oil/diesel oil (MGO)

Diesel oilGas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and therefore must not contain anyresidual materials.

Military specificationDiesel fuels that satisfy the NATO F-75 or F-76 specifications may be used ifthey adhere to the minimum viscosity requirements.

SpecificationThe suitability of fuel depends on whether it has the properties defined in thisspecification (based on its composition in the as-delivered state).

The DIN EN 590 standard and the ISO 8217 standard (Class DMA or ClassDMZ) in the current version have been extensively used as the basis whendefining these properties. The properties correspond to the test proceduresstated.

Properties Unit Test procedure Typical value

Density at 15 °C kg/m3 ISO 3675 ≥ 820.0≤ 890.0

Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 ≥ 2≤ 6.0

Filtering capability 1)

in summer andin winter

°C°C

DIN EN 116DIN EN 116

must be indicated

Flash point in enclosed crucible °C ISO 2719 ≥ 60

Sediment content (extraction method) weight % ISO 3735 ≤ 0.01

Water content Vol. % ISO 3733 ≤ 0.05

Other designations

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Properties Unit Test procedure Typical value

Sulphur content

weight %

ISO 8754 ≤ 1.5

Ash ISO 6245 ≤ 0.01

Coke residue (MCR) ISO CD 10370 ≤ 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Content of biodiesel (FAME) % (v/v) EN 14078 not permissible

Cetane index and cetane number – ISO 4264ISO 5165

≥ 40

Other specifications:

ASTM D 975 – – 1D/2D

1) It must be ensured that the fuel can be used under the climatic conditions in the area of application.

Table 73: Properties of Diesel Fuel (MGO) to be maintained

Additional informationIf distillate intended for use as heating oil is used with stationary enginesinstead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 orno. 2 according to ASTM D 396), the ignition behaviour, stability and behav-iour at low temperatures must be ensured; in other words the requirementsfor the filterability and cetane number must be satisfied.

To ensure sufficient lubrication, a minimum viscosity must be ensured at thefuel pump. The maximum temperature required to ensure that a viscosity ofmore than 1.9 mm2/s is maintained upstream of the fuel pump, depends onthe fuel viscosity. In any case, the fuel temperature upstream of the injectionpump must not exceed 45 °C.

The pour point indicates the temperature at which the oil stops flowing. Toensure the pumping properties, the lowest temperature acceptable to thefuel in the system should be about 10 ° C above the pour point.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.


Use of diesel oil

Viscosity

Lubricity

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AnalysesAnalysis of fuel oil samples is very important for safe engine operation. Wecan analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-Lab.

4.5 Specification of diesel oil (MDO)

Marine diesel oilMarine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-DMB) exclusively for marine applications. MDO is manufactured from crudeoil and must be free of organic acids and non-mineral oil products.

SpecificationThe suitability of a fuel depends on the engine design and the availablecleaning options as well as compliance with the properties in the followingtable that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217 standard in thecurrent version as the basis. The properties have been specified using thestated test procedures.

Properties Unit Test procedure Designation

ISO-F specification – – DMB

Density at 15 °C kg/m3 ISO 3675 < 900

Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2.0< 11 1)

Pour point, winter grade °C ISO 3016 < 0

Pour point, summer grade °C ISO 3016 < 6

Flash point (Pensky Martens) °C ISO 2719 > 60

Total sediment content weight % ISO CD 10307 0.10

Water content Vol. % ISO 3733 < 0.3

Sulphur content weight % ISO 8754 < 2.0

Ash content weight % ISO 6245 < 0.01

Coke residue (MCR) weight % ISO CD 10370 < 0.30

Cetane index and cetane number - ISO 4264ISO 5165

> 35

Hydrogen sulphide mg/kg IP 570 < 2

Acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity(wear scar diameter)

μm ISO 12156-1 < 520

Other specifications:

Other designations

Origin

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Properties Unit Test procedure Designation

ASTM D 975 – – 2D

ASTM D 396 – – No. 2

Table 74: Properties of Marine Diesel Oil (MDO) to be maintained

1) For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must notexceed 6 mm2/s @ 40 °C, as this would reduce the lifetime of the injectionsystem.

Additional informationDuring reloading and transfer, MDO is treated like residual oil. It is possiblethat oil is mixed with high-viscosity fuel or heavy fuel oil, for example with res-idues of such fuels in the bunker vessel, which can markedly deteriorate theproperties. Admixtures of biodiesel (FAME) are not permissible!

Normally, the lubricating ability of diesel oil is sufficient to operate the fuelinjection pump. Desulphurisation of diesel fuels can reduce their lubricity. Ifthe sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity mayno longer be sufficient. Before using diesel fuels with low sulphur content,you should therefore ensure that their lubricity is sufficient. This is the case ifthe lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-sel fuel in accordance with EN 590 as this characteristic value is an integralpart of the specification.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).Fuel is considered as contaminated with lubricating oil when the followingconcentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

The pour point specifies the temperature at which the oil no longer flows. Thelowest temperature of the fuel in the system should be roughly 10 °C abovethe pour point to ensure that the required pumping characteristics are main-tained.

A minimum viscosity must be observed to ensure sufficient lubrication in thefuel injection pumps. The temperature of the fuel must therefore not exceed45 °C.

Seawater causes the fuel system to corrode and also leads to hot corrosionof the exhaust valves and turbocharger. Seawater also causes insufficientatomisation and therefore poor mixture formation accompanied by a highproportion of combustion residues.

Solid foreign matters increase mechanical wear and formation of ash in thecylinder space.

We recommend the installation of a separator upstream of the fuel filter. Sep-aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalystparticles) and water can be removed, and the cleaning intervals of the filterelements can be extended considerably.


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AnalysesAnalysis of fuel oil samples is very important for safe engine operation. Wecan analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-Lab.

4.6 Specification of heavy fuel oil (HFO)

PrerequisitesMAN Diesel & Turbo four-stroke diesel engines can be operated with anyheavy fuel oil obtained from crude oil that also satisfies the requirements intable The fuel specification and corresponding characteristics for heavy fueloil, Page 113 providing the engine and fuel processing system have beendesigned accordingly. To ensure that the relationship between the fuel, spareparts and repair / maintenance costs remains favourable at all times, the fol-lowing points should be observed.

Heavy fuel oil (HFO)The quality of the heavy fuel oil largely depends on the quality of crude oiland on the refining process used. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably depending on the bunkerpositions. Heavy fuel oil is normally a mixture of residual oil and distillates.The components of the mixture are normally obtained from modern refineryprocesses, such as Catcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well as its ignition and combustionproperties. The processing of the heavy fuel oil and the operating result ofthe engine also depend heavily on these factors.

Bunker positions with standardised heavy fuel oil qualities should preferablybe used. If oils need to be purchased from independent dealers, also ensurethat these also comply with the international specifications. The engine oper-ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensuresufficient quality. The limit values for heavy fuel oils are specified in Table Thefuel specification and corresponding characteristics for heavy fuel oil, Page113. The entries in the last column of this Table provide important back-ground information and must therefore be observed

The relevant international specification is ISO 8217 in the respectively appli-cable version. All qualities in these specifications up to K700 can be used,provided the fuel system has been designed for these fuels. To use any fuels,which do not comply with these specifications (e.g. crude oil), consultationwith Technical Service of MAN Diesel & Turbo in Augsburg is required. Heavyfuel oils with a maximum density of 1,010 kg/m3 may only be used if up-to-date separators are installed.

Even though the fuel properties specified in the table entitled The fuel specifi-cation and corresponding properties for heavy fuel oil, Page 113 satisfy theabove requirements, they probably do not adequately define the ignition andcombustion properties and the stability of the fuel. This means that the oper-ating behaviour of the engine can depend on properties that are not definedin the specification. This particularly applies to the oil property that causesformation of deposits in the combustion chamber, injection system, gasducts and exhaust gas system. A number of fuels have a tendency towards

Origin/Refinery process

Specifications

Important

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incompatibility with lubricating oil which leads to deposits being formed in thefuel delivery pump that can block the pumps. It may therefore be necessaryto exclude specific fuels that could cause problems.

The addition of engine oils (old lubricating oil, ULO – used lubricating oil) andadditives that are not manufactured from mineral oils, (coal-tar oil, for exam-ple), and residual products of chemical or other processes such as solvents(polymers or chemical waste) is not permitted. Some of the reasons for thisare as follows: abrasive and corrosive effects, unfavourable combustioncharacteristics, poor compatibility with mineral oils and, last but not least,adverse effects on the environment. The order for the fuel must expresslystate what is not permitted as the fuel specifications that generally apply donot include this limitation.

If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,this poses a particular danger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines to be transported as fine sus-pension. They therefore prevent the necessary cleaning of the fuel. In ourexperience (and this has also been the experience of other manufacturers),this can severely damage the engine and turbocharger components.

The addition of chemical waste products (solvents, for example) to the fuel isprohibited for environmental protection reasons according to the resolutionof the IMO Marine Environment Protection Committee passed on 1st January1992.

Leak oil collectors that act as receptacles for leak oil, and also return andoverflow pipes in the lube oil system, must not be connected to the fuel tank.Leak oil lines should be emptied into sludge tanks.

Viscosity (at 50 °C) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity

Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil preparation

Flash point °C min. 60 Flash point(ASTM D 93)

Pour point (summer) max. 30 Low-temperature behaviour(ASTM D 97)

Pour point (winter) max. 30 Low-temperature behaviour(ASTM D 97)

Coke residue (Conrad-son)

weight % max. 20 Combustion properties

Sulphur content 5 orlegal requirements

Sulphuric acid corrosion

Ash content 0.15 Heavy fuel oil preparation

Vanadium content mg/kg 450 Heavy fuel oil preparation

Water content Vol. % 0.5 Heavy fuel oil preparation

Sediment (potential) weight % 0.1 –

Aluminium and siliconcontent (total)

mg/kg max. 60 Heavy fuel oil preparation

Acid number mg KOH/g 2.5 –

Hydrogen sulphide mg/kg 2 –

Blends

Leak oil collector

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Used lube oil (ULO)

(calcium, zinc, phos-phorus)

mg/kg Calcium max. 30 mg/kg

Zinc max. 15 mg/kg

Phosphorus max. 15mg/kg

The fuel must be free of lubeoil (ULO – used lube oil). A fuelis considered contaminatedwith lube oil if the followingconcentrations occur:

Ca > 30 ppm and Zn > 15ppm or Ca > 30 ppm and P >15 ppm.

Asphalt content weight % 2/3 of coke residue (acc. toConradson)

Combustion properties Thisrequirement applies accord-ingly.

Sodium content mg/kg Sodium < 1/3 vanadium,sodium <100

Heavy fuel oil preparation

The fuel must be free of admixtures that have not been obtained from petroleum such as vegetable or coal tar oils,free of tar oil and lube oil (used oil), and free of chemical wastes, solvents or polymers.

Table 75: The fuel specification and the corresponding properties for heavy fuel oil

Please see section ISO 8217-2012 Specification of HFO, Page 123

Additional informationThe purpose of the following information is to show the relationship betweenthe quality of heavy fuel oil, heavy fuel oil processing, the engine operationand operating results more clearly.

Economical operation with heavy fuel oil within the limit values specified inthe table entitled The fuel specification and corresponding properties forheavy fuel oil, Page 113 is possible under normal operating conditions, provi-ded the system is working properly and regular maintenance is carried out. Ifthese requirements are not satisfied, shorter maintenance intervals, higherwear and a greater need for spare parts is to be expected. The requiredmaintenance intervals and operating results determine which quality of heavyfuel oil should be used.

It is an established fact that the price advantage decreases as viscosityincreases. It is therefore not always economical to use the fuel with the high-est viscosity as in many cases the quality of this fuel will not be the best.

Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-mum permissible viscosity depends on the preheating system installed andthe capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, L16/24,L21/31, L23/30H, L27/38, L28/32H: 12 – 18 cSt) and corresponding fueltemperature upstream of the engine must be observed. This is the only wayto ensure efficient atomisation and mixture formation and therefore low-resi-due combustion. This also prevents mechanical overloading of the injectionsystem. For the prescribed injection viscosity and/or the required fuel oil tem-perature upstream of the engine, refer to the viscosity temperature diagram.

Whether or not problems occur with the engine in operation depends on howcarefully the heavy fuel oil has been processed. Particular care should betaken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-cles, rust, sand) are effectively removed. It has been shown in practice thatwear as a result of abrasion in the engine increases considerably if the alumi-num and silicium content is higher than 15 mg/kg.

Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

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Viscosity and density influence the cleaning effect. This must be taken intoaccount when designing and making adjustments to the cleaning system.

The heavy fuel oil is pre-cleaned in the settling tank. This pre-cleaning ismore effective the longer the fuel remains in the tank and the lower the vis-cosity of the heavy fuel oil (maximum preheating temperature 75 °C in orderto prevent the formation of asphalt in the heavy fuel oil). One settling tank issuitable for heavy fuel oils with a viscosity below 380 mm2/s at 50 °C. If theheavy fuel oil has high concentrations of foreign material or if fuels accordingto ISO-F-RM, G/K380 or K700 are used, two settling tanks are necessary,one of which must be designed for operation over 24 hours. Before transfer-ring the contents into the service tank, water and sludge must be drainedfrom the settling tank.

A separator is particularly suitable for separating material with a higher spe-cific density – such as water, foreign matter and sludge. The separators mustbe self-cleaning (i.e. the cleaning intervals must be triggered automatically).

Only new generation separators should be used. They are extremely effectivethroughout a wide density range with no changeover required, and can sep-arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

Table Achievable contents of foreign matter and water (after separation),Page 116 shows the prerequisites that must be met by the separator. Theselimit values are used by manufacturers as the basis for dimensioning the sep-arator and ensure compliance.

The manufacturer's specifications must be complied with to maximize thecleaning effect.

Application in ships and stationary use: parallel installationOne separator for 100% flow rate One separator (reserve) for 100%

flow rate

Figure 38: Arrangement of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' currentrecommendations (Alfa Laval and Westphalia). The density and viscosity ofthe heavy fuel oil in particular must be taken into account. If separators byother manufacturers are used, MAN Diesel & Turbo should be consulted.

If the treatment is in accordance with the MAN Diesel & Turbo specificationsand the correct separators are chosen, it may be assumed that the resultsstated in the table entitled Achievable contents of foreign matter and water,Page 116 for inorganic foreign matter and water in heavy fuel oil will be ach-ieved at the engine inlet.

Settling tank

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Results obtained during operation in practice show that the wear occurs as aresult of abrasion in the injection system and the engine will remain withinacceptable limits if these values are complied with. In addition, an optimumlube oil treatment process must be ensured.

Definition Particle size Quantity

Inorganic foreign matterincluding catalyst particles

< 5 µm < 20 mg/kg

Al+Si content – < 15 mg/kg

Water content – < 0.2 vol.%

Table 76: Achievable contents of foreign matter and water (after separation)

It is particularly important to ensure that the water separation process is asthorough as possible as the water takes the form of large droplets, and not afinely distributed emulsion. In this form, water also promotes corrosion andsludge formation in the fuel system and therefore impairs the supply, atomi-sation and combustion of the heavy fuel oil. If the water absorbed in the fuelis seawater, harmful sodium chloride and other salts dissolved in this waterwill enter the engine.

Water-containing sludge must be removed from the settling tank before theseparation process starts, and must also be removed from the service tankat regular intervals. The tank's ventilation system must be designed in such away that condensate cannot flow back into the tank.

If the vanadium/sodium ratio is unfavourable, the melting point of the heavyfuel oil ash may fall in the operating area of the exhaust-gas valve which canlead to high-temperature corrosion. Most of the water and water-solublesodium compounds it contains can be removed by pretreating the heavy fueloil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is onethird of the vanadium content or less. It must also be ensured that sodiumdoes not enter the engine in the form of seawater in the intake air.

If the sodium content is higher than 100 mg/kg, this is likely to result in ahigher quantity of salt deposits in the combustion chamber and exhaust-gassystem. This will impair the function of the engine (including the suction func-tion of the turbocharger).

Under certain conditions, high-temperature corrosion can be prevented byusing a fuel additive that increases the melting point of heavy fuel oil ash (alsosee Additives for heavy fuel oils, Page 120).

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate(see above section for more information). Heavy fuel oils containing a highproportion of ash in the form of foreign matter, e.g. sand, corrosion com-pounds and catalyst particles, accelerate the mechanical wear in the engine.Catalyst particles produced as a result of the catalytic cracking process maybe present in the heavy fuel oils. In most cases, these catalyst particles arealuminium silicates causing a high degree of wear in the injection system andthe engine. The aluminium content determined, multiplied by a factor ofbetween 5 and 8 (depending on the catalytic bond), is roughly the same asthe proportion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tankand separator as otherwise it will not be possible to ensure satisfactory sepa-ration of harmful contaminants, particularly seawater.

Water

Vanadium/Sodium

Ash

Homogeniser

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National and international transportation and storage regulations governingthe use of fuels must be complied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

The pour point is the temperature at which the fuel is no longer flowable(pumpable). As the pour point of many low-viscosity heavy fuel oils is higherthan 0 °C, the bunker facility must be preheated, unless fuel in accordancewith RMA or RMB is used. The entire bunker facility must be designed insuch a way that the heavy fuel oil can be preheated to around 10 °C abovethe pour point.

If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperatureis not at least 10 °C above the pour point, pump problems will occur. Formore information, also refer to paragraph Low-temperature behaviour (ASTMD 97, .

If the proportion of asphalt is more than two thirds of the coke residue (Con-radson), combustion may be delayed which in turn may increase the forma-tion of combustion residues, leading to such as deposits on and in the injec-tion nozzles, large amounts of smoke, low output, increased fuel consump-tion and a rapid rise in ignition pressure as well as combustion close to thecylinder wall (thermal overloading of lubricating oil film). If the ratio of asphaltto coke residues reaches the limit 0.66, and if the asphalt content exceeds8%, the risk of deposits forming in the combustion chamber and injectionsystem is higher. These problems can also occur when using unstable heavyfuel oils, or if incompatible heavy fuel oils are mixed. This would lead to anincreased deposition of asphalt (see paragraph Compatibility, Page 120).

Nowadays, to achieve the prescribed reference viscosity, cracking-processproducts are used as the low viscosity ingredients of heavy fuel oils althoughthe ignition characteristics of these oils may also be poor. The cetane num-ber of these compounds should be > 35. If the proportion of aromatic hydro-carbons is high (more than 35 %), this also adversely affects the ignitionquality.

The ignition delay in heavy fuel oils with poor ignition characteristics is longer;the combustion is also delayed which can lead to thermal overloading of theoil film at the cylinder liner and also high cylinder pressures. The ignition delayand accompanying increase in pressure in the cylinder are also influenced bythe end temperature and compression pressure, i.e. by the compressionratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can belimited by preheating the charge air in partial load operation and reducing theoutput for a limited period. However, a more effective solution is a high com-pression ratio and operational adjustment of the injection system to the igni-tion characteristics of the fuel used, as is the case with MAN Diesel & Turbopiston engines.

The ignition quality is one of the most important properties of the fuel. Thisvalue appears as CCAI in ISO 8217. This method is only applicable to"straight run" residual oils. The increasing complexity of refinery processeshas the effect that the CCAI method does not correctly reflect the ignitionbehaviour for all residual oils.

A testing instrument has been developed based on the constant volumecombustion method (fuel combustion analyser FCA), which is used in somefuel testing laboratories (FCA) in conformity with IP 541.The instrument measures the ignition delay to determine the ignition qualityof a fuel and this measurement is converted into an instrument-specific

Flash point (ASTM D 93)

Low-temperature behaviour(ASTM D 97)

Pump characteristics

Combustion properties

Ignition quality

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cetane number (ECN: Estimated Cetane Number). It has been determinedthat heavy fuel oils with a low ECN number cause operating problems andmay even lead to damage to the engine. An ECN >20 can be consideredacceptable.

As the liquid components of the heavy fuel oil decisively influence the ignitionquality, flow properties and combustion quality, the bunker operator isresponsible for ensuring that the quality of heavy fuel oil delivered is suitablefor the diesel engine. Also see illustration entitled Nomogram for determiningthe CCAI – assigning the CCAI ranges to engine types, Page 119.

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V Viscosity in mm2/s (cSt)at 50° C

A Normal operating condi-tions

D Density [in kg/m3] at 15°C

B The ignition characteris-tics can be poor andrequire adapting theengine or the operatingconditions.

CCAI Calculated CarbonAromaticity Index

C Problems identified maylead to engine damage,even after a short periodof operation.

1 Engine type 2 The CCAI is obtainedfrom the straight linethrough the density andviscosity of the heavy fueloils.

The CCAI can be calculated using the following formula:

CCAI = D - 141 log log (V+0.85) - 81

Figure 39: Nomogram for determining the CCAI and assigning the CCAI ranges toengine types

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The engine should be operated at the coolant temperatures prescribed in theoperating handbook for the relevant load. If the temperature of the compo-nents that are exposed to acidic combustion products is below the acid dewpoint, acid corrosion can no longer be effectively prevented, even if alkalinelube oil is used.

The BN values specified in section Specification of lubricating oil (SAE 40) forheavy fuel operation (HFO), Page 103 are sufficient, providing the quality oflubricating oil and the engine's cooling system satisfy the requirements.

The supplier must guarantee that the heavy fuel oil is homogeneous andremains stable, even after the standard storage period. If different bunker oilsare mixed, this can lead to separation and the associated sludge formation inthe fuel system during which large quantities of sludge accumulate in theseparator that block filters, prevent atomisation and a large amount of resi-due as a result of combustion.

This is due to incompatibility or instability of the oils. Therefore heavy fuel oilas much as possible should be removed in the storage tank before bunker-ing again to prevent incompatibility.

If heavy fuel oil for the main engine is blended with gas oil (MGO) or otherresidual fuels (e.g. LSFO or ULSFO) to obtain the required quality or viscosityof heavy fuel oil, it is extremely important that the components are compati-ble (see section Compatibility, ). The compatibility of the resultingmixture must be tested over the entire mixing range. A reduced long-termstability due to consumption of the stability reserve can be a result. A p-value> 1.5 as per ASTM D7060 is necessary.

MAN Diesel & Turbo SE engines can be operated economically without addi-tives. It is up to the customer to decide whether or not the use of additives isbeneficial. The supplier of the additive must guarantee that the engine opera-tion will not be impaired by using the product.

The use of heavy fuel oil additives during the warranty period must be avoi-ded as a basic principle.

Additives that are currently used for diesel engines, as well as their probableeffects on the engine's operation, are summarised in the table below Addi-tives for heavy fuel oils and their effects on the engine operation, Page 120.

Precombustion additives Dispersing agents/stabilisers

Emulsion breakers

Biocides

Combustion additives Combustion catalysts(fuel savings, emissions)

Post-combustion additives Ash modifiers (hot corrosion)

Soot removers (exhaust-gas system)

Table 77: Additives for heavy fuel oils and their effects on the engineoperation

From the point of view of an engine manufacturer, a lower limit for the sul-phur content of heavy fuel oils does not exist. We have not identified anyproblems with the low-sulphur heavy fuel oils currently available on the mar-ket that can be traced back to their sulphur content. This situation maychange in future if new methods are used for the production of low-sulphurheavy fuel oil (desulphurisation, new blending components). MAN Diesel &Turbo will monitor developments and inform its customers if required.

Sulphuric acid corrosion

Compatibility

Blending the heavy fuel oil

Additives for heavy fuel oils

Heavy fuel oils with lowsulphur content

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If the engine is not always operated with low-sulphur heavy fuel oil, corre-sponding lubricating oil for the fuel with the highest sulphur content must beselected.


TestsTo check whether the specification provided and/or the necessary deliveryconditions are complied with, we recommend you retain at least one sampleof every bunker oil (at least for the duration of the engine's warranty period).To ensure that the samples taken are representative of the bunker oil, a sam-ple should be taken from the transfer line when starting up, halfway throughthe operating period and at the end of the bunker period. "Sample Tec" byMar-Tec in Hamburg is a suitable testing instrument which can be used totake samples on a regular basis during bunkering.

To ensure sufficient cleaning of the fuel via the separator, perform regularfunctional check by sampling up- and downstream of the separator.

Analysis of HFO samples is very important for safe engine operation. We cananalyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServLab.

Sampling

Analysis of samples

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4.6.1 ISO 8217-2012 Specification of HFO

Characteristic Unit Limit Category ISO-F- Test method

RMA RMB RMD RME RMG RMK

10a 30 80 180 180 380 500 700 380 500 700

Kinematicviscosityat 50 °Cb

mm2/s Max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104

Density at 15 °C kg/m3 Max. 920.0 960.0 975.0 991.0 991.0 1010.0 See 7.1ISO 3675 orISO 12185

CCAI – Max. 850 860 860 860 870 870 See 6.3 a)

Sulfurc % (m/m) Max. Statutory requirements See 7.2ISO 8754ISO 14596

Flash point °C Min. 60.0 60.0 60.0 60.0 60.0 60.0 See 7.3ISO 2719

Hydrogen sulfide mg/kg Max. 2.00 2.00 2.00 2.00 2.00 2.00 See 7.11IP 570

Acid numberd mgKOH/g

Max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664

Total sedimentaged

% (m/m) Max. 0.10 0.10 0.10 0.10 0.10 0.10 See 7.5ISO 10307-2

Carbon residue:

micro method

% (m/m) Max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370

MA

N L32/40 G

enSet IM

O Tier II, P

roject Guide – M

arine, EN

123 (262)

MA

N D

iesel & Turbo

4

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4 Specification for engine supplies 4.6.1 ISO 8217-2012 Specification of HFO

Characteristic Unit Limit Category ISO-F- Test method

RMA RMB RMD RME RMG RMK

10a 30 80 180 180 380 500 700 380 500 700

Pour point(upper)e

Winter qualitySummer quality

°C

°C

Max.

Max.

0

6

0

6

30

30

30

30

30

30

30

30

ISO 3016

ISO 3016

Water % (V/V) Max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733

Ash % (m/m) Max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245

Vanadium mg/kg Max. 50 150 150 150 350 450 see 7.7IP 501, IP 470or ISO 14597

Sodium mg/kg Max. 50 100 100 50 100 100 see 7.8IP 501, IP 470

Aluminium plussilicon

mg/kg Max. 25 40 40 50 60 60 see 7.9IP 501, IP 470or ISO 10478

Used lubricatingoils (ULO):calcium and zincorcalcium andphosphorus

mg/kg

mg/kg

– The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the following condi-tions is met:

calcium > 30 and zinc > 15

orcalcium > 30 and phosphorus > 15

(see 7.10) IP501 or

IP 470

IP 500

a This category is based on a previously defined distillate DMC category that was described in ISO 8217:2005, Table 1. ISO 8217:2005 has been withdrawn.

b 1mm2/s = 1 cSt

c The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations. See 0.3 and Annex C.

d See Annex H.

e Purchasers shall ensure that this pour point is suitable for the equipment on board, especially if the ship operates in cold climates.

124 (262)M

AN

L32/40 GenS

et IMO

Tier II, Project G

uide – Marine, E

N

4M

AN

Diesel &

Turbo4 Specification for engine supplies 4.6.1 ISO 8217-2012 Specification of HFO

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4.7 Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 40: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis andthe viscosity is shown on the vertical axis.

The diagonal lines correspond to viscosity-temperature curves of fuels withdifferent reference viscosities. The vertical viscosity axis in mm2/s (cSt)applies for 40, 50 or 100 °C.

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Determining the viscosity-temperature curve and the required preheatingtemperature

Prescribed injection viscosityin mm²/s

Required temperature of heavy fuel oilat engine inlet1) in °C

≥ 12 126 (line c)

≤ 14 119 (line d)

1) With these figures, the temperature drop between the last preheating device andthe fuel injection pump is not taken into account.

Table 78: Determining the viscosity-temperature curve and the requiredpreheating temperature

A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosityof 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosityof fuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using arecent state-of-the-art preheating device with 8 bar saturated steam. Athigher temperatures there is a risk of residues forming in the preheating sys-tem – this leads to a reduction in heating output and thermal overloading ofthe heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.

The heavy fuel oil lines between the outlet of the last preheating system andthe injection valve must be suitably insulated to limit the maximum drop intemperature to 4 °C. This is the only way to achieve the necessary injectionviscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-cations such as ISO CIMAC or British Standard). If heavy fuel oil with a lowreference viscosity is used, the injection viscosity should ideally be 12 mm2/sin order to achieve more effective atomisation to reduce the combustion resi-due.

The delivery pump must be designed for heavy fuel oil with a viscosity of upto 1,000 mm2/s. The pour point also determines whether the pump is capa-ble of transporting the heavy fuel oil. The bunker facility must be designed soas to allow the heavy fuel oil to be heated to roughly 10 °C above the pourpoint.

Note:

The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the enginemust be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizingof the pump plunger or nozzle needle valves as a result of insufficient lubrica-tion.

This can be avoided by monitoring the temperature of the fuel. Although themaximum permissible temperature depends on the viscosity of the fuel, itmust never exceed the following values:

45 °C at the most with MGO (DMA) and MDO (DMB)

A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service ofMAN Diesel & Turbo in Augsburg.

Example: Heavy fuel oil with180 mm2/s at 50 °C

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4.8 Specification of engine cooling water

Preliminary remarksAn engine coolant is composed as follows: water for heat removal and cool-ant additive for corrosion protection.

As is also the case with the fuel and lubricating oil, the engine coolant mustbe carefully selected, handled and checked. If this is not the case, corrosion,erosion and cavitation may occur at the walls of the cooling system in con-tact with water and deposits may form. Deposits obstruct the transfer of heatand can cause thermal overloading of the cooled parts. The system must betreated with an anticorrosive agent before bringing it into operation for thefirst time. The concentrations prescribed by the engine manufacturer mustalways be observed during subsequent operation. The above especiallyapplies if a chemical additive is added.

RequirementsThe properties of untreated coolant must correspond to the following limitvalues:

Properties/Characteristic Properties Unit

Water type Distillate or fresh water, free of foreign mat-ter.

–

Total hardness max. 10 dGH1)

pH value 6.5 – 8 –

Chloride ion content max. 50 mg/l2)

Table 79: Properties of coolant that must be complied with

1) 1 dGH (Germanhardness)

≙ 10 mg CaO in litre of water ≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l ≙ 0.179 mmol/l

2) 1 mg/l ≙ 1 ppm

The MAN Diesel & Turbo water testing equipment incorporates devices thatdetermine the water properties directly related to the above. The manufactur-ers of anticorrosive agents also supply user-friendly testing equipment.

For information on monitoring cooling water, see section Cooling waterinspecting, Page 133.

Additional informationIf distilled water (from a fresh water generator, for example) or fully desalina-ted water (from ion exchange or reverse osmosis) is available, this shouldideally be used as the engine coolant. These waters are free of lime andsalts, which means that deposits that could interfere with the transfer of heatto the coolant, and therefore also reduce the cooling effect, cannot form.However, these waters are more corrosive than normal hard water as thethin film of lime scale that would otherwise provide temporary corrosion pro-tection does not form on the walls. This is why distilled water must be han-dled particularly carefully and the concentration of the additive must be regu-larly checked.

Limit values

Testing equipment

Distillate

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The total hardness of the water is the combined effect of the temporary andpermanent hardness. The proportion of calcium and magnesium salts is ofoverriding importance. The temporary hardness is determined by the carbo-nate content of the calcium and magnesium salts. The permanent hardnessis determined by the amount of remaining calcium and magnesium salts (sul-phates). The temporary (carbonate) hardness is the critical factor that deter-mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled wateror softened. Subsequent hardening of extremely soft water is only necessaryto prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water systemCorrosion is an electrochemical process that can widely be avoided byselecting the correct water quality and by carefully handling the water in theengine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-bulence is present. If the steam pressure is reached, steam bubbles formand subsequently collapse in high pressure zones which causes the destruc-tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and thedestruction of protective films by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result ofsimultaneous dynamic and corrosive stress. This may lead to cracking andrapid crack propagation in water-cooled, mechanically-loaded components ifthe coolant has not been treated correctly.

Processing of engine cooling waterThe purpose of treating the engine coolant using anticorrosive agents is toproduce a continuous protective film on the walls of cooling surfaces andtherefore prevent the damage referred to above. In order for an anticorrosiveagent to be 100 % effective, it is extremely important that untreated watersatisfies the requirements in the paragraph Requirements, Page 127.

Protective films can be formed by treating the coolant with anticorrosivechemicals or emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use hasbeen considerably restricted by environmental protection regulations, andbecause they are rarely available from suppliers for this and other reasons.

Treatment with an anticorrosive agent should be carried out before theengine is brought into operation for the first time to prevent irreparable initialdamage.

Note:

The engine must not be brought into operation without treating the coolingwater first.

Additives for cooling waterOnly the additives approved by MAN Diesel & Turbo and listed in the tablesunder the paragraph entitled Permissible cooling water additives may beused.

Hardness

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protectivefilm

Treatment prior to initialcommissioning of engine

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A coolant additive may only be permitted for use if tested and approved asper the latest directives of the ICE Research Association (FVV) “Suitability testof internal combustion engine cooling fluid additives.” The test report mustbe obtainable on request. The relevant tests can be carried out on request inGermany at the staatliche Materialprüfanstalt (Federal Institute for MaterialsResearch and Testing), Abteilung Oberflächentechnik (Surface TechnologyDivision), Grafenstraße 2 in D-64283 Darmstadt.

Once the coolant additive has been tested by the FVV, the engine must betested in a second step before the final approval is granted.

Additives may only be used in closed circuits where no significant consump-tion occurs, apart from leaks or evaporation losses. Observe the applicableenvironmental protection regulations when disposing of coolant containingadditives. For more information, consult the additive supplier.

Chemical additivesSodium nitrite and sodium borate based additives etc. have a proven trackrecord. Galvanised iron pipes or zinc sacrificial anodes must not be used incooling systems. This corrosion protection is not required due to the prescri-bed coolant treatment and electrochemical potential reversal that may occurdue to the coolant temperatures which are usual in engines nowadays. Ifnecessary, the pipes must be deplated.

Slushing oilThis additive is an emulsifiable mineral oil with additives for corrosion protec-tion. A thin protective film of oil forms on the walls of the cooling system. Thisprevents corrosion without interfering with heat transfer, and also preventslimescale deposits on the walls of the cooling system.

Emulsifiable corrosion protection oils have lost importance. For reasons ofenvironmental protection and due to occasional stability problems with emul-sions, oil emulsions are scarcely used nowadays.

It is not permissible to use corrosion protection oils in the cooling water cir-cuit of MAN Diesel & Turbo engines.

Anti-freeze agentsIf temperatures below the freezing point of water in the engine cannot beexcluded, an antifreeze agent that also prevents corrosion must be added tothe cooling system or corresponding parts. Otherwise, the entire systemmust be heated.

Sufficient corrosion protection can be provided by adding the products listedin the table entitled Antifreeze agent with slushing properties, Page 133 (Mili-tary specification: Federal Armed Forces Sy-7025), while observing the pre-scribed minimum concentration. This concentration prevents freezing at tem-peratures down to –22 °C and provides sufficient corrosion protection. How-ever, the quantity of antifreeze agent actually required always depends onthe lowest temperatures that are to be expected at the place of use.

Antifreeze agents are generally based on ethylene glycol. A suitable chemicalanticorrosive agent must be added if the concentration of the antifreezeagent prescribed by the user for a specific application does not provide anappropriate level of corrosion protection, or if the concentration of antifreezeagent used is lower due to less stringent frost protection requirements anddoes not provide an appropriate level of corrosion protection. Consideringthat the antifreeze agents listed in the table Antifreeze agents with slushing

Required release

In closed circuits only

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properties, Page 133 also contain corrosion inhibitors and their compatibilitywith other anticorrosive agents is generally not given, only pure glycol may beused as antifreeze agent in such cases.

Simultaneous use of anticorrosive agent from the table Nitrite-free chemicaladditives, Page 132 together with glycol is not permitted, because monitor-ing the anticorrosive agent concentration in this mixture is no more possible.

Antifreeze may only be added after approval by MAN Diesel & Turbo.

Before an antifreeze agent is used, the cooling system must be thoroughlycleaned.

If the coolant contains emulsifiable slushing oil, antifreeze agent may not beadded as otherwise the emulsion would break up and oil sludge would formin the cooling system.

BiocidesIf you cannot avoid using a biocide because the coolant has been contami-nated by bacteria, observe the following steps:

You must ensure that the biocide to be used is suitable for the specificapplication.

The biocide must be compatible with the sealing materials used in thecoolant system and must not react with these.

The biocide and its decomposition products must not contain corrosion-promoting components. Biocides whose decomposition products con-tain chloride or sulphate ions are not permitted.

Biocides that cause foaming of coolant are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling systemAs contamination significantly reduces the effectiveness of the additive, thetanks, pipes, coolers and other parts outside the engine must be free of rustand other deposits before the engine is started up for the first time and afterrepairs of the pipe system.

The entire system must therefore be cleaned with the engine switched offusing a suitable cleaning agent (see section Cooling water system cleaning,Page 135).

Loose solid matter in particular must be removed by flushing the systemthoroughly as otherwise erosion may occur in locations where the flow veloc-ity is high.

The cleaning agents must not corrode the seals and materials of the coolingsystem. In most cases, the supplier of the coolant additive will be able tocarry out this work and, if this is not possible, will at least be able to providesuitable products to do this. If this work is carried out by the engine operator,he should use the services of a specialist supplier of cleaning agents. Thecooling system must be flushed thoroughly after cleaning. Once this hasbeen done, the engine coolant must be immediately treated with anticorro-sive agent. Once the engine has been brought back into operation, thecleaned system must be checked for leaks.

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Regular checks of the coolant condition and coolant systemTreated coolant may become contaminated when the engine is in operation,which causes the additive to loose some of its effectiveness. It is thereforeadvisable to regularly check the cooling system and the coolant condition. Todetermine leakages in the lube oil system, it is advisable to carry out regularchecks of water in the expansion tank. Indications of oil content in water are,e.g. discoloration or a visible oil film on the surface of the water sample.

The additive concentration must be checked at least once a week using thetest kits specified by the manufacturer. The results must be documented.

Note:

The chemical additive concentrations shall not be less than the minimumconcentrations indicated in the table Nitrite-containing chemical additives,Page 132.

Excessively low concentrations lead to corrosion and must be avoided. Con-centrations that are somewhat higher do not cause damage. Concentrationsthat are more than twice as high as recommended should be avoided.

Every 2 to 6 months, a coolant sample must be sent to an independent labo-ratory or to the engine manufacturer for an integrated analysis.

If chemical additives or antifreeze agents are used, coolant should bereplaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water mustbe completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cool-ant or by emulsion break-up, corrosion in the system, and limescale depositsif the water is very hard. If the concentration of chloride ions has increased,this generally indicates that seawater has entered the system. The maximumspecified concentration of 50 mg chloride ions per kg must not be exceededas otherwise the risk of corrosion is too high. If exhaust gas enters the cool-ant, this can lead to a sudden drop in the pH value or to an increase in thesulphate content.

Water losses must be compensated for by filling with untreated water thatmeets the quality requirements specified in the paragraph Requirements,Page 127. The concentration of anticorrosive agent must subsequently bechecked and adjusted if necessary.

Subsequent checks of the coolant are especially required if the coolant hadto be drained off in order to carry out repairs or maintenance.

Protective measuresAnticorrosive agents contain chemical compounds that can pose a risk tohealth or the environment if incorrectly used. Comply with the directions inthe manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly afteruse. If larger quantities spray and/or soak into clothing, remove and washclothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately withplenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe therelevant statutory requirements for disposal.

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Auxiliary enginesIf the same cooling water system used in a MAN Diesel & Turbo two-strokemain engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38or 28/32H, the cooling water recommendations for the main engine must beobserved.

AnalysesRegular analysis of coolant is very important for safe engine operation. Wecan analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-Lab.

Permissible cooling water additives

Manufacturer Product designation Initial dosingfor 1,000 litres

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite(NaNO2)

Drew Marine LiquidewtMaxigard

15 l40 l

15,00040,000

7001,330

1,0502,000

Wilhelmsen (Unitor) Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet Marine Nalfleet EWT Liq(9-108)Nalfleet EWT 9-111Nalcool 2000

3 l

10 l30 l

3,000

10,00030,000

1,000

1,0001,000

1,500

1,5001,500

Nalco Nalcool 2000

TRAC 102

TRAC 118

30 l

30 l

3 l

30,000

30,000

3,000

1,000

1,000

1,000

1,500

1,500

1,500

Maritech AB Marisol CW 12 l 12,000 2,000 3,000

Uniservice, Italy N.C.L.T.Colorcooling

12 l24 l

12,00024,000

2,0002,000

3,0003,000

Marichem – Marigases D.C.W.T. -Non-Chromate

48 l 48,000 2,400 -

Marine Care Caretreat 2 16 l 16,000 4,000 6,000

Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 80: Nitrite-containing chemical additives

Nitrite-free additives (chemical additives)

Manufacturer Product designation Concentration range [Vol. %]

Chevron, Arteco Havoline XLI 7.5 – 11

Total WT Supra 7.5 – 11

Q8 Oils Q8 Corrosion InhibitorLong-Life

7.5 – 11

Table 81: Nitrite-free chemical additives

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Anti-freeze solutions with slushing properties

Manufacturer Product designation Concentration range Antifreeze agent range1)

BASF Glysantin G 48Glysantin 9313Glysantin G 05

Min. 35 Vol. %Max. 60 Vol. % 2)

Min. –20 °CMax. –50 °C

Castrol Radicool NF, SF

Shell Glycoshell

Mobil Antifreeze agent 500

Arteco Havoline XLC

Total Glacelf Auto SupraTotal Organifreeze

Table 82: Antifreeze agents with slushing properties

1) Antifreeze agent acc. toASTMD1177

35 Vol. % corresponds to approx. –20 °C


(manufacturer's instructions)


2) Antifreeze agent concentrations higher than 55 vol. % are only permitted, if safe heat removal is ensured by a suffi-cient cooling rate.

4.9 Cooling water inspecting

SummaryAcquire and check typical values of the operating media to prevent or limitdamage.

The freshwater used to fill the cooling water circuits must satisfy the specifi-cations. The cooling water in the system must be checked regularly inaccordance with the maintenance schedule.

The following work/steps is/are necessary:

Acquisition of typical values for the operating fluid, evaluation of the operatingfluid and checking the concentration of the anticorrosive agent.

Tools/equipment requiredThe following equipment can be used:

The MAN Diesel & Turbo water testing kit, or similar testing kit, with allnecessary instruments and chemicals that determine the water hardness,pH value and chloride content (obtainable from MAN Diesel & Turbo orMar-Tec Marine, Hamburg).

When using chemical additives:

Testing equipment in accordance with the supplier's recommendations.Testing kits from the supplier also include equipment that can be used todetermine the fresh water quality.

Equipment for checking thefresh water quality

Equipment for testing theconcentration of additives

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Testing the typical values of water

Typical value/property Water for fillingand refilling (without additive)

Circulating water(with additive)

Water type Fresh water, free of foreign matter Treated coolant

Total hardness ≤ 10 dGH1) ≤ 10 dGH1)

pH value 6.5 – 8 at 20 °C ≥ 7.5 at 20 °C

Chloride ion content ≤ 50 mg/l ≤ 50 mg/l2)

Table 83: Quality specifications for coolants (short version)

1) dGH German hardness

1 dGH = 10 mg/l CaO= 17.9 mg/l CaCO3

= 0.179 mmol/L

2) 1 mg/l = 1 ppm

Testing the concentration of anticorrosive agents

Anticorrosive agent Concentration

Chemical additives According to the quality specification, see section Specification of engine cooling water,Page 127.

Anti-freeze agents

Table 84: Concentration of the cooling water additive

The concentration should be tested every week, and/or according to themaintenance schedule, using the testing instruments, reagents and instruc-tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-centration is precisely maintained. This is why the concentrations recommen-ded by MAN Diesel & Turbo (quality specifications in section Specification ofengine cooling water, Page 127) must be complied with in all cases. Theserecommended concentrations may be other than those specified by themanufacturer.

The concentration must be checked in accordance with the manufacturer'sinstructions or the test can be outsourced to a suitable laboratory. If indoubt, consult MAN Diesel & Turbo.

Small quantities of lube oil in coolant can be found by visual check duringregular water sampling from the expansion tank.

Regular analysis of coolant is very important for safe engine operation. Wecan analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-Lab.

Short specification

Short specification

Testing the concentration ofchemical additives

Testing the concentration ofanti-freeze agents

Regular water samplings

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4.10 Cooling water system cleaning

SummaryRemove contamination/residue from operating fluid systems, ensure/re-establish operating reliability.

Cooling water systems containing deposits or contamination prevent effec-tive cooling of parts. Contamination and deposits must be regularly elimina-ted.

This comprises the following:

Cleaning the system and, if required removal of limescale deposits, flushingthe system.

CleaningThe coolant system must be checked for contamination at regular intervals.Cleaning is required if the degree of contamination is high. This work shouldideally be carried out by a specialist who can provide the right cleaningagents for the type of deposits and materials in the cooling circuit. The clean-ing should only be carried out by the engine operator if this cannot be doneby a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a highconcentration of anticorrosive agents can be removed by flushing the systemwith fresh water to which some cleaning agent has been added. Suitablecleaning agents are listed alphabetically in the table entitled Cleaning agentsfor removing oil sludge., Products by other manufacturers can beused providing they have similar properties. The manufacturer's instructionsfor use must be strictly observed.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew HDE - 777 4 – 5% 4 h at 50 – 60 °C

Nalfleet MaxiClean 2 2 – 5% 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature

Vecom UltrasonicMulti Cleaner

4% 12 h at 50 – 60 °C

Table 85: Cleaning agents for removing oil sludge

Lime and rust deposits can form if the water is especially hard or if the con-centration of the anticorrosive agent is too low. A thin lime scale layer can beleft on the surface as experience has shown that this protects against corro-sion. However, limescale deposits with a thickness of more than 0.5 mmobstruct the transfer of heat and cause thermal overloading of the compo-nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts ofthe system, such as the sealing elements of the water pumps. Together withthe elements that are responsible for water hardness, this forms what isknown as ferrous sludge which tends to gather in areas where the flowvelocity is low.

Products that remove limescale deposits are generally suitable for removingrust. Suitable cleaning agents are listed alphabetically in the table entitledCleaning agents for removing limescale and rust deposits., Page 136 Prod-

Oil sludge

Lime and rust deposits

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ucts by other manufacturers can be used providing they have similar proper-ties. The manufacturer's instructions for use must be strictly observed. Priorto cleaning, check whether the cleaning agent is suitable for the materials tobe cleaned. The products listed in the table entitled Cleaning agents forremoving limescale and rust deposits, are also suitable for stain-less steel.

Manufacturer Product Concentration Duration of cleaning procedure/temperature

Drew SAF-AcidDescale-ITFerroclean

5 – 10 %5 – 10 %

10 %

4 h at 60 – 70 °C4 h at 60 – 70 °C4 – 24 h at 60 – 70 °C

Nalfleet Nalfleet 9 - 068 5 % 4 h at 60 – 75 °C

Unitor Descalex 5 – 10 % 4 – 6 h at approx. 60 °C

Vecom Descalant F 3 – 10 % ca. 4 h at 50 – 60 °C

Table 86: Cleaning agents for removing lime scale and rust deposits

Hydrochloric acid diluted in water or aminosulphonic acid may only be usedin exceptional cases if a special cleaning agent that removes limescaledeposits without causing problems is not available. Observe the followingduring application:

Stainless steel heat exchangers must never be treated using dilutedhydrochloric acid.

Cooling systems containing non-ferrous metals (aluminium, red bronze,brass, etc.) must be treated with deactivated aminosulphonic acid. Thisacid should be added to water in a concentration of 3 – 5 %. The tem-perature of the solution should be 40 – 50 °C.

Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-chloric acid is used as the cleaning agent, there is always a danger thatacid will remain in the system, even when the system has been neutral-ised and flushed. This residual acid promotes pitting. We therefore rec-ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolvedcan prevent the cleaning agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water with the cleaning agent to flushaway the gas bubbles and allow them to escape. The length of the cleaningprocess depends on the thickness and composition of the deposits. Valuesare provided for orientation in the table entitled Cleaning agents for removinglimescale and rust deposits, Page 136.

The cooling system must be flushed several times once it has been cleanedusing cleaning agents. Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cooling system afterwards withsuitable chemicals then flush. The system can then be refilled with water thathas been prepared accordingly.

Note:

Start the cleaning operation only when the engine has cooled down. Hotengine components must not come into contact with cold water. Open theventing pipes before refilling the cooling water system. Blocked venting pipesprevent air from escaping which can lead to thermal overloading of theengine.

Note:

In emergencies only

Following cleaning

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The products to be used can endanger health and may be harmful to theenvironment. Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acidsmust be observed.

4.11 Specification of intake air (combustion air)

GeneralThe quality and condition of intake air (combustion air) have a significanteffect on the engine output, wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremely important, but also con-tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promotecorrosion.

This is why effective cleaning of intake air (combustion air) and regular main-tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-tion.

Exhaust turbochargers for marine engines are equipped with silencersenclosed by a filter mat as a standard. The quality class (filter class) of thefilter mat corresponds to the G3 quality in accordance with EN 779.

RequirementsLiquid fuel engines: As minimum, inlet air (combustion air) must be cleanedby a G3 class filter as per EN779, if the combustion air is drawn in frominside (e.g. from the machine room/engine room). If the combustion air isdrawn in from outside, in the environment with a risk of higher inlet air con-tamination (e.g. due to sand storms, due to loading and unloading graincargo vessels or in the surroundings of cement plants), additional measuresmust be taken. This includes the use of pre-separators, pulse filter systemsand a higher grade of filter efficiency class at least up to M5 according to EN779.

Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)must be cleaned by a G3 class filter as per EN779, if the combustion air isdrawn in from inside (e.g. from machine room/engine room). Gas engines ordual-fuel engines must be equipped with a dry filter. Oil bath filters are notpermitted because they enrich the inlet air with oil mist. This is not permissi-ble for gas operated engines because this may result in engine knocking. Ifthe combustion air is drawn in from outside, in the environment with a risk ofhigher inlet air contamination (e.g. due to sand storms, due to loading andunloading grain cargo vessels or in the surroundings of cement plants) addi-tional measures must be taken. This includes the use of pre-separators,pulse filter systems and a higher grade of filter efficiency class at least up toM5 according to EN 779.

In general, the following applies:

The inlet air path from air filter to engine shall be designed and implementedairtight so that no false air may be drawn in from the outdoor.

The concentration downstream of the air filter and/or upstream of the turbo-charger inlet must not exceed the following limit values.

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The air must not contain organic or inorganic silicon compounds.

Properties Limit Unit 1)

Particle size < 5 µm: minimum 90% of the particle number

Particle size < 10 µm: minimum 98% of the particle number

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 5

Salt (NaCl) max. 1

1) One Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.

Table 87: Typical values for intake air (combustion air) that must be compliedwith

Note:

Intake air shall not contain any flammable gases. Make sure that the com-bustion air is not explosive and is not drawn in from the ATEX Zone.

4.12 Specification of compressed air

GeneralFor compressed air quality observe the ISO 8573-1:2010. Compressed airmust be free of solid particles and oil (acc. to the specification).

RequirementsThe starting air must fulfil at least the following quality requirements accord-ing to ISO 8573-1:2010.

Purity regarding solid particles

Particle size > 40µm

Quality class 6

max. concentration < 5 mg/m3

Purity regarding moisture

Residual water content

Quality class 7

< 0.5 g/m3

Purity regarding oil Quality class X

Additional requirements are:

The air must not contain organic or inorganic silicon compounds.

The layout of the starting air system must ensure that no corrosion mayoccur.

The starting air system and the starting air receiver must be equippedwith condensate drain devices.

By means of devices provided in the starting air system and via mainte-nance of the system components, it must be ensured that any hazard-ous formation of an explosive compressed air/lube oil mixture is preven-ted in a safe manner.

Compressed air quality ofstarting air system

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Please note that control air will be used for the activation of some safetyfunctions on the engine – therefore, the compressed air quality in this systemis very important.

Control air must meet at least the following quality requirements according toISO 8573-1:2010.

Purity regarding solid particles Quality class 5

Purity regarding moisture Quality class 4

Purity regarding oil Quality class 3

For catalystsThe following specifications are valid unless otherwise defined by any otherrelevant sources:

Compressed air for soot blowing must meet at least the following qualityrequirements according to ISO 8573-1:2010.




Compressed air for atomisation of the reducing agent must fulfil at least thefollowing quality requirements according to ISO 8573-1:2010.




Note:

To prevent clogging of catalyst and catalyst lifetime shortening, the com-pressed air specification must always be observed.

Compressed air quality in thecontrol air system

Compressed air quality forsoot blowing

Compressed air quality forreducing agent atomisation

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5 Engine supply systems

5.1 Basic principles for pipe selection

5.1.1 Engine pipe connections and dimensions

The external piping systems are to be installed and connected to the engineby the shipyard. Piping systems are to be designed in order to maintain thepressure losses at a reasonable level. To achieve this with justifiable costs, itis recommended to maintain the flow rates as indicated below. Nevertheless,depending on specific conditions of piping systems, it may be necessary insome cases to adopt even lower flow rates. Generally it is not recommendedto adopt higher flow rates.

Recommended flow rates (m/s)

Suction side Delivery side

Fresh water (cooling water) 1.0 – 2.0 1.5 – 3.0

Lube oil 0.5 – 1.0 1.5 – 2.5

Sea water 1.0 – 1.5 1.5 – 2.5

Diesel fuel 0.5 – 1.0 1.5 – 2.0

Heavy fuel oil 0.3 – 0.8 1.0 – 1.8

Natural gas (< 5 bar) - 5 – 10

Natural gas (> 5 bar) - 10 – 20

Compressed air for control air system - 2 – 10

Compressed air for starting air system - 25 – 30

Intake air 20 – 25

Exhaust gas 40

Table 88: Recommended flow rates

5.1.2 Specification of materials for piping

General The properties of the piping shall conform to international standards, e.g.

DIN EN 10208, DIN EN 10216, DIN EN 10217 or DIN EN 10305, DIN EN13480-3.

For piping, black steel pipe should be used; stainless steel shall be usedwhere necessary.

Outer surface of pipes needs to be primed and painted according to thespecification – for stationary power plants it is recommended to executepainting according Q10.09028-5013.

The pipes are to be sound, clean and free from all imperfections. Theinternal surfaces must be thoroughly cleaned and all scale, grit, dirt andsand used in casting or bending has to be removed. No sand is to beused as packing during bending operations. For further instructionsregarding stationary power plants also consider Q10.09028-2104.

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In the case of pipes with forged bends care is to be taken that internalsurfaces are smooth and no stray weld metal left after joining.

See also the instructions in our Work card 6682000.16-01E for cleaningof steel pipes before fitting together with the Q10.09028-2104 for sta-tionary power plants.

LT-, HT- and nozzle cooling water pipesGalvanised steel pipe must not be used for the piping of the system as alladditives contained in the engine cooling water attack zinc. Moreover, thereis the risk of the formation of local electrolytic element couples where the zinclayer has been worn off, and the risk of aeration corrosion where the zinclayer is not properly bonded to the substrate.

Proposed material (EN)

P235GH, E235, X6CrNiMoTi17-12-2

Fuel oil pipes, lube oil pipesGalvanised steel pipe must not be used for the piping of the system as acidcomponents of the fuel may attack zinc.


E235, P235GH, X6CrNiMoTi17-12-2

Urea pipes (for SCR only)Galvanised steel pipe, brass and copper components must not be used forthe piping of the system.


X6CrNiMoTi17-12-2

Starting air and control air pipesGalvanised steel pipe must not be used for the piping of the system.


E235, P235GH, X6CrNiMoTi17-12-2

Sea water pipesMaterial depending on required flow speed and mechanical stress.

Proposed material

CuNiFe, glass fiber reinforced plastic, rubber lined steel

5.1.3 Installation of flexible pipe connections for resiliently mounted GenSet

Arrangement of hoses on resiliently mounted engineFlexible pipe connections become necessary to connect resiliently mountedGenSet with external piping systems. They are used to compensate thedynamic movements of the GenSet in relation to the external piping system.For information about the origin of the dynamic engine movements, theirdirection and identity in principle see table Excursions of the L engines, Page143.

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Origin of static/dynamicmovements

Engine rotations unit Coupling displacements unit Exhaust flange(at the turbocharger)

° mm mm

Axial

Rx

Cross

direction

Ry

Vertical

Rz

Axial

X

Cross

direction

Y

Vertical

Z

Axial

X

Cross

direction

Y

Vertical

Z

Pitching 0.0 ±0.026 0.0 ±0.95 0.0 ±1.13 ±2.4 0.0 ±1.1

Rolling ±0.22 0.0 0.0 0.0 ±3.2 ±0.35 ±0.3 ±16.2 ±4.25

Engine torque –0.045(CCW)

0.0 0.0 0.0 0.35 (tocontrolside)

0.0 0.0 2.9 (tocontrolside)

0.9

Vibrationduring normaloperation

(±0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 ±0.12 ±0.08

Run outresonance

±0.053 0.0 0.0 0.0 ±0.64 0.0 0.0 ±3.9 ±1.1

Table 89: Excursions of the L engines

Note:The above entries are approximate values (±10 %); they are valid for thestandard design of the mounting.

Assumed sea way movements: Pitching ±7.5°/ rolling ±22.5°.

The conical mounts (RD214B/X) are fitted with internal stoppers (clearances:Δlat = ±3 mm, Δvert = ±4 mm); these clearances will not be completely utilisedby the above loading cases.

Figure 41: Coordinate system

Generally flexible pipes (rubber hoses with steel inlet, metal hoses, PTFE-cor-rugated hose-lines, rubber bellows with steel inlet, steel bellows, steel com-pensators) are nearly unable to compensate twisting movements. Thereforethe installation direction of flexible pipes must be vertically (in Z-direction) if

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ever possible. An installation in horizontal-axial direction (in X-direction) is notpermitted; an installation in horizontal-lateral (Y-direction) is not recommen-ded.

The media connections (compensators) to and from the engine must behighly flexible whereas the fixations of the compensators on the one handwith the engine and on the other hand with the environment must be realisedas stiff as possible.

Flange and screw connectionsFlexible pipes delivered loosely by MAN Diesel & Turbo are fitted with flangeconnections, for sizes with DN32 upwards. Smaller sizes are fitted withscrew connections. Each flexible pipe is delivered complete with counterflanges or, those smaller than DN32, with weld-on sockets.

Arrangement of the external piping systemShipyard's pipe system must be exactly arranged so that the flanges orscrew connections do fit without lateral or angular offset. Therefore it is rec-ommended to adjust the final position of the pipe connections after enginealignment is completed.

Figure 42: Arrangement of pipes in system

Installation of hosesIn the case of straight-line-vertical installation, a suitable distance betweenthe hose connections has to be chosen, so that the hose is installed with asag. The hose must not be in tension during operation. To satisfy a correctsag in a straight-line-vertically installed hose, the distance between the hoseconnections (hose installed, engine stopped) has to be approximately 5 %shorter than the same distance of the unconnected hose (without sag).

In case it is unavoidable (this is not recommended) to connect the hose inlateral-horizontal direction (Y-direction) the hose must be installed preferablywith a 90° arc. The minimum bending radii, specified in our drawings, are tobe observed.

Never twist the hoses during installation. Turnable lapped flanges on thehoses avoid this.

Where screw connections are used, steady the hexagon on the hose with awrench while fitting the nut.

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Depending on the required application rubber hoses with steel inlet, metalhoses or PTFE-corrugated hose lines are used.

Installation of steel compensatorsSteel compensators are used for hot media, e.g. exhaust gas. They cancompensate movements in line and transversal to their centre line, but theyare absolutely unable to compensate twisting movements. Compensatorsare very stiff against torsion. For this reason all kind of steel compensatorsinstalled on resilient mounted engines are to be installed in vertical direction.

Note:Exhaust gas compensators are also used to compensate thermal expansion.Therefore exhaust gas compensators are required for all type of enginemountings, also for semi-resilient or rigid mounted engines. But in thesecases the compensators are quite shorter, they are designed only to com-pensate the thermal expansions and vibrations, but not other dynamicengine movements.

Angular compensator for fuel oilThe fuel oil compensator, to be used for resilient mounted engines, can bean angular system composed of three compensators with different charac-teristics. Please observe the installation instruction indicated on the specificdrawing.

Supports of pipesFlexible pipes must be installed as near as possible to the engine connection.

On the shipside, directly after the flexible pipe, the pipe is to be fixed with asturdy pipe anchor of higher than normal quality. This anchor must be capa-ble to absorb the reaction forces of the flexible pipe, the hydraulic force ofthe fluid and the dynamic force.

Example of the axial force of a compensator to be absorbed by the pipeanchor:

Hydraulic force

= (Cross section area of the compensator) x (Pressure of the fluid inside)

Reaction force

= (Spring rate of the compensator) x (Displacement of the comp.)

Axial force

= (Hydraulic force) + (Reaction force)

Additionally a sufficient margin has to be included to account for pressurepeaks and vibrations.

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Figure 43: Installation of hoses

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5.1.4 Condensate amount in charge air pipes and air vessels

Figure 44: Diagram condensate amount

The amount of condensate precipitated from the air can be considerabllyhigh, particularly in the tropics. It depends on the condition of the intake air(temperature, relative air humidity) in comparison to the charge air aftercharge air cooler (pressure, temperature).

It is important, that no condensed water of the intake air/charge air will be ledto the compressor of the turbocharger, as this may cause damages.

In addition the condensed water quantity in the engine needs to be mini-mised. This is achieved by controlling the charge air temperature.

How to determine the amount of condensate:

First determine the point I of intersection in the left side of the diagram (intakeair), see figure Diagram condensate amount, between the corre-sponding relative air humidity curve and the ambient air temperature.

Secondly determine the point II of intersection in the right side of the diagram(charge air) between the corresponding charge air pressure curve and thecharge air temperature. Note that charge air pressure as mentioned in sec-tion Planning data for emission standard, Page 54 is shown in absolute pres-sure.

At both points of intersection read out the values [g water/kg air] on the verti-cally axis.

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The intake air water content I minus the charge air water content II is thecondensate amount A which will precipitate. If the calculations result is nega-tive no condensate will occur.

For an example see figure Diagram condensate amount, Page 147. Intake airwater content 30 g/kg minus 26 g/kg = 4 g of water/kg of air will precipitate.

To calculate the condensate amount during filling of the starting air receiverjust use the 30 bar curve (see figure Diagram condensate amount, Page 147)in a similar procedure.

Example how to determine the amount of water accumulating in the chargeair pipe

Parameter Unit Value

Engine output (P) kW 9,000

Specific air flow (le) kg/kWh 6.9

Ambient air condition (I):

Ambient air temperature

Relative air humidity

°C

%

35

80

Charge air condition (II):

Charge air temperature after cooler1)

Charge air pressure (overpressure)1)

°C

bar

56

3.0

Solution according to above diagram

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (II) kg of water/kg of air 0.026

The difference between (I) and (II) is the condensed water amount (A)

A = I – II = 0.030 – 0.026 = 0.004 kg of water/kg of air

Total amount of condensate QA:

QA = A x le x P

QA = 0.004 x 6.9 x 9,000 = 248 kg/h

1) In case of two-stage turbocharging choose the values of the high pressure TC and cooler (second stage of turbo-charging system) accordingly.

Table 90: Example how to determine the amount of water accumulating in the charge air pipe

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Example how to determine the condensate amount in the starting airreceiver


Volumetric capacity of tank (V) litre

m3

3,500

3.5

Temperature of air in starting air receiver (T) °C

K

40

313

Air pressure in starting air receiver (p above atmosphere)

Air pressure in starting air receiver (p absolute)

bar

bar

30

31

31 x 105

Gas constant for air (R)

287

Ambient air temperature °C 35

Relative air humidity % 80

Weight of air in the starting air receiver is calculated as follows:

Solution according to above diagram

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002

The difference between (I) and (III) is the condensed water amount (B)

B = I – III

B = 0.030 – 0.002 = 0.028 kg of water/kg of air

Total amount of condensate in the vessel QB:

QB = m x B

QB = 121 x 0.028 = 3.39 kg

Table 91: Example how to determine the condensate amount in the starting air receiver

5.2 Lube oil system

5.2.1 Lube oil system description

The diagrams represent standard design of the external lube oil service sys-tem. All moving parts of the engine are pressurised with oil circulating in thebuild-on system, based on wet sump lubrication.

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The lubrication of the cylinder liners is designed as a separate systemattached to the engine but served by the inner lubrication system.

System flowThe lube oil service pump draws oil from the oil sump and pumps it throughthe lube oil cooler and the lube oil automatic filter to the main lube oil pipe.From there, it is distributed to the lubricating points of engine and turbo-charger and returns by gravity to the oil sump inside the lube oil service tank.

Treatment systems, which are cleaning the lube oil continuously in a by-passstream, are installed on the GenSet and in the plant.

Lube oil consumptionFor the lube oil consumption (SLOC) see table Total lube oil consumption,Page 51. It should, however, be observed that during the running in periodthe lube oil consumption may exceed the values stated.

The total lube oil consumption will be increased by the following processesand influences:

Desludging interval of the lube oil separator/automatic filter and lube oilcontent of the discharged sludge (approximately 30 %).

Lube oil evaporation.

Leakages.

Losses at lube oil filter exchange.

Requirements before commissioning of engineThe flushing of the lube oil system in accordance to the MAN Diesel & Turbospecification (see the relevant working cards) demands before commission-ing of the engine, that all installations within the system are in proper opera-tion. Please be aware that special installations for commissioning arerequired and the lube oil separator must be in operation from the very firstphase of commissioning.

Please contact MAN Diesel & Turbo or licensee if any uncertainties occur.

T-001/Lube oil service tankThe engine frame tank has the function of the lube oil service tank. The mainpurpose is to separate air and particles from the lube oil, before being pum-ped back to the engine. Even a low oil level should still permit the lube oil tobe drawn in free of air if the ship is pitching. The approximate quantities of oilnecessary for new engine, before starting up are given in the table Coolingwater and oil volume of engine, Page 63. Concerning the required lube oilquality, see table Main fuel/lube oil type, Page 97.

It is recommended to use the separator suction pipe for draining of the lubeoil service tank. For all used reserve connections a siphon in the plant is rec-ommended.

H-002/Lube oil preheaterTo fulfill the starting conditions (see section Starting conditions, Page 26)preheating of the lube oil in the lube oil service tank is necessary. Thereforethe preheater of the separator is often used. The preheater must be enlargedin size if necessary, so that it can heat up the content of the service tank to≥ 40 °C, within 4 hours. If engines have to be kept in stand-by mode, the5

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lube oil of the corresponding engines always has to be in the temperaturerange of starting conditions. Means that also the maximum lube oil tempera-ture limit should not be exceeded during engine start.

For arctic operation conditions the heater capacity has to be increased.

FIL-004/Lube oil suction strainerThe lube oil suction strainer protects the attached lube oil pumps againstlarger dirt particles that may have accumulated in the tank.

P-001/Lube oil service pumpThe main lube oil service pump is mounted on the free end of the engine andis driven by means of the crankshaft through a gear. The pump gear is lubri-cated by the engines oil flow. The oil pressure at engine inlet is controlled byan adjustable spring loaded pressure relief valve (PCV-007). For the capacityof the attached lube oil service pump, see table Nominal values for coolerspecification – Auxiliary GenSet, Page 54. If additional lube oil consumers(e.g. alternator bearing or backflush filter) will be installed, which are suppliedby the service pump, please contact MAN Diesel & Turbo to check if the lubeoil capacity of the pump is still sufficient.

PCV-007/Pressure relief valveBy use of the pressure relief valve, a constant lube oil pressure before theengine is adjusted.

The pressure relief valve is installed upstream of the lube oil cooler. Thereturn pipe (spilling pipe) from the pressure relief valve returns into the lube oilservice tank.

The control line of the pressure relief valve has to be connected to the engineinlet. In this way the pressure losses of filters, pipes and cooler are compen-sated automatically.

P-075/Cylinder lube oil pumpThe engine is equipped with an electrically driven lube oil pump supplyingextra lubricant to the cylinder liners to handle specific demands. The pumpoperates in the load range 50 – 100 % and for maintenance purposes. It isactivated from the automation system of the engine.

P-007/Prelubrication pumpThe GenSet is as standard equipped with an electrically driven pump for pre-lubrication before starting and also for postlubrication when the engine isstopped. The prelubrication pump, which is of the gear pump type, is self pri-ming and installed in parallel to the lube oil service pump. Its operation isrequested by the GenSet automation system, as long as required. The volt-age for automatic control must be supplied from the emergency switchboardin order to secure post- and prelubrication in case of a critical situation.

In case of unintended engine stop (e.g. blackout) the postlubrication must bestarted as soon as possible (latest within 20 min) after the engine has stop-ped and must persist for minimum 15 min. This is required to cool down thebearings of the turbocharger and hot inner components (see also sectionPrelubrication/Postlubrication, Page 160).

For installed pump capacities see the following table.

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Delivery rate 50 Hz m3/h 27 27 43 43

60 Hz 33 33 52 52

Differential pressure - bar 3.5 3.5 3.5 3.5

E-motor capacity 50 Hz kW 8.0 8.0 17.3 17.3

60 Hz 10.4 10.4 15.0 15.0

Table 92: Technical data of the installed prelubrication/postlubrication pump

HE-002/Lube oil coolerThe lube oil cooler is of the plate type with LT cooling water as coolingmedium and is mounted at the front end of the base frame.

Heat data, flow rates and tolerances are indicated in section Planning datafor emission standard, Page 54 and the following.

On the lube oil side the pressure drop shall not exceed 1.1 bar.


Rated heat capacity kW 433 552 631 710

Max. pressure drop (LO) bar max. 1.1

Max. pressure drop (LT CW) bar approx. 0.25 – 0.30

Table 93: Technical data of the installed lube oil cooler

TCV-001/Lube oil temperature control valveThe 3-way valve regulates the lube oil temperature at engine inlet by directingthe lube oil flow through the lube oil cooler or in by-pass to it. Wax-type ther-mostatic elements ensure a constant temperature regulation.

No. of cylinders, config. L engines

Type1) - Wax-type thermostat

Set point °C 63

Pressure drop bar 0.4

1) Full open temperature of wax elements: Set point.

Control range of lube oil inlet temperature: Set point minus 10 K.

Table 94: Technical data of the lube oil temperature control valve

Lube oil treatmentThe treatment of the circulating lube oil can be divided into two major func-tions:

Removal of contaminations to keep up the lube oil performance.

Retention of dirt to protect the engine.

The removal of combustion residues, water and other mechanical contami-nations is the major task of separators/centrifuges (CF-001) installed in by-pass to the main lube oil service system of the engine. The installation of alube oil separator per engine is recommended to ensure a continuous sepa-ration during engine operation.

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The lube oil filters integrated in the system protect the diesel engine in themain circuit retaining all residues which may cause a harm to the engine.

Depending on the filter design, the collected residues are to be removedfrom the filter mesh by automatic back flushing, manual cleaning or changingthe filter cartridge. The retention capacity of the installed filter should be ashigh as possible.

When selecting an appropriate filter arrangement, the customer request foroperation and maintenance, as well as the class requirements, have to betaken in consideration.

FIL-002/Lube oil duplex filterThe lube oil duplex filter has the function of both, main filter and indicator fil-ter. It is designed as duplex filter and the cartridges are of a paper filter type.Each filter consists of a primary and a secondary filter stage. If one of the fil-ters is clogged, switch-over to the second filter and cleaning must be carriedout manually. The pipe section between filter and engine inlet must be closelyinspected before installation.


Type - Duplex filter

Capacity m3/h 2 x 132

Cartridge type - Two stage paper cartridge

Filter mesh width (sphere passing mesh) µm 1st stage: 152nd stage: 60

Table 95: Technical data of lube oil duplex filter

CF-008/Lube oil centrifugal filterThe built-on by-pass filter is of a centrifugal type. It removes small impuritiesand herewith serves as inspection device for checking the pureness of thelube oil system.

Only a small part of the oil main stream is routed through the centrifuge. Itsflow pressure is operating the centrifuge itself. The centrifuge shall be instal-led as close as possible to the pressure side of the lube oil pump forimproved centrifuge effect.


Type - Centrifugal filter with paper insert

Min. flow (at 3 bar) m3/h 3.1

Max. flow (at 7 bar) m3/h 4.5

Table 96: Technical data of lube oil centrifugal filter

External automatic filter (optional, not shown in lube oil diagram)Automatic filtration offers long filter service intervals. An external free-stand-ing lube oil automatic filter can optionally be integrated in the lube oil supplyline. The back washing/flushing of the filter elements has to be arranged in away that the lube oil flow and pressure will not be affected. If an externalbackflush filter without own supply pump is foreseen, please contact MAN

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Diesel & Turbo to check, if the capacity of the lube oil service pump P-001 issufficient to serve the lube oil automatic filter additionally. The flushing dis-charge is led into the lube oil service tank T-001.

TR-001/Condensate trapSee section Crankcase vent and tank vent, Page 161.

CF-001/Lube oil separatorThe lube oil is intensively cleaned by separation in the by-pass thus relievingthe filters and allowing an economical design.

The lube oil separator should be of the self-cleaning type. The design is to bebased on a lube oil quantity of 1.0 l/kW. This lube oil quantity should becleaned in times within 24 hours.

The formula for determining the separator flow rate (Q) is:

Q [l/h] Separator flow rate

P [kW] Total engine output

n HFO = 7MDO/MGO = 5Gas (+ MDO/MGO for ignition only) = 5

With the evaluated flow rate the size of separator has to be selected accord-ing to the evaluation table of the manufacturer. The separator rating statedby the manufacturer should be higher than the flow rate (Q) calculatedaccording to the formula above.

Separator equipmentThe lube oil preheater H-002 must always be able to heat the oil to 95 – 98°C and the size is to be selected accordingly. In addition to a PI-temperaturecontrol, which avoids a thermal overloading of the oil, silting of the preheatermust be prevented by high turbulence of the oil in the preheater.

Control accuracy ±1 °C.

Cruise ships operating in arctic waters require larger lube oil preheaters. Inthis case the size of the preheater must be calculated with a Δt of 60 K.

The freshwater supplied must be treated as specified by the separator sup-plier.

The supply pumps shall be of the free-standing type, i.e. not mounted on theseparator and are to be installed in the immediate vicinity of the lube oil serv-ice tank.

This arrangement has three advantages:

Suction of lube oil without causing cavitation.

The lube oil separator does not need to be installed in the vicinity of theservice tank but can be mounted in the separator room together with thefuel oil separators.

Better matching of the capacity to the required separator throughput.

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As a reserve for the lube oil separator, the use of the diesel fuel oil separatoris admissible. For reserve operation the diesel fuel oil separator must be con-verted accordingly. This includes the pipe connection to the lube oil systemwhich must not be implemented with valves or spectacle flanges. The con-nection is to be executed by removable change-over joints that will definitelyprevent MDO from getting into the lube oil circuit. See also rules and regula-tions of classification societies.

Multi-engine plantsIn principle one lube oil separator unit per engine in operation is recommen-ded. But the experienced load profile for the majority of merchant vessels isin average around 43 – 50 % of the installed auxiliary GenSet power.Regarding this, it might be an economic solution to install one common sep-arator for multi-engine plants. Requirement: One separator unit must not bededicated to more than 3 engines and there must always be one separatorunit in reserve. With three identical engines the time-related average powerdemand corresponds to 1.3 – 1.5 times the power of one engine.

Bulk carrier and tanker: f ~ 1.3

Container vessel: f ~ 1.5

If the average load profile is well above 50 %, factor f or the number of sepa-rators must be increased.

It must be ensured that during the switch-over from one to another GenSet,the valves of the upstream and the downstream line (to and from the lube oilservice tank) are always switched simultaneously. Generally there is the risk,that wear and dirt particles being transferred from one engine to another.

The switch-over times, respectively the time how long the lube oil separatoris connected to each engine, must be determined depending on the propor-tional power generation. If there is no heater available to keep the lube oil ofstand-by engines at the right temperature, a periodical switch-over to theseengines must be considered as well. On the other hand, the heat input fromthe cleaned lube oil into the service tank of the running engines must be limi-ted to meet the right lube oil temperature at engine inlet.

Separator efficiencyVarious operating parameters affect the separation efficiency. These includetemperature (which controls both, fuel oil viscosity and density), flow rate andseparator maintenance. Figure Separation efficiency dependence on particlesize, density difference, viscosity and flow rate, Page 156 shows, how theoperating parameters affect the separator efficiency.

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Figure 45: Separation efficiency dependence on particle size, density difference, viscosity and flow rate(reference: Diagram 1 – 3: "CIMAC Paper No. 51 - Onboard Fuel Oil Cleaning", CIMAC Congress, 2013)

Due to the fact that auxiliary generating sets often are operated with theworst fuels available and in an unfavourable part load range, the lube oil canpollute much earlier than this of comparable main propulsion engines. There-fore it is recommended to run the lube oil separators within no more than 25% of its nominal capacity. Separator manufacturers already may have con-sidered a similar factor for choosing the optimum separator capacity.

T-006/Leakage oil collecting tankLeaked fuel and lube oil is collected in this tank. The content must not beadded to the fuel, but led into the sludge tank.

T-021/Sludge tankSeparated impurities from the lube oil separator module and the content ofthe leakage oil collecting tank T-006 are disposed into the sludge tank. Thesludge tank is also part of the fuel oil leakage system. See description inparagraph T-021/Sludge tank, Page 187.

Withdrawal points for samplesPoints for drawing lube oil samples are to be provided upstream and down-stream of the filters and the separator, to verify the effectiveness of thesesystem components.

Piping systemIt is recommended to use pipes according to the pressure class PN10.

In agreement with MAN Diesel & Turbo optional branches can be foreseenfor:

External lube oil automatic filter.

Pressure lubrication of alternator bearings.

P-012/Lube oil transfer pumpThe lube oil transfer pump supplies fresh oil from the lube oil storage tank tothe operating tank. Starting and stopping of the lube oil transfer pump shouldpreferably be done automatically by float switches fitted in the tank.

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Lube oil system diagrams

Figure 46: Lube oil system diagram, GenSet – Internal

Engine components

P-001 Lube oil service pump (enginedriven)

P-075 Cylinder lube oil pump

GenSet components

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CF-008 Centrifuge (by-pass filter) P-007 Prelubrication pump

FIL-002 Lube oil duplex filter PCV-007 Pressure relief valve

FIL-004 Lube oil suction strainer T-001 Lube oil service tank

HE-002 Lube oil cooler TCV-001 Lube oil temperature control valve

1, 2 NRV-001 Non return valve

Engine pipe connections

2171 Engine inlet 7772 Control line to pressure relief valve

2173 Oil pump inlet 9184 Dirty oil drain from crankcase

2175 Oil pump outlet 9187 Dirty oil drain from crankcase

C30/2598 Vent turbocharger 9197 Dirty oil drain from crankcase

2599 Drain from turbocharger 9199 Dirty oil drain from crankcase

C13/2898 Vent crankcase

GenSet pipe connections

C3/2076 From separator C9/2081 Flushing from automatic filter

C16/2076 Supply C15/2095 Overflow, optional

C4/2078 To separator

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Figure 47: Lube oil system diagram, GenSet – External

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C30/2598 Vent turbocharger 9187 Dirty oil drain from crankcase

2599 Drain from turbocharger 9197 Dirty oil drain from crankcase

C13/2898 Vent crankcase 9199 Dirty oil drain from crankcase

9184 Dirty oil drain from crankcase


C3/2076 From separator C9/2081 Inlet (optional)

C16/2076 Supply C15/2095 Overflow

C4/2078 To separator

Engine components

P-001 Lube oil service pump (engine driven)

GenSet components

CF-008 Filter centrifuge P-007 Prelubrication pump

FIL-002 Lube oil duplex filter T-001 Lube oil service tank

FIL-004 Lube oil suction strainer TCV-001 Lube oil temperature control valve

HE-002 Lube oil cooler

Engine room components

CF-001 Lube oil separator T-006 Leakage oil collecting tank

CF-003 Diesel fuel oil separator T-021 Sludge tank

H-002 Lube oil preheater 1, 2 TR-001 Condensate trap

P-012 Lube oil transfer pump

5.2.2 Prelubrication/postlubrication

PrelubricationThe prelubrication pump must be switched on at least 5 minutes beforeengine start. The prelubrication pump serves to assist the engine attachedmain lube oil pump, until this can provide a sufficient flow rate.

For design data of the prelubrication pump see section Planning data foremission standard, Page 54 and paragraph Lube oil, Page 60.

During the starting process, the maximal temperature mentioned in sectionStarting conditions, Page 26 must not be exceeded at engine inlet. There-fore, a small LT cooling waterpump can be necessary if the lube oil cooler isserved only by an attached LT pump.

PostlubricationThe prelubrication pump is also to be used for postlubrication after theengine is turned off.

Postlubrication is effected for a period of 15 minutes.

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5.2.3 Crankcase vent and tank vent

Condensate trapsThe condensate traps (TR-001) required for the vent pipes of the turbo-charger, the engine crankcase and the service tank must be installed asclose as possible to the vent connections. This will prevent condensatewater, which has formed on the cold venting pipes, to enter the engine orservice tank.

Vent pipesThe vent pipes from engine crankcase and turbocharger are to be arrangedaccording to the sketch. The frame tank is vented through the vent pipes ofthe engine. The pipe design must ensure a sufficient lube oil ventilation andavoid a reduction of the cross section, caused from condensed water. Therequired nominal diameters ND are stated in the chart following the diagram.

Note:

The venting pipework must be kept separately for each engine.

Condensate trap overflows are to be connected via siphone to drain pipeand back to sludge tank.

Specific requirements of the classification societies are to be strictlyobserved.

The pipe connection between engine and ventilation line must be flexible.

The ventilation pipe must be made with continuous upward slope min5°, even when the ship heel or trim (static inclination).

Figure 48: Crankcase vent and turbocharger vent

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Engine type Nominal diameter ND (mm)

L engine A B C

125 125 50

Table 97: Crankcase vent and turbocharger vent

5.3 Water systems

5.3.1 General

During the combustion process in diesel and gas engines the fuels energy isconverted into heat. While one part is furthermore converted into mechanicalpower, the other part remains as waste heat and must be dissipated. Theengines exhaust gas contains a large amount of heat, which is partly recov-ered by the exhaust gas turbo charger and is led back into the power gener-ating process. Another large heat quantity must be removed by cooling thecylinder jackets, fuel injection valves, charge air and lube oil with circulatingwater. Off the engine there are also heat loads to be dissipated, such fromcooling the alternator or diesel fuel. An additional but smaller amount of heatis radiated by hot surfaces of engine, piping and other components.

Dissipating all the heat out of the system is the purpose of the cooling watersystem.

The engine's cooling water systemThe engine's cooling water system comprises a low temperature (LT) circuitand a high temperature (HT) circuit. The systems are designed only for trea-ted fresh water, which meets all requirements specified by MAN Diesel &Turbo, see section Specification of engine cooling water, Page 127.

The LT cooling water system includes heat exchangers for charge air cooling(stage 2), lubricating oil cooling, fuel injection nozzle cooling and alternatorcooling if the latter is water-cooled. It is designed for freshwater as coolingmedium. The LT cooling water temperature for the auxiliary GenSets is regu-lated by the plant control system to 32 °C and must not drop below.

The HT cooling water system removes heat from charged air (stage 1), cylin-der liners and cylinder heads. An engine outlet temperature of nearly 90 °Censures a perfect combustion in the entire load area. This temperature limitsthermal loads in the high-load area and avoids hot-corrosion in the combus-tion area. In the low-load area, the temperature is sufficiently high to avoidcold corrosion.

PipingCoolant additives may attack a zinc layer. It is therefore imperative to avoid touse galvanised steel pipes. Treatment of cooling water as specified by MANDiesel & Turbo will safely protect the inner pipe walls against corrosion.

Moreover, there is the risk of the formation of local electrolytic element cou-ples where the zinc layer has been worn off, and the risk of aeration corro-sion where the zinc layer is not properly bonded to the substrate.

See the instructions in our Work card 6682 000.16-01E for cleaning of steelpipes before fitting.

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Pipes shall be manufactured and assembled in a way that ensures a properdraining of all segments. Venting is to be provided at each high point of thepipe system and drain openings at each low point.

Cooling water pipes are to be designed according to pressure values andflow rates stated in section Planning data for emission standard, Page 54and the following sections. The engine cooling water connections have to bedesigned according to PN10/PN16.

5.3.2 GenSet design and components – Water systems

The HT regulation and LT cooling water by-pass valve as well as the lube oilcooler are already installed at the engine frame. If the alternator is watercooled, this additional heat load and piping must be considered for thedesign of the system. Piping and several instruments are installed on theGenSet to minimise the installation costs and time at the shipyard. As stand-ard the GenSet is equipped with 2-string piping. The following options canbe chosen additionally:

Internal piping for 1-string cooling water system

The standard for the internal cooling water system is shown in figure Coolingwater system diagram, Page 165. This system has been constructed with aview to full integration into the external system.

MOV-003/LT cooling water by-pass valveDuring low load operation the control valve diverts the LT cooling water toby-pass the charge air cooler HE-008 and directly to the lube oil coolerHE-002. This affects a higher charge air temperature and thus a better com-bustion. The valve is controlled by the engine control system.


Type - 3-way, electric/pneumatic

Switch point % load 20

Valve position - Low load (energised): 3 – 2

High load (de-energised): 3 – 1

Table 98: Technical data of LT cooling water by-pass valve

The regulation of the LT cooling water temperature takes place in the exter-nal system by the LT cooling water temperature control valve MOV-016.

HE-002/Lube oil coolerFor the description of the lube oil cooler see section Lube oil system descrip-tion, Page 149.


Type - Plate type heat exchanger

Material - Stainless steel

Pressure drop (water side) bar 0.20 – 0.35

Table 99: Technical data of lube oil cooler

Low temperature coolingwater system

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For heat data, flow rates and tolerances see section Planning data for emis-sion standard, Page 54 and the following. For the description of the principaldesign criteria see paragraph Cooler dimensioning, general, Page 171.

During postlubrication the cooler should be flown through by LT coolingwater and not be shut-off immediately after engine shut-off.

HE-008/Charge air cooler (stage 2)The charged combustion air is further cooled by the LT cooling water, pass-ing stage 2 of the charge air cooler. For permitted pressure, heat data andflow rates see section Planning data for emission standard, Page 54 and thefollowing.

A-001/AlternatorDepending on the manufacturer’s design, the alternator may need to becooled with cooling water. If the alternator and/or the lubricating oil for thealternator bearings are water cooled, the pipes for this can be integrated onthe GenSet. The additional LT cooling water flowrate must be considered forthe dimensioning of the LT cooling water pump P-076.

P-002/HT cooling water service pump, attachedThe HT cooling water service pump (attached) is of the centrifugal type andmounted at the front cover of the engine. It is driven by the engine’s crank-shaft through a resilient gear transmission.

Depending on the piping arrangement (1-string or 2-string) the dischargehead of the pump must carefully be chosen to avoid excessive pressureupstream the engine. Generally a lower discharge pressure is required, if a 1-string cooling water system is installed. For the auxiliary GenSet two pumpsare preset as standard, which must be selected according to the type ofcooling water system. It must be strictly ensured, that the chosen pumpmatches to the executed cooling water system.


Type of cooling water system - 1-string 2-string

Discharge head bar 3.5 4.5

Volume flow m3/h 53 70

Table 100: Technical data of attached HT cooling water pump

The optimal operating point of the pump must be adjusted in any case byinstalling orifices or throttle valves. For permitted pressure, heat data andflow rates see section Planning data for emission standard, Page 54 and thefollowing. The different types of cooling water systems are described in sec-tion Cooling water system diagrams, Page 166. Depending on the systemdesign, it may be necessary to use a pump with reduced delivery head. Forfurther information or in case of uncertainty please contact MAN Diesel &Turbo.

TCV-007/HT cooling water temperature control valveThe HT cooling water control valve serves to maintain the cylinder coolingwater temperature constantly at 90 °C at the engine outlet, even in case offrequent load changes and to protect the engine against excessive thermalload. In order to fulfill these requirements a thermostatic valve with a suitablenominal temperature must be installed. By default a wax type thermostatic

High temperature coolingwater system

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valve with a nominal temperature of 85 °C is used. Depending on the plantdesign and its characteristic, a control valve with another nominal tempera-ture may satisfy the requirements.


Type - 3-way, thermostatic waxelements

Nominal temperature °C 85

Working range °C 82 – 91

Pressure drop bar 0.15 – 0.20

Table 101: Technical data of HT temperature control valve

The auxiliary GenSets are less suitable for heat recovery due to the low HTcooling water temperature regulation.

Figure 49: Cooling water system diagram

Instrumentation engine/GenSet

PT01(1PT 4170)

Pressure transmitter, inlet engine PT10(1PT 3170)

Pressure transmitter, inlet engine

TE10(1TE 3170)

Temperature element, inlet engine TE12(1TE 3180)

Temperature element, outlet engine


F1/3173 HT cooling water inlet A7/3471 Nozzle cooling water inlet

F2/3190 HT cooling water outlet A8/3499 Nozzle cooling water outlet

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F3/3198 Vent (+F5 inlet from external pre-heater option)

F6/3673 Outlet to external preheater (option)

B1/3263 Alternator inlet G1/4173 LT cooling water inlet

B2/3273 Alternator outlet G2/4190 LT cooling water outlet

Engine components

HE-008 Charge air cooler stage II (LT) D-001 Diesel engine (cylinder)

HE-010 Charge air cooler stage I (HT) P-002 HT cooling water service pump,attached

GenSet components

P-047 Preheating cooling water pump(optional)

HE-002 Lube oil cooler

H-027 Preheater (optional) TCV-007 HT cooling water control valve

A-001 Alternator MOV-003 LT cooling water by-pass valve


3171 HT cooling water inlet 4171 LT cooling water inlet

3183 To preheater 4195 Drain charging air cooler

3199 HT cooling water outlet 4199 LT cooling water outlet

5.3.3 Cooling water system diagrams

Auxiliary GenSet plantsAuxiliary GenSet plants are installed together with main propulsion engines(e.g. on container vessels) to support them and to ensure the electricalpower supply on board. A common LT cooling water system allows substan-tial savings in operating costs. This is why LT central coolers and LT coolingwater supply pumps are often used by both, main and auxiliary engines, ifthey have the same temperature and quality requirements.

A further possibility to lower installation and operating costs is to interconnectthe HT and the LT cooling system. In this cooling water system, called 1-string cooling water system, there is no HT water cooler installed. Theattached HT cooling water pump draws the HT water feed flow directly out ofthe LT water backflow. After absorbing the heat of charge air cooler andengine, the HT water is pumped back into the LT circuit and the heat loadwill be dissipated by the central LT cooler. The HT cooling water temperatureis adjusted by the thermostatic valve TCV-007.

Arrangements with separate LT and HT circuits are called 2-string coolingwater systems. Both circuits do not get directly in contact. This may haveadvantages in case of damage and contamination of the cooling water withlube oil or fuel oil. Leakages can be detected more quickly. The 2-string sys-tem also may have less pressure fluctuations, because there are no pumpsinstalled in series. However additional heat exchangers for the HT circuit arenecessary. Pumps and heat exchangers can be common for propulsion andGenSet engines, but a separate HT regulation for the GenSet engines ishighly recommended.

1-string system

2-string system

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Cooling water system diagrams

Figure 50: Cooling water system diagram 1-string

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Engine components

D-001 Diesel engine HE-010 HT charge air cooler (stage I)

HE-008 LT charge air cooler (stage II) P-002 HT cooling water service pump,attached

GenSet components


HE-002 Lube oil cooler TCV-007 HT cooling water control valve


FIL-021 Strainer for commissioning MOV-016 LT cooling water temperature con-trol valve

HE-005 Nozzle cooling water cooler 1,2 P-076 LT cooling water service pump set,free-standing

HE-007 Fuel oil cooler 3 P-076 LT cooling water port service pump,free-standing

1,2 HE-024 LT cooler T-039 Cooling water storage tank

MOD-004 HT cooling water preheating module T-075 LT cooling water expansion tank

MOD-005 Nozzle cooling water module


3171 HT cooling water inlet 3471 Nozzle cooling water inlet

3173 HT cooling water outlet (to pre-heater)

3499 Nozzle cooling water outlet

3198 Engine cooling water ventilation/preheating

4171 LT cooling water inlet



3190 LT cooling water inlet 4175 LT cooling water outlet

4174 Alternator outlet 4176 Alternator inlet

Nozzle cooling water module pipe connections

N1 Nozzle cooling water inlet N4 LT cooling water outlet

N2 Nozzle cooling water outlet N7 Discharge

N3 LT cooling water inlet

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Figure 51: Cooling water system diagram 2-string

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Engine components

D-001 Diesel engine HE-010 HT charge air cooler (stage I)

HE-008 LT charge air cooler (stage II) P-002 HT cooling water service pump,attached

GenSet components


HE-002 Lube oil cooler TCV-007 HT cooling water control valve


FIL-021 Strainer for commissioning MOV-016 LT cooling water temperature con-trol valve

1,2 HE-003 Cooler für HT cooling water 1,2 P-076 LT cooling water service pump set,free-standing

HE-005 Nozzle cooling water cooler 3 P-076 LT cooling water port service pump,free-standing

HE-007 Fuel oil cooler T-002 HT cooling water expansion tank

1,2 HE-024 LT cooler T-039 Cooling water storage tank

MOD-004 HT cooling water preheating module T-075 LT cooling water expansion tank

MOD-005 Nozzle cooling water module


3171 HT cooling water inlet 3471 Nozzle cooling water inlet

3173 HT cooling water outlet (to pre-heater)

3499 Nozzle cooling water outlet

3198 Engine cooling water ventilation/preheating

4171 LT cooling water inlet



3174 HT cooling water inlet 4174 Alternator outlet

3190 LT cooling water outlet 4175 LT cooling water outlet

3197 HT cooling water outlet 4176 Alternator inlet

Nozzle cooling water module pipe connections

N1 Nozzle cooling water inlet N4 LT cooling water outlet

N2 Nozzle cooling water outlet N7 Discharge

N3 LT cooling water inlet

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5.3.4 Cooling water system description

The diagrams show the external cooling water systems for auxiliary generat-ing sets (GenSets), which are integrated in the cooling water system of amain propulsion engine. They comprise two different ways of installing thecooling water circuits (1-string or 2-string) and several possible arrangementsof the cooling water preheating equipment.

Note:The arrangement of the cooling water system shown here is only one ofmany possible solutions. It is recommended to inform MAN Diesel & Turbo inadvance in case other arrangements should be desired.

For the design data of the system components shown in the diagram seesection Planning data for emission standard, Page 54 and following sections.

The cooling water is to be conditioned using a corrosion inhibitor, see sec-tion Specification of engine cooling water, Page 127.

For coolers operated by seawater (not treated water), lube oil or MDO/MGOon the primary side and treated freshwater on the secondary side, an addi-tional safety margin of 10 % related to the heat transfer coefficient is to beconsidered. If treated water is applied on both sides, MAN Diesel & Turbodoes not insist on this margin.

In case antifreeze is added to the cooling water, the corresponding lowerheat transfer is to be taken into consideration.

The cooler piping arrangement should include venting and draining facilitiesfor the cooler.

Open/closed systemCharacterised by "atmospheric pressure" in the expansion tank. Pre-pres-sure in the system, at the suction side of the cooling water pump is given bythe geodetic height of the expansion tank (standard value 6 – 9 m abovecrankshaft of engine).

In a closed system, the expansion tank is pressurised and has no ventingconnection to open atmosphere. This system is recommended in case theengine will be operated at cooling water temperatures above 100 °C or anopen expansion tank may not be placed at the required geodetic height. Useair separators to ensure proper venting of the system.

Note:Insufficient venting of the cooling water system prevents air from escapingwhich can lead to thermal overloading of the engine.

The cooling water system needs to be vented at the highest point in thecooling system. Additional points with venting lines to be installed in the cool-ing system according to layout and necessity.

If LT and HT string are separated, make sure that the venting lines are alwaysrouted only to the associated expansion tank. The venting pipe must be con-nected to the expansion tank below the minimum water level, this preventsoxydation of the cooling water caused by "splashing" from the venting pipe.The expansion tank should be equipped with venting pipe and flange for fill-ing of water and inhibitors.

Additional notes regarding venting pipe routing:

Cooler dimensioning, general

Open system

Closed system

Venting

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The ventilation pipe should be continuously inclined (min. 5 degrees).

No restrictions, no kinks in the ventilation pipes.

Merging of ventilation pipes only permitted with appropriate cross-sec-tional enlargement.

At the lowest point of the cooling system a drain has to be provided. Addi-tional points for draining to be provided in the cooling system according tolayout and necessity, e.g. for components in the system that will be removedfor maintenance.

LT cooling water systemIn general the LT cooling water passes through the following components:

Stage 2 of the two-stage charge air cooler (HE-008)

Lube oil cooler (HE-002)

Nozzle cooling water cooler (HE-005)

Fuel oil cooler (HE-007)

Alternator cooler (if water cooled) (A-001)

LT cooling water cooler (HE-024)

Other components such as, e.g., main engine for propulsion.

The system components of the LT cooling water circuit are designed for amaximum LT cooling water temperature of 38 °C with a corresponding sea-water temperature of 32 °C (tropical conditions).

However, the capacity of the LT cooler (HE-024) is determined by the tem-perature difference between seawater and LT cooling water. Due to this cor-relation an LT freshwater temperature of 32 °C can be ensured at a seawatertemperature of 25 °C.

To meet the IMO Tier I/IMO Tier II regulations the set point of the LT coolingwater temperature control valve (MOV-016) is to be adjusted to 32 °C. How-ever this temperature will fluctuate and reach at most 38 °C with a seawatertemperature of 32 °C (tropical conditions).

The charge air cooler stage 2 (HE-008) and the lube oil cooler (HE-002) areinstalled in series to obtain a low delivery rate of the LT cooling water pump(P-076).

Due to operational safety a set of at least two cooling water pumps, one forservice and one in stand-by, must be installed for sea operation. Thesepumps are common for all engines, if they have the same requirements forfresh water quality and temperature. In order to minimise the power con-sumption, a smaller pump should be installed for port operation and thusonly for operating the auxiliary GenSets.

The delivery rates of the pumps are mainly determined by the cooling water,required for the charge air cooler (stage 2) and the other coolers. For the sys-tem’s flowrates and heat loads see section Planning data for emission stand-ard, Page 54.

For details of the LT cooling water by-pass valve see section GenSet designand components – Water systems, Page 163.

For the description see section Lube oil system description, Page 149. Forheat data, flow rates and tolerances see section Planning data for emissionstandard, Page 54 and the following. For the description of the principaldesign criteria see paragraph Cooler dimensioning, general, Page 171.

Draining

General

P-076/LT cooling waterpump

MOV-003/LT cooling waterby-pass valve

HE-002/Lube oil cooler

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For heat data, flow rates and tolerances of the heat sources see sectionPlanning data for emission standard, Page 54 and the following. For thedescription of the principal design criteria for coolers see paragraph Coolerdimensioning, general, Page 171.

This is a motor-actuated three-way regulating valve with a linear characteris-tic. It is to be installed as a mixing valve. It maintains the LT cooling water atset point temperature (32 °C standard).

The three-way valve is to be designed for a pressure loss of 0.3 – 0.6 bar. Itis to be equipped with an actuator with low positioning speed. For adjust-ment of the valve please follow instructions given in MAN Diesel & Turboplanning documentation. The actuator must permit manual emergencyadjustment.

Note:For engine operation with reduced NOx emission, according to IMOTier I/IMO Tier II requirement, at 100 % engine load and a seawater tempera-ture of 25 °C (IMO Tier I/IMO Tier II reference temperature), an LT coolingwater temperature of 32 °C before charge air cooler stage 2 (HE-008) is tobe maintained. For other temperatures, the engine setting has to be adap-ted. For further details please contact MAN Diesel & Turbo.

In order to protect the engine and system components, several strainers areto be provided at the places marked in the diagram before taking the engineinto operation for the first time. The mesh size is 1 mm.

The nozzle cooling water system is a separate and closed cooling circuit. It iscooled down by LT cooling water via the nozzle cooling water cooler(HE-005).

Heat data, flow rates and tolerances are indicated in section Planning datafor emission standard, Page 54 and the following. The principal design crite-ria for coolers has been described before in paragraph Cooler dimensioning,general, Page 171. For plants with two main engines only one nozzle coolingwater cooler (HE-005) is required. As an option a compact nozzle coolingwater module (MOD-005) can be delivered, see section Nozzle cooling watermodule, Page 183.

This cooler is required to dissipate the heat of the fuel injection pumps duringMDO/MGO operation. For the description of the principal design criteria forcoolers see paragraph Cooler dimensioning, general, Page 171. For plantswith more than one engine, connected to the same fuel oil system, only oneMDO/MGO cooler is required.

In case fuels with very low viscosity are used (e.g. arctic diesel or militaryfuels), a chiller system may be necessary to meet the minimum required fuelviscosity (see section Fuel oil system, Page 185). Please contact MAN Die-sel & Turbo in that case.

The expansion tank compensates changes in system volume and losses dueto leakages. It is to be arranged in such a way, that the tank bottom is situ-ated above the highest point of the system at any ship inclination.

The expansion pipe shall connect the tank with the suction side of thepump(s), as close as possible. It is to be installed in a steady rise (minimum5°) to the expansion tank, without any air pockets. Minimum required diame-ter is DN 32 for L engines and DN 40 for V engines.

For the recommended installation height and the diameter of the connectingpipe, see table Service tanks capacities, Page 63.

The tank must have the following equipment:

HE-024/LT cooling watercooler

MOV-016/LT cooling watertemperature control valve

FIL-021/Strainer for coolingwater

HE-005/Nozzle cooling watercooler

HE-007/Fuel oil cooler

T-075/LT cooling waterexpansion tank

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Sight glass for level monitoring or other suitable device for continuouslevel monitoring

Low-level alarm switch

Overflow and filling connection

Inlet for corrosion inhibitor

Venting pipe

To prevent oxidation of the cooling water caused by “splashing”, the ventingpipe must be connected to the tank below the minimum water level.

For plants with interconnected LT and HT systems, the minimum tank vol-ume should be determined by the following equation, depending on thenumber of cylinders:

V = 0.5 + Vexpansion * nengine [m3]

The expansion volume is given in table Cooling water expansion volume,, below.


Number of cylinders - 6 7 8 9

Expansion volume (HT andLT system)

litre 13 15 18 20

Table 102: Cooling water expansion volume

The effective tank capacity should be high enough to keep approximately 2/3of the tank content of T-002. In case of twin-engine plants with a commoncooling water system, the tank capacity should be by approximately 50 %higher. The tanks T-075 and T-002 should be arranged side by side to facili-tate installation. In any case the tank bottom must be installed above thehighest point of the LT system at any ship inclination.

HT cooling water systemThe HT cooling water system consists of the following coolers and heatexchangers:

Charge air cooler stage 1 (HE-010)

Cylinder and valve head cooling (D-001)

Cooler for HT cooling water (HE-003)

HT cooling water preheater (H-027)

Each engine has its own attached HT cooling water pump. The outlet tem-perature of the cylinder cooling water is regulated to 90 °C after the engineby the temperature control valve TCV-007, which is installed on the GenSetframe.

The shipyard is responsible for the correct cooling water distribution, ensur-ing that each engine will be supplied with cooling water at the flow ratesrequired by the individual engines, under all operating conditions. To meetthis requirement, orifices, flow regulation valves, by-pass systems etc. are tobe installed where necessary. Check total pressure loss in HT circuit. Thedelivery height of the attached pump must not be exceeded.

The engine is equipped with a HT cooling water service pump (attached). Fordetails see section GenSet design and components – Water systems, Page163.

1-string system

2-string system

General

P-002/HT cooling waterservice pump, attached

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If the engines cooling water system is installed as a 2-string system, a coolerfor HT cooling water must be installed. The heat from the HT cooling watercan either be transferred to the LT cooling system or directly to the seawater.

For heat data, flow rates and tolerances of the heat sources see sectionPlanning data for emission standard, Page 54 and the following. For thedescription of the principal design criteria for coolers see paragraph Coolerdimensioning, general, Page 171.

The expansion tank compensates changes in system volume and losses dueto leakages. It is to be arranged in such a way, that the tank bottom is situ-ated above the highest point of the system at any ship inclination.

The expansion pipe shall connect the tank with the suction side of thepump(s), as close as possible. It is to be installed in a steady rise (minimum5°) to the expansion tank, without any air pockets. Minimum required diame-ter is DN 32 for L engines and DN 40 for V engines.

For the required volume of the tank, the recommended installation height andthe diameter of the connection pipe, see table Service tanks capacites, Page63.

Tank equipment:

Sight glass for level monitoring or other suitable device for continuouslevel monitoring

Low-level alarm switch

Overflow and filling connection

Inlet for corrosion inhibitor

Venting pipe

To prevent oxidation of the cooling water caused by “splashing”, the ventingpipe must be connected to the tank below the minimum water level.

Only for acceptance by Bureau Veritas:

The condensate deposition in the charge air cooler is drained via the con-densate monitoring tank. A level switch releases an alarm when condensateis flooding the tank.

Engine preheatingTo secure a perfect combustion and at the same time avoid cold corrosion,the engine must be preheated, in stand-by mode or before starting on HFO.One part is the preheating of the engine’s water jackets and valve heads bythe HT cooling water. The second part is the preheating of the charge airright after starting by the LT cooling water by-pass valve MOV-003.

On figure Cooling water system diagram 1-string, Page 167, two differentarrangements of the preheating equipment are shown.

External, installed in the plant, one for each single GenSet.

External, installed in the plant, common for all GenSets.

At 1-string systems, the LT cooling water flow must be shut off to be able topreheat the engine effectively. Usually that is done by automatically actuatedvalves. Electrically or pneumatically driven valves shall be used. Valves actu-ated by engine lube oil must not be used, because of the very real risk ofcooling water entering the lubricating oil system due to a broken actuatordiaphragm.

HE-003/Cooler for HT coolingwater

T-002/HT cooling waterexpansion tank2-string system

FSH-002/Condensatemonitoring tank (notindicated in the diagram)

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All preheating equipment can be integrated and installed as one single unit.As an option MAN Diesel & Turbo can supply a compact HT cooling waterpreheating module (MOD-004). Please contact MAN Diesel & Turbo to checkthe hydraulic circuit and electric connections. Figure Example – Compact HTcooling water preheating module, shows an example of such apreheating module.

The main components of the HT cooling water preheating module are the HTcooling water preheating pump and the HT cooling water preheater.

An electrically driven pump becomes necessary to circulate the HT coolingwater during preheating. The flow through each cylinder should be approxi-mately 2.5 l/min with flow from top and downwards.

The preheater must be designed to preheat the engine up to 60 °C. To pre-vent a too quick and uneven heating of the engine, the preheating tempera-ture of the HT cooling water at engine inlet must remain mandatory below 90°C and the circulation amount may not exceed 30 % of the nominal flow. Themaximum heating power has to be calculated accordingly.

The preheater must be designed to preheat the engine up to 60 °C. To pre-vent a too quick and uneven heating of the engine, the preheating tempera-ture of the HT cooling water at engine inlet must remain mandatory below 90°C and the circulation amount may not exceed 30 % of the nominal flow. Themaximum heating power has to be calculated accordingly.

For preheating the HT cooling water from 10 °C to 60 °C within 8 hours, thecapacity of the external preheater should be 2.5 to 3.0 kW per cylinder.These values include the radiation heat losses from the outer surface of theengine. Also a margin of 20 % for heat losses of the cooling system has beenconsidered.

For the quantity of cooling water inside the engine see table Cooling waterand oil volume of engine, Page 63.

Please avoid an installation of the preheater in parallel to the engine drivenHT pump. In this case, the preheater may not be operated while the engineis running. Preheaters operated on steam or thermal oil may cause alarmssince a post-cooling of the heat exchanger is not possible after engine start(preheater pump is blocked by counter pressure of the engine driven pump).

MOD-004/HT cooling waterpreheating module

P-047/HT preheating pump

HE-027/Preheater

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Figure 52: Example – Compact HT cooling water preheating module

1 Electric flow heater 5 Safety valve

2 Switch cabinet 6 Manometer (filled with glycerin)

3 Circulation pump A Cooling water inlet

4 Non-return valve B Cooling water outlet

Preheating of the main engine with surplus heatThe preheating of the main engine with cooling water from auxiliary enginesis also possible, provided that the cooling water is treated in the same way.In that case, the expansion tanks of the two cooling systems have to beinstalled at the same level. Furthermore, it must be checked, if the availableheat is sufficient to pre-heat the main engine. This depends on the number ofauxiliary engines in operation and their load. It is recommended to install aseparate preheater for the main engine, as the available heat from the auxili-ary engines may be insufficient during operation in port.

Preheating of the auxiliary engines with surplus heatAs shown in the diagrams, the auxiliary engines are preheated in stand-byposition with surplus heat from the running engines. If the engines are pre-heated with reverse cooling water direction, from the top and downwards, anoptimal heat distribution is reached in the engine. This method is at the sametime more economical since the need for heating is less and the water flow isreduced. Due to the pressure difference, the HT cooling water pumps of therunning engines provide, the GenSets are preheated automatically via theventing pipe.

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Preheating of charge airDuring low load operation the low temperature cooling water is by-passed onLT side of charge air cooler and led directly to lube oil cooler. This is done toraise charge air temperature and improve combustion. At the connection F3for the expansion tank there is a non-return valve with Ø 3 mm hole. This isfor the internal connections of the engine to improve preheating of the engineat stand-by.

Engine post-coolingIt is required to cool down the engine for a period of 15 minutes after shut-down. For this purpose the standby pump can be used. In case that neitheran electrically driven HT cooling water pump nor an electrically drivenstandby pump is installed (e.g. multi-engine plants with engine driven HTcooling water pump without electrically driven HT standby pump, if applica-ble by the classification rules), it is possible to cool down the engine by aseparate small preheating pump. If the optional HT cooling water preheatingmodule (MOD-004) with integrated circulation pump is installed, it is alsopossible to cool down the engine with this small pump. However, the pumpused to cool down the engine, has to be electrically driven and started auto-matically after engine shut-down.

5.3.5 Cooling water collecting and supply system

T-074/Cooling water collecting tankThe tank is to be dimensioned and arranged in such a way that the coolingwater content of the circuits of the cylinder, turbocharger and nozzle coolingsystems can be drained into it for maintenance purposes.

This is necessary to meet the requirements with regard to environmental pro-tection (water has been treated with chemicals) and corrosion inhibition (re-use of conditioned cooling water).

P-031/Transfer pump (not indicated in the diagram)The content of the collecting tank can be discharged into the expansiontanks by a freshwater transfer pump.

5.3.6 Turbine washing

Turbocharger washing equipmentThe turbocharger of engines operating on heavy fuel oil must be cleaned atregular intervals. This requires the installation of a freshwater supply line fromthe sanitary system to the turbine washing equipment and dirty-water drainpipes via a funnel (for visual inspection) to the sludge tank.

The water lance must be removed after every washing process. This is a pre-cautionary measure, which serves to prevent an inadvertent admission ofwater to the turbocharger.

The compressor washing equipment is completely mounted on the turbo-charger and is supplied with freshwater from a small tank.

For further information see the turbocharger project guide. You can also findthe latest updates on our website http://turbocharger.man.eu.

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http://turbocharger.man.eu/

Figure 53: Cleaning turbine

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5.3.7 Cleaning of charge air cooler (ultrasonic)

The cooler bundle can be cleaned without being removed. Prior to filling withcleaning solvent, the charge air cooler and its adjacent housings must be iso-lated from the turbocharger and charge air pipe using blind flanges.

The casing must be filled and drained with a big firehose with shut-offvalve (see P&ID). All piping dimensions DN 80.

If the cooler bundle is contaminated with oil, fill the charge air cooler cas-ing with freshwater and a liquid washing-up additive.

Insert the ultrasonic cleaning device after addition of the cleaning agent indefault dosing portion.

Flush with freshwater (quantity: Approximately 2x to fill in and to drain).

The contaminated water must be cleaned after every sequence and must bedrained into the dirty water collecting tank.

Recommended cleaning medium:

"PrimeServClean MAN C 0186"

Increase in differential pressure1) Degree of fouling Cleaning period (guide value)

< 100 mm WC Marginally fouled Cleaning not required

100 – 200 mm WC Slightly fouled Approx. 1 hour

200 – 300 mm WC Severely fouled Approx. 1.5 hour

> 300 mm WC Extremely fouled Approx. 2 hour

1) Increase in differential pressure = actual condition – New condition (mm WC = mm water column).

Table 103: Degree of fouling of the charge air cooler

Note:When using cleaning agents:The instructions of the manufacturers must be observed. Particular the datasheets with safety relevance must be followed. The temperature of theseproducts has, (due to the fact that some of them are inflammable), to be at10 °C lower than the respective flash point. The waste disposal instructionsof the manufacturers must be observed. Follow all terms and conditions ofthe Classification Societies.

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Figure 54: Principle layout

1 Installation ultrasonic cleaning 4 Dirty water collecting tank.Required size of dirty water collecting tank:Volume at the least 4-multiple charge air coolervolume.

2 Firehose with sprag nozzle 5 Ventilation

3 Firehose A Isolation with blind flanges

5.3.8 Nozzle cooling system

The centrifugal (non self-priming) pump discharges cooling water via the noz-zle cooling water cooler (HE-005) and the strainer for cooling water (FIL-021)to the header pipe on the engine and then to the individual injection valves.

The nozzle cooling water cooler is to be connected in the LT cooling watercircuit according to schematic diagram. Cooling of the nozzle cooling wateris effected by the LT cooling water.

P-005/Nozzle cooling waterpump

HE-005/Nozzle cooling watercooler20

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If an antifreeze is added to the cooling water, the resulting lower heat transferrate must be taken into consideration. The cooler is to be provided with vent-ing and draining facilities.

The nozzle cooling water temperature control valve with thermal-expansionelements regulates the flow through the cooler to reach the required inlettemperature of the nozzle cooling water. It has a regulating range fromapproximately 50 °C (valve begins to open the pipe from the cooler) to 60 °C(pipe from the cooler completely open).

To protect the nozzles for the first commissioning of the engine a strainer forcooling water has to be provided. The mesh size is 0.25 mm.

Figure 55: Nozzle cooling system diagram

TCV-005/Nozzle coolingwater temperature controlvalve

FIL-021/Strainer for coolingwater

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Components

D-001 Diesel engine P-005 Nozzle cooling water pump

FIL-021 Strainer for commissioning T-039 Cooling water storage tank

HE-005 Nozzle cooling water cooler T-076 Nozzle cooling water service tank

MOD-005 Nozzle cooling water module TCV-005 Nozzle cooling water temperaturecontrol valve

Major engine connections

3471 Nozzle cooling water inlet 3494 Nozzle cooling water outlet

3495 Nozzle cooling water drain

Connections to the nozzle cooling module

N1 Nozzle cooling water return fromengine

N6 Filling connection

N2 Nozzle cooling water outlet toengine

N7 Discharge

N3 Cooling water inlet N8 From savety valve

N4 Cooling water outlet 13 Expansion pot

N5 Check for "oil in water"

5.3.9 Nozzle cooling water module

In HFO operation, the nozzles of the fuel injection valves are cooled by fresh-water circulation, therefore a nozzle cooling water system is required. It is aseparate and closed system re-cooled by the LT cooling water system, butnot directly in contact with the LT cooling water. The separate nozzle coolingwater system ensures easy detection of dammages at the nozzles. Evensmall fuel leakages are visible via the sight glass. The closed system alsoprevents the engine and other parts of the cooling water system from pollu-tion by fuel oil. Cleaning of the system is quite easy and only a small amountof contaminated water has to be discharged to the sludge tank. The nozzlecooling water is to be treated with corrosion inhibitor according to MAN Die-sel & Turbo specification. For further information see section Specification ofengine cooling water, Page 127.

Note:In diesel engines designed to operate prevalently on HFO the injection valvesare to be cooled during operation on HFO. In the case of MGO or MDOoperation exceeding 72 h, the nozzle cooling is to be switched off and thesupply line is to be closed. The return pipe has to remain open.In diesel engines designed to operate exclusively on MGO or MDO (no HFOoperation possible), nozzle cooling is not required. The nozzle cooling systemis omitted.

DesignThe nozzle cooling water module consists of a storage tank, on which allcomponents required for nozzle cooling are mounted.

General

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Figure 56: Example: Compact nozzle cooling water module

Part list

1 Tank 11 Sight glass

2 Circulation pump 12 Flow switch set point

3 Plate heat exchanger 13 Valve with non-return

4 Inspection hatch 14 Temperature regulating valve

5 Safety valve 15 Expansion pot

6 Automatic venting 16 Ball type cock

7 Pressure gauge 17 Ball type cock

8 Valve 18 Ball type cock

9 Thermometer 19 Ball type cock

10 Thermometer 20 Switch cabinet

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Connections to the nozzle cooling module

N1 Nozzle cooling water return from engine N5 Check for "oil in water"

N2 Nozzle cooling water outlet to engine N6 Filling connection

N3 Cooling water inlet N7 Discharge

N4 Cooling water outlet

5.4 Fuel oil system

5.4.1 General

The fuel oil system must be designed and built to supply the diesel enginewith fuel oil, which meets all requirements specified by MAN Diesel & Turbo.In order to achieve this purpose, plant equipment for storage, transfer, purifi-cation, heating and cooling, measuring and monitoring installations as well aspiping and control systems are necessary. The shown system diagrams arefor guidance only. Both, an integrated system according to the uni fuel con-cept as well as a separated system for supplying the auxiliary engines exclu-sively, are possible. They have to be adapted in each case to the actualengine type, pipe layout and applicable classification rules.

Uni fuel conceptAuxiliary GenSet plants are installed together with the main propulsionengines (e.g. on container vessels) to support them and to ensure the electri-cal power supply on board. The fuel oil system can be designed as an unifuel system, indicating that the propulsion engine and the GenSets are run-ning on the same fuel oil and are fed from a common fuel oil system.

Emergency MDO supply systemAlways a separate and pure MDO supply system for the auxiliary engines isinstalled. It ensures the independent fuel oil supply in case of an emergency(e.g. fault within HFO system or blackout) or to flush the engines with distil-late fuel before repair or maintenance. At multi-engine plants this systemallows to operate e.g one GenSet in MDO mode, while the other GenSetsare still running in HFO mode. The separate emergency MDO supply systemis not designed for continuous operation, but only for temporary emergencyoperation.

Fuel typesDifferent local emission regulations on the one hand and economic reasonson the other hand, require the storage of more and more different sorts offuel oil on board. Besides distillate fuel oils (DMA, DMB), high-viscosity andheavy fuel oils (RMK fuels) are important to operate large vessels economi-cally.

Since January 2015 more strictly emission regulations concerning the sul-phur content of fuels used within the so called „sulphur emission controlareas (SECAs)” apply. As a result several “ultra low sulphur” fuel oils areoffered. From an engine manufacturer’s point of view there is no lower limitfor the sulphur content of fuel oil. MAN Diesel & Turbo has not experiencedany trouble with the currently available low sulphur fuels, that is related to the

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sulphur content. However new fuel production methods are applied (desul-phurisation, uncommon blending components), which will challenge thewhole fuel oil system.

In the following section the abbreviation MDO (marine diesel oil) is used assynonym for all distillate fuels, such as DMA (former MGO) and DMB, DMZ(former MDO) acc. to ISO 8217. The abbreviation HFO (heavy fuel oil) will beused generally for RM-fuels with high content of residual oils (RMA - RMK)according to ISO 8217. Further information about all approved fuels is givenin section Specification for engine supplies, Page 97.

Mixing of fuelsDifferent fuels are mixed inevitably in tanks, pipes and engines. As a resultincompatibility reactions may occur and lead to damages of the engine andthe plant system. To avoid incompatibility reactions it is recommended tocheck the compatibility between all handled fuels, especially between lowsulphur (LS)/ultra low sulphur (ULS) and conventional fuels, by lab (e.g. Pri-meServLab) or with an onboard kit before bunkering. Test methods followingASTM D2781, ASTM D4740 or ASTM D7060 may be suitable for rough esti-mation of fuel compatibility.

Low mixture ratios between HFO and MDO normally effect no incompatibilityreactions:

Max. MDO content in HFO: 5 % vol.

Max. HFO content in MDO: 2 % vol.

However incompatibility reactions cannot be excluded completely, especiallywhen using HFO with high asphaltene content and less aromatic MDO.Compatibility tests are required in any case.

Withdrawal points for samplesPoints for drawing fuel oil samples are to be provided upstream and down-stream of each filter, to verify the effectiveness of these system components.

PipingWe recommend to use pipes according to PN16 for the fuel system (seesection Engine pipe connections and dimensions, Page 141).

MaterialThe casing material of pumps and filters should be EN-GJS (nodular castiron), in accordance to the requirements of the classification societies.

5.4.2 Marine diesel oil (MDO) treatment system

A prerequisite for safe and reliable engine operation with a minimum of serv-icing is a properly designed and well-functioning fuel oil treatment system.

The schematic diagram, see figure MDO treatment system diagram, Page189 shows the system components required for fuel treatment for marinediesel oil (MDO).

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T-015/Diesel fuel oil storage tankThe minimum effective capacity of the tank should be sufficient for the opera-tion of the propulsion plant, as well as for the operation of the auxiliary die-sels for the maximum duration of voyage including the resulting sedimentsand water. Regarding the tank design, the requirements of the respectiveclassification society are to be observed.

The diesel fuel oil storage tank should be provided with a sludge space witha tank bottom inclination of preferably 10° and sludge drain valves at thelowest point to drain the settled sludge at regular intervals.

The tank heater must be designed so that the MDO temperature is at least10 °C minimum above the pour point. The supply of the heating mediummust be automatically controlled as a function of the MDO temperature.

T-021/Sludge tankIf disposal by an incinerator plant is not planned, the tank has to be dimen-sioned so that it is capable to absorb all residues which accumulate duringthe operation in the course of a maximum duration of voyage. In order torender emptying of the tank possible, it has to be heated.

The heating is to be dimensioned so that the content of the tank can beheated to approximately 40 °C. If the sludge tank is used for the disposal ofleakages or sludge of heavy fuel oil plants, the heating must be dimensionedto heat the tank content up to 60 °C.

P-073/Diesel fuel oil separator feed pumpThe supply pumps should always be electrically driven, i.e. not mounted onthe diesel fuel oil separator, as the delivery volume can be matched better tothe required throughput.

H-019/Fuel oil preheaterIn order to achieve the separating temperature, a separator adapted to suitthe fuel oil viscosity should be fitted.

The fuel oil preheater must be able to heat the diesel oil up to 40 °C and thesize must be selected accordingly. However the medium temperature pre-scribed in the separator manual must be observed and adjusted.

A reliable temperature control (offset ± 1 °C) even for variable fuel oil flowrates must be installed.

CF-003/Diesel fuel oil separatorA self-cleaning separator must be provided. The diesel fuel oil separator isdimensioned in accordance with the separator manufacturers' guidelines.

The required flow rate (Q) can be roughly determined by the following equa-tion:



Tank heating

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be [g/kWh] Fuel oil consumption

ρ [g/l] Density at separating temp approximately 870 kg/m3 = g/dm3

With the evaluated flow rate, the size of the separator has to be selectedaccording to the evaluation table of the manufacturer. The separator ratingstated by the manufacturer should be higher than the flow rate (Q) calculatedaccording to the above formula.

For the first estimation of the maximum fuel oil consumption (be), increase thespecific table value by 15 %, see section Planning data for emission stand-ard, Page 54.

For project-specific values contact MAN Diesel & Turbo.

In the following, characteristics affecting the fuel oil consumption are listedexemplary:

Tropical conditions

The engine-mounted pumps

Fluctuations of the calorific value

The consumption tolerance

Withdrawal points for samplesPoints for drawing fuel oil samples are to be provided upstream and down-stream of each separator, to verify the effectiveness of these system compo-nents.

T-003/Diesel fuel oil service tankSee description in paragraph T-003/Diesel fuel oil service tank, Page 199.

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MDO treatment system diagram

Figure 57: MDO treatment system diagram

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Components

CF-003 Diesel fuel oil separator T-015 Diesel fuel oil storage tank

H-019 Fuel oil preheater T-021 Sludge tank

P-057 Diesel fuel oil transfer pump 1,2 T-003 Diesel fuel oil service tank

P-073 Diesel fuel oil separator feed pump

5.4.3 Heavy fuel oil (HFO) treatment system

A prerequisite for safe and reliable engine operation with a minimum of serv-icing is a properly designed and well-functioning fuel oil treatment system.

The schematic diagram, see figure HFO treatment system diagram, Page195 shows the system components required for fuel treatment of heavy fueloil (HFO).

Bunker fuel oilFuel compatibility problems are avoidable if mixing of newly bunkered fuelwith remaining fuel can be prevented by a suitable number of bunkers. Heat-ing coils in bunkers need to be designed so that the HFO in it is at a temper-ature of at least 10 °C minimum above the pour point.

P-038/Heavy fuel oil transfer pumpThe heavy fuel oil transfer pump discharges fuel from the bunkers into theheavy fuel oil settling tanks. Being a screw pump, it handles the fuel gently,thus prevent water being emulsified in the fuel. Its capacity must be sized tofill the complete heavy fuel oil settling tank within ≤ 2 hours.

T-016/Heavy fuel oil settling tankTwo heavy fuel oil settling tanks should be installed, in order to obtain thor-ough pre-cleaning and to allow fuels of different origin to be kept separate.When using RM-fuels we recommend two heavy fuel oil settling tanks foreach fuel type (high sulphur HFO, low sulphur HFO).

Pre-cleaning by settling is the more effective the longer the solid material isgiven time to settle. The storage capacity of the heavy fuel oil settling tankshould be designed to hold at least a 24-hour supply of fuel at full load oper-ation, including sediments and water the fuel contains.

The minimum volume (V) to be provided is:

V [m3] Minimum volume

P [kW] Engine rating

The heating surfaces should be dimensioned that the heavy fuel oil settlingtank content can be evenly heated to 75 °C within 6 to 8 hours. The heatingshould be automatically controlled, depending on the fuel oil temperature.

In order to avoid:

Size

Tank heating

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Agitation of the sludge due to heating, the heating coils should bearranged at a sufficient distance from the tank bottom.

The formation of asphaltene, the fuel oil temperature should not be per-missible to exceed 75 °C.

The formation of carbon deposits on the heating surfaces, the heattransferred per unit surface must not exceed 1.1 W/cm2.

The heavy fuel oil settling tank is to be fitted with baffle plates in longitudinaland transverse direction in order to reduce agitation of the fuel in the tank inrough seas as far as possible. The suction pipe of the heavy fuel oil separatormust not reach into the sludge space. One or more sludge drain valves,depending on the slant of the tank bottom (preferably 10°), are to be provi-ded at the lowest point. The heavy fuel oil settling tank is to be insulatedagainst thermal losses.

Sludge must be removed from the heavy fuel oil settling tank before the sep-arators draw fuel from it.

T-021/Sludge tankIf disposal by an incinerator plant is not planned, the tank has to be dimen-sioned so that it is capable to absorb all residues which accumulate duringthe operation in the course of a maximum duration of voyage. In order torender emptying of the tank possible, it has to be heated.

The heating is to be dimensioned so that the content of the tank can beheated to approximately 60 °C.

P-015/Heavy fuel oil separator feed pumpThe supply pumps should preferably be of the free-standing type, i.e. notmounted on the heavy fuel oil separator, as the delivery volume can bematched better to the required throughput.

H-008/Heavy fuel oil preheaterTo reach the separating temperature a heavy fuel oil preheater matched tothe fuel oil viscosity has to be installed.

A reliable temperature control (setpoint 98 °C ± 1 °C for HFO) for differentfuel oil flow rates must be installed.

CF-002/Heavy fuel oil separatorMain principle of separators as well as settling tanks is the density differencebetween fuel oil, particles and water. Small particles will settle very slowly,especially in RMK-fuels with high viscosity/high density.

Not only good quality fuels, but also poor quality and high viscosity fuelsmight be used. For each HFO-type two new generation separators must beinstalled, which are also capable of clean fuels with a density up to 1,010kg/m³ (referring to 15 °C).

Recommended separator manufacturers and types:

Alfa Laval: Alcap, type SU

Westfalia: Unitrol, type OSE

Separators must always be provided in sets of at least 2 of the same type

1 service separator

1 stand-by separator

Design

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of self-cleaning type.

The freshwater supplied to the heavy fuel oil separator must be treated asspecified by its manufacturer.

Optimising the operation parameters is to raises the heavy fuel oil separatorefficiency up to 98 %. Based on the separator makers recommendations andguidelines the separator cleaning efficiency can be increased by severaloptions.

Number of separators in operation

The stand-by separator is always to be put into service, to achieve thebest possible fuel cleaning effect with the separator plant as installed.The piping of both heavy fuel oil separators is to be arranged in accord-ance with the makers advice, preferably for both parallel and series oper-ation.

Separator operation in parallel means each unit works with i.e. a 50 %-flow rate of the separator design-flow (based on the 100 %-engine loadfuel oil consumption). More hints for the differences between design flowand different possible operation flow can be found in the separatormaker manuals. The discharge flow of the separator supply pump is tobe split up equally between the two separators in parallel operation.

Fuel temperature

The required fuel oil temperature at separator inlet is stated in the sepa-rator manual and must be observed. When cleaning heavy fuel oil theinlet temperature should be around 98 °C. A longer HFO residence timein each separator in combination with a high separation temperature mayreduce the amount of small and light foreign particles (i.e. cat fines in therange of 5 micron to 10 micron). Some separator manufacturers offerfully automatic and so-called hot separation systems. These systemsraise the fuel oil temperature temporarily above 98 °C to make fine parti-cles be separated more efficiently.

Fuel flow rate

Generally the engines are not running all together and not always at100 % load. Hence the current fuel oil consumption is lower than thedesign flow rate of the separators.The separator module and its control must allow a reduction of the flow-rate, depending on the actual fuel oil consumption. This will increase theseparators efficiency. There are at least two options of reducing the flow-rate through the separator:1. Using only one feed pump for two separators to split the flow to 50 %for each separator.2. Using frequency controlled feed pumps, controlled by the separatorcontrol in dependence of the continuously measured fuel oil consump-tion.

Homogenisation

As a result of emulsification or homogenisation the water contained in thefuel will be dissipated in very small droplets, which can hardly beremoved by the separators. Furthermore cat fines are hydrophilic and willcreate non-separable aggregates together with the water droplets. Thesame applies when homogenising fuel in tanks, whereby the settlingprocess will be hindered. Water and particles which normally shall settledown at the bottom of the tank then get into the fuel supply system andwill not be removed.Therefore, homogenisers must not be utilised if the homogenised fuel isdelivered to the heavy fuel oil separator or either directly or indirectly tothe heavy fuel oil settling or service tanks.

Mode of operation

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Various operating parameters affect the heavy fuel oil separation efficiency.These include temperature (which controls both, fuel oil viscosity and den-sity), flow rate and separator maintenance. Figure Separation efficiencydependence on particle size, density difference, viscosity andflowrate, Page193 shows, how the operating parameters affect the separator efficiency.However all operating parameters have always be observed and adjustedaccording to the separators operating manual.

Figure 58: Separation efficiency dependence on particle size, density difference, viscosity and flow rate(reference: Diagram 1 – 3: "CIMAC Paper No. 51 - Onboard Fuel Oil Cleaning", CIMAC Congress, 2013)

The heavy fuel oil separators are dimensioned in accordance with the sepa-rator manufacturers' guidelines. The required design flow rate (Q) can beroughly determined by the following equation:



be [g/kWh] Fuel oil consumption

ρ [g/l] Density at separating temp approximately 930 kg/m3 = g/dm3

With the evaluated flow rate, the size of the separator has to be selectedaccording to the evaluation table of the manufacturer. The separator ratingstated by the manufacturer should be higher than the flow rate (Q) calculatedaccording to the above formula.

For the first estimation of the maximum fuel oil consumption (be), increase thespecific table value by 15 %, see section Planning data for emission stand-ard, Page 54.

For project-specific values contact MAN Diesel & Turbo.

In the following, characteristics affecting the fuel oil consumption are listedexemplary:

Tropical conditions

The engine-mounted pumps

Fluctuations of the calorific value

The consumption tolerance

Size

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Withdrawal points for samplesPoints for drawing fuel oil samples are to be provided upstream and down-stream of each separator, to verify the effectiveness of these system compo-nents.

T-022/Heavy fuel oil service tankSee description in paragraph T-022/Heavy fuel oil service tank, Page 199.

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HFO treatment system diagram

Figure 59: HFO treatment system diagram

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Components

1,2 CF-002 HFO separator (1 service, 1 stand-by) 1,2 P-038 HFO transfer pump

1,2 H-008 HFO preheater 1,2 T-016 HFO settling tank

MDO-008 Fuel oil module T-021 Sludge tank

1,2 P-015 HFO separator feed pump 1,2 T-022 HFO service tank

5.4.4 GenSet design and components – Fuel oil system

GeneralSome essential fuel oil cleaning and measuring equipment is already installedat the engine itself or at the GenSet frame. Also completely installed is thepiping to the fuel oil duplex filter, from the filter to the engine as well as thefuel oil return line and the leakage pipes from the engine to the plant. If theengine is equipped with a leakage drain split piping or sealed plunger (SP)injection pumps, two separate leakage connections exist at the GenSet: Onefor the dirty leakage (lube oil and particle contaminated) and one for the cleanand reusable leakage.

FIL-013/Fuel oil duplex filterThe absolute mesh size of the fuel oil duplex filter is 25 µm (sphere passingmesh). To keep the engine running, it is possible to switch over to the sec-ond chamber, if one filter element is clogged and must be cleaned orchanged. If the filter elements are removed for cleaning, the filter chambermust be emptied completely. This prevents dirt particles remaining in the fil-ter casing from migrating to the clean oil side of the filter. The main designcriterion is the permissible filter area load, specified by the filter manufacturer.


Filter mesh size (sphere passing mesh) µm 25

Design pressure bar 16

Design temperature °C ≥ 150

Table 104: Design data

FSH-001/Leakage fuel oil monitoring tankThe monitoring tank is attached to the GenSet. High pressure pump over-flow, leakages from fuel injectors and buffer pistons and escaping fuel fromburst control pipes is carried to the monitoring tank. To warm up the leak-age, fuel oil supplied to the engine passes through the tank. The tank isequipped with a level switch, which initiates an alarm in case of a larger leak-age flow than normal. All parts of the monitored leakage system (pipes andmonitoring tank) have to be designed for a fuel rate of 6.7 l/min x cyl. Mostclassification societies require the installation of monitoring tanks for unman-ned engine rooms, some for manned rooms as well.

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Fuel oil system diagram

Figure 60: Fuel oil system diagram


5671 Fuel oil inlet 5694 Clean fuel oil leakage drain

5693 Dirty fuel oil leakage drain 5699 Fuel oil outlet


5271/A1 Fuel oil inlet 5684/A3A Clean fuel oil leakage drain*

5299/A2 Fuel oil outlet 5685/A3B Dirty fuel oil leakage drain*

5684/A3 Dirty fuel oil leakage drain

GenSet equipments

FIL-013 Fuel oil duplex filter FSH-001 Leakage fuel oil monitoring tank

*) Option: Leakage drain spilt or engine equipped with sealed plunger (SP) pumps (pipe connections 5693 and 5694not interconnected).

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5.4.5 Fuel oil supply system

GeneralNormally one or two main engines are connected to one fuel system. Auxili-ary engines can be connected to the same fuel system as well, see figure Unifuel oil system diagram, Page 208. A separate and pure MDO supply systemfor the auxiliary engines increases the availability of the GenSets. It isdesigned for short time operation in case of an emergency or for mainte-nance purposes.

MDO viscosityAt engine inlet the MDO-fuel viscosity must be > 2.0 and < 11 cSt (see sec-tion Specification of diesel oil (MDO), Page 110). The fuel oil temperature hasto be adapted accordingly. It must be ensured, that the MDO fuel tempera-ture of maximum 45 °C at engine inlet (for all MDO qualities) is not exceeded.Therefore a tank heating and a cooler in the fuel return pipe are required.

HFO viscosityTo ensure that high-viscosity fuel oils (HFO) achieve the specified injectionviscosity between 12 and 14 cSt (see section Specification of heavy fuel oil(HFO), Page 112 and Viscosity-temperature diagram (VT diagram), Page125) a preheater must be installed. The preheating temperature of up to 150°C, may cause degassing problems in conventional, pressureless systems.

A remedial measure is adopting a pressurised system in which the requiredsystem pressure is 1 bar above the evaporation pressure of water.

Fuel Injectionviscosity1)

Temperature afterfinal heater HFO

Evaporationpressure

Required systempressure

mm2/50 °C mm2/s °C bar bar

180 12 126 1.4 2.4

320 12 138 2.4 3.4

380 12 142 2.7 3.7

420 12 144 2.9 3.9

500 14 141 2.7 3.7

700 14 147 3.2 4.2

1) For fuel viscosity depending on fuel temperature please see section Viscosity-temperature diagram (VT diagram),Page 125.

Table 105: Injection viscosity and temperature after final heater heavy fuel oil

The indicated pressures are minimum requirements due to the fuel charac-teristic. Nevertheless, to meet the required fuel pressure at the engine inlet(see section Planning data for emission standard, Page 54 and the following),the pressure in the fuel oil mixing tank and booster circuit becomes signifi-cant higher as indicated in this table.

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T-003/Diesel fuel oil service tankThe classification societies specify that at least two service tanks for eachfuel type to be installed on board. One tank supplies the engines with purifiedMDO, while the other tank receives purified MDO and allows remained parti-cles to settle down to the tank bottom. The minimum tank capacity of eachtank should, in addition to the MDO consumption of other consumers, ena-ble a full load operation of minimum eight operating hours for all enginesunder all conditions.

The service tank should be provided with a sludge space with a tank bottominclination of preferably 10° and sludge drain valves at the lowest point todrain the settled sludge at regular intervals. Overflow pipes from the dieselfuel oil service tank T-003 to the diesel fuel oil storage tank T-015, with heat-ing coils and insulation must be installed.

If DMB fuel with 11 cSt (at 40 °C) is used, the tank heating is to be designedto keep the tank temperature at minimum 40 °C. For lighter types of MDO itis recommended to heat the tank in order to reach a fuel oil viscosity of 11cSt or less. Rules and regulations for tanks, issued by the classification soci-eties, must be observed.

The required minimum MDO capacity of each service tank is:

VMDOST = (Qp x to x Ms )/(3 x 1000 l/m3)

Required min. volume of one diesel fuel oil servicetank

VMDOST m3

Required supply pump capacity, MDO 45 °C

See paragraph P-008/Diesel fuel oil supply pump,Page 209 and P-018/Fuel oil supply pump, Page200.

Qp l/h

Operating time

to = 8 h

to h

Margin for sludge

MS = 1.05

MS -

Table 106: Required minimum MDO capacity

In case more than one engine, or different engines are connected to thesame fuel system, the service tank capacity has to be increased accordingly.

To enable a continuous separator cleaning flow independent from the fuel oilconsumption, the diesel fuel oil service tank should be equipped with anoverflow pipe. The overflow pipe shall be installed from the bottom of theservice tank to the top of the settling tank. In this way heavy particles andwater collecting at the lower part of the service tank will recirculate into thesettling tank.

T-022/Heavy fuel oil service tankThe heavy fuel oil cleaned in the heavy fuel oil separator is passed to theservice tank, and as the separators are in continuous operation, the tank isalways kept filled.

Overflow

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To fulfil this requirement it is necessary to fit the heavy fuel oil service tankT-022 with overflow pipes, which are connected with the heavy fuel oil set-tling tanks T-016. The tank capacity is to be designed for at least eight-hours' fuel supply at full load so as to provide for a sufficient period of timefor separator maintenance.

The tank should have a sludge space with a tank bottom inclination of pref-erably 10°, with sludge drain valves at the lowest point, and is to be equip-ped with heating coils.

The sludge must be drained from the service tank at regular intervals.

The heating coils are to be designed for a tank temperature of 75 °C.

The rules and regulations for tanks issued by the classification societies mustbe observed.

HFO with high and low sulphur content must be stored in separate servicetanks.

To enable a continuous separator cleaning flow independent from the fuel oilconsumption, the diesel fuel oil service tank should be equipped with anoverflow pipe. The overflow pipe shall be installed from the bottom of theservice tank to the top of the settling tank. In this way heavy particles andwater collecting at the lower part of the service tank will recirculate into thesettling tank.

CK-002/Three-way valve for fuel oil changeoverThis valve is used for changing over from MDO/MGO operation to heavy fueloperation and vice versa. Normally it is operated manually, and it is equippedwith two limit switches for remote indication and suppression of alarms fromthe viscosity measuring and control system during MDO/MGO operation.

STR-010/Suction strainerTo protect the fuel supply pumps, an approximately 0.5 mm gauge (sphere-passing mesh) strainer is to be installed at the suction side of each supplypump.

P-018/Fuel oil supply pumpThe volumetric capacity must be at least 160 % of max. fuel oil consumption.

QP1 = P1 x br ISO x f4

Required supply pump delivery capacity with HFO at 90 °C QP1 l/h

Engine output at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at 100 % MCR brISO g/kWh

Overflow

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Factor for pump dimensioning

For diesel engines operating on main fuel HFO:f4 = 2.00 x 10–3

f4 l/g

Note:The factor f4 includes the following parameters:

160 % fuel flow

Main fuel: HFO 380 mm2/50 °C

Attached lube oil and cooling water pumps

Tropical conditions

Realistic lower heating value

Specific fuel weight at pumping temperature

Tolerance

In case more than one engine is connected to the same fuel system, the pump capacity has to be increasedaccordingly.

Table 107: Simplified fuel oil supply pump dimensioning

The delivery height of the fuel oil supply pump shall be selected according tothe required system pressure (see table Injection viscosity and temperatureafter final heater heavy fuel oil, Page 204), the required pressure in the mixingtank and the resistance of the automatic filter, flowmeter and piping system.

Injection system

bar

Positive pressure at the fuel module inlet due to tank level above fuel module level – 0.10

Pressure loss of the pipes between fuel module inlet and mixing tank inlet + 0.20

Pressure loss of the automatic filter + 0.80

Pressure loss of the fuel flow measuring device + 0.10

Pressure in the fuel oil mixing tank + 5.70

Operating delivery height of the supply pump = 6.70

Table 108: Example for the determination of the expected operating delivery height of the fuel oil supplypump

It is recommended to install fuel oil supply pumps designed for the followingpressures:

Engines with conventional fuel oil injection system: Design delivery height7.0 bar, design output pressure 7.0 bar.

Engines with common rail injection system: Design delivery height 8.0 bar,design output pressure 8.0 bar.

HE-025/Fuel oil cooler, supply circuitIf no fuel is consumed in the system while the pump is in operation, the fin-ned-tube cooler prevents excessive heating of the fuel. Its cooling surfacemust be adequate to dissipate the heat that is produced by the pump to theambient air.

In case of continuos MDO/MGO operation, a water cooled fuel oil cooler isrequired to keep the fuel oil temperature below 45 °C.

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PCV-009/Pressure limiting valveThis valve is used for setting the required system pressure and keeping itconstant. It returns in the case of

engine shutdown 100 %, and of

engine full load 37.5 % of the quantity delivered by the fuel oil supplypump back to the pump suction side.

FIL-003/Fuel oil automatic filter, supply circuitThe fuel oil automatic filter (supply circuit) should be a type that causes nopressure drop in the system during flushing sequence and must be equippedwith differential pressure indication and switches.

The design criterion relies on the filter surface load, specified by the filtermanufacturer.






A by-pass pipe in parallel to the fuel oil automatic filter (supply circuit) isrequired. Only during maintenance on the automatic filter, the by-pass mustbe opened; the fuel is then filtered by the automatic filter (booster circuit)FIL-030. This operating mode is not permissible for continuous operation.

FQ-003/Fuel oil flowmeterIn case a fuel oil consumption measurement is required, a fuel oil flowmetermust be installed downstream the fuel oil automatic filter (supply circuit)FIL-003.

A by-pass line must be provided in case of flowmeter failure or maintenance.

T-011/Fuel oil mixing tankThe mixing tank compensates pressure surges which occur in the pressur-ised part of the fuel system.

For this purpose, there has to be an air cushion in the tank. As this air cush-ion is exhausted during operation, compressed air (max. 10 bar) has to berefilled via the control air connection from time to time.

Before prolonged shutdowns the system is changed over to MDO/MGOoperation.

The tank volume shall be designed to achieve gradual temperature equalisa-tion within 5 minutes in the case of half-load consumption.

The tank shall be designed for the maximum possible service pressure, usu-ally approximately 10 bar and is to be accepted by the classification societyin question.

The expected operating pressure in the fuel oil mixing tank depends on therequired fuel oil pressure at the inlet (see section Planning data for emissionstandard, Page 54) and the pressure losses of the installed components andpipes.5

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Injection system

bar

Required max. fuel pressure at engine inlet + 8.00

Pressure difference between fuel inlet and outlet engine – 2.00

Pressure loss of the fuel return pipe between engine outlet and mixing tank inlet, e.g. – 0.30

Pressure loss of the flow balancing valve (to be installed only in multi-engine plants,pressure loss approximately 0.5 bar)

– 0.00

Operating pressure in the fuel oil mixing tank = 5.70

Table 110: Example for the determination of the expected operating pressure of the fuel oil mixing tank

This example demonstrates, that the calculated operating pressure in the fueloil mixing tank is (for all HFO viscosities) higher than the min. required fuelpressure (see table Injection viscosity and temperature after final heaterheavy fuel oil, Page 204).

P-003/Fuel oil booster pumpTo cool the engine mounted high pressure injection pumps, the capacity ofthe booster pump has to be at least 300 % of maximum fuel oil consumptionat injection viscosity.

QP2= P1x br ISOx f5

Required booster pump delivery capacity with HFO at 145 °C QP2 l/h

Engine output at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at 100 % MCR brISO g/kWh

Factor for pump dimensioning

For diesel engines operating on main fuel HFO:f5 = 3.90 x 10–3

f5 l/g

Note:The factor f5includes the following parameters:

300 % fuel flow at 100 % MCR

Main fuel: HFO 380 mm2/50 °C

Attached lube oil and cooling water pumps

Tropical conditions

Realistic lower heating value

Specific fuel weight at pumping temperature

Tolerance

In case more than one engine is connected to the same fuel system, the pump capacity has to be increasedaccordingly.

Table 111: Simplified fuel oil booster pump dimensioning

The delivery height of the fuel oil booster pump is to be adjusted to the totalresistance of the booster system.

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Injection system

bar

Pressure difference between fuel inlet and outlet engine + 2.00

Pressure loss of the flow balancing valve (to be installed only in multi-engineplants, pressure loss approximately 0.5 bar)

+ 0.00

Pressure loss of the pipes, mixing tank – Engine mixing tank, e.g. + 0.50

Pressure loss of the final heater heavy fuel oil max. + 0.80

Pressure loss of the indicator filter + 0.80

Operating delivery height of the booster pump = 4.10

Table 112: Example for the determination of the expected operating delivery height of the fuel oil boosterpump

It is recommended to install booster pumps designed for the following pres-sures:

Engines with conventional fuel oil injection system: Design delivery height7.0 bar, design output pressure 10.0 bar.

Engines common rail injection system: Design delivery height 10.0 bar,design output pressure 14.0 bar.

To ensure that high-viscosity fuel oils achieve the specified injection viscosity,a preheating temperature is necessary, which may cause degassing prob-lems in conventional, pressureless systems.

A remedial measure is adopting a pressurised system in which the requiredsystem pressure is 1 bar above the evaporation pressure of water.

Fuel Injectionviscosity1)

Temperature afterfinal heater HFO

Evaporationpressure

Required systempressure

mm2/50 °C mm2/s °C bar bar

180 12 126 1.4 2.4

320 12 138 2.4 3.4

380 12 142 2.7 3.7

420 12 144 2.9 3.9

500 14 141 2.7 3.7

700 14 147 3.2 4.2

1) For fuel oil viscosity depending on fuel temperature please see section Viscosity-temperature diagram (VT diagram),Page 125.

Table 113: Injection viscosity and temperature after final heater heavy fuel oil

The indicated pressures are minimum requirements due to the fuel charac-teristic. Nevertheless, to meet the required fuel pressure at the engine inlet(see section Planning data for emission standard, Page 54 and the following),the pressure in the fuel oil mixing tank and booster circuit becomes signifi-cant higher as indicated in this table.

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VI-001/ViscosimeterThis device regulates automatically the heating of the final heater heavy fueloil depending on the viscosity of the circulating fuel oil, to reach the viscosityrequired for injection.

H-004/Final heater heavy fuel oilThe capacity of the final heater shall be determined on the basis of the injec-tion temperature at the nozzle, to which at least 4 K must be added to com-pensate for heat losses in the piping. The piping for both heaters shall bearranged for single and series operation.

Parallel operation with half the throughput must be avoided due to the risk ofsludge deposits.

HE-007/Fuel oil coolerCK-003/Three-way valve (fuel oil cooler/by-pass)The purpose of the fuel oil cooler is to ensure that the viscosity of MDO willnot become too low at engine inlet.

When switching from HFO to MDO operation, the three-way valve (fuel oilcooler/by-pass) CK-003 must be actuated slowly to lead MDO through thefuel oil cooler HE-007. It is then cooled by LT cooling water.

That way, the MDO which was heated while circulating via the injectionpumps, is cooled before it returns to the fuel oil mixing tank T-011.

The cooler should be opened only after flushing the system with MDO.

The cooling medium used for the fuel oil cooler is preferably fresh water fromthe central cooling water system. Based on the fuel oils available on the mar-ket with a viscosity ≥ 2.0 cSt at 40 °C, a fuel inlet temperature ≤ 40 °C isexpected to be sufficient to achieve 2.0 cSt at engine inlet. In such case, thecentral cooling water/LT cooling water at 36 °C can be used as coolant. Forthe lowest viscosity distillate fuels, a water cooled fuel oil cooler may be notenough to sufficiently cool down the fuel to the required temperature. In thiscase it is recommended to install a so-called “chiller” that removes heatthrough vapor compression or an absorption refrigerant cycle.

The thermal design of the cooler is based on the following data:

Pc = P1 x brISO1 x f1

Qc = P1 x brISO1 x f2

Cooler outlet temperature MDO1)

Tout = 45 °C

Tout °C

Dissipated heat of the cooler Pc kW

MDO flow for thermal dimensioning of the cooler2) Qc l/h

Engine output power at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at 100 % MCR brISO1 g/kWh

Factor for heat dissipation:

f1= 2.68 x 10-5

f1 -

Factor for MDO flow:

f2 = 2.80 x 10-3

f2 l/g

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Note:In case more than one engine, or different engines are connected to the same fuel oil system, the cooler capacity hasto be increased accordingly.

1) This temperature has to be normally max. 45 °C. Only for very light MGO fuel types this temperature has to be evenlower in order to preserve the min. admissible fuel oil viscosity in engine inlet (see section Viscosity-temperature dia-gram (VT diagram), Page 125).2) The max. MDO/MGO throughput is identical to the delivery quantity of the installed diesel fuel oil supply pumpP-008.

Table 114: Calculation of cooler design

The delivery height of the fuel oil booster pump is to be adjusted to the totalresistance of the booster system.

Injection system

bar

Pressure difference between fuel inlet and outlet engine + 2.00

Pressure loss of the flow balancing valve (to be installed only in multi-engineplants, pressure loss approximately 0.5 bar)

+ 0.00

Pressure loss of the pipes, mixing tank – Engine mixing tank, e.g. + 0.50

Pressure loss of the final heater heavy fuel oil max. + 0.80

Pressure loss of the indicator filter + 0.80

Operating delivery height of the booster pump = 4.10

Table 115: Example for the determination of the expected operating delivery height of the fuel oil boosterpump

The recommended pressure class of the fuel oil cooler is PN16.

T-008/Fuel oil damper tankThe injection nozzles cause pressure peaks in the pressurised part of the fuelsystem. In order to protect the viscosity measuring and control unit, thesepressure peaks have to be equalised by a compensation tank. The volume ofthe pressure peaks compensation tank is 20 I.

FIL-030/Automatic filter (booster circuit)The automatic filter should be a type that causes no pressure drop in thesystem during flushing sequence. The filter mesh size shall be 10 µm (spherepassing mesh).

The automatic filter must be equipped with differential pressure indicationand switches.

The design criterion relies on the filter surface load, specified by the filtermanufacturer.






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A by-pass pipe in parallel to the automatic filter is required. Only during main-tenance on the automatic filter, the by-pass is to be opened; the fuel is thenfiltered by the fuel oil duplex filter FIL-013.

FBV-010/Flow balancing valveThe flow balancing valve at engine outlet is to be installed only (one perengine) in multi-engine arrangements connected to the same fuel system. Itis used to balance the fuel flow through the engines. Each engine has to befed with its correct, individual fuel flow.

PCV-011/Fuel oil spill valveThe spill valve is only required for multi-engine arrangements, installed in by-pass to each engine.

In case two or more engines are operated with one common fuel oil system,it must be possible to separate one engine from the fuel circuit for mainte-nance purposes, while the other engines keep running. In order to avoidexcessive pressure in the pressurised system, fuel which cannot circulatethrough the shut-off engine, has to be rerouted via this valve to the returnpipe. This valve is adjusted to open in case the pressure, in comparison tonormal operation (multi-engine operation), is exceeded. This valve should bedesigned as pressure relief valve, not as safety valve.

V-002/Shut-off cockThe stop cock is only required for multi-engine operation and is closed dur-ing normal operation. When one engine is separated from the fuel circuit formaintenance purposes, this cock has to be opened manually.

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Uni fuel oil system diagram

Figure 61: Uni fuel oil system diagram

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Engine room separate DO system

1,2,3,4 CF-003 Diesel fuel oil separator 2,4 HE-007 Fuel oil cooler

1,2,3,4 T-015 Diesel fuel oil storage tank PCV-008 Pressure retaining valve

1,2 T-003 Diesel fuel oil service tank 4 PCV-011 Fuel oil spill valve

P-008 Diesel fuel oil supply pump 3,4 CK-003 Three-way valve (fuel oil cooler/by-pass)

FIL-011 Fuel oil single filter

GenSet

1,2,3 FIL-013 Fuel oil duplex filter

Engine room

CK-002 Three-way valve for fuel oil change-over

1,2,3 FBV-010 Flow balancing valve

1,2,3 CK-006 Switching valve DO and HFO (in) T-006 Leakage oil collecting tank

1,2,3 CK-007 Switching valve DO and HFO (out) T-021 Sludge tank

Engine room uni fuel oil system

1,2 CF-002 Heavy fuel oil separator 1,2 P-003 Fuel oil booster pump

1,2 T-016 Heavy fuel oil settling tank 1,2 H-004 Final heater heavy fuel oil

1,2 T-022 Heavy fuel oil service tank 1,3 HE-007 Fuel oil cooler

1,2 STR-010 Suction strainer VI-001 Viscosimeter

1,2 P-018 Fuel oil supply pump T-008 Damper tank

HE-025 Fuel oil cooler, supply circuit 1,2,3,4 PCV-011 Fuel oil spill valve

FIL-003 Fuel oil automatic filter, supply circuit 1,2,3 V-002 Shut-off cock

FQ-003 Fuel oil flowmeter 1,2 CK-003 Three-way valve (fuel oil cooler/by-pass)

T-011 Fuel oil mixing tank CK-004 Switching to DO flushing


A1/5271 Fuel oil inlet GenSet A3/5684 Leakage fuel oil drain

A2/5299 Fuel oil outlet GenSet

5.4.6 Emergency MDO supply system

The separate emergency MDO supply system supplies only the auxiliaryengines and is independent from the uni fuel system. It is designed to oper-ate only in case of emergency or for maintenance reasons.

Design and components of the emergency MDO supply system are shown infigure Uni fuel oil system diagram, Page 208.

P-008/Diesel fuel oil supply pump

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The supply pump shall keep sufficient fuel pressure before the engine.

The volumetric capacity must be at least 300 % of the maximum fuel oil con-sumption of the engine, including margins for:

Tropical conditions

Realistic heating value and

Tolerance

To reach this, the diesel fuel oil supply pump has to be designed accordingto the following formula:

Qp= P1x brISO1x f3

Required supply pump capacity with MDO 45 °C Qp l/h

Engine output power at 100 % MCR P1 kW

Specific engine fuel oil consumption (ISO) at100 % MCR

brISO1 g/kWh

Factor for pump dimensioning: f3 = 3.75 x 10-3 f3 l/g

Table 117: Formula to design the diesel fuel oil supply pump

In case more than one engine or different engines are connected to the samefuel oil system, the pump capacity has to be increased accordingly.

The discharge pressure shall be selected with reference to the system lossesand the pressure required before the engine (see section Planning data foremission standard, Page 54 and the following). Normally the required dis-charge pressure is 10 bar.

FIL-037/MDO simplex filterFilter design and size mainly depend on the filter surface load, specified bythe filter manufacturer.






A by-pass pipe in parallel to the filter is required. The system is only designedfor short time service.

HE-007/Fuel oil coolerCK-003/Three-way valve (fuel oil cooler/by-pass)See description in paragraph HE-007/Fuel oil cooler, CK-003/Three-wayvalve (fuel oil cooler/by-pass), Page 205.

5.4.7 Fuel oil leakage system

During the operation of diesel engines several leakages accrue. Waste andleak oil from the compartments have separate outlets from each side of theengine. Leakages from the pump bench or from conventional injectionpumps are dirty leakages (lube oil contaminated). If the GenSet only has one

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single leakage drain outlet, all the leakage is dirty and shall be led into theleakage oil collecting tank T-006 and then into the sludge tank T-021, asshown in figures Uni fuel oil system diagram, Page 208 and Fuel oil leakagesystem diagram, Page 212. It is prohibited to lead dirty leakages back intosettling or service tanks and to reuse it as fuel for the engines.

Some of the leakages are clean leakages, such as coming from the fuelinjection valves or buffer pistons. If the engine is equipped with sealedplunger (SP) injection pumps, all clean leakages can be reused as fuel oil.Clean leakages must be collected separately from dirty leakage and passingthe whole treatment system from the settling tank to the fuel oil separatorand fuel oil filters. As an option the GenSet has a separate clean leak oil out-let, this leakage can be led into the clean leakage fuel oil tank T-071 asshown in figure Fuel oil leakage system diagram, Page 212.

When operating on MDO a larger leak oil amount from fuel oil injectionpumps and fuel oil injection valves can be expected compared to operationon HFO.

Leakage fuel oil flows unpressurised less (by gravity) from engine into tanks(to be installed below the engine connections). Pipe clogging must be avoi-ded by trace heating and sufficient slope downwards.

T-006/Leakage oil collecting tankLeakage fuel oil from the injection pipes, leakage lubrication oil and dirt fueloil from the filters (to be discharged by gravity) are collected in the leakage oilcollecting tank (1T-006), as well as lube oil leakages (drain from crankcase).The content of this tank has to be discharged into the sludge tank (T-021), orit can be burned for instance in a waste oil incinerator. It is not permissible toadd the content of the tank to the fuel treatment system again, because ofcontamination with lubrication oil.

For the dimensioning of the leakage oil collecting tank a total leakage (lube oiland fuel oil) of max. 2.1 l/h x cyl. should be considered.

T-071/Clean leakage fuel oil tankClean leakage fuel oil escaping from the engines fuel oil system can be ledinto an extra clean leakage fuel oil collecting tank. The tank must be heatedand insulated and its content must be pumped into the high sulphur (HS)heavy fuel oil settling tank T-016. If an overflow pipe to the leakage oil col-lecting tank T-006 is installed, a second unloading pump may be omitted.

The amount of clean leakage oil depends on the high pressure pump type,its rate of wear, the fuel type and the operating temperatures. In case of apipe burst, a high flow of fuel oil leakage will occur for a short time (< 1 min.).The engine will run down immediately after a pipe burst alarm.

For data regarding the leak rate, see table Leakage rate, Page 63.

T-021/Sludge tankSee description in paragraph T-021/Sludge tank, Page 191.

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Fuel oil leakage system diagram

Figure 62: Fuel oil leakage system diagram for engines with sealed plunger pumps or GenSets withleakage drain split only

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GenSet pipe connection

5271/A1 Fuel oil inlet 5683/A3B Fuel oil leakage for disposal

5299/A2 Fuel oil outlet 5684/A3A Fuel oil leakage for reuse1)

Leakage fuel system components

T-006 Leakage oil collecting tank (dis-posal)

T-021 Sludge tank

1 T-016 Heavy fuel oil settling tank T-071 Clean leakage fuel oil tank

1) Reuse only permissible, if engine is equipped with drain split piping (optional).

5.4.8 Fuel changeover

The following section give general information about the fuel changeover.Additional and priority information about the fuel changeover procedure isgiven in the engine operating instruction/manual section “Changeover fromdiesel oil to heavy fuel oil and vice versa”.

Global fuel changeoverGlobal fuel changeover means that all GenSets are switched over to theother type of fuel at the same time. This changeover is done by switching thethree-way valve for fuel oil changeover CK-002 and is permissible while theengines are running.

Local fuel changeoverThe GenSets can be supplied with MDO by the separate emergency MDOsupply system (see section Emergency MDO supply system, Page 209). It isdesigned in such a way that the fuel type for the GenSets can be changedindependent of the fuel supply of the propulsion engine. A fuel changeover ofa single GenSet is called local changeover and must only be done at stop-ped engine.

A local fuel changeover may be necessary if the GenSets have to be:

Stopped for a prolonged period.

Stopped for major repair of the fuel system, etc.

In case of a blackout/emergency start.

The fuel oil system design must enable the performance of the followingsteps for a local changeover from HFO to MDO:

Flushing the stopped engine with MDO from separate emergency MDOsupply system. The flushing backflow should be lead to the high sulphur(HS) heavy fuel oil service tank.

Turning the engine crankshaft 3 – 4 times.

Adjusting the fuel temperature upstream engine and the pump surfacetemperature to about 45 °C.

Approximately 50 minutes may elapse until a stable fuel oil temperature/viscosity (depending on fuel system) is adjusted and the engine can be star-ted.

The fuel oil temperature change gradient must not be higher than 2 K/min.

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5.4.9 Fuel supply at blackout conditions (emergency start)

Engine operation during short blackoutEngines with conventional fuel oil injection system:The air pressure cushion in the fuel oil mixing tank is sufficient to press fuelfrom the mixing tank in the engine for a short time.

Engines with common rail injection system:The feeder pump has to be connected to a safe electrical grid, or an addi-tional air driven fuel oil booster pump is to be installed in front of the fuel oilmixing tank.

Engine start during blackout (emergency start)MDO must be available in emergency situations. If a blackout occurs, theGenSet can be started up on MDO in two ways:

MDO to be supplied from the booster pump which can be driven pneu-matically or electrically. If the pump is driven electrically, it must be con-nected to the emergency switchboard or save electrical grid.

A gravity tank (100 – 200 litres) can be arranged above the GenSet. Withno pumps available, it is possible to start up the GenSet if a gravity tankis installed minimum 8 m above the GenSet. However, only if thechangeover valve "CK-006 – CK-007" is placed as near as possible tothe GenSet. If the engine is supplied by the gravity tank, only low loadoperation is possible, due to the low fuel oil pressure.

Note:A fast filling of injection pumps with cold MDO/MGO shortly after HFO-opera-tion will lead to temperature shocks in the injection system and has to beavoided under any circumstances.Blackout and/or black start procedures are to be designed in a way, thatemergency pumps will supply cold, low viscosity fuel oil to the engines onlyafter a sufficient blending with hot HFO, e.g. in the fuel oil mixing tank or suf-ficient flushing at engine/GenSet standstill before restart.

5.5 Compressed air system

5.5.1 General

To perform or control the following functions and systems, compressed air isrequired:

Engine start

Emergency stop

Oil mist detector

Jet assist

Turning gear

Each engine requires only one connection for compressed air. For the Gen-Set internal piping see figure Compressed air system diagram – GenSet,Page 216.

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PipingThe pipes to be connected by the shipyard have to be supported immedi-ately behind their connection to the engine. Further supports are required atsufficiently short distance.

Flexible connections for starting air (steel tube type) have to be installed withelastic fixation. The elastic mounting is intended to prevent the hose fromoscillating. For detail information please refer to planning and final documen-tation and manufacturer manual.

Other air consumers for low pressure, auxiliary application (e.g. filter cleaning,TC cleaning, pneumatic drives) can be connected to the start air system aftera pressure reduction unit.

Galvanised steel pipe must not be used for the piping of the system.

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Compressed air system diagram

Figure 63: Compressed air system diagram – GenSet

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On engine connections

7171 Air inlet (Main starting valve) 7451 Air outlet from turning gear

7172 Control air and emergency stop 7461 Air inlet to turning gear

On GenSet connections

7161/K1 Starting air inlet on GenSet

5.5.2 Starting air system

Starting air system diagramThe compressed air supply to the engine plant requires starting air receiversand starting air compressors of a capacity and air delivery rating which willmeet the requirements of the relevant classification society.

This external compressed air system should be common for both, propulsionand auxiliary engines. Seperate tanks should only be installed in turbinedriven vessels or if the auxiliary engines are installed far away from the pro-pulsion plant. Between the compressor and the air receivers an oil and waterseparator should be installed in the line, equipped with automatic drain facili-ties.

Figure 64: Compressed air system

Components

1,2 C-001 Starting air compressor 1,2 T-007 Starting air receiver

On GenSet connections

7161 Starting air inlet on GenSet

InstallationIn order to protect the engine starting and control equipment against con-densation water the following should be observed:

The air receiver(s) should always be installed with good drainage facilities.Receiver(s) arranged in horizontal position must be installed with a slopedownwards of min. 3 – 5 degrees.

Pipes and components should always be treated with rust inhibitors.

The starting air pipes should be mounted with a slope towards thereceivers, preventing possible condensed water from running into thecompressors.

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Drain valves should be mounted at lowest position of the starting airpipes and receivers.

The installation also has to ensure that during emergency discharging of thesafety valve no persons can be compromised.

It is not permissible to weld supports (or other) on the air receivers. The origi-nal design must not be altered. Air receivers are to be bedded and fixed byuse of external supporting structures.

Other air consumers for low pressure, auxiliary application (e.g. filter cleaning,TC cleaning, pneumatic drives) can be connected to the start air system aftera pressure reduction unit.

Galvanised steel pipe must not be used for the piping of the system.

5.5.3 Starting air receivers, compressors

General requirements of classification societiesThe equipment provided for starting the engines must enable the engines tobe started from the operating condition 'zero' with shipboard facilities, i. e.without outside assistance.

1 C-001, 2 C-001/Starting air compressorThese are multi-stage compressor sets with safety valves, cooler for com-pressed air and condensate traps.

The operational compressor is switched on by the pressure control at lowpressure then switched off when maximum service pressure is attained.

A max. service pressure of 30 bar is required. The standard design pressureof the starting air receivers is 30 bar and the design temperature is 50 °C.

The service compressor is electrically driven, the auxiliary compressor mayalso be driven by a diesel engine. The capacity of both compressors is identi-cal.

Two or more starting air compressors must be provided. At least one of theair compressors must be driven independently of the main engine and mustsupply at least 50 % of the required total capacity.

The total capacity of the starting air compressors is to be calculated so thatthe air volume necessary for the required number of starts is topped up fromatmospheric pressure within one hour.

The compressor capacities are calculated as follows:

P [Nm3/h] Total volumetric delivery capacity of the compressors

V [litres] Total volume of the starting air receivers at 30 bar service pressure

As a rule, compressors of identical ratings should be provided. An emer-gency compressor, if provided, is to be disregarded in this respect.

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1 T-007, 2 T-007/Starting air receiverThe starting air supply must be split up into at least two starting air receiversof the same size, which can be used independently of each other. Depend-ing on the number of required starting manoeuvres and the consumption vol-ume per manoeuvre, the size of the starting air receivers can be calculatedaccording to the given formula. The exact number of required startingmanoeuvres depends on the arrangement of the system and on the specialrequirements of the classification society.

For the air consumption of the engine see table Starting air and control airconsumption, Page 52. Per each starting manoeuvre, the volume of one jet-assist manoeuvre has to be considered. For more information concerning JetAssist, see section Jet Assist, Page 220. The starting air consumption of analternator plant is approximately 50 % higher than stated for the singleengine.

Service pressure max. 30 bar

Minimum starting air pressure min. 10 bar

Calculation for starting air receiver of engines without jet assist and SlowTurn:

Calculation for starting air receiver of engines with jet assist and SlowTurn:

V [litre] Required receiver capacity

Vst [litre] Air consumption per nominal start1)

fDrive Factor for drive type (1.0 = diesel-mechanic, 1.5 = alternator drive)

zst Number of starts required by the classification society

zSafe Number of starts as safety margin

VJet [litre] Assist air consumption per jet assist1)

zJet Number of jet assist procedures2)

tJet [sec.] Duration of jet assist procedures

Vsl Air consumption per Slow Turn litre1)

zsl Number of Slow Turn manoeuvres

pmax [bar] Maximum starting air pressure (normally 30 bar)

pmin [bar] Minimum starting air pressure (10 bar)

1) Tabulated values see section Starting air and control air consumption, Page 52.2) The required number of jet manoeuvres has to be checked with yard or shipowner. To make a decision, consider the information in section Jet assist, Page220.

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If other consumers (i.e. auxiliary engines, ship air etc.) which are not listed inthe formula are connected to the starting air receiver, the capacity of startingair receiver must be increased accordingly, or an additional separate airreceiver has to be installed.

5.5.4 Jet assist

GeneralJet assist is a system for acceleration of the turbocharger. By means of noz-zles in the turbocharger, compressed air is directed to accelerate the com-pressor wheel. This causes the turbocharger to adapt more rapidly to a newload condition and improves the response of the engine. Jet assist is workingefficiently with a pressure of 18 bar to max. 30 bar at the engine connection.

Jet assist activating time: 3 seconds to 10 seconds (5 seconds in average).

Air consumptionAt each engine start the engine control system activates jet assist to acceler-ate the start-up of the GenSet. Thus for each starting attempt the air volumeof one jet assist manoeuvre must be considered aditionally.

Auxiliary GensetThe data in following table is not binding. The required number of jetmanoeuvres for one engine has to be checked with yard or ship owner. Fordecision see also section Start up and load application, Page 30.

The values shown in the following tables are based on diesel oil mode.

Application Recommended no. of jet assist with average duration, based on thequantity of manoeuvres per hour

Auxiliary GenSet 3 x 5 sec.

Table 119: Values (for guidance only) for the number of jet assist manoeuvresdependent on application

5.5.5 Slow turn

MAN L32/40 and MAN L32/44 auxiliary GenSets are not equipped with aslow turn device.

5.6 Engine room ventilation and combustion air

General informationIts purpose is:

Supplying the engines and auxiliary boilers with combustion air.

Carrying off the radiant heat from all installed engines and auxiliaries.

The combustion air must be free from spray water, snow, dust and oil mist.

This is achieved by:

Engine room ventilationsystem

Combustion air

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Louvres, protected against the head wind, with baffles in the back andoptimally dimensioned suction space so as to reduce the air flow velocityto 1 – 1.5 m/s.

Self-cleaning air filter in the suction space (required for dust-laden air,e.g. cement, ore or grain carrier).

Sufficient space between the intake point and the openings of exhaustair ducts from the engine and separator room as well as vent pipes fromlube oil and fuel oil tanks and the air intake louvres (the influence of windsmust be taken into consideration).

Positioning of engine room doors on the ship's deck so that no oil-ladenair and warm engine room air will be drawn in when the doors are open.

Arranging the separator station at a sufficiently large distance from theturbochargers.

As a standard, the engines are equipped with turbochargers with air intakesilencers and the intake air is normally drawn in from the engine room.

In tropical service a sufficient volume of air must be supplied to the turbo-charger(s) at outside air temperature. For this purpose there must be an airduct installed for each turbocharger, with the outlet of the duct facing therespective intake air silencer, separated from the latter by a space of approxi-mately 1.5 m (see figure Example: Exhaust gas ducting arrangement, Page231). No water of condensation from the air duct must be permissible to bedrawn in by the turbocharger. The air stream must not be directed onto theexhaust manifold.

In intermittently or permanently arctic service (defined as: Air intake tempera-ture of the engine below +5 °C) special measures are necessary dependingon the possible minimum air intake temperature. For further information seesection Engine operation under arctic conditions, Page 39 and the following.If necessary, steam heated air preheaters must be provided.

Be aware that for an air intake pipe (plant side) directly connected to thecompressor inlet of the turbocharger following needs to be considered:

Instead of air intake silencer an air intake casing needs to be ordered.

The air intake pipe (plant side) needs to be separated by an expansionjoint from the turbocharger in order to prevent the transmission of forcesto the turbocharger itself. These forces include those resulting from theweight, thermal expansion or lateral displacement of the exhaust piping.

An insulation of the air intake pipe (plant side) should allow acces to theinstalled sensors.

For the required combustion air quantity, see section Planning data for emis-sion standard, Page 54. For the required combustion air quality, see sectionSpecification of intake air (combustion air), Page 137.

Cross sections of air supply ducts are to be designed to obtain the followingair flow velocities:

Main ducts 8 – 12 m/s

Secondary ducts max. 8 m/s

Air fans are to be designed so as to maintain a positive air pressure of 50 Pa(5 mm WC) in the engine room.

The heat radiated from the main and auxiliary engines, from the exhaustmanifolds, waste heat boilers, silencers, alternators, compressors, electricalequipment, steam and condensate pipes, heated tanks and other auxiliariesis absorbed by the engine room air.

Radiant heat

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The amount of air V required to carry off this radiant heat can be calculatedas follows:

V [m3/h] Air required

Q [kJ/h] Heat to be dissipated

Δt [°C] Air temperature rise in engine room (10 – 12.5)

cp [kJ/kg*k] Specific heat capacity of air (1.01)

ρt [kg/m3] Air density at 35 °C (1.15)

The capacity of the air ventilators (without separator room) must be largeenough to cover at least the sum of the following tasks:

The combustion air requirements of all consumers.

The air required for carrying off the radiant heat.

A rule-of-thumb applicable to plants operating on heavy fuel oil is 20 –24 m3/kWh.

5.7 Exhaust gas system

5.7.1 General

The flow resistance in the exhaust system has a very large influence on thefuel consumption and the thermal load of the engine. The values given in thisdocument are based on an exhaust gas system which flow resistance doesnot exceed 30 mbar. If the flow resistance of the exhaust gas system ishigher than 30 mbar, please contact MAN Diesel & Turbo for project-specificengine data.

The pipe diameter selection depends on the engine output, the exhaust gasvolume and the system back pressure, including silencer and SCR (if fitted).The back pressure also being dependent on the length and arrangement ofthe piping as well as the number of bends. Sharp bends result in very highflow resistance and should therefore be avoided. If necessary, pipe bendsmust be provided with guide vanes.

It is recommended not to exceed a maximum exhaust gas velocity ofapproximately 40 m/s.

When installing the exhaust system, the following points must be observed:

The exhaust pipes of two or more engines must not be joined.

Because of the high temperatures involved, the exhaust pipes must beable to expand. The expansion joints to be provided for this purpose areto be mounted between fixed-point pipe supports installed in suitablepositions. One compensator is required just after the outlet casing of theturbocharger (see section Position of the outlet casing of the turbo-charger, Page 232) in order to prevent the transmission of forces to theturbocharger itself. These forces include those resulting from the weight,thermal expansion or lateral displacement of the exhaust piping. For thiscompensator/expansion joint one sturdy fixed-point support must beprovided.

Ventilator capacity

Layout

Installation

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The exhaust piping should be elastically hung or supported by means ofdampers in order to prevent the transmission of sound to other parts ofthe vessel.

The exhaust piping is to be provided with water drains, which are to beregularly checked to drain any condensation water or possible leak waterfrom exhaust gas boilers if fitted.

During commissioning and maintenance work, checking of the exhaustgas system back pressure by means of a temporarily connected measur-ing device may become necessary. For this purpose, a measuring socketis to be provided approximately 1 to 2 metres after the exhaust gas out-let of the turbocharger, in a straight length of pipe at an easily accessedposition. Standard pressure measuring devices usually require a measur-ing socket size of 1/2". This measuring socket is to be provided toensure back pressure can be measured without any damage to theexhaust gas pipe insulation.

5.7.2 Components and assemblies of the exhaust gas system

Exhaust gas silencer and exhaust gas boilerThe silencer operates on the absorption and resonance principle so it iseffective in a wide frequency band. The flow path, which runs through thesilencer in a straight line, ensures optimum noise reduction with minimumflow resistance.

The silencer must be equipped with a spark arrestor.

If possible, the silencer should be installed towards the end of the exhaustline.

A vertical installation situation is to be preferred in order to avoid formationsof gas fuel pockets in the silencer. The cleaning ports of the spark arrestorare to be easily accessible.

Note:Water entry into the silencer and/or boiler must be avoided, as this cancause damages of the components (e.g. forming of deposits) in the duct.

To utilise the thermal energy from the exhaust, an exhaust gas boiler produc-ing steam or hot water may be installed.

The exhaust gas system (from outlet of turbocharger, boiler, silencer to theoutlet stack) is to be insulated to reduce the external surface temperature tothe required level.

The relevant provisions concerning accident prevention and those of theclassification societies must be observed.

The insulation is also required to avoid temperatures below the dew point onthe interior side. In case of insufficient insulation intensified corrosion andsoot deposits on the interior surface are the consequence. During fast loadchanges, such deposits might flake off and be entrained by exhaust in theform of soot flakes.

Insulation and covering of the compensator must not restrict its free move-ment.

Mode of operation

Installation

Exhaust gas boiler

Insulation

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6 Engine room planning

6.1 Installation and arrangement

6.1.1 General details

Apart from a functional arrangement of the components, the shipyard is toprovide for an engine room layout ensuring good accessibility of the compo-nents for servicing.

The cleaning of the cooler tube bundle, the emptying of filter chambers andsubsequent cleaning of the strainer elements, and the emptying and cleaningof tanks must be possible without any problem whenever required.

All of the openings for cleaning on the entire unit, including those of theexhaust silencers, must be accessible.

There should be sufficient free space for temporary storage of pistons, cam-shafts, turbocharger etc. dismounted from the engine. Additional space isrequired for the maintenance personnel. The panels on the engine sides forinspection of the bearings and removal of components must be accessiblewithout taking up floor plates or disconnecting supply lines and piping. Freespace for installation of a torsional vibration meter should be provided at thecrankshaft end.

A very important point is that there should be enough room for storing andhandling vital spare parts so that replacements can be made without loss oftime.

In planning marine installations with two or more engines driving one propel-ler shaft through a multi-engine transmission gear, provision must be madefor a minimum clearance between the engines because the crankcase pan-els of each engine must be accessible. Moreover, there must be free spaceon both sides of each engine for removing pistons or cylinder liners.

Note:MAN Diesel & Turbo delivered scope of supply is to be arranged and fixed byproven technical experiences as per state of the art. Therefore the technicalrequirements have to be taken in consideration as described in the followingdocuments subsequential:

Order related engineering documents.

Installation documents of our sub-suppliers for vendor specified equip-ment.

Operating manuals for diesel engines and auxiliaries.

Project Guides of MAN Diesel & Turbo.

Any deviations from the principles specified in the aforementioned docu-ments require a previous approval by MAN Diesel & Turbo.

Arrangements for fixation and/or supporting of plant related equipment devi-ating from the scope of supply delivered by MAN Diesel & Turbo, not descri-bed in the aforementioned documents and not agreed with us are not per-missible.

For damages due to such arrangements we will not take over any responsi-bility nor give any warranty.

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6.1.2 Installation drawings

Contact MAN Diesel & Turbo if you have any questions.

6.1.3 Removal dimensions of piston and cylinder liner

Heaviest part = 600 kg (cylinder head complete)

Lifting capacity of crane = 1,000 kg

Figure 65: Lifting off the rocker arm casing MAN L32/40 GenSet

2,921 When carrying the parts to counter exhaust side

2,976 When carrying the parts to exhaust side

3,077 When carrying the parts away along the engine axis over the cylinder heads

Figure 66: Lifting off the cylinder head MAN L32/40 GenSet

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3,045 When carrying the parts to exhaust side

3,170 When carrying the parts to counter exhaust side

3,322 When carrying the parts away along the engine axis over the cylinder heads

6.1.4 Lifting device

Lifting gear with varying lifting capacities are to be provided for servicing andrepair work on the engine, turbocharger and charge air cooler.

EngineAn overhead travelling crane is required which has a lifting power equal tothe heaviest component that has to be lifted during servicing of the engine.The overhead travelling crane can be chosen with the aid of the followingtable.


Cylinder head without valves kg tbd.

Connecting rod tbd.

Piston with piston pin tbd.

Cylinder liner tbd.

Crankshaft vibration damper tbd.

Recommended lifting capacity of travelling crane 1,500

Table 120: Lifting capacity

Crane arrangementThe rails for the crane are to be arranged in such a way that the crane cancover the whole of the engine beginning at the exhaust pipe.

The hook position must reach along the engine axis, past the centreline ofthe first and the last cylinder, so that valves can be dismantled and installedwithout pulling at an angle. Similarly, the crane must be able to reach the tierod at the ends of the engine. In cramped conditions, eyelets must be wel-ded under the deck above, to accommodate a lifting pulley.

The required crane capacity is to be determined by the crane supplier.

It is necessary that:

There is an arresting device for securing the crane while hoisting if oper-ating in heavy seas

There is a two-stage lifting speed

Precision hoisting approximately = 0.5 m/min

Normal hoisting approximately = 2 – 4 m/min

In planning the arrangement of the crane, a storage space must be providedin the engine room for the dismantled engine components which can bereached by the crane. It should be capable of holding two rocker arm cas-ings, two cylinder covers and two pistons. If the cleaning and service work isto be carried out here, additional space for cleaning troughs and work surfa-ces should be planned.

Lifting capacity

Crane design

Places of storage

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Grinding of valve cones and valve seats is carried out in the workshop or in aneighbouring room.

Transport rails and appropriate lifting tackle are to be provided for the furthertransport of the complete cylinder cover from the storage space to the work-shop. For the necessary deck openings, see following figures and tables.

Figure 67: NR dimensions

Type L in mm W in mm H in mm K in mm F in mm T in mm A1 in mm D in mm A2 in mm G in mm

NR29/S min.1,275max.1,275

min.770max.820

min.895max.965

max.430

min.500max.570

min.855max.855

min.420max.420

min.830max.830

min.353.5max.353.5

min.402.5max.707

NR34/S min.1,574max.1,574

min.853max.870

min.935max.1,085

max.510

min.600max.635

min.1,030max.1,030

min.544max.544

min.1,220max.1,220

min.440max.440

min.450max.816

Table 121: NR dimensions

TurbochargerA hoisting rail with a mobile trolley is to be provided over the centre of theturbocharger running parallel to its axis, into which a lifting tackle is suspen-ded with the relevant lifting power for lifting the parts, which are mentioned inthe table(s) below, to carry out the operations according to the maintenanceschedule.

The withdrawal space shown in section Removal dimensions of piston andcylinder liner, Page 226 and in the table(s) in paragraph Hoisting rail, Page228 is required for separating the silencer from the turbocharger. Thesilencer must be shifted axially by this distance before it can be moved later-ally.

In addition to this measure, another 100 mm are required for assembly clear-ance.

This is the minimum distance between silencer and bulkhead or tween-deck.We recommend to plan additional 300 – 400 mm as working space.

Make sure that the silencer can be removed either downwards or upwards orlaterally and set aside, to make the turbocharger accessible for further servic-ing. Pipes must not be laid in these free spaces.

Transport to the workshop

Turbocharger dimensions forevaluation of deck openings

Hoisting rail

Withdrawal spacedimensions

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Fan shaftsThe engine combustion air is to be supplied towards the intake silencer in aduct ending at a point 1.5 m away from the silencer inlet. If this duct impedesthe maintenance operations, for instance the removal of the silencer, the endsection of the duct must be removable. Suitable suspension lugs are to beprovided on the deck and duct.

GalleryIf possible the ship deck should reach up to both sides of the turbocharger(clearance 50 mm) to obtain easy access for the maintenance personnel.Where deck levels are unfavourable, suspended galleries are to be provided.

Charge air coolerFor cleaning of the charge air cooler bundle, it must be possible to lift it verti-cally out of the cooler casing and lay it in a cleaning bath.

Exception MAN 32/40: The cooler bundle of this engine is drawn out at theend. Similarly, transport onto land must be possible.

For lifting and transportation of the bundle, a lifting rail is to be providedwhich runs in transverse or longitudinal direction to the engine (according tothe available storage place), over the centreline of the charge air cooler, fromwhich a trolley with hoisting tackle can be suspended.

Figure 68: Air direction

Engine type Weight Length (L) Width (B) Height (H)

kg mm mm mm

L engine 450 520 712 1,014

Table 122: Weights and dimensions of charge air cooler bundle

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6.1.5 Space requirement for maintenance

Figure 69: Space requirement for maintenance

6.1.6 Major spare parts

Note:For dimensions and weights contact MAN Diesel & Turbo.

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6.2 Exhaust gas ducting

6.2.1 Example: Ducting arrangement

Figure 70: Example: Exhaust gas ducting arrangement

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6.2.2 Position of the outlet casing of the turbocharger

Figure 71: Position of the outlet casing of the turbocharger – L engine

Number of cylinders, config. 6L 7L 8L 9L

Turbocharger NR 29/S NR 29/S NR 34/S NR 34/S

A mm 602 602 700 700

C* 372 372 367 367

C** 1,004 1,004 1,063 1,063

D 610 610 711 711

E 2,460 2,460 2,560 2,560

F 1,133 1,133 1,190 1,190

G 985 985 934 934

*) For rigid mounted engines.**) For resiliently mounted engines.

Table 123: Position of the outlet casing of the turbocharger – L engine

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7 Annex

7.1 Safety instructions and necessary safety measuresThe following list of basic safety instructions, in combination with furtherengine documentation like user manual and working instructions, shouldensure a safe handling of the engine. Due to variations between specificplants, this list does not claim to be complete and may vary with regard toproject-specific requirements.

7.1.1 General

There are risks at the interfaces of the engine, which have to be eliminated orminimised in the context of integrating the engine into the plant system.Responsible for this is the legal person which is responsible for the integra-tion of the engine.

Following prerequisites need to be fulfilled:

Layout, calculation, design and execution of the plant have to be state ofthe art.

All relevant classification rules, regulations and laws are considered, eval-uated and are included in the system planning.

The project-specific requirements of MAN Diesel & Turbo regarding theengine and its connection to the plant are implemented.

In principle, the more stringent requirements of a specific document isapplied if its relevance is given for the plant.

7.1.2 Safety equipment and measures provided by plant-side

Proper execution of the work

Generally, it is necessary to ensure that all work is properly done accord-ing to the task trained and qualified personnel.

All tools and equipment must be provided to ensure adequate accesibleand safe execution of works in all life cycles of the plant.

Special attention must be paid to the execution of the electrical equip-ment. By selection of suitable specialised companies and personnel, ithas to be ensured that a faulty feeding of media, electric voltage andelectric currents will be avoided.

Fire protection

A fire protection concept for the plant needs to be executed. All fromsafety considerations resulting necessary measures must be implemen-ted. The specific remaining risks, e.g. the escape of flammable mediafrom leaking connections, must be considered.

Generally, any ignition sources, such as smoking or open fire in the main-tenance and protection area of the engine is prohibited.

Smoke detection systems and fire alarm systems have to be installedand in operation.

Electrical safety

Standards and legislations for electrical safety have to be followed. Suita-ble measures must be taken to avoid electrical short circuit, lethal electricshocks and plant specific topics as static charging of the piping throughthe media flow itself.

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Noise and vibration protection

The noise emission of the engine must be considered early in the plan-ning and design phase. A soundproofing or noise encapsulation could benecessary. The foundation must be suitable to withstand the enginevibration and torque fluctuations. The engine vibration may also have animpact on installations in the surrounding of the engine, as galleries formaintenance next to the engine. Vibrations act on the human body andmay dependent on strength, frequency and duration harm health.

Thermal hazards

In workspaces and traffic areas hot surfaces must be isolated or cov-ered, so that the surface temperatures comply with the limits by stand-ards or legislations.

Composition of the ground

The ground, workspace, transport/traffic routes and storage areas haveto be designed according to the physical and chemical characteristics ofthe excipients and supplies used in the plant.

Safe work for maintenance and operational staff must always be possi-ble.

Adequate lighting

Light sources for an adequate and sufficient lighting must be provided byplant-side. The current guidelines should be followed (100 Lux is recom-mended, see also DIN EN 1679-1).

Working platforms/scaffolds

For work on the engine working platforms/scaffolds must be providedand further safety precautions must be taken into consideration. Amongother things, it must be possible to work secured by safety belts. Corre-sponding lifting points/devices have to be provided.

Setting up storage areas

Throughout the plant, suitable storage areas have to be determined forstabling of components and tools.

It is important to ensure stability, carrying capacity and accessibility. Thequality structure of the ground has to be considered (slip resistance,resistance against residual liquids of the stored components, considera-tion of the transport and traffic routes).

Engine room ventilation

An effective ventilation system has to be provided in the engine room toavoid endangering by contact or by inhalation of fluids, gases, vapoursand dusts which could have harmful, toxic, corrosive and/or acid effects.

Venting of crankcase and turbocharger

The gases/vapours originating from crankcase and turbocharger areignitable. It must be ensured that the gases/vapours will not be ignited byexternal sources. For multi-engine plants, each engine has to be ventila-ted separately. The engine ventilation of different engines must not beconnected.

In case of an installed suction system, it has to be ensured that it will notbe stopped until at least 20 minutes after engine shutdown.

Intake air filtering

In case air intake is realised through piping and not by means of the tur-bocharger´s intake silencer, appropriate measures for air filtering must beprovided. It must be ensured that particles exceeding 5 µm will berestrained by an air filtration system.

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Quality of the intake air

It has to be ensured that combustible media will not be sucked in by theengine.

Intake air quality according to the section Specification of intake air (com-bustion air), Page 137 has to be guaranteed.

Emergency stop system

The emergency stop system requires special care during planning, reali-sation, commissioning and testing at site to avoid dangerous operatingconditions. The assessment of the effects on other system componentscaused by an emergency stop of the engine must be carried out byplant-side.

Fail-safe 24 V power supply

Because engine control, alarm system and safety system are connectedto a 24 V power supply this part of the plant has to be designed fail-safeto ensure a regular engine operation.

Hazards by rotating parts/shafts

Contact with rotating parts must be excluded by plant-side (e.g. freeshaft end, flywheel, coupling).

Safeguarding of the surrounding area of the flywheel

The entire area of the flywheel has to be safeguarded by plant-side.

Special care must be taken, inter alia, to prevent from: Ejection of parts,contact with moving machine parts and falling into the flywheel area.

Securing of the engine´s turning gear

The turning gear has to be equipped with an optical and acoustic warn-ing device. When the turning gear is first activated, there has to be a cer-tain delay between the emission of the warning device's signals and thestart of the turning gear. The gear wheel of the turning gear has to becovered. The turning gear should be equipped with a remote control,allowing optimal positioning of the operator, overlooking the entire hazardarea (a cable of approximately 20 m length is recommended). Uninten-tional engagement or start of the turning gear must be prevented reliably.

It has to be prescribed in the form of a working instruction that:

– The turning gear has to be operated by at least two persons.

– The work area must be secured against unauthorised entry.

– Only trained personnel is permissible to operate the turning gear.

Securing of the starting air pipe

To secure against unintentional restarting of the engine during mainte-nance work, a disconnection and depressurisation of the engine´s start-ing air system must be possible. A lockable starting air stop valve mustbe provided in the starting air pipe to the engine.

Securing of the turbocharger rotor

To secure against unintentional turning of the turbocharger rotor whilemaintenance work, it must be possible to prevent draught in the exhaustgas duct and, if necessary, to secure the rotor against rotation.

Consideration of the blow-off zone of the crankcase cover´s relief valves

During crankcase explosions, the resulting hot gases will be blown out ofthe crankcase through the relief valves. This must be considered in theoverall planning.

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Installation of flexible connections

For installation of flexible connections follow strictly the information givenin the planning and final documentation and the manufacturer manual.

Flexible connections may be sensitive to corrosive media. For cleaningonly adequate cleaning agents must be used (see manufacturer manual).Substances containing chlorine or other halogens are generally not per-missible.

Flexible connections have to be checked regularly and replaced after anydamage or lifetime given in manufacturer manual.

Connection of exhaust port of the turbocharger to the exhaust gas sys-tem of the plant

The connection between the exhaust port of the turbocharger and theexhaust gas system of the plant has to be executed gas tight and mustbe equipped with a fire proof insulation.

The surface temperature of the fire insulation must not exceed 220 °C.

In workspaces and traffic areas, a suitable contact protection has to beprovided whose surface temperature must not exceed 60 °C.

The connection has to be equipped with compensators for longitudinalexpansion and axis displacement in consideration of the occurring vibra-tions (the flange of the turbocharger reaches temperatures of up to450 °C).

Media systems

The stated media system pressures must be complied. It must be possi-ble to close off each plant-side media system from the engine and todepressurise these closed off pipings at the engine. Safety devices incase of system overpressure must be provided.

Drainable supplies and excipients

Supply system and excipient system must be drainable and must besecured against unintentional recommissioning (EN 1037). Sufficient ven-tilation at the filling, emptying and ventilation points must be ensured.The residual quantities which must be emptied have to be collected anddisposed of properly.

Spray guard has to be ensured for liquids possibly leaking from theflanges of the plant´s piping system. The emerging media must bedrained off and collected safely.

Charge air blow-off (if applied)

The piping must be executed by plant-side and must be suitably isola-ted. In workspaces and traffic areas, a suitable contact protection has tobe provided whose surface temperature must not exceed 60 °C.

The compressed air is blown-off either outside the vessel or into theengine room. In both cases, installing a silencer after blow-off valve isrecommended. If the blow-off valve is located upstream of the charge aircooler, air temperature can rise up to 200 °C. It is recommended toblow-off hot air outside the plant.

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Signs

– Following figure shows exemplarily the risks in the area of a combus-tion engine. This may vary slightly for the specific engine.

This warning sign has to be mounted clearly visibly at the engine aswell as at all entrances to the engine room.

Figure 72: Warning sign E11.48991-1108

– Prohibited area signs.

Depending on the application, it is possible that specific operatingranges of the engine must be prohibited.

In these cases, the signs will be delivered together with the engine,which have to be mounted clearly visibly on places at the enginewhich allow intervention of the engine operation.

Optical and acoustic warning device

Communication in the engine room may be impaired by noise. Acousticwarning signals might not be heard. Therefore it is necessary to checkwhere at the plant optical warning signals (e.g. flash lamp) should be pro-vided.

In any case, optical and acoustic warning devices are necessary whileusing the turning gear and while starting/stopping the engine.

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7.2 Programme for Factory Acceptance Test (FAT)According to quality guide line: Q10.09053-0013

Please see overleaf!

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Figure 73: Shop test of four-stroke marine diesel and dual fuel engines – Part 1

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Figure 74: Shop test of four-stroke marine diesel and dual fuel engines – Part 2

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7.3 Engine running-in

PrerequisitesEngines require a running-in period in case one of the following conditionsapplies:

When put into operation on site, if

– after test run the pistons or bearings were dismantled for inspectionor

– the engine was partially or fully dismantled for transport.

After fitting new drive train components, such as cylinder liners, pistons,piston rings, crankshaft bearings, big-end bearings and piston pin bear-ings.

After the fitting of used bearing shells.

After long-term low-load operation (> 500 operating hours).

Supplementary informationDuring the running-in procedure the unevenness of the piston-ring surfacesand cylinder contact surfaces is removed. The running-in period is comple-ted once the first piston ring perfectly seals the combustion chamber. i.e. thefirst piston ring should show an evenly worn contact surface. If the engine issubjected to higher loads, prior to having been running-in, then the hotexhaust gases will pass between the piston rings and the contact surfaces ofthe cylinder. The oil film will be destroyed in such locations. The result ismaterial damage (e.g. burn marks) on the contact surface of the piston ringsand the cylinder liner. Later, this may result in increased engine wear andhigh lube oil consumption.

The time until the running-in procedure is completed is determined by theproperties and quality of the surfaces of the cylinder liner, the quality of thefuel and lube oil, as well as by the load of the engine and speed. The run-ning-in periods indicated in following figures may therefore only be regardedas approximate values.

Operating mediaThe running-in period may be carried out preferably using MGO (DMA, DMZ)or MDO (DMB).

The fuel used must meet the quality standards see section Specification forengine supplies, Page 97 and the design of the fuel system.

For the running-in of gas four-stroke engines it is best to use the gas which isto be used later in operation.

Dual fuel engines are run in using liquid fuel mode with the fuel intended asthe pilot fuel.

The running-in lube oil must match the quality standards, with regard to thefuel quality.

Engine running-inThe cylinder lubrication must be switched to "Running In" mode during com-pletion of the running-in procedure. This is done at the control cabinet or atthe control panel (under "Manual Operation"). This ensures that the cylinder

Operating Instructions

Lube oil

Cylinder lubrication (optional)

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lubrication is already activated over the whole load range when the enginestarts. The running-in process of the piston rings and pistons benefits fromthe increased supply of oil. Cylinder lubrication must be returned to "NormalMode" once the running-in period has been completed.

Inspections of the bearing temperature and crankcase must be conductedduring the running-in period:

The first inspection must take place after 10 minutes of operation at mini-mum speed.

An inspection must take place after operation at full load respectivelyafter operational output level has been reached.

The bearing temperatures (camshaft bearings, big-end and main bearings)must be determined in comparison with adjoining bearings. For this purposean electrical sensor thermometer may be used as a measuring device.

At 85 % load and at 100 % load with nominal speed, the operating data(ignition pressures, exhaust gas temperatures, charge pressure, etc.) mustbe measured and compared with the acceptance report.

Dependent on the application the running-in programme can be derived fromthe figures in paragraph Diagram(s) of standard running-in, Page 243. Duringthe entire running-in period, the engine output has to be within the markedoutput range. Critical speed ranges are thus avoided.

Most four-stroke engines are subjected to a test run at the manufacturer´spremises. As such, the engine has usually been run in. Nonetheless, afterinstallation in the final location, another running-in period is required if the pis-tons or bearings were disassembled for inspection after the test run, or if theengine was partially or fully disassembled for transport.

If during revision work the cylinder liners, pistons, or piston rings arereplaced, a new running-in period is required. A running-in period is alsorequired if the piston rings are replaced in only one piston. The running-inperiod must be conducted according to following figures or according to theassociated explanations.

The cylinder liner may be re-honed according to Work Card 050.05, if it isnot replaced. A transportable honing machine may be requested from one ofour Service and Support Locations.

When used bearing shells are reused, or when new bearing shells are instal-led, these bearings have to be run in. The running-in period should be 3 to 5hours under progressive loads, applied in stages. The instructions in the pre-ceding text segments, particularly the ones regarding the "Inspections", andfollowing figures must be observed.

Idling at higher speeds for long periods of operation should be avoided if atall possible.

Continuous operation in the low-load range may result in substantial internalpollution of the engine. Residue from fuel and lube oil combustion may causedeposits on the top-land ring of the piston exposed to combustion, in thepiston ring channels as well as in the inlet channels. Moreover, it is possiblethat the charge air and exhaust pipes, the charge air cooler, the turbochargerand the exhaust gas tank may be polluted with oil.

Since the piston rings have adapted themselves to the cylinder liner accord-ing to the running load, increased wear resulting from quick acceleration andpossibly with other engine trouble (leaking piston rings, piston wear) shouldbe expected.

Checks

Standard running-inprogramme

Running-in duringcommissioning on site

Running-in after fitting newdrive train components

Running-in after refittingused or new bearing shells(crankshaft, connecting rodand piston pin bearings)

Running-in after low-loadoperation

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Therefore, after a longer period of low-load operation (≥ 500 hours of opera-tion) a running-in period should be performed again, depending on thepower, according to following figures.

Also for instruction see section Low-load operation, Page 27.

Note:For further information, you may contact the MAN Diesel & Turbo customerservice or the customer service of the licensee.

Diagram of standard running-in

Figure 75: Standard running-in programme for engines operated with constant speed

7.4 Definitions

Auxiliary GenSet/auxiliary generator operationA generator is driven by the engine, hereby the engine is operated at con-stant speed. The generator supplies the electrical power not for the maindrive, but for supply systems of the vessel.

Load profile with focus between 40 % and 80 % load. Average load: Up to50 %.

Engine´s certification for compliance with the NOx limits according D2 Testcycle. See within section Engine ratings (output) for different applications,Page 20 if the engine is released for this kind of application and the corre-sponding available output PApplication.

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Loads beyond 100 % up to 110 % of the rated output are permissible onlyfor a short time to provide additional power for governing purpose only.

BlackoutThe classification societies define blackout on board ships as a loss of themain source of electrical power resulting in the main and auxiliary machineryto be out of operation and at the same time all necessary alternative energies(e.g. start air, battery electricity) for starting the engines are available.

Dead ship conditionThe classification societies define dead ship condition as follows:

The main propulsion plant, boilers and auxiliary machinery are not inoperation due to the loss of the main source of electrical power.

In restoring propulsion, the stored energy for starting the propulsionplant, the main source of electrical power and other essential auxiliarymachinery is assumed not to be available.

It is assumed that means are available to start the emergency generatorsat all times. These are used to restore the propulsion.

Designation of engine sides Coupling side, CS

The coupling side is the main engine output side and is the side to whichthe propeller, the alternator or other working machine is coupled.

Free engine end/counter coupling side, CCS

The free engine end is the front face of the engine opposite the couplingside.

Designation of cylindersThe cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.In V engines, looking on the coupling side, the left hand bank of cylinders isdesignated A, and the right hand bank is designated B. Accordingly, the cyl-inders are referred to as A1-A2-A3 or B1-B2-B3, etc.

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Figure 76: Designation of cylinders

Direction of rotation

Figure 77: Designation: Direction of rotation seen from flywheel end

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Electric propulsionThe generator being driven by the engine supplies electrical power to drivean electric motor. The power of the electric motor is used to drive a control-lable pitch or fixed pitch propeller, pods, thrusters, etc.


Engine´s certification for compliance with the NOx limits according E2 Testcycle. See within section Engine ratings (output) for different applications,Page 20 if the engine is released for this kind of application and the corre-sponding available output PApplication.

GenSetThe term "GenSet" is used, if engine and electrical alternator are mountedtogether on a common base frame and form a single piece of equipment.

Gross calorific value (GCV)This value supposes that the water of combustion is entirely condensed andthat the heat contained in the water vapor is recovered.

Mechanical propulsion with controllable pitch propeller (CPP)A propeller with adjustable blades is driven by the engine.

The CPP´s pitch can be adjusted to absorb all the power that the engine iscapable of producing at nearly any rotational speed.



Mechanical propulsion with fixed pitch propeller (FPP)A fixed pitch propeller is driven by the engine. The FPP is always workingvery close to the theoretical propeller curve (power input ~ n3). A higher tor-que in comparison to the CPP even at low rotational speed is present.



Multi-engine propulsion plantIn a multi-engine propulsion plant at least two or more engines are availablefor propulsion.

Net calorific value (NCV)This value supposes that the products of combustion contain the watervapor and that the heat in the water vapor is not recovered.7

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Offshore applicationOffshore construction and offshore drilling place high requirements regardingthe engine´s acceleration and load application behaviour. Higher require-ments exist also regarding the permissible engine´s inclination.

Due to the wide range of possible requirements such as flag state regula-tions, fire fighting items, redundancy, inclinations and dynamic positioningmodes all project requirements need to be clarified at an early stage.

Output ISO standard output (as specified in DIN ISO 3046-1)

Maximum continuous rating of the engine at nominal speed underISO conditions, provided that maintenance is carried out as specified.

Operating-standard-output (as specified in DIN ISO 3046-1)

Maximum continuous rating of the engine at nominal speed taking inaccount the kind of application and the local ambient conditions, provi-ded that maintenance is carried out as specified. For marine applicationsthis is stated on the type plate of the engine.

Fuel stop power (as specified in DIN ISO 3046-1)

Fuel stop power defines the maximum rating of the engine theoreticalpossible, if the maximum possible fuel amount is used (blocking limit).

Rated power (in accordance to rules of Germanischer Lloyd)

Maximum possible continuous power at rated speed and at definedambient conditions, provided that maintenances carried out as specified.

Overload power (in accordance to rules of Germanischer Lloyd)

110 % of rated power, that can be demonstrated for marine engines foran uninterrupted period of one hour.

Output explanation

Power of the engine at distinct speed and distinct torque.

100 % output

100 % output is equal to the rated power only at rated speed. 100 %output of the engine can be reached at lower speed also if the torque isincreased.

Nominal output

= rated power.

MCR

Maximum continuous rating.

ECR

Economic continuous rating = output of the engine with the lowest fuelconsumption.

Single-engine propulsion plantIn a single-engine propulsion plant only one single-engine is available for pro-pulsion.

Suction dredger application (mechanical drive of pumps)For direct drive of a suction dredger pump by the engine via gear box theengine speed is directly influenced by the load on the suction pump.

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The power demand of the dredge pump needs to be adapted to the operat-ing range of the engine, particularly while start-up operation. Load profile withfocus between 80 % and 100 % load. Average load: Up to 85 %.

Engine´s certification for compliance with the NOx limits according C1 Testcycle. See within section Engine ratings (output) for different applications,Page 20 if the engine is released for this kind of application and the corre-sponding available output PApplication.

Water jet applicationA marine propulsion system that creates a jet of water that propels the ves-sel. The water jet propulsion is always working close to the theoretical pro-peller curve (power input ~ n3). With regard to its requirements the water jetpropulsion is identical to the mechanical propulsion with FPP.



Weight definitions for SCR Handling weight (reactor only):

This is the "net weight" of the reactor without catalysts, relevant for trans-port, logistics, etc.

Operational weight (with catalysts):

That's the weight of the reactor in operation, that is equipped with a layerof catalyst and the second layer empty – as reserve.

Maximum weight structurally:

This is relevant for the static planning purposes maximum weight, that isequipped with two layers catalysts.

7.5 Abbreviations

Abbreviation Explanation

BN Base number

CBM Condition based maintenance

CCM Crankcase monitoring system

CCS Counter coupling side

CS Coupling side

ECR Economic continuous rating

EDS Engine diagnostics system

FAB Front auxiliary box

GCV Gross calorific value

GVU Gas Valve Unit

HFO Heavy fuel oil

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Abbreviation Explanation

HT CW High temperature cooling water

LT CW Low temperature cooling water

MCR Maximum continuous rating

MDO Marine diesel oil

MGO Marine gas oil

MN Methane number

NCV Net calorific value

OMD Oil mist detection

SaCoS Safety and control system

SECA Sulphur emission control area

SP Sealed plunger

STC Sequential turbocharging

TAN Total acid number

TBO Time between overhaul

TC Turbocharger

TC Temperature controller

ULSHFO Ultra low sulphur heavy fuel oil

7.6 SymbolsNote:The symbols shown should only be seen as examples and can differ fromthe symbols in the diagrams.

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Figure 78: Symbols used in functional and pipeline diagrams 1

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7.7 Preservation, packaging, storage

7.7.1 General

IntroductionEngines are internally and externally treated with preservation agent beforedelivery. The type of preservation and packaging must be adjusted to themeans of transport and to the type and period of storage. Improper storagemay cause severe damage to the product.

Packaging and preservation of engineThe type of packaging depends on the requirements imposed by means oftransport and storage period, climatic and environmental effects duringtransport and storage conditions as well as on the preservative agent used.

As standard, engines are preserved for a storage period of 12 months andfor sea transport.

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Note:The packaging must be protected against damage. It must only be removedwhen a follow-up preservation is required or when the packaged material isto be used.

Preservation and packaging of assemblies and engine partsUnless stated otherwise in the order text, the preservation and packaging ofassemblies and engine parts must be carried out such that the parts will notbe damaged during transport and that the corrosion protection remains fullyintact for a period of at least 12 months when stored in a roofed dry room.

TransportTransport and packaging of the engine, assemblies and engine parts mustbe coordinated.

After transportation, any damage to the corrosion protection and packagingmust be rectified, and/or MAN Diesel & Turbo must be notified immediately.

7.7.2 Storage location and duration

Storage locationAs standard, the engine is packaged and preserved for outdoor storage.

The storage location must meet the following requirements:

Engine is stored on firm and dry ground.

Packaging material does not absorb any moisture from the ground.

Engine is accessible for visual checks.

Assemblies and engine parts must always be stored in a roofed dry room.

The storage location must meet the following requirements:

Parts are protected against environmental effects and the elements.

The room must be well ventilated.

Parts are stored on firm and dry ground.

Packaging material does not absorb any moisture from the ground.

Parts cannot be damaged.

Parts are accessible for visual inspection.

An allocation of assemblies and engine parts to the order or requisitionmust be possible at all times.

Note:Packaging made of or including VCI paper or VCI film must not be opened ormust be closed immediately after opening.

Storage conditionsIn general the following requirements must be met:

Minimum ambient temperature: –10 °C

Maximum ambient temperature: +60 °C

Relative humidity: < 60 %

In case these conditions cannot be met, contact MAN Diesel & Turbo forclarification.

Storage location of engine

Storage location ofassemblies and engine parts

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Storage periodThe permissible storage period of 12 months must not be exceeded.

Before the maximum storage period is reached:

Check the condition of the stored engine, assemblies and parts.

Renew the preservation or install the engine or components at theirintended location.

7.7.3 Follow-up preservation when preservation period is exceeded

A follow-up preservation must be performed before the maximum storageperiod has elapsed, i.e. generally after 12 months.

Request assistance by authorised personnel of MAN Diesel & Turbo.

7.7.4 Removal of corrosion protection

Packaging and corrosion protection must only be removed from the engineimmediately before commissioning the engine in its installation location.

Remove outer protective layers, any foreign body from engine or component(VCI packs, blanking covers, etc.), check engine and components for dam-age and corrosion, perform corrective measures, if required.

The preservation agents sprayed inside the engine do not require any specialattention. They will be washed off by engine oil during subsequent engineoperation.

Contact MAN Diesel & Turbo if you have any questions.

7.8 Engine colourEngine standard colour according RAL colour table is RAL 7040.

Other colours on request.

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Index

A

Abbreviations 248Additions to fuel consumption 50Aging (Increase of S.F.C.) 53Air

Consumption (jet assist) 220Flow rates 54Starting air consumption 49

52Temperature 54

Air vesselsCapacities 149Condensate amount 147

Airborne noise 72

72Alternator

Reverse power protection 46Ambient conditions causes derat-ing

21

Angle of inclination 16Approved applications 11Arctic conditions 39Arrangement

Attached pumps 78Attached pumps

Arrangement 78Capacities 54

Auxiliary generator operationDefiniton 243

Auxiliary GenSetPlanning data 54

Auxiliary GenSet operationDefinition 243

Available outputsPermissible frequency devia-tions

44

Related reference conditions 20

21

B

BlackoutDefinition 244

C

CapacitiesAttached pumps 54Pumps 54

Charge airBlow-off 17Blow-off device 17

17Blow-off noise 75

Charge air coolerCondensate amount 147

147Flow rates 54Heat to be dissipated 54

Colour of the engine 255Combustion air

Flow rate 54Specification 97

Common rail injection system 201Componentes

Exhaust gas system 223Composition of exhaust gas 70Compressed air

Specification 97Compressed air system 214

217Condensate amount

Air vessels 147Charge air cooler 147

147Consumption

Control air 52Fuel oil 49Jet assist 220Lube oil 51

Control airConsumption 49

52Controllable pitch propeller

Definition 246Cooler

Flow rates 54Heat radiation 54Heat to be dissipated 54Specification, nominal values 54Temperature 54

Cooler dimensioning, general ° 171Cooling water

Inspecting 97

133Specification 97

127Specification for cleaning 97

133

135System description 171

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System diagram 167

171Crankcase vent and tank vent 161Cylinder

Designation 244Cylinder liner, removal of 226

D

Dead ship conditionDefinition 244Required starting conditions 26

27Definition of engine rating 19Definitions 243Derating

As a function of water tempera-ture

21

Due to ambient conditions 21Due to special conditions ordemands

21

Design parameters 14Diagram

Lube oil system 159Diagram condensate amount 147Diesel fuel see Fuel oil 51

E

EarthingBearing insulation 47Measures 47Welding 49

ECRDefinition 247

Electric operation 35Electric propulsion

Definition 246Emissions

Exhaust gas – IMO standard 69Engine

Colour 255Definition of engine rating 19Description 7Designation 14

244Equipment for various applica-tions

17

Inclinations 16Noise 72Operation under arctic condi-tions

39

Outputs 19Ratings 19Ratings for different applications 20

20Room layout 225Room ventilation 220Running-in 241Single-engine propulsion plant(Definition)

247

Speeds 19Table of ratings 19

Engine automationInstallation requirements 94Operation 85Supply and distribution 84

Engine cooling water specifications°

127

Engine pipe connections anddimensions

141

Engine ratingsPower, outputs, speeds 19Suction dredger 247

Equipment for various applications 17Excursions of the L engines ° 143Exhaust gas

Back pressure 21Composition 70Ducting 231Emission 69Flow rates 54Flow rates, temperature 55Pressure 21Smoke emission index 70System description 222Temperature 54

Exhaust gas noise 74Exhaust gas pressure

Due to after treatment 22Exhaust gas system

Assemblies 223Components 223

Explanatory notes for operatingsupplies

97

97

F

Factory Acceptance Test (FAT) 238Filling volumes 63Fixed pitch propeller

Definition 246Flexible pipe connections

Installation 142

143Flow rates

Air 54Cooler 54Exhaust gas 54Lube oil 54In

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Water 54Flow resistances 63Follow-up preservation 255Foundation

General requirements 80Frequency deviations 44Fuel

Consumption 52Dependent on ambient condi-tions

52

Diagram of HFO treatment sys-tem

195

195HFO treatment 190MDO supply 198Recalculation of consumption 52Specification (HFO) 112Specification (MDO) 110Specification of gas oil (MGO) 108Stop power, definition 247Viscosity-diagram (VT) 125

Fuel oilConsumption 49Diagram of MDO treatment sys-tem

189

MDO treatment 189Specification for gas oil (MGO) 97

G

Gas oilSpecification 97

108Generator operation/electric propulsion

Power management 45GenSet

Definition 246GenSet/electric propulsion

Operating range 43Grid parallel operation

Definition 247Gross calorific value (GCV)

Definition 246

H

Heat radiation 54Heat to be dissipated 54Heavy fuel oil see Fuel oil 51HFO Operation 190HFO see Fuel oil 51HT-switching 27

I

Idle speed 22IMO Marpol Regulation 51

69IMO Tier II

Definition 51Exhaust gas emission 69

Inclinations 16Injection viscosity and temperatureafter final heater heavy fuel oil

204

InstallationFlexible pipe connections 142

Installation drawings 226Intake air (combustion air)

Specification 137Intake noise 73

73ISO

Reference conditions 19Standard output 19

21

247

J

Jet AssistAir consumption 220

L

Layout of pipes 141Leakage rate 63Lifting device 227Load

Low-load operation 27Reduction 37

Load applicationAuxiliary GenSet 35Cold engine (only emergencycase)

26

33Electric propulsion 35Electric propulsion plants 26General remarks 30Preheated engine 30Ship electrical systems 35Start-up time 30

31Load reduction

As a protective safety measure 39Recommended 38Stopping the engine 38Sudden load shedding 37

Low-load operation 27LT-switching 27Lube oil

Consumption 51Flow rates 54Specification (HFO) 103

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Specification (MGO) 97Specification (MGO/MDO) 99System diagram 159Temperature 54

M

Marine diesel oil (MDO) supply sys-tem for diesel engines

198

Marine diesel oil see Fuel oil 51Marine gas oil

Specification 97Marine gas oil see Fuel oil 51MARPOL Regulation 49

51

69Materials

Piping 141MCR

Definition 247MDO

Diagram of treatment system 189MDO see Fuel oil 51Mechanical propulsion with CPP

Definition 246Mechanical propulsion with FPP

Definiton 246MGO (fuel oil)

Specification 97MGO see Fuel oil 51Multi-engine propulsion plant

Definition 246

N

Net calorific value (NCV)Definition 246

NoiseAirborne 72

72Charge air blow-off 75Engine 72Exhaust gas 74Intake 73

73Nominal output

Definition 247NOx

IMO Tier II 69Nozzle cooling system 183Nozzle cooling water module 183

O

Offshore applicationDefinition 247

Oil mist detector 17

18Operating

Pressures 59

59Standard-output (definition) 247Temperatures 59

59Operating range

GenSet/electric propulsion 43Operating/service temperaturesand pressures

58

OperationLoad application for ship electri-cal systems

35

Load reduction 37Low load 27Running-in of engine 241

OutputAvailable outputs, related refer-ence conditions

20

21Definition 247Engine ratings, power, speeds 19ISO Standard 19

20

21Permissible frequency devia-tions

44

Overload powerDefinition 247

P

Packaging 253Part-load operation 27Permissible frequency deviations

Available outputs 44Pipe dimensioning 141Piping

Materials 141Planning data

Auxiliary GenSet 54Flow rates of cooler 54Heat to be dissipated 54Temperature 54

Positions of the outlet casing of theturbocharger

232

Postlubrication 160Power

Engine ratings, outputs, speeds 19Power management 45Preheated engine

Load application 30PreheatingIn

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At starting 25

25Prelubrication 160Preservation 253Pumps

Arrangement of attachedpumps

78

Capacities 54

R

Rated powerDefinition 247

Ratings (output) for different appli-cations, engine

20

20Reduction of load 37Reference conditions (ISO) 19Removal

Cylinder liner 226Piston 226

Removal of corrosion protection 255Reverse power protection

Alternator 46Room layout 225Running-in 241

S

SafetyInstructions 233Measures 233

Sealing oil 17Separate MDO supply system 209Shut-off flap 17

17Slow turn 26

26

27Smoke emission index 70Specification

Cleaning agents for coolingwater

97

135Combustion air 97Compressed air 97Cooling water inspecting 97

133Cooling water system cleaning 97

133

135Diesel oil (MDO) 110Engine cooling water 97

127Fuel (Gas oil, Marine gas oil) 97Fuel (HFO) 112

Fuel (MDO) 110Fuel (MGO) 108Gas oil 108Heavy fuel oil 112Intake air 97Intake air (combustion air) 137Lube oil (HFO) 103Lube oil (MGO) 97Lube oil (MGO/MDO) 99Viscosity-diagram 125

Specification for intake air (com-bustion air)

137

SpeedAdjusting range 22Droop 22Engine ratings 22Engine ratings, power, outputs 19Idling 22Mimimum engine speed 22

SpeedsClutch activation 22Idling 22Mimimum engine speed 22

Splash oil monitoring 17

18Stand-by operation capability 25

25Starting 25

25Starting air

/control air consumption 52Consumption 49

52Jet assist 220receivers, compressors 218System description 214

217Starting air receivers, compressors 218Starting air system 214

217Start-up time 31Stopping the engine 38Storage 253Storage location and duration 254Suction dredger application

Definition 247Sudden load shedding 37Supply system

Blackout conditions 214Switching: HT 27Switching: LT 27Symbols

For drawings 249

2018

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1.1

Inde

x

MAN Diesel & Turbo


T

Table of ratings 19

19Temperature

Air 54Cooling water 54Exhaust gas 54Lube oil 54

Time limits for low-load operation 27Turbocharger assignments 14Two-stage charge air cooler 17

18

U

Unloading the engine 38

V

Variable Injection Timing (VIT) 17

18Venting

Crankcase, turbocharger 69Viscosity-temperature-diagram 125

W

WaterFlow rates 54Specification for engine coolingwater

97

127Water jet application

Definition 248Water systems

Cooling water collecting andsupply system

178

Engine cooling 167

171Nozzle cooling 183Turbine washing device 179

WeightsLifting device 227

WeldingEarthing 49

Works test 238

Inde

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2018

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19 -

1.1

MAN Diesel & Turbo


gs l32/40 imo tier ii - marine.man-es.com · 2018-03-19 - 1.1 man l32/40 genset imo tier ii project...

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